Field of the invention '

This invention relates to the field of wheels used in vehicles, locomotives and other equipment that run on wheels, their functional design, construction, assembly and the mechanism to fix them on to the axel; more particularly to the functional design, construction, assembly and mechanism to supplant or replace a flat or faulty wheel with a spare- wheel or Stepney without having to jack up the vehicle and without having to remove the faulty wheel, and without the use of any tool or additional hardware, in a simple, quick, efficient and secure manner. This invention also relates to viable substitutes to the conventional tyre-tube system including tube-less tyre system of wheels.

Background of the invention

This basic, century old design of the automobile wheel comprising a rubber hooping/girding, either solid or filled with air/gas, to endure the friction, stress, pressure and weight of the entire load on the one hand and rugged terrain on the other, is still in vogue. Rubber however, due to its soft and elastic texture, rapidly wears down and is prone to damage by factors such as (frictional) heat/temperature variation, chemical decomposition, mechanical stress and penetration by sharp/pointed objects in the path of the wheel. These factors cause irreversible damage to the outer tyre and the inner air-filled tube as well, leading to punctures which deflate and flatten the tyre/wheel. Flat tyres are by far the biggest road block in conveyances employing tyre technology since a flat tyre or even a partially deflated tyre adversely affects both performance and safety parameters of the vehicle such as by sharp drops in overall mileage, higher fuel consumption, increased wear and tear and above all, instability and poor manoeuvrability of the vehicle in motion. The only partial solution available today, to the said problems is the Stepney or spare-wheel which is hauled on vehicles that can accommodate it. However, there isn't any remedy yet to the grim prospect of a flat Stepney. A damaged, flat or partially deflated conventional tyre warrants immediate repair/replacement of the entire tyre and tube (until the puncture is sealed), which entails:- Step 1 ; Jacking up the vehicle using a jack, Step 2; removal/disassembly of the defective wheel from the axle by unscrewing the nuts/bolts or other fasteners using tools such as spanners, wrenches etc., and Step 3; fitting a spare- wheel or tyre/tube on the rim/wheel, before fixing it back on to the axle. These steps are time consuming, cumbersome and require strenuous labour, making it nearly impossible for frail or aged drivers; And finding such labour/technicians and spares on every (stretch of a) road is far from feasible. Advancement in tyre technology in the recent decades has attempted to address the above problem/s by means such as the 'Run-flat-tyre' whereby this specially designed tyre can continue to run/roll even after being deflated/at very low air pressure without offering much rolling resistance. However the major disadvantages of this technology are that (a) Run-flat tyres are too expensive, (b) they cannot be repaired at all by other than the manufacturer, and (c) they too have to be changed/replaced whole.

Aside from the said problems is the externality and environmental pollution caused by the zillions of tons of rubber that is junked, since even if as low as 1/1000 ^th of the surface area of a tyre and/or tube is considerably damaged, the entire tyre or tube - as the case may be, cannot be repaired or re-used, due to the fact that a conventional tyre or a tube is one continuous sheeting of rubber around the rim of the wheel. In 2010 $140 billion of tyres were sold worldwide. Tyres have been known to liquefy, releasing hydrocarbons and other contaminants into the ground and even ground water, under extreme heat and temperatures from a fire. The black smoke from a tyre fire causes air pollution and is a hazard to down wind life and properties. It also creates a fire danger, since such a large tyre pile is a lot of fuel. The leaching of metals and other contaminants from the tyre pieces is another potential environmental and health hazard. Another aspect that compounds this brobdingnagian wastage is the fact that a manufacturing defect such as a bubble or variation in thickness of the sheet of rubber, renders the tyre/tube prone to premature/precocious damage and results in abandonment of the entire unit/mass of rubber. Another problem faced by vehicles employing conventional tyre technology is the risk/hazard of a tyre-burst caused by inadequate pressure, over inflation, pointed objects in the path, worn down treads, excessive load on the vehicle, friction and heat due to shear stress and strain owing to sudden braking, sudden touch down etc., A tyre-burst in a moving vehicle robs its manoeuvrability because the hooping rips off exposing the hub/rim to bear the load and the sudden difference in the cushioning and rolling resistance between the burst tyre and the other/s, drags the vehicle out of control, leading to fatal accidents and losses.

Repeated attempts have been made in the prior art to address the problems related to flat tyres, of (a) having to jack up the vehicle, (b) having to remove the wheel with the flat tyre, and (c) the formidable effort required to supplant it. In US3866978, a non- pneumatic spare wheel is permanently mounted on the Rim of a conventional wheel non-coaxially. In the event of a flat, the spare wheel comes into play and becomes coaxially placed to supplant the flat wheel. The major drawbacks (among others) of this invention are that (i) elaborate alteration/re-engineering of the rim of the conventional wheel is required, (ii) the spare wheel needs to be fixed permanently and carried on the rim of the conventional wheel, (iii) a non-pneumatic tyre is used which brings about a drag on the vehicle, and (iv) this invention requires each of the four wheels of the vehicle to be pre-fitted with a spare wheel, which is not only cost- prohibitive, but also economically and technically infeasible. In US3608970, a spare pneumatic tyre (along with a wheel-hub) in an un-inflated state is stowed along. In the event of a flat, it is fastened on to the rim/hub of the flat wheel and then inflated to supplant it. The major drawbacks (among others) of this invention are that (i) it requires elaborate modification/re-engineering of the conventional wheel hub/rim. (ii) it entails a time consuming and cumbersome installation process using conventional fastening means such as nuts/bolts to supplant the flat wheel, (iii) besides, entailing an additional burden of inflating the spare wheel while the vehicle is mounted on it. In US3679267, a non-pneumatic spare wheel, divided into two segments, is fitted permanently onto the recess of the wheel-hub of the conventional wheel, by means of hinges, and kept folded/collapsed inwards: In the event of a flat, each segment is hinged out or opened (like a flap) and fastened with wing-bolts, so as to support the flat wheel, without jacking up the vehicle. The major drawbacks (among others) of this invention are that (i) the segments of the spare wheel being non-pneumatic rigid discs, bring about a drag when the vehicle rolls, (ii) it requires elaborate tinkering/alteration and re-engineering of the conventional wheel rim/hub, (iii) the spare wheel segments need to be permanently fixed on to the recess of the conventional wheel hub which is a complicated task, (iv) since the design, structure and size of wheel hubs and their recesses vary for different (vehicles') wheels, it requires precision engineered fastening mechanism and system to suit a particular hub's recess, (v) there is no provision for hubs without a recess, (vi) requires the tedious process step of fixing the spare-wheel segments by fastening wing bolts, and (vii) every wheel of the vehicle employing the invention needs to be pre-fitted with the elaborate contraption which is not only cost prohibitive, but also economically and technically infeasible. In US 1823660, a spare wheel divided into two segments; One (smaller) segment is fitted permanently onto the wheel-hub of the conventional wheel, by means of a hinge, and kept folded/collapsed inwards: In the event of a flat, the other (bigger) segment is fixed onto a plurality of arms that are pre-fitted on to the Rim of the conventional wheel with bolts, so as to support the flat wheel, without jacking up the vehicle. When the vehicle mounts the bigger segment, it actuates the smaller segment to open out about a hinge to make a full spare-wheel. The major drawbacks (among others) of this invention are that (i) the segments of the spare wheel, being non-pneumatic and rigid, bring about a drag when the vehicle rolls, (ii) it requires elaborate tinkering alteration and re-engineering of the conventional wheel rim/hub, (iii) at least one segment of Spare-wheel needs to be permanently fixed on to the rim/hub of the conventional wheel, (iv) the rim/hub of the conventional wheel is fixed with arms to fit the bigger segment, which is complicated and cumbersome, (v) there is no provision for rims without such arms, (vi) requires fixing the bigger spare- wheel segment by fastening bolts, (vi) every wheel of the vehicle employing the invention needs to be pre-fitted with the elaborate contraption (i.e., arms and small segment etc.,) which is not only cost prohibitive, but also economically and technically infeasible. In US2535567, an un-segmented spare-wheel is slidably mounted on the hub of a conventional wheel (and stowed) eccentrically by elaborate fastening means, and held in a tilted position. In the event of a flat tyre, the spare- wheel is slided into an operable concentric position parallel to the conventional wheel to supplant it. The major drawbacks (among others) of this invention are that (i) it requires elaborate alteration/reengineering of the rim/wheel-hub (ii) requires precision engineered fastening mechanism and system to suit a particular hub/rim shape, structure and size (iii) every wheel of the vehicle employing the invention needs to be pre-fitted with the elaborate contraption which is not only cost prohibitive, but also economically and technically infeasible. In US4929032, a spare wheel with a non- pneumatic tyre is divided into two parts and stowed; the rim/hub of the conventional wheel is pre-altered and fitted with bolts to hold a first half of the spare wheel. In the event of a flat tyre, the vehicle is driven to mount on this half wheel. Next, the other half of the spare wheel is fitted on to the rim/hub of the flat conventional wheel using bolts/nuts. The major drawbacks (among others) of this invention are that (i) the segments of the spare wheel, being non-pneumatic rigid discs, bring about a drag when the vehicle rolls, (ii) it requires elaborate tinkering/alteration and re-engineering of the conventional wheel rim/hub, (iii) the rim/hub of the conventional wheel is fixed with a system of fastening means including bolts, which is complicated and cumbersome, (v) there is no provision for rims without such bolts fitted on to them (vi) every wheel of the vehicle employing the invention needs to be pre-fitted with the elaborate contraption which is not only cost prohibitive, but also economically and technically infeasible. From the foregoing analysis of prior art attempts/patents, it is evident that a substantial modification/alteration/tinkering of the hub/rim of the conventional wheel is required to work each of these inventions. This perhaps is among the main reasons they are not in popular implementation, especially owing to the cost, complexity and burden of re-engineering, retrofit & installation that robs the hub/rim of its originality/aesthetics. Besides, rims and hubs being different in design, topography and structure for various (vehicles') wheels, it is highly impossible for manufacturers to incorporate these into their OEM design & process, especially owing to the high complexity and cost as against the low utility and payoff from the vehicle manufacturer's sales & marketing stand point; Nor is it feasible for an independent part manufacturer to retro-fit the said inventions into existing wheels, for the above- stated, among other reasons. Besides, the impedance and resistance caused while shifting the weight of the vehicle from a flat tyre on to the supplanting wheel (be it a segment or a whole wheel), and the stupendous effort it takes to overcome the same, remains largely unaddressed. There is therefore a long felt as well as urgent need for a solution that provides for; (a) a simple, quick and efficient system, method and apparatus to supplant a faulty wheel in a vehicle with minimal physical effort; and without having to jack up the vehicle and without the use of tools (b) a fastening system and mechanism that obviates the use of tools and/or strenuous labour; and obviates the step of removing/disassembling the faulty/flat wheel (c) a remedy for a 'flat wheel and even a flat Stepney - on the move', and a solution whereby in the event of a flat tyre, the vehicle can at least be driven up to the nearest mechanic/garage rather than getting stranded near the place of occurrence of the flat (d) a system and apparatus to un-install the spare wheel/Stepney efficaciously, without having to jack up the vehicle, (e) a system that is an effective substitute to the conventional tyre-tube system and which minimises the wastage of rubber (which is at least as high as 1000 times the average size of a puncture in the tyre/tube, today), and enhances the overall life of rubber or such other material used in a tyre and/or tube. This inventor has propounded a concept called the 'Quarter- wheel concept' whereby; the load on a flat/punctured wheel of a vehicle can be efficaciously, smoothly, seamlessly and almost effortlessly shifted on to another wheel (of the same or different radius) by the intervention of or interposing of 'no more than a quarter of a small wheel which is melded and contiguous with the hooping of the latter'.

Applying his novel concept, this inventor has designed and developed a system, apparatus and method/s whereby, a flat wheel can be quickly, efficaciously and almost effortlessly supplanted by another wheel/Stepney; (a) without having to jack up the vehicle, (b) without having to remove/dismantle the flat tyre/wheel from the axel, and (c) without having to use any tool or implement to fix/fasten the Stepney (on to the axle). This inventor has also developed a system whereby a flat (puncture) in this invention (wheel) can be remedied on the move, and without having to waste the entire rubber that hoops/collets the rim i.e., with minimal wastage of rubber, maximising the life of overall rubber used in a given wheel and minimizing the time and cost of maintenance and repair. This inventor has also designed a simplistic but novel fastening system/s (which he calls the 'Porcupine bolt' and 'Springed- Porcupine bolt') that can be used to securely fasten a wheel on to a frame/axle without the use of any tool.

The main distinguishing features of the instant invention over those in the prior art are that (i) this invention provides for an efficacious, scientific and effective solution to overcome the impedance and encumbrance caused by a segmented wheel while shifting the load from a flat wheel on to itself, by the scientific quarter-wheel concept propounded by this inventor whereby experiments by the inventor have proven that regardless of the angle of the wheel-sector, the shifting of weight between two (big) wheels can be seamlessly executed by interposing no more than a quarter of a small wheel melded to the hooping of the later, which provides superlative mechanical advantage. All segmented wheels in prior art inventions have been unable to address the impedance and encumbrance caused by a segmented wheel while shifting the load from a flat wheel on to itself, (ii) Prior art inventions embodying split or segmented wheels have been unable to provide pneumatic tyres, as has been provided for by the instant invention, (iii) spare wheel segments of all prior art inventions of this class require to be mounted on to the rim/hub of the conventional wheel that entails elaborate re-engineering of the rim/hub of each of the wheels of the vehicle that employs those inventions, (iv) the spare wheel sectors of the instant invention however can even be used like a normal wheel since it is pneumatic and can be attached directly to the axle of the vehicle, (v) the unique and sophisticated fastening means of the instant invention can easily replace the bolts/nuts that fasten the conventional wheel to its axle and which also provide for fastening the sectors of the spare wheel only in the event of a flat, without jacking up the vehicle and without the use of any tool, in a simple and quick manner, and with no pre-adaptation or reengineering of the rim/hum of conventional wheels, (vi) The said unique fastening means obviates any tightening/screwing/unscrewing of bolts or nuts to install or un- install the (spare) wheel (vii) the instant invention also provides for a system and apparatus to un-install the spare wheel/Stepney efficaciously and quickly, without having to jack up the vehicle, (viii) the instant invention also provides for a novel means of hooping which is sliced/segmented into independent pneumatic (including semi-pneumatic, stuffed or solid) units called tyre-lets and tube-lets, (ix) the instant invention also provides for novel methods for installation and un-installation of the (spare) wheel without jacking up the vehicle.

Objects of the invention

It is therefore the main object of this invention to apply the 'quarter wheel concept', propounded by this inventor, to smoothly, seamlessly and almost effortlessly shift/transfer the load from a flat/punctured wheel of a vehicle, on to another wheel (of the same or marginally different radius) by interposing 'the quarter of a small wheel' which is melded to the hooping of and contiguous with the latter'.

Another main object of this invention is to design, construct and develop a cost effective system, apparatus and method/s whereby, a flat wheel can be quickly (within 3 minutes) and almost effortlessly supplanted by another wheel/Stepney; (a) without having to jack up the vehicle, (b) without having to remove the flat tyre/wheel, and (c) without having to use any tool or implement to fix/fasten the Stepney (on to the axle). Another main object of this invention is to provide for a system whereby a flat (puncture) in this invention (wheel) can be remedied on the move, and without having to waste the entire rubber that hoops/collets the rim i.e., with minimal wastage of rubber, maximising the life of the overall rubber used in a given wheel and minimizing the time and cost of maintenance and repair; and which can be used in vehicles plying Race tracks, terra incognita (expeditions) and other passenger and cargo vehicles including uni-, two-, three-, four- and multi- wheelers and Segways. Another main object of this invention is to provide for a workable design to fraction the conventional tyre-tube system into blocks or 'tyre-lets' (and 'tube-lets', but including 'tube-let-less tyre-lets'), and to provide for a viable substitute to the conventional tyre-tube system of wheels, so as to provide for a simple and quick replacement mechanism of the damaged/punctured tyre-let/tube-let, thereby minimising the odds of discarding the entire tyre-tube system in the event of a substantial point-puncture, and substantially enhancing the life of the total rubber used in a given wheel, and reducing the overall cost of the wheel as well as costs of repair and maintenance, which can be used in vehicles plying Race tracks, terra incognita expeditions and other passenger and cargo vehicles, Air-craft, Space-craft including uni-, two-, three-, four- and multi- wheelers and Segways.

A further object of this invention is to rationalize the air-to-rubber ratio (per unit weight of the load/vehicle), by introducing a system of individual tyre-lets whereby the rubber walls of each tyre-let (and tube-let), inclose a relatively smaller volume of air (as compared to the conventional tyre-tube system), thereby reducing the pressure on a given tyre-let per unit of load, in turn minimising the risk of damage/puncture/wear and tear.

A further object of this invention is to design the tyre-lets of the wheel/Stepney such that the shape, position and size of a given tyre-let allows for the required play of adjacent tyre-lets and reduces chafing, friction and frictional heat between them.

A further object of this invention is to provide for a dove-tailing pattern of tyre-lets so as to provide for necessary play of individual tyre-lets for the wheel to ride with a bump or pit absorbing maximum shock of rolling over uneven terrain by altering the overall circular shape of the wheel so as to conform to a pit or bump (to a certain degree), thereby ensuring a much smoother ride than with a conventional tyre-tube- system- wheel.

A further object of this invention is to provide for slanted or oblique arrangement of tyre-lets to modulate their play, as opposed to the 90 degree arrangement (wherein the angle of a given tyre-let is perpendicular to the radius of the wheel). A further object of this invention is to optionally provide (a design/s) for sets of Tyre- lets of various lengths to be fitted into a given Rim, wherein, the Rim, Head, Neck and Shoulders of Tyre-lets would be of standard size, while the Trunk/Torso would vary in length, breadth etc., in order to make up for the radius/size difference of various wheels.

A further object of this invention is to manipulate/adjust the radius of the spare wheel/Stepney by varying the length of the sleeve of the tyre-let's Trunk/Torso and/or the Tube-let by a incorporating an ad hoc air-chamber/compartment which can be lengthened/shortened by varying the volume/pressure of air in it.

A further object of this invention is to manipulate/adjust/vary the radius of a wheel (being a substitute to the conventional wheel) by incorporating an ad hoc chamber/compartment in the sleeve (of the tyre-let) which can be lengthened/shortened by varying the volume/pressure of air in it.

A further object of this invention is to ensure that the spare wheel/Stepney and the frame and other parts are as lean and light as possible by using suitable materials known in the art to manufacture their parts/components, without compromising their warranted sturdiness.

A further object of this invention is to divide the Rim (and Hub) of the wheel/Stepney into at least two independent sectors (at angles of, without limitation, preferably 240- 120 degrees), such that one sector can be fixed or removed independently of the other, and wherein one sector bears, at each end, a quarter of a small wheel melded with the hooping of the bigger wheel, and the other sector bears, at each end, a complementing arc to the said quarter-wheel, so as to make a perfectly circular wheel when the said two sectors are mounted together on a Wheel-Hub or Axle or a set of Bolt/s or Frame designed for the purpose.

A further object of this invention is to, optionally, deepen the curvature at the free ends of the sector bearing the said quarter of a small wheel melded with the hooping, and for the other sector to bear, at each end, a complementing arc to the said quarter- wheel and the deepened curvature, so as to make a perfectly circular wheel when the said two sectors are mounted together on a conventional wheel -hub/axle or a Frame designed for the purpose.

A further object of this invention is to provide for a 'Frame' which on one side, can be fastened on to the hub of a wheel by means of the same means (nuts/bolts) that fasten that wheel to its axle, and on the other side, provides for the fastening of another wheel/Stepney by unique means (Porcupine bolts) screw ed/studded onto it.

A further object of this invention is to provide for a simple and unique/novel fastening mechanism and device which obviates the motions/rigmarole of unscrewing or screwing bolts and/or nuts that conventionally secure the wheel to the axle/disc etc., wherein the wheel/Stepney needs only to be pressed/slammed on to a 'Frame' or on to a set of unique fastening means such that the fastening means/devices of this invention, called Porcupine bolts studded on the frame or Springed-Porcupine bolts fastening the wheel-hub to its axle, enter the holes/mortises of the wheel-hub, and fan out their 'Spines', locking it firmly and securely to the Frame or the hub/axle - as the case may be.

A further object of this invention is to provide for a wheel-design and construction wherein the conventional tyre-tube system is replaced with fractions or blocks called Tyre-lets and Tube-lets that are so shaped and positioned as to allow for the necessary play (radially and co-axially) to avoid undue friction, frictional heat, as well as for their quick and simple installation and removal into/from the Rim.

A further object of this invention is to provide for a wheel design and construction wherein the Rim is so modelled as to straddle and clasp or clutch the Head of the Tyre-let and provide for adequate anchorage, stability and play to the Tyre-lets; and to provide for a mortise or such other opening for installation and removal of individual tyre-lets into/out of the Rim.

A further object of this invention is to ensure that the rolling resistance in the event of a flat/puncture or burst of a given tyre-let, is less than that of a conventional flat tyre, since the foot print or 'contact patch' of that tyre-let would be comparatively smaller in area (limited to the base of that tyre-let), and further since the wheel would be propped by the adjacent tyre-lets. The rolling resistance therefore shall get lesser with increase in the total number of tyre-lets.

A further object of this invention is to provide for an apparatus, system and method/s for the disengagement/disassembly of the spare- wheel/Stepney from the Frame or hub or axle by another 'Dismantler Frame' that will slam/push the spare- wheel/Stepney inward and at the same time compress the porcupine bolts or Springed-Porcupine bolts, to enable its removal/disengagement/disassembly from the Frame or hub or axle. Statement and summary of the invention

According to this invention, there is therefore provided a simple, quick and efficient apparatus, system and method/s and to supplant a faulty wheel in a vehicle with minimal physical effort, without having to jack up the vehicle, without having to remove the faulty wheel and without the use of tools, comprising;

(i) a wheel/Stepney divided into at least two independent sectors, each bearing a single or a plurality of segments, blocks or 'tyre-lets' (preferably air-filled; but including solid, stuffed or semi-pneumatic) that hoop/collet a uniquely designed Rim such that the said block(s)/tyre-let(s) are firmly anchored into the Rim, and wherein one sector bears, at each end, a quarter of a small wheel melded with the hooping of the bigger wheel, and the other sector bears, at each end, a complementing arc to the said quarter-wheel, so as to make a perfectly circular wheel when the said two sectors are mounted together on a 'Frame' designed for the purpose or fastened by a fastening means directly on to a (faulty) wheel or axle, by pressing the holes/mortises in each independent sector on to the unique fastening means such that the said unique fastening means, either embedded on the said Frame or directly fixed on the faulty wheel-hub or axle, enter through the said holes/mortises and securely lock the said sector/s of the said wheel/stepney to the said (faulty) wheel or axle;

(ii) (a) a 'Frame' comprising, on one side, a central (protruding) hub with holes/mortises so as to be fastened on to the hub of a (flat/faulty) wheel by the same means/nuts/bolts that fasten that (flat/faulty) wheel to its axle, and on the other side, means (spokes) for the fastening of another wheel/Stepney to it, by means of unique fastening means called 'Porcupine bolts', screwed/studded onto it, which are a system of rods/spines, each firmly hinged/pivoted at one end to the base of a central shaft, and with the other end free to oscillate, and provided with means that tend to preferably decompress and push the free ends of the rods/spines outwards to fan out, thereby serving the purpose of fastening the said wheel/Stepney on to the Frame by merely pressing-on the means (spokes) of the said wheel/Stepney such that the system of rods in the porcupine bolts enter through the holes/mortises in the (spokes of the) wheel/Stepney, fan out (on the other side) and firmly and securely lock the said wheel/Stepney to the said Frame.

(ii)(b) As an alternative/substitute to the said Frame (as mentioned in (ii)(a) hereabove), a unique fastening means called 'Springed-Porcupine Bolt' which comprises, a compressible-resilient (springy) means mounted towards one end of the central shaft to push and prop-up the said wheel/Stepney in position; in addition to a system of rods/spines, each firmly hinged/pivoted at one end to the base of a central shaft, and with the other end free to oscillate, and provided with means that tend to preferably decompress and push the free ends of the rods outwards to fan out, thereby serving the purpose of fastening the said wheel/Stepney by merely pressing-on the means (spokes) of the said wheel/Stepney such that the system of rods/spines in the Springed porcupine bolts enter through the holes/mortises in the said means (spokes) of the said wheel/Stepney, fan out on the other side and firmly and securely lock the said wheel/Stepney to the said Springed-Porcupine bolt/s which (are meant to) replace the conventional bolts that fasten a wheel to its axle of the vehicle that employs this invention.

According to this invention, there is therefore also provided, an Apparatus for Un- installation or disassembling the said Spare-wheel/Stepney from the said Frame or Springed-Porcupine-Bolt/s as the case may be, comprising;

a system of Spokes that are similar to those said means (spokes) of the spare- wheel/Stepney except that these (spokes of the Un-installation apparatus) bear means that first make contact with the said spare-wheel/Stepney when the holes/mortises on it are superposed on the fastening means (Porcupine bolts on the frame or Springed- Porcupine bolts, as the case may be) and pressed on so as to push the said spare- wheel/Stepney inward and simultaneously compress the said fanned out rods/spines of the (Springed-) porcupine bolts, such that the said spare-wheel/Stepney can be removed from the Frame or Springed-Porcupine bolts, as the case may be, along with the said un-installation apparatus.

According to this invention, there is therefore also provided a viable substitute to the conventional tyre-tube system of wheels, so as to provide for a simple and quick replacement mechanism of the damaged/punctured part of the hooping in a wheel, thereby minimising the odds of discarding the entire tyre/tube system in the event of a substantial point-puncture, and substantially enhancing the life of the total rubber used in a given wheel, and reducing the overall cost of the wheel as well of costs of repair and maintenance, which can be used in vehicles plying Race tracks, expeditions of terra incognita and other passenger and cargo vehicles including uni-, two-, three-, four- and multi- wheelers and segways, aircraft and spacecraft comprising;

a wheel, bearing a plurality of preferably air-filled (but may otherwise be solid, stuffed or semi-pneumatic) segments, block(s) called 'tyre-let(s)' that hoop/collet a uniquely designed Rim such that the said blocks/tyre-lets are firmly anchored into the Rim, and wherein the Rim is supported by means to be fastened to an axle.

Brief description of the Drawings:

FIGURE 1 : describes the Quarter- wheel Concept, 'a' and 'b' show the manner in which a wheel is Sectored (into preferably 240 and 120 degree sectors) and a quarter of a small wheel is melded with the hooping of one of the sectors,

'c' depicts a flat wheel, 'd' depicts a 240 degree sector fastened on to the flat wheel, 'e' and 'f depict the rolling of the fastened sector along with the flat wheel and the manner in which the load on the flat/faulty wheel can be shifted first on to the quarter of the said small wheel and subsequently on to the larger wheel (being the 240 degree sector), to supplant the flat/faulty wheel.

FIGURE 2: depicts the various TYRE-LET types being (from top left onwards); Ά'- Tyrelet, 'V'-Tyrelet, 'VC'-Tyrelet, 'AQ'-Tyrelet, 'VQ'-Tyrelet and 'AC'-Tyrelet); the Rim; and Sector Assemblies (240 and 120 degree sectors) comprising the Rim, Spokes and with Tyrelets fitted into the Rim.

FIGURE 3: depicts the 'FRAME' with Porcupine-bolts and Springs and Holes/Mortices to fasten ring bolts.

FIGURE 4: depicts the Protruding Hub of the Frame with holes/mortises to fasten it to a faulty wheel/axle with the help of the same bolts that fasten that faulty wheel to its axle.

FIGURE 5: depicts the Porcupine bolt with its rods or Spines Closed or compressed (top) and Open/fanned out (bottom).

FIGURE 6: depicts the fanned out Porcupine bolt, showing the 'Bent Metal Strips' that cause the rods/Spines to fan out, and the 'Springs' that limit their degree of fanning out.

FIGURE 7: depicts a typical 'V'-Tyrelet (top) and Ά'-Tyrelet (down), displaying the Head, Neck, Shoulders, Torso and Folds or Plications that help required play to prevent chafing when the Sleeve of the Tyrelet is fastened to the under-side of the Shoulder.

FIGURE 8: depicts (a) both Sectors of a wheel/Stepney mounted on a Frame; and (b) Slanted alignment of Tyrelets.

FIGURE 9: depicts (symbolically) the various broad Patterns of Air/Gas filled chamber/s in a Tyrelet. The lower chamber/s in the Multichambered Tyrelet is/are preferably an integral part of the Sleeve of the Tyrelet, while the upper chamber is preferably the extention directly communicating with the Head of the Tube-let.

FIGURE 10: depicts The anterior, posterior and lateral views of a 'Springed- Porcupine-Bolt' which is meant to replace the conventional bolt/s that fasten/s the conventional wheel to its axle; and to fasten the (sectors of the) wheel of this invention.

FIGURE 11 : depicts Un-Installation apparatus comprising Spokes, Springs and Holes/Mortices Index of items described in the drawings:

1. Flat / Faulty tyre

2. 240 degree sector of the spare wheel/stepney

3. 120 degree sector of the spare wheel/stepney

4. Rim

5. Rim foot

6. Rim Spoke

7. Ringed Hole/Mortise on Rim Spoke

8. A-Tyrelet

9. V-Tyrelet

10. AQ tyrelet

1 1. AC tyrelet

12. VQ tyrelet

13. VC tyrelet

14. Head of Tyrelet

15. Sholder of Tyrelet

16. Torso/Trunk of the tyrelet

17. Folds or plications of sleev of tyrelet

18. Frame

19. Frame-spoke

20. Frame-Spring

21. Frame-protruding Hub

22. Hole/mortise in the protruding Frame-hub to fasten it to a (faulty) wheel /axle.

23. Porcupine bolt

24. Central shaft of Porcupine bolt/Springed-Porcupine bolt 25. Rod/Spine of Porcupine bolt/Springed-Porcupine bolt

26. Bent-Metal-strip of Porcupine bolt/Springed-Porcupine bolt

27. Springs of Porcupine bolt/Springed-Porcupine bolt

28. Threaded end of the Porcupine bolt/Springed-Porcupine bolt

29. Deleted

30. Deleted

31. Deleted

32. Deleted

33. Deleted

34. Springed-Porcipine bolt

35. Spring of the Springed-Porcipine bolt

36. Air/Gas chamber/compartment as an integral part of the Sleeve of the Tyre-let

37. Quarter wheel (melded in the hooping)

38. Un-installation apparatus Spoke

39. Un-installation apparatus Mortice/Hole

40. Un-installation apparatus Spring

41. Tube-let

42. Air/Gas chamber/compartment which is connected to the Tube-let.

43. Oblique or Slanted orientation of Tyre-lets

Detailed description of the invention:

It is pertinent to mention that, the description herein is meant to explain the design, construction and method/s by which the invention can be worked, more particularly and especially in a manner that applies the quarter wheel concept propounded by the inventor herein, without limitation as to obvious alterations, modifications and adaptations of the parts, construction and method/s described; And, that the diagrams/drawings herein are not drawn to scale but only serve to schematically explain the construction, working concept of the invention and represent the broad dimensions, shapes, spatial arrangement and inter- relationships of the parts, without limitation as to their interchangeable or other obvious modifications and/or adaptations. It is also pertinent to mention that the edges of the Tyre-lets shall be blunt or rounded rather then being sharp as shown in the computer generated diagrams herein, since the diagrams are merely a means of schematic explanation. Also, the Rim and other circular parts may be perfect circles rather than polygons/polyhedrons as shown in the computer generated drawings herein.

This invention anticipates material/s (including rubber, vulcanized rubber, its various forms, adaptations and versions; metals such as steel, aluminium, and various other metallic alloys and other combinations) commonly used in the art for manufacture of wheels, and its parts including hubs, rims, tyres, tubes, fastening means etc., It also contemplates treading patterns and designs known to the art.

Obvious and rather trivial details that do not warrant specific mention and which are known and obvious to a person skilled in the art are not mentioned and/or explained and/or drawn, while they are very much a part of this invention.

The description herein therefore shall not be construed to unduly limit the intended scope and extent of the invention.

I. Detailed description of parts of the system and apparatus in the preferred embodiment:

The invention comprises two modules;

(i) The 'spare wheel/Stepney' which may be fixed/installed when the need/occasion arises.

The spare wheel/Stepney comprises; (a) a Rim 4, (b) Wheel-Spokes 6 (with ringed holes 7), (c) Tyre-lets (which are of preferably and without limitation, at least of six types/shapes 8 - 13).

The spare wheel/Stepney is divided into two independent sectors, preferably (without limitation) at 240 degree 2 and 120 degree 3 angles.

(ii) Fastening means (to fasten the Sector/s of the spare wheel/Stepney to the conventional wheel hub or its axle or to fasten the said conventional wheel to its axle) which may be either (A) a 'Frame' 18 or (B) a Springed-Porcupine bolt' 34 that needs to be permanently installed/fitted onto the wheel/s of the vehicle that proposes to employ/use this apparatus/invention.

(A) The 'Frame' 18 comprises, (d) a protruding hub 21, (e) Frame-spokes 19 which are fitted with (f) fastening means called 'Porcupine bolts' 23.

(B) The 'Springed-Porcupine bolt' 34 which is an alternative to the said 'Frame', obviates the use of the said 'Frame' and is similar to the said 'Porcupine bolt' 23 but additionally comprises a Compressible/resilient means such as (but not limited to) a Spring 35 mounted towards one end of the (elongated) central shaft 24, to push and prop-up the said wheel/Stepney in position; in addition to a system of rods (called Spines) 25, each firmly hinged/pivoted at one end to the base of a (polyhedral, but may otherwise be cylindrical) central shaft 24, and with the other end free to oscillate, and provided with means (26) that tend to preferably decompress and push the free ends of the rods outwards to fan out, thereby serving the purpose of fastening the said wheel/Stepney by merely pressing-on the spokes 6 of the said wheel/Stepney such that the system of rods/spines 25 in the porcupine bolts enter through the holes/mortises in the spokes 6 of the said wheel/Stepney, fan out on the other side and firmly and securely lock the said wheel/Stepney to the said Springed-Porcupine bolt/s 34 which (are meant to) replace the conventional bolts that fasten a wheel to its axle of the vehicle that employs this invention,

(a) The Rim:

The Rim contemplated by this invention seeks to serve the main purposes of (i) providing cantilevered anchorage to the 'tyre-lets' by (ii) straddling the cylindrical heads of the said tyre-lets and (iii) transmitting the weight of the vehicle' s load onto primarily the only tyre-let/s that is/are in contact with the terrain, by resting (its 'feet' 5) on the 'shoulder/s' 15 of the said tyre-let/s; And also provides for a means to install/fix into and uninstall/remove tyre-lets from the Rim and to prevent them from sliding out of a given emplacement but at the same time allowing the required play by providing for the wheel to ride with a bump/pit and to minimise chafing, friction and frictional heat.

The Rim therefore is preferably a metallic cylindrical, circular tube with a longitudinal opening on its periphery wherein both edges of the said opening extend laterally (forming the 'feet' 5 - singular - 'foot', of the Rim), perpendicular to the plane of the wheel, whereby the cross section of the Rim resembles the shape of the Greek alphabet majuscule Omega. The 'feet' 5 of the Rim rest on the 'shoulders' 15 of the tyre-let/s. In the preferred embodiment of this invention, (without limitation), since the spare wheel/Stepney is divided into at least two independent sectors of 240 and 120 degrees (without limitation), the Rim too is divided accordingly. The Rim is supported by a series of equidistant spokes 6, preferably eight spokes according to the preferred embodiment (without limitation) and since the said wheel is divided into the said two sectors, the Rim forming part of the 240 degree sector has five spokes and the 120 degree sector has three. Optionally, the Rim 4 of the Sector bearing the said quarter of a small wheel melded with the hooping may incorporate a deepened curvature towards the free ends of the sector, and the other sector that bears, at each end, a complementing arc to the said quarter-wheel and the deepened curvature, so as to make a perfectly circular wheel when the said two sectors are mounted together on a conventional wheel-hub/axle or Frame 18 designed for the purpose.

Installation/removal of Tyre-lets into/from the Rim can be through the open end/s of the sectors of the Rims with suitable mechanism to lock the Tyre-lets in the Rim once the installation of Tyre-lets is complete. Alternatively the Rim/s may be provided with a lateral opening with a suitable flap lock that allows for only one Head of a Tyre-let at a time to be installed/removed.

(b) Wheel-Spokes:

The spokes 6 of the spare wheel/Stepney run from the centre of the wheel and join the inner wall of the Rim 4. The preferred embodiment (without limitation) has totally eight symmetrically arranged, equidistant spokes, five in the 240 degree sector and three in the 120 degree sector. Each spoke 6 is preferably a metal rod bearing ringed holes/mortises 7 (two in each spoke in the preferred embodiment, without limitation). The holes/mortises 7 are so arranged as to match/superpose the (location of the) corresponding fastening means or Springed-Porcupine bolts 34 that fasten the (conventional/faulty) wheel-hub to its axle and/or the Porcupine bolts 23 embedded in the corresponding spokes 19 of the 'Frame'. Each hole/mortise 7, on the outer side of the spokes is encircled by a Ring or Rings to form a concave cup around the hole/mortise, to limit the fanning out of the rods of the porcupine bolts and to lock them firmly. Optionally each spoke may be provided with branches called 'spoke-lets' bearing holes/mortices provided with a Ring/s, and that can swivel/pivot parallel to the plane of the wheel, so as to adjust/fit/conform to the varied arrangements/patterns of the bolts/fastening means of the axle/hub of a given vehicle(s)/wheel(s).

(c) Tyre-lets:

Tyre-lets 8 - 13 are independent and individual blocks, preferably air-filled or gas- filled or stuffed or even solid or partially solid and partially air/gas-filled, (primarily made of rubber, including vulcanized rubber, or such other suitable material/s, their various modifications, adaptations and versions anticipated by the art), that hoop/collet the Rim 4 of the Spare-wheel/Stepney. For the purpose of this description a tyre-let may be segmented into the following parts; (i) a cylindrical Head 14; that fits into the lumen of the Rim 4,

(ii) two rather flat Shoulders 15 below the head that extend laterally on either side, on which the 'feet' 5 of the Rim rest.

(iii) A Neck that connects the Head and Shoulders of the tyre-let.

(iv) The Trunk or Torso 16 that extends from the Shoulders down to the base of the tyre-let.

While the Head 14, Neck and Shoulders 15 are the same/invariable for all types of tyre-lets, the Trunk/Torso 16 varies in shape, size, structure and constitution, depending upon the function/purpose it serves.

The Head 14, Neck and Shoulders 15 of the (preferably) rubber Tyre-let are supported by metal, shaped like the Greek alphabet majuscule Omega, so as to take the load/weight of the vehicle, transmitted by the Rim, and in-turn transmit the same on to the Tube-let, which is a tubing, shaped preferably corresponding to the Tyre-let that encapsulates it, made of rubber (or such other suitable material known to the art), preferably filled with air/gas. Each tyre-let (and tube-let) is provided with a valve for inflation/deflation and air pressure checking, preferably on the lateral side below the shoulder.

Types of Tyre-lets:

This invention in its preferred embodiment contemplates at least six types of Tyre-lets based on their shape, structure and function; there are a total of eighteen tyre-lets (without limitation) in the preferred embodiment herein. The names/terms of the tyre- let types used herein, are meant to symbolically denote their shape, structure and/or function;

(i) A-Tyre-let 8;

wherein, in the lateral view, the Trunk/Torso appears to diverge from the Shoulders down, like the lines in the letter Ά'. It has a base that is longer than the shoulders, while the width is almost equal to the shoulders and consistent with all other types of tyre-lets.

(ii) V-Tyre-let 9;

wherein, in the lateral view, the Trunk/Torso appears to converge from the Shoulders down, like the lines in the letter 'V. It has a base that is narrower than the shoulders, while the width is almost equal to the shoulders and consistent with all other types of tyre-lets.

(iii) AQ-Tyre-let 10; wherein, in the lateral view, the Quarter of a small wheel is melded with an A-Tyre- let on one side. It has a base that is longer that the shoulders, while the width is almost equal to the shoulders and consistent with all other types of tyre-lets.

(iv) VQ-Tyre-let 12;

wherein, in the lateral view, the Quarter of a small wheel is melded with a V-Tyre-let on one side. It has a base that is rather narrow, while the width is almost equal to the shoulders and consistent with all other types of tyre-lets.

(v) AC-Tyre-let 11 ;

Wherein, in the lateral view, an A-Tyre-let is melded with an arc on one side that complements the melded quarter- wheel of the VQ-Tyre-let so as to form a contiguous circular hooping of the Rim. It has a base that is bigger/longer that the shoulders, while the width is almost equal to the shoulders and consistent with all other types of tyre-lets. The complementing arc may be preferably made of (but not limited to) solid rubber.

(vi) VC-Tyre-let 13;

Wherein, in the lateral view, a V-Tyre-let is melded with an arc on one side that complements the melded quarter-wheel of the AQ-Tyre-let so as to form a contiguous circular hooping of the Rim. It has a base that is rather harrow, while the width is almost equal to the shoulders and consistent with all other types of tyre-lets. The complementing arc may be preferably made of (but not limited to) solid rubber.

It is pertinent to mention that the edges of the V-Tyre-let and all other Tyre-lets shall be blunt or rounded rather then being sharp as shown in the computer generated diagrams herein.

Each A-, V-, AQ- and VQ- Tyre-let encapsulates a Tube-let that is preferably shaped to correspond to the shape of its Tyre-let, while the shapes of the Tube-lets in the AC- and VC- Tyre-lets shall (preferably) correspond to the respective Tyre-let omitting the solid arc/s.

This invention also contemplates tyre-lets that are entirely solid or stuffed or semi- pneumatic, and/or a hooping that is one single solid mass (of rubber or such other suitable material used in the art) hooping the Rim of each sector. Still further, 'Tube- let-less Tyre-lets' are also anticipated/contemplated by this invention.

Preferably, the Trunks/Torsos 16 of particularly the A- and V- Tyre-lets are detachable from the respective Shoulders 15 and can be worn over the respective Tube-let like a sleeve and can be fastened to the underside of the Shoulder by means such as a 'press-button' or other suitable means. This detachable sleeve ensures minimal wastage of rubber (and minimises overall cost of repair and maintenance), since wear & tear and punctures would occur most commonly in the Trunk/Torso 16 of the tyre-let which is the segment that is in direct contact with the terrain and is subject to chafing. The upper ends of the sleeve that are fastened to the underside of the Shoulder are provided with folds or plications 17 that allow for the desired play in order to prevent excessive chafing, friction and frictional heat.

A Tyre-let may optionally contain a single or plurality of Air/Gas chamber/s wherein one or more of such chamber/s 36 may be an integral part of the said Sleeve of the tyre-let and the other/s may be connected to (in direct communication with) the Tube- let, and wherein the structural and spatial arrangement of such chamber/s may be tubular, spherical, cylindrical, vertical, horizontal, horizontal-tiered, toroid, or such other shape or combination arrangement that provides for the required cushioning or tautness that customises and/or optimises rolling resistance and/or riding-smoothness. Optionally the quarter-wheel part 37 may be made of non-rubber material (such as but not limited to frazzle-proof, hard plastic or metal, with striations of anti-slip material such as rubber), since the rate of rotation of the quarter- wheel would vary from that of the big wheel, which may cause erosion/wearing away of the quarter-wheel, while the VC- 13 and AC- 11 complements (of respective Tyre-lets) may by made of solid rubber (or an air-tight sealed chamber) supported by rather hard material to preserve the circular shape of the wheel.

This invention also contemplates suitable wheel balancing provisions known in the art to compensate for the A-, V- Tyre-lets, and their complements and the differences in the (density of) material/s they are made up of.

This invention also contemplates spare wheel sectors without a quarter wheel melded to the hooping of any/one of the sectors. That is to say sectors without AQ, AC, VQ and VC type Tyre-lets,

(d) Protruding hub of the Frame:

The Frame comprises a protruding hub 21 with holes/mortises 22 in it on one side so as to be permanently fastened to the hub of the conventional wheel of a vehicle that proposes to employ this invention. The very bolts/nuts that fasten that conventional wheel to its hub shall be used to fasten the Frame 18 of this invention on to that wheel-hub. The positioning of the holes/mortises 22 and extent of protrusion 21 shall depend upon the kind of vehicle (wheel) for which the said Frame 18 is meant, so as to ensure the spokes of the Frame and the spare wheel/Stepney that is fastened to it are substantially and to a suitable degree, away from the conventional/faulty wheel.

(e) Frame-spokes fitted with (f) fastening means called 'Porcupine bolts'. The other side of the Frame bears spokes 19, preferably eight (without limitation) according to the preferred embodiment of this invention, which are preferably cuboidal/rectangular rods with a unique fastening means called 'Porcupine bolts' 23, screwed/embedded/fitted on them, to fasten the spare wheel/Stepney or its sector/s on to the Frame. Each spoke 19 of the said Frame 18 also bears Springs 20 fitted on to it in order to (i) push and prop the spare-wheel/Stepney and hold it in position against the rods/Spines 25 of the Porcupine bolts 23 from the other side, and to (ii) facilitate process of un-installation of the spare-wheel/Stepney.

(f) fastening means called 'Porcupine bolts'.

The unique fastening means of this invention called 'Porcupine bolt' 23 is a system of rods (also called Spines) 25, which according to the preferred embodiment herein, without limitation, are six; each firmly hinged/pivoted at one end to a central (polyhedral or cylindrical) shaft 24, and with the other end free to oscillate, and provided with means 26 that tend to preferably decompress and push the free ends of the rods outwards to fan out (like the spines of a Porcupine), thereby serving the purpose of fastening the said wheel/Stepney on to the frame by merely pressing the spokes 6 of the said wheel/Stepney such that the system of rods 25 in the porcupine bolts enter into the holes/mortises 7 in the spokes 6 of the wheel/Stepney, fan out on the other side and firmly and securely lock the said wheel/Stepney to the said Frame. According to the preferred embodiment herein, the means that tend to decompress and push the free ends of the rods outwards to fan out, are (without limitation) partially bent strips 26 of tensile steel, each fitted on to every side of the central (polyhedral) shaft such that the free ends of the rods are directly above them and are prevented from collapsing/closing in on the central shaft. This invention also contemplates means to limit the degree by which the rods fan out, such as but not limited to springs 27 that link each rod to either its adjacent rods or to the central shaft, wherein the tension of the said springs is far lesser than that of the said bent strip 26 of tensile steel. While one end of the said central polyhedral shaft 24 is hinged to the said rods (Spines) 25, its other end is provided with means to fit/embed the porcupine bolt permanently to the Frame-spokes 19, such as but not limited to threading 28 by which the shaft can be firmly screwed into the Frame-spokes 19.

This invention contemplates varying number of rods/Spines such as but not limited to three, four, five and so on. According to the preferred embodiment herein, the total number of porcupine bolts 23 are sixteen (two in each of the eight spokes of the Frame) and the spare wheel is therefore fastened and held in position by ninety six rods/Spines (six rods in each porcupine bolt X sixteen bolts).

(B)- The 'Springed-Porcupine bolt' 34 which obviates the use of the said 'Frame' 18 and which is similar to the said 'Porcupine bolt' 23 but additionally comprises a Compressible/resilient means such as (but not limited to) a Spring 35 mounted towards one end of the central shaft, to push and prop-up the said wheel/Stepney in position; in addition to a system of rods/spines 25, each firmly hinged/pivoted at one end to the base of a (polyhedral or cylindrical) central shaft 24, and with the other end free to oscillate, and provided with means that tend to preferably decompress and push the free ends of the rods outwards to fan out, thereby serving the purpose of fastening the said wheel/Stepney by merely pressing-on the spokes 6 of the said wheel/Stepney such that the system of rods/Spines 25 in the Springed-porcupine bolts enter through the holes/mortises 7 in the spokes 6 of the said wheel/Stepney, fan out on the other side and firmly and securely lock the said wheel/Stepney to the said Springed-Porcupine bolt/s 34 which are meant to replace the conventional bolts that fasten a wheel to its axle of the vehicle that employs this invention.

In another version of this embodiment, optionally, the Proximal end/s of the tenon or Central Shaft of the said Porcupine bolt/s and/or the Springed-Porcupine bolt/s which first enter/s (through the brim/s) into the Holes/Mortices of the Spokes of the said spare wheel/Stepney during its installation, is cylindrical (rather than polyhedral) so as to avert the otherwise undesirable likelihood/prospect of the edges of the said (polyhedral shaft of the) bolt/s falling out-of-true of the said brim/edges of the Holes/Mortices and thus hindering the process of installing the spare wheel/Stepney on to the Frame or Hub or axle or bolt, as the case may be.

This functional design effectively averts the undesirable likelihood/prospect of the hexahedral (or polyhedral) edges of the proximal ends or tenon/s of the central shaft of the Porcupine bolt/s or Springed-Porcupine bolt/s falling out of true of the brim/s of the Holes/Mortices of the Spare wheel/Stepney during its installation. The Springed-Porcupine bolt 34 or its obvious adaptation/modification can also be used especially in automobile races (such as Formula One) whereby unfastening/fastening of the wheel/spare- wheel requires to be done in seconds.

Detailed description of Installation and Working of the invention:

Installation:

STEP 1:

(A) The 'Frame' 18 as described hereinabove is to be permanently fixed on to the (hub of the) conventional wheel or axle of the vehicle that employs this invention, with the same bolts/nuts that fasten that wheel to its axle. Such installation is carried out by removing/unscrewing the bolts/nuts of that wheel-hub; aligning the holes/mortises 22 of the Protruding-Hub 21 of the said Frame 18 with those of the said conventional wheel, and then tightening the bolts/nuts such that the said Frame is permanently fixed to the axle or wheel, as the wheel is fixed to its axle.

[OR]

(B) As an alternative/substitute to the said Frame (mentioned hereabove), the 'Springed-Porcupine bolt' 34 is meant to replace the conventional bolts that fasten a wheel to its axle of the vehicle that employs this invention. Such installation is carried out by removing/unscrewing the conventional bolts/nuts of the said conventional wheel-hub of the vehicle that employs this invention and replacing each of them with the said Springed Porcupine bolt 34, such that the said Springed-Porcupine bolt permanently fastens/fixes the said conventional wheel to its axle.

STEP 2: When there is a flat/puncture in the said conventional wheel, one sector of the spare wheel/Stepney, (preferably the 240 degree sector 2 as per the preferred embodiment and method herein) bearing at each end the said quarter of a small wheel melded with the hooping, which is stowed in the said vehicle, is installed/fixed on to either (a) the said Frame 18 of this invention by merely superposing the holes/mortises 7 in the spokes 6 of the said sector of the spare- wheel/Stepney, on to the Porcupine bolts 23 studded on the spokes 19 of the said Frame 18, or (b) on to the Springed-Porcupine bolts 34 that fasten the conventional faulty/flat wheel to its axle; by merely superposing the holes/mortises 7 in the spokes 6 of the said sector of the spare-wheel/Stepney on the said Springed-Porcupine bolts 34 and pressing the said Sector (against the said Frame 18 or Springed-Porcupine bolt 34 - as the case may be) in one hard slam/push, such that the rods/Spines 25 of the Porcupine bolts 23 or of the Springed-Porcupine bolts 34 - as the case may be - enter into the holes of the Sector- spokes, come out at the other end and fan out, and get locked in the Rings surrounding the said holes/mortises and strut and secure the said Sector in position. According to the preferred embodiment herein, a total of sixty rods/Spines 25 strut/secure the 240- degree sector of the spare-wheel/Stepney in position. The Springs 20, (a) either mounted on the spokes 19 of the Frame 18, or (b) The Springs 35 which are an integral part of the Springed-Porcupine bolts 34, mounted towards one end on the elongated central shaft 24, exert an opposing force/pressure in a direction opposite that of the Spines 25 of the said bolts thereby firmly holding the Sectors of the sparewheel/Stepney in position.

STEP 3: Once the 240-degree sector 2, is installed/fixed either to the said Frame 18 or to the said Springed-Porcupine bolts 34 (and thereby on to the hub of the flat/faulty wheel), the vehicle is to be made to move/roll forward or backward to such extent whereby the hooping of the said sector rolls towards the ground and the load on the flat/faulty conventional wheel is first shifted on to the small quarter wheel 37 melded in the hooping of the said the sector, and as the sector rolls further, the entire load is taken on by the larger sector/wheel.

STEP 4: Once the load of the vehicle is taken on by the 240-degree sector 2, the vehicle is to be halted; and then the 120-degree sector 3, bearing at each end, a complementing arc to the said quarter-wheel, is to be installed in the same manner as was the 240-degree sector 2, either (a) on the remaining spokes of the said Frame 18, or on to the Springed-Porcupine bolts 34 fastened to the hub and axle - as the case may be - such that both the said sectors 2 & 3 form a perfectly circular wheel, and whereby the flat/faulty conventional wheel is entirely supplanted and the vehicle can now run on the said spare-wheel/Stepney.

II. Un-installation of the said Spare-wheel/Stepney; Apparatus and its working:

The Apparatus for Un-installation or disassembling the said Spare-wheel/Stepney from the said Frame or Springed-Porcupine bolts - as the case may be - comprises a system of Spokes 38 that are similar to those 6 of the spare-wheel/Stepney except that these (spokes of the Un-installation apparatus) bear on each spoke a Spring 40, such that when the holes/mortises 39 of the said Un-installation apparatus are superposed on the Porcupine bolts 23 (of the Frame) or Springed-Porcupine bolts 34 - as the case may be, and pressed against them, the said Springs 40 first make contact with the spokes 6 of the spare-wheel/Stepney and push them toward the faulty wheel, thereby slackening the pressure of the Rings (on the spokes 6 of the spare-wheel/Stepney) on the rods/Spines 25 of the Porcupine bolts 23 or Springed-Porcupine bolts 34 - as the case may be. As the said Un-installation apparatus is pressed on, the said rods/Spines 25 enter the holes/mortises 39 in the spokes 38 of the said un-installation apparatus and are forced to collapse/close in. Once the rods/Spines 25 are collapsed, the spare- wheel/Stepney is held together with the said Un-installation apparatus and is removed/disassembled from the Frame 18 or Springed-Porcupine bolts 34 /hub/axle - as the case may be.

The width of the spokes of the Un-installation apparatus and/or the depth of the holes/mortises 39 therein are at least as long as the said Spines 25 of the Porcupine bolts 23 or Springed-Porcupine bolts 34 - as the case may be, so as to ensure the said rods/Spines 25 of the said bolts do not lock in the Un-installation apparatus.

The tension of the said springs 40 on the Un-installation apparatus is greater than the tension of the springs 20 on the Frame and/or on the Springs 35 of the Springed- Porcupine bolts 34- as the case may be, such that the spare-wheel/Stepney is first pushed backward (toward the Frame/conventional wheel), allowing for the said porcupine bolts to collapse.

III. Embodiment 3: A viable substitute to the conventional tyre-tube system of wheels:

This embodiment is similar to the wheel in the preferred embodiment described herein firstabove except that;

(i) it does not include the AQ-, VQ-, AC-, and VC- type Tyre-lets,

(ii) it includes preferably only the A- 8, and V- 9, type Tyre-lets, which may be preferably

air/gas filled or solid or semi-pneumatic.

(iii) it can be directly fastened to the axle like a conventional wheel, without the need for the 'Frame' or other intermediary fastening means, or can be fastened to the axle by means of the Porcupine bolt 23 or Springed-Porcupine bolt 34 (as described in the Preferred embodiment herein firstabove).

(iv) A Tyre-let may optionally contain a plurality of Air/Gas chambers wherein one or more of such chamber/s 36 may be an integral part of the said Sleeve of the tyre-let and the other chamber/s 42 may be connected to (in direct communication with) the Tube-let 41, and wherein the structural and spatial arrangement of such chamber/s may be tubular, spherical, cylindrical, vertical, horizontal, horizontal- tiered, toroid, or such other shape or combination arrangement that provides for the required cushioning or tautness that customises and optimises rolling resistance and riding-smoothness.

(v) It contemplates any obvious means for the Tyre-lets to be installed into or removed from the Rim, including but not limited to a lateral opening (to accommodate the Head of a single Tyre-let at a time) in the Rim with a flap with a locking mechanism, to insert/remove Tyre-lets.

(vi) It also contemplates and includes an oblique or slanted orientation 43 of the Tyre-lets as opposed to that of the preferred embodiment firstabove herein (wherein the anterior and posterