FOR VEHICLES WITH PNEUMATIC TIRES

Technical Area

This invention is related with the electricity generation system, which can be mounted and disassembled into the high-pressure compartment between the traditional rim and tire of a vehicle moving on the pneumatic wheel. The system defined by this invention has the ability to be applicable to the vehicle without changing the tire and rim used on the vehicle. In this invention, depending on the weight of the vehicle, the narrowing and expansion deformation of the part of the wheel that touches the ground is used as a driving force of the electricity generation system.

Previous Technique

Nowadays, the number of vehicles using electric and hybrid engines is increasing in number. The most important reason for this is that internal combustion engines play a role as a factor that increases the risk of global warming. In addition, electric motors bring different advantages. These advantages: they have high torque, they are quiet and in some cases the transmission is not needed, because they can reach high revolution.

The energy requirement of the electric motor is provided by the batteries. The most commonly used battery in today's technology as an energy source in these vehicles are lithium-ion batteries. Charging these batteries with an external energy source constitutes the main energy source. Full charging times at charging stations are much longer than the refueling times of internal combustion vehicles. This poses a significant disadvantage for electric vehicles. In addition, the high cost of batteries that will store high energy is also seen as a disadvantage.

Although battery technology is advancing day by day, today the path of an electric vehicle with a fully charged battery is limited. In order to overcome this limitation, various technologies have been developed to support the charging of batteries with outsourced charging as well as energy generating methods resulting from the movement of the vehicle.

Technologies, such as charging batteries with solar energy, charging during the braking of the vehicle, and charging with deformation of tires by converting the kinetic energy generated are on the agenda.

The technology that is widely used among these is charging with braking energy. However, the energy obtained during the braking process can only be collected during braking and is not enough to meet the total energy requirement of electric-only vehicles. Braking energy only meets the energy requirement in some hybrid vehicles without the need for external charging energy. All total electric vehicles must be charged through household electricity and/or charging stations. Studies on the use of solar energy are carried out in two separate ways. The first is to create charging stations powered by solar energy, and the other is to use solar energy directly on the vehicle for the electrical energy required by the electric motor. Today, neither appears to be widely available.

On top of all thess, the installation of energy from pneumatic tire deformation as a new source of energy production seems a possible solution. Today, there are still many vehicles in traffic that use internal combustion engines, all of which use traditional tires and wheels. In addition, not all electric vehicles use in-wheel electric motors and traditional tire and rim use continues. The need to refurbish the wheels-rims of all these vehicles for the production of electricity caused by tire deformation and even to renew the tires as the structure of the rim changes in most cases is not economical and does not seem to be applicable in a short time.

Patent applications for electricity generation due to tire deformation have been identified from the patent scan. In both inventions with patent numbers USOO6291901B1 and US010090734B2, tire deformation was used for electrical production purposes using a special wheel design other than the traditional rim. In both inventions, it appears that the mechanism used to convert the deformation of the tire into the rotational motion may pose a risk of damage to the tire in high-amount deformations of the tire. In the patent application US010090734B2, the mechanism used to convert the deformation of the tire into rotational motion contains a mechanism made of hard material positioned on the inner wall of the tire. The patent application USOO6291901B1 includes a mechanism made of hard matter positioned very close to the inner wall of the tire directed towards the tire.

In addition, in inventions with patent number US 20040100100A1 and CN2862485Y, a hard object is placed inside the tire for electrical energy generation by tire deformation is designed, both of which are intended to meet the requirements of electrically generated in-tire sensors.

Unlike these patents, this invention is designed to produce enough electricity to power battery charging or a direct electric motor without the need to replace traditional wheels and tires and without damaging the tire in high-amount deformations that will occur in different road situations.

Purpose of Invention

The purpose of this invention is to realize a system that can be mounted and disassembled in the high-pressure compartment between the rim and the tire, which uses the tire deformation to generate electricity without the need to replace the existing conventional rim and pneumatic tire. Description of the Figures

The "Electricity generation system" and its parts designed to achieve the purpose of the present invention are illustrated in the accompanying figures:

Figure 1. The appearance of the 3 axes on which the "Electricity generation system" is positioned.

Figure 2. View of the of the system on X-Y plane and Y-Z plane.

Figure 3. Close-up view of the system in the X-Y plane and the Y-Z plane.

Figure 4. Disassembled view of the basic parts in the "Electricity generation system" in the X-

Y plane. Figure 5. Sectional view of the disassembled parts of the system made on the "A" line in the Z-Y plane.

Figure 6. Sectional view of the "Stabilizer" from different angles in detail.

Figure 7. Sectional view of the " Rotor Rail " from different angles in detail.

Figure 8. Sectional view of the " Rotor" from different angles in detail. Figure 9. Sectional view of the " Stator Pulley " from different angles in detail.

Figure 10. Sectional view of the " Flexible Stator " from different angles in detail.

Figure 11 A. It is the comparative view of the diameter of the section of the "Flexible Stator" in the Z-Y plane with the diameter of the rim.

Figure 11 B. The cross-section views of the flexed tire and the 'flexible stator' for insertion of the 'flexible stator' into the tire

Figure 12. The cross-section views of insertion steps of "Flexible Stator" into the tire on the Z-

Y plane.

Figure 13. Sectional view of the " Drive Ring " from different angles in detail.

Figure 14. It is the detailed view showing the relational structure of the main sections of the system in the X-Y plane.

Figure 15. Detailed relational perspective views from different angles of the "Drive Spring Wheel" and "Drive Gear" subsections of the "Stator Pulley".

Figure 16. Functional schematic view of "Drive Spring Wheel" and "Drive Gear".

Figure 17. Detailed view of function of the main parts of the "electricity generation system" in the X-Y plane.

Figure 18. X-Y plane section view of the step of mounting the "Drive Ring" to the tire and the "Stabilizer" to the rim. Figure 19. X-Y plane section view of the step of mounting one side of the tire to the rim, after mounting "Drive Ring" to the tire and the "Stabilizer" to the rim.

Figure 20. X-Y section view of the mounting step of the "Rotor Rail" on the "Stabilizer".

Figure 21. X-Y section view of the mounting step of the "Rotor" on the "Rotor Rail".

Figure 22. X-Y plane section view of the positioning step of the "Stator Pulley" into the tire.

Figure 23. X-Y plane section view of the preparation for locking step of the "Spring wheel rope", which is part of the "Stator Pulley", and the "Drive Rope", which is part of the "Drive Ring".

Figure 24. X-Y plane section view of the locking step of the " Spring wheel rope", which is part of the "Stator Pulley", and the "Drive Rope", which is part of the "Drive Ring".

Figure 25. It is the X-Y plane section view of the step of opening space for assembly by moving the tire towards the counter flange of the rim before mounting the "Stator Pulley" to the partition between the "Stabilizer" and "Rotor Rail" sections.

Figure 26. X-Y plane section view of the step of positioning the "Stator Pulley" in the partition between the "Stabilizer" and "Rotor Rail" sections.

Figure 27. X-Y plane section view of the step of placing the "Stator Pulley Tooth" in the "Stator Pulley Tooth Groove" by sliding the "Stator Pulley" towards the partition between the "Stabilizer" and "Rotor Rail" sections.

Figure 28. It is the X-Y plane section view of the step of mounting the "Flexible Stator" by placing the "Stator Ear" in the "Stator Ear Slot" in the partition between the "Stator Pulley" and "Rotor" sections.

Figure 29. X-Y plane section view of the step of positioning the "stator-rotor rail cover" with correct contact with the "Stator Pulley Parallel Wall" and "Rotor Rail Wall".

Figure 30. X-Y plane section view of the step of mounting the "stator-rotor rail cover" by screwing the "Stator Pulley Body" and "Rotor Rail" to each other.

Figure 31. It is the X-Y plane section view of the step of pushing the "Stator Pulley" and "Rotor Rail" as far as the "Rotor Rail Wedge" to be placed on the "Rotor Rail Ear" on the "Stabilizer" with the assembled state and locking the "Rotor Rail Stopper" by entering the "Stopper Slot".

Figure 32. It is the view of the X-Y plane section of the step of the "Energy Output Cable" connected and one end of it being taken out of the rim.

Figure 33. X-Y section view of the placement of the unplaced edge of the tire to the rim after locking the "electricity generation system". Description of References in Figures

1: X-Y Plane 2: X-Z Plane 3: Y-Z Plane 4: Pneumatic Tire

5: "Electricity generation system" (that can be mounted and disassembled in the high-pressure section between the rim and the tire)

6: Rim

7: Drive Ring

8: Stator Pulley

9: Flexible Stator

10: Rotor

11: Rotor Rail

12: Stabilizer

13: Stabilizer plate

14: Rotor rail ear

15: Stabilizer hinge

16: Stabilizer nut bed

17: Stabilizer nut

18: Stabilizer nut lock

19: Hinge pin

20: Rotor rail wedge

21: Rotor rail stopper

22: Rotor bearing slot

23: Rotor rail ear groove

24: Stator pulley tooth groove

25: Rail lock

26: Rail lock slot

27: Rail plate

28: Rail wall 29: Stopper slot SO: Rotor magnet 31: Rotor body 32: Stator-Rotor bearing slot 33: Rotor bearing

34: Drive wheel rotor gear 35: Rotor lock 36: Stator pulley body 37: Stator pulley curtain 38: Stator ear

39: Drive spring wheel 40: Drive gear 41: Stator-rotor rail cover 42: Stator-Rotor bearing 43: Spring wheel rope

44: Stator pulley rotor rail ear groove 45: Stator pulley tooth 46: Stator winding rod 47: Stator rod tie 48: Stator Winding

49: Stator Ear Slot 50: Tire Pad 51: Drive rope pulley 52: Drive rope 53: Drive rope tie

54: Wheel-gear lock 55: Impeller spring 56: Energy output cable

57: Tire bead Description of the Invention

The six main sections that constitute the "electricity generation system" (5) that can be installed and disassembled in the high-pressure section between the rim and the tire, are as follows (Figure 4);

1. Stabilizer (12): It can be fixed to the rim (6) and all parts except the drive ring (7) are positioned on the rim (6) by means of the stabilizer (12).

2. Drive ring (7): It is fixed to the pneumatic tire (4) and transmits movement caused by tire deformity to the system via the Drive rope (52).

3. Rotor Rail (11): Mounted on the stabilizer and creates a rail that fully surrounds the rim (6), where the Rotor (10) can make the rotational movement on the Rotor bearings (33).

4. Rotor (10): It carries rotor magnets (30) and makes independent rotational movements around the rim (6) due to its pneumatic tire (4) deformity, allowing alternating current to form with the magnetic field polar changes it creates on stator windings (48),

5. Stator Pulley (8): Attached to the stabilizer (12) and Rotor Rail (11) to secure the Rim (6), allowing the Flexible Stator (9) to be easy to mount and move in the same amount in the same direction as the Rim. It is used for fixing the stator so that the flexible stator (9) and rotor (10) remain at a constant distance. It also features the Drive spring wheel (39) and Drive gear (40) and plays a role in transferring deformity-induced energy to the rotor (10) to rotate it in the same direction but more than the rim.

6. Flexible stator (9): Carries Stator Windings (48) on it. When it is rotating in the same amount as the rim (6), the magnetic field generated by the rotor that is rotating at different speeds due to pneumatic tire (4) deformity, converts polar changes into alternating current.

The "electricity generation system" (5) is described below, first with its general characteristics and then its basic sections in detail.

In the description of the invention, the X-Y plane (1), the X-Z plane (2) and the Y-Z plane (3) are defined based on the front or rear left tire of a vehicle to fully express the directions and sections (Figure 1).

The X-Y plane (1) is perpendicular to the ground, and the section shown in this plane cuts the annular structure of the "Electricity generation system" (5) at two points, disrupting the continuity of the ring (Figure 1).

The X-Z plane (2) is parallel to the ground, and the section shown in this plane cuts the annular structure of the "electrical generating system" (5) from two points, disrupting the continuity of the ring (Figure 1).

The Y-Z plane (3) is perpendicular to the ground, and the section shown in this plane cuts the ring-shaped structure of the "electric generation" (5) and divides the entire structure into two rings without disrupting the continuity of the ring shape (Figure 1). "Electricity generation system" (5) is fixed between the rim (6) and the pneumatic tire (4) so that it remains inside the pneumatic tire (4) in the high-pressure area (Figure 2).

Figure 3 describes "Electricity generation system" (5) in comparison with the sections taken on the Y-Z plane (3) and the X-Y plane (1).

In the section of the "Electricity generation system" (5) taken in the YZ plane (3), starting just above the rim (6), from the inside to the outside, the stabilizer (12), rotor rail (11), rotor (10), Flexible stator (9) and Stator the upper arm of the pulley (8) is visible (Figure 3-3A).

The drive ring (7) is positioned on the inner wall of the pneumatic tire (4), the stabilizer (12) is fixed to the rim (6), on top of it is the rotor rail (11), on the rotor rail (11) by means of the rotor bearings (33) there is a rotor (10) that can rotate freely in parallel to the YZ plane (3), as shown in the section (3B) of the "Electricity generation system" (5) taken in the X-Y plane (1). The stator pulley (8) has a C-shaped structure, the lower arm of C is inserted between the stabilizer (12) and the rotor rail (11) and is fixed to the rim (6). On the vertical part of the C shape of the stator pulley (8) is the mechanism that provides the free rotation of the rotor (10) with the energy of deformity, and this mechanism will be explained later. The upper arm of the C shape of the stator pulley (8) is arranged in a structure that enables the flexible stator (9) to be connected, as will be explained later. The flexible stator (9) is fixed to the upper arm of the stator pulley (8) (Figure 3-3B).

The parts of the "Electricity generation system" (5), which are designed to be mounted in the form of annular, consist of different parts to be mounted on the rim (6) and inside the pneumatic tire (4). In figure 5, these parts are shown in the Y-Z plane (3) and in the section taken from the A line. The drive ring (7) is a part in the form of a single piece of strip, its length can be adjusted according to the tire size and it is positioned in the form of a ring on the tire inner wall (Figure 5). The stabilizer (12) is in the form of a flexible ring consisting of interconnected parts, and the attached parts are separated at one point and then reassembled to fix it to the rim (6) (Figure 5). Stabilizer (12) diameter varies according to wheel size (6). The rotor rail (11) consists of 3 inflexible parts, these parts would be positioned as separate 3 parts around the rim (6) and inside the pneumatic tire (4) to get ready for mounting and 3 separate parts are mounted to each other and are mounted to the stabilizer, (12) so they form a rigid ring shape (Figure 5). The rotor (10) consists of 3 inflexible parts, these parts are positioned as separate 3 parts around the rim (6) and inside the pneumatic tire (4) to get ready for mounting and 3 separate parts are mounted to each other to form a ring shape (Figure 5). The Stator pulley (8) consists of 3 inflexible parts, these parts would be positioned as separate 3 parts around the rim (6) and inside the pneumatic tire (4) to get ready for mounting and 3 separate parts are mounted to each other while one end of Stator pulley (8) would be positioned between the stabilizer (12) and the rotor rail (11) to form a ring shape (Figure 5). The flexible stator (9) is a monolithic part in the form of a ring, has a diameter above the diameter of the rim (6), so it can be settled around the rim (6). Although the stator diameter is wider than the inner diameter of the pneumatic tire (4), the stator diameter has an elastic structure that will be explained later, so that it can take a narrower form than the inner diameter of the tire (Figure 5). Stabilizer (12) has a structure in which many stabilizer plates (13) are attached together with stabilizer hinges (15) and take the ring form when the rim (6) is wrapped (Figure 6). The hinge pins (19) in the stabilizer hinges (15) are detachable, and when the stabilizer (12) would be mounted to the rim (6) by wrapping it, one of the hinge pins (19) is removed and re-installed. The long axes of the stabilizer plates (13) are balanced with the stabilizer nut beds (16) and the stabilizer nuts (17) of different lengths, that are in the structure of the stabilizer plates (13) and so the stabilizer plates (13) can be mounted in balance on the rim with their long axes stay parallel to the width of the rim (6). A stabilizer nut lock (18) is used to prevent the nuts from loosening after balancing (Figure 6).

The stabilizer (12) has the rotor rail ear (14) to attach the rotor rail (11). In addition, after the rotor rail (11) is fully placed on the stabilizer, there is a rotor rail wedge (20) and a rotor rail stopper (21) used to prevent the rotor rail (11) from moving freely in the transverse direction of the rim (6) (Figure 6). The rotor rail stopper (21) is designed to fit into the stopper slot (29) when the rotor rail (11) is fully contacted against the rotor rail wedge (20) on the stabilizer (12) (Figure 7).

The rotor rail (11) consists of 3 pieces, which are made up of 120-degree sections of a ring, with cross-sections in the shape of the letter L, and these pieces are brought together to form a complete ring. By combining these 3 parts, a complete and monolithic ring form is formed (Figure 5). There is a rail lock (25) in one and a rail lock slot (26) in the other to make this connection stable and secure in the parts that can be connected to each other. In addition, there are a total of four screw holes, two on the rail walls (28) and the other two on the rail plate (27), for two parts that are to be connected (Figure 7).

There are two parallel rotor bearing slots (22) on the rotor rail (11). When the 3 parts that make up the rotor rail (11) come together, they form two rotor bearing slots (22) that take the form of a ring and run parallel to each other, in which the rotor bearings (33) (Figure 8) on the rotor (10) can move in the required direction (Figure 7).

There are grooves on the face of the rotor rail (11) close to the rim (6). These grooves are located vertically to long axes of the body of the rotor rail (11), they terminate towards the middle of the rail body without reaching the side of the rotor rail wall (28). The first groove is the rotor rail ear groove (23) and it is the corresponding groove for the rotor rail ear (14) on the stabilizer (12) (Figure 7). The rotor rail ear groove (23) has the shape of the letter T, and during assembly, the rotor rail ear (14) is inserted into the rotor rail eargroove (23) and it aims to fully engage and stabilize the rotor rail (11).

The second groove on the face of the rotor rail (11) close to the rim (6) is the stator pulley tooth groove (24). The stator pulley tooth groove (24) is positioned in a way that it will take place on the stabilizer hinge (15) during assembly (Figure 7). This groove is designed in such a way that the stator pulley tooth (45) can slides within itself during assembly and that the stator pulley (8) is totally fixed on the rotor rail (11) after the assembly is completed. The rotor (10) consists of 3 pieces, which are made up of 120-degree sections of a ring, and these pieces are brought together to form a ring. By mounting these 3 parts to each other, a complete and monolithic ring form is formed (Figure 8).

Each 120-degree section that forms the rotor (10) ring has rotor body (31). Rotor magnets (30) are placed to the outer side the rotor body (31) to be close to the flexible stator (9) (Figure 8). There are rotor bearings (33), which are placed flush on both transverse sides of the rotor bodies (31), allowing the rotor (10) to rotate freely by contacting the rotor bearing slots (22). The rotor bearings (33) are placed at certain intervals in every 120-degree section forming the rotor (10) ring and support the free rotation of the entire ring with a constant distance from the rotor rail (11) (Figure 8).

Each 120-degree section forming the rotor (10) ring has a Stator-Rotor bearing slot (32) on the side farthest from the rotor rail wedge (20). The Stator-Rotor bearing slot (32) takes the form of a monolithic ring when 3 sections are mounted (Figure 8).

There is the drive wheel rotor gear (34) is located on the edge of each 120-degree section forming the rotor (10) ring close to the rotor rail wedge (20). The drive wheel rotor gear (34) takes the form of a monolithic ring when 3 sections are mounted (Figure 8).

Each 120-degree section forming the rotor (10) ring has a rotor lock (35) on one end and a slot in which the end part of the rotor lock (35) will enter at the other end. When the rotor lock (35) is placed in its slot, due to its shape, the rotor does not unlock unless too much force is applied against the input direction, so that the 120-degree sections of the rotor (10) when placed on the rotor rail (11) during assembly remain stable by connecting to each other and forming a complete ring (Figure 8).

The stator pulley (8) consists of 3 pieces with 120-degree sections of a ring, with cross-sections in the shape of the letter C, and these pieces are mounted to each other to form a complete ring. By mounting these 3 parts, a complete and monolithic ring form is formed (Figure 5).

Each 120-degree section that forms the stator pulley (8) ring has a monolithic stator pulley body (36) (Figure 9). The stator pulley body (36) is C-shaped as seen in the X-Y plane (1) section of the stator pulley (8). The two perpendicular walls forming the ascending vertical and the upper long arm of the C shape continue along the long axis and have a structure in the shape of the letter L inclined 90 degrees to the right in its cross-section (Figure 9). On the stator pulley body (36) there is a stator pulley curtain (37), stator ear (38), drive spring wheel (39), drive gear (40) and spring wheel rope (43) (Figure 9).

Apart from the stator pulley body (36) and the parts attached to it, there are stator-rotor rail covers (41) which are smaller and roughly L-shaped in the X-Y plane (1) section, which completes the stator pulley structure (Figure 9). There are 6 stator-rotor rail covers (41) in total.

Each stator-rotor rail cover (41) has a stator-rotor bearing (42) positioned on the long arm and towards the stator pulley curtain (37) (Figure 9). There are two pins on the short arm end of the stator-rotor rail cover (41) on the side close to the rim (6) and two screw holes on the long arm. 3 of the stator-rotor rail covers (41) are placed on the connection points of the 120 degree sections forming the stator pulley (8) ring and the 120 degree sections forming the rotor rail (11) ring. During this placement, positioning is done with the long arm on the outward facing side of the rotor rail wall (28) and the short arm on the pneumatic tire (4) side of the long arm seen in the X-Y plane section (1) of the stator pulley body (36). In this way, the stator pulley (8) and the rotor rail (11) are fixed to each other. The other 3 of the stator-rotor rail covers (41) are placed equidistant from the two ends of the 120 degree sections, again in a way to fix the stator pulley (8) and rotor rail (11) to each other (Figure 9).

The pins on the short arm of the stator-rotor rail cover (41), positioned at the connection points of the 120-degree sections that make up the Stator pulley (8) ring, are placed in the slots of the two 120-degree sections and supports the fastening of these two sections (Figure 9).

The screw holes on the long arm of the stator-rotor rail cover (41), which are positioned at the connection points of the 120-degree sections that make up the ring of the rotor rail (11), are placed on the corresponding screw slots of rotor rail (11) to support screwing and fastening of these two sections of rotor rail together (Figure 9).

The spring wheel rope (43) is wrapped on the drive spring wheel (39) and extends through the hole in the body of the stator pulley to the pneumatic tire (4) (Figure 9). The end of the spring wheel rope (43) close to the tire is designed in a ring form for connection purposes.

The stator ears (38) are positioned on the face of the long arm of the stator pulley body (36) facing the flexible stator (9). The stator ears (38) enable the flexible stator (9) to be fixedly attached to the stator pulley (8) located on the upper part (Figure 9). Stator ears (38) fix the stator with stator ear slots (49) located on the flexible stator (9) (Figure 9).

The driving spring wheel (39) and the driving gear (40) are located on a stationary pin fixed to both walls, extending between the stator pulley body (36) and the stator pulley curtain (37) (Fig. 9). The drive spring wheel (39) is positioned close to the stator pulley body (36) and the drive gear (40) close to the stator pulley curtain (37). The spring wheel rope (43) is wrapped around the drive spring wheel (39) (Figure 9). Between the driving spring wheel (39) and the driving gear (40) there is a one-way co-rotating mechanism, which will be described later.

In addition, the driving spring wheel (39) has a spring mechanism that returns the position of the wheel to its starting position following the loosening of the rope after being driven by the spring wheel rope (43), this mechanism will be explained in detail later.

The stator pulley rotor rail ear groove (44) is a gap large enough for the rotor rail ear (14) on the stabilizer (12) to pass (Figure 9). The stator pulley rotor rail ear groove (44) is designed to allow the rotor rail (11) and the stator pulley (8) to travel together up to the rotor rail wedge (20) during assembly. While this travel rotor rail ear (14) slides inside the stator pulley rotor rail ear groove (44).

The stator pulley tooth (45) is positioned perpendicular to the short arm of the stator pulley body (36) and at the end of the arm seen at the X-Y plane (1) section. It has a length shorter than the length of the long arm of the stator pulley body (36). It has the shape of a rectangular prism, large enough to fit exactly into the stator pulley tooth groove (24) on the rotor rail (11) and Stator pulley tooth groove (24) has a shorter width and a narrower depth when compared with Stator pulley tooth (45) (Fig. 9). The Stator pulley tooth (45) is designed to enter the stator pulley tooth groove (24) on the rotor rail (11) during assembly, allowing the stator pulley body (36) to be attached to the rotor rail (11) and fully stabilized with the stator-rotor rail cover (41).

The flexible stator (9) takes the form of a ring-shaped monolithic structure by placing the stator winding rods (46) in parallel with each other by connecting them with the stator rod tie

(47) on their long sides. The stator winding rods (46), when viewed from their cross-sections, resemble the letter L with an expansion at the end of the long arm so that the stator winding

(48) can remain stable after winding (Fig. 10). The stator winding rods (46) are connected to each other from both ends of the short arm of the letter L structure with a stator rod tie (47), which is a movable connection that allows the long arms of the letter L structure of the side- by-side stator winding rods (46) to approach and move away from each other (Figure 10). With this connection, the long sides of the stator winding rods (46) are kept parallel to each other, while the short sides with the letter L structure seen in their cross-sections have a mobility so that the ends of the long arms can approach and move away from each other (Figure 10).

When the stator windings (48) are wound on the stator, they can be wound in a monophasic (9A) or triphasic (9B) structure (Figure 10).

On the faces close to the pneumatic tire of the short arms of the letter L structure seen in the cross-sections of the stator winding rod (46) have a stator ear slot (49) for the insertion of the stator ear (38) (Figure 9 and Figure 10).

The narrowest diameter of the ring-shaped monolith of the flexible stator (9) has a diameter over the widest diameter of the rim (6), so that it can be easily accommodated on the rim (6) (Figure 11A). Although the diameter of the flexible stator (9) is wider than the narrowest diameter of the pneumatic tire (4) formed by the so-called tire bead toe, the diameter of the flexible stator (9) can be stretched due to the swivel connection of the short sides of the stator winding rods (46). With this feature, during the assembly of the flexible stator (9), it is possible to slightly expand the narrowest diameter in the tire bead (57) region by stretching the tire, and to reduce the diameter of the flexible stator (9) by stretching it (Figure 11 B). With these flexible structures of the pneumatic tire (4) and the flexible stator (9), it is possible to insert the stator into the tire (Figure 12). During assembly, the narrowest diameter of the tire is stretched to widen, the diameter of the stator is narrowed by stretching (Figure 12A), then the narrowest diameter of the stator is passed through the enlarged diameter of the bead toe region of the tire towards the inner cavity of the tire (Figure 12B), allowing the stator to be positioned inside the tire (Figure 12C).

The drive ring (7) constitutes the part that collects the deformity movement that occurs in the tire during the forward or backward movement of the vehicle without damaging the tire and provides energy to rotate the rotor (10). While the drive ring (7) exists as a long strip prior to assembly, it takes the form of a complete ring when placed inside the tire. If the strip length of the drive ring (7) before assembly exceeds the circumference of the inner wall of the tire tread, the ring is designed in such a way that it can be cut to a suitable length and then mounted. The drive ring (7) consists of the tire pad (50), the drive rope pulley (51) and the drive rope (52) (Figure 13). The tire pad (50) is integrated with the drive rope pulley (51) and has a structure that will not cause friction and wear during the rotation of the tire (Figure 13). While the tire pad (50) is in contact with the inner wall of the tire tread, the drive rope pulley (51) is positioned so that it does not contact with the inner wall of the tire tread. The tire pad

(50) has a large surface that touches the inner wall of the tire tread. There are many small holes located on the drive rope pulley (51) equidistant from each other and equidistant from both sides of the pulley. The drive rope (52) is designed in a structure that connects to the drive rope pulley (51) at one end and to the spring wheel rope (43) at the other end. At one end of the drive rope (52) there is a ball that allows it to be attached to the drive rope pulley

(51) and at the other end there is a drive rope tie (53) that allows it to be attached to the spring wheel rope 43 (Figure 13 and Figure 14).

During the operation of the system, the spring wheel rope (43) connected to the drive rope

(52) by the drive rope tie (53) moves towards the drive spring wheel (39), as a result of decreasing distance between the drive ring (7) and the rim (6). This decrease in the distance between the drive ring (7) and the rim (6) is due to the inward movement of the surface of the tire tread which is in contact with the ground (39) (Figure 14). The drive spring wheel (39) rotates in such a way that it wraps the spring wheel rope (43) on it, with the decrease of the tension on the impeller spring (55) and thus the relaxation of the spring (Figure 14). Due to the fact that the wheel-gear lock (54) does not lock the drive gear (40) during this rotation, the wheel cannot apply a rotational movement to the drive gear (40) since the wheel-gear lock (54) does not lock the drive gear (40). In this process, the drive gear (40) is in contact with the drive wheel rotor gear (34) and can rotate freely around itself depending on the rotation of the rotor (10).

As the tire continues its rotational movement, the inward collapse on the surface of the tire tread contacting the ground disappears and as a result of the drive ring (7) in that section moving away from the rim (6), the spring wheel rope (43) connected to the drive rope (52) with the drive rope tie (53) It forces the spring wheel (39) to rotate in the away direction (Figure 14) and during this rotation, the drive gear (40) is forced to rotate in the same direction as the drive spring wheel (39) because the wheel-gear lock (54) locks the drive gear (40) (Figure 15 and 16). In this process, the drive gear (40) causes the rotor (10) to rotate in the opposite direction, since the drive gear (40) is in contact with the drive wheel rotor gear (34). With this mechanism, as the pneumatic tire (4) continues its rotation, the periodic approach and departure of the drive ropes (52) positioned at certain distances inside the pneumatic tire (4) to the rim (6) enables the rotor (10) to rotate independently of the rotation of the tire and without causing any interruptions. Thus, alternating electric current is created by the reverse direction of the electron current formed in the stator windings (48) by the variable electromagnetic fields formed by the alternating periodic poles of rotor magnets (30) of the rotor (10). This movement operates independently of the rotation of the tire (Figure 17).

Installation of the system is done in the following steps, respectively While the pneumatic tire (4) is removed from the rim (6), the following two steps are performed (Figure 18); a. Before assembly, the drive ring (7), which is in the form of a strip, is placed and adhered to the inner wall of the back of the pneumatic tire (4) in such a way that its two ends are in full contact with each other. b. One of the hinge pins (19) of the stabilizer (12), which was in the form of a ring before assembly, is removed and the stabilizer (12) is wrapped on the rim (6) and the hinge pin (19) is reattached and the stabilizer takes the form of a ring around the rim (6). By means of the stabilizer nuts (17), the stabilizer plates (13) are both stabilized and fixed in such a way that the stabilizer (12) can move in the same direction as the rim (6) without causing any loss of movement. Only one of the tire bead (57) sections of the pneumatic tire (4) is inserted into the rim (6) and pushed to the other side of the rim (6) halfway through the stabilizer (Fig. 19). Each part of the rotor rail (11) is in 3 separate pieces of 120 degrees before assembly and is mounted with the following steps (Figure 7 and Figure 20); a. First, one of the 120-degree pieces of rotor rail (11) with rail lock slots (26) (female-female) at both ends are taken. b. This part (female-female) of the rotor rail (11) is first inserted into the tire. c. Then the rotor rail (11) is positioned on the stabilizer (12). d. During this positioning, it is ensured that the rotor rail (11) coincides with the rotor rail ear groove (23) on the rotor rail (11) so that it fits inside the rotor rail ear (14) which is a part of the stabilizer (12). e. Secondly, the part of the rotor rail (11) with a rail lock (25) at one end and a rail lock slot (26) at the other end (male-female) is taken. f. The rail lock (25) of the male-female part is placed in the rail lock slot (26) of the female-female part, and the two parts are joined end to end. g. The lower ones of the four screw holes on the rail walls (28) of the male-female part and the female-female part facing the rim (6) are screwed to be fixed to each other using the rail plate (27). h. Thirdly, the 120-degree part of the rotor rail (11) with the rail lock (25) at both ends is taken. i. The rail locks (25) at both ends of the male-male part are placed in the rail lock slots (26) of the corresponding parts and joined end-to-end with the other parts from both ends. j. The lower holes on both ends of the male-male part on the rail wall (28) and the lower holes of the other parts on the sides of the rail wall (28) close to the male-male part are screwed to each other using the rail plate (27). k. By assembling the three parts together, the rotor rail takes the form of a complete ring, and the rotor bearing slots (22) are joined in such a way that the rotor bearings (33) can roll on it. Each part of the rotor (10), which is in 3 separate parts of 120 degrees before assembly, is mounted with the following steps (Figure 8 and Figure 21); a. First, the 120-degree part of the rotor (10) with the rotor lock (35) at both ends (male-male) is taken. b. This (male-male) part of the rotor (10) is first passed into the tire. c. Then, the rotor bearings (33) on the rotor (10) are positioned on the rotor rail (11) so that they fit snugly into the rotor bearing slots (22). d. Second, the 120-degree part of the rotor (10) with a rotor lock (35) at one end and a hole suitable for the rotor lock on another end (male-female) is taken. e. The hole of the male-female rotor part is locked by placing the hole suitable for the lock on the rotor lock (35) at the end of the male-male part. The two parts are joined end to end so that the rotor bearings (33) fit into the rotor bearing slots (22). f. Third, from the 120-degree parts of the rotor (10), the part (female-female) that does not have a rotor lock (35) at both ends but has a hole for the rotor lock is taken. g. The holes suitable forthe rotor lock (35) at both ends of the female-female part are locked by placing the rotor locks (35) on the ends of the other corresponding parts, and thus all parts are joined end to end with the other parts so that the rotor bearings (33) fit snugly into the rotor bearing slots (22). Each part of the stator pulley (8), which is in 3 separate parts of 120 degrees before assembly, is mounted with the following steps (Figure 9, 22, 23, 24, 25, 26, 27); a. First, one of the 120-degree pieces of the stator pulley (8) is taken and inserted into the tire (Figure 22). b. All spring wheel ropes (43) attached to the part are pulled away from the stator pulley (8) and brought closer to the end of the drive rope (52) (Figure 23). c. Spring wheel ropes (43) are connected to the drive rope (52) by means of the drive rope tie (53) (Figure 24). d. For the other 120-degree parts of the stator pulley (8) the previous three steps are applied. e. To make room for stator pulley (8) parts, the tire bead (57) of the tire that has been inserted into the rim (6) is pushed to the other side of the rim (6) (Figure 25). f. One of the 120-degree pieces of the stator pulley (8) is placed so that the stator pulley tooth (45) meet the stator pulley tooth grooves (24) and is pulled towards the rim (6) and fully inserted into the rotor rail (11) (Figs. 7, 9, 26, 27). g. The previous step is repeated for the remaining two of the 120-degree parts of the stator pulley (8). h. The stator pulley tooth (45) at both ends of the 120-degree parts of the stator pulley (8) have a width of half the width of the other pulley teeth (Figure 9), and when the two stator pulley (8) parts are positioned side by side, the two stator pulley tooth (45) will have a full width so that they can enter the stator pulley tooth groove (24) on the rotor rail (11) together. Accordingly, the 120- degree parts of the stator pulley (8), which are fully placed on the rotor rail (11), are fixed in such a way that they are fully adjacent to each other. The stator pulley (8), which is in one piece, is mounted with the following steps (Figure 9, 11, 12, 28); a. The stator is inserted into the tire, by stretching the tire slightly to widen the narrowest diameter in the tire bead (57) and squeezing the flexible stator (9) to narrow its diameter (Figure 11 and figure 12). b. Since the narrowest diameter of the ring-shaped monolith of the flexible stator (9) has a diameter above the widest diameter of the rim (6), the stator is placed between the long arm of the stator pulley body (36) which is positioned close to the tire, and the rotor, by passing the edge of the rim (Figure 28). c. While the stator is placed in this position, the stator ears (38) are fully seated in the stator ear slots (49).

7. The assembly totally of 6 stator-rotor rail covers (41) is done with the following steps (Figure 9, 29, 30) a. Among the stator-rotor rail covers (41) the ones that will be placed on the connection points of the 120-degree sections forming the stator pulley (8) ring and on the connection points of the 120-degree sections forming the rotor rail (11) ring, are primarily attached. b. The other 3 of the stator-rotor rail covers (41) that will be placed at equal distances from the two ends of the 120-degree sections to fix the stator pulley (8) and the rotor rail (11) together, are attached after the ones attached to the connection points. c. At the short arm end of the stator-rotor rail cover (41) to be attached to the connection point, one of the two pins facing the rim is positioned on one of the 120-degree stator pulley (8) parts and the other pin on the other stator pulley (8) part. d. The pins are fully placed in pin holes facing the pneumatic tire (4) of the long arm seen in the X-Y plane (1) section of the stator pulley body (36) to hold the two pulley sections together. e. The stator-rotor bearing (42) on the side of the stator-rotor rail cover (41) facing the stator pulley curtain (37) is fully inserted into the stator-rotor bearing slot (32) on the rotor (10) (Figure 29). f. Then, the two screw holes on the long arm of the stator-rotor rail cover (41) are located over the totally 4 screw holes on the outward side of the rotor rail wall (28) of the two adjacent 120-degree rotor rail (11) parts. So these screw holes coincide with the two holes belonging to the rail plate (27) that are on the side close to the tire tread and which are empty at this step of the assembly (Figure 30). g. As explained in step 3-g, which is one of the previous steps of the assembly, bottom two of the four screw holes on the sides of the rail walls (28) of the 120 degree rotor rail (11) parts facing the rim (6) are fixed to each other using the rail plate (27), but The two screw holes on the long arm of the stator-rotor rail cover (41) are screwed into the empty holes positioned close to the tire tread (Figure 30). h. The other two stator-rotor rail covers (41) are mounted at the connection points and the other 3 are mounted equidistant from the two ends of the 120- degree parts, securing the stator pulley (8) and rotor rail (11) together (Figure 9).

8. The fully mounted rotor rail (11), rotor (10), flexible stator (9) and stator pulley (8) are shifted to inner part of the rim (6), until touching the rotor rail wedge (20), on the stabilizer (12). The entire structure is locked by placing the rotor rail stopper (21) on the stabilizer (12) into the stopper slot (29) on the rotor rail (11) (Figure 31).

9. The energy output cable (56) is mounted on the appropriate ends of the stator windings (48) and taken out of the rim through the hole created on the rim before. During this process, this hole is blocked with the elastic plug belonging to the Energy output cable (56) (Figure 32).

10. The tire bead (57) of the pneumatic tire (4) that is out of the rim (6) is inserted into the rim (6) and the tire is fully attached to the rim (6). During this process, the spring wheel rope (43) connected to the drive rope (52) is wound on the drive spring wheel (39) with the release of the tension of the impeller spring (55), thus shortening its overall length (Figure 33).

11. The tire is inflated and get ready for use.

How invention is applied to industry

The "electricity generation system" (5), that can be mounted and disassembled as an add- on to the pressurized section between the pneumatic tire and the rim for vehicles with pneumatic tires, which serves the purposes mentioned above, has the property to be produced and used by the "electricity industry" and/or "automotive industry" so it can be applied to the industry.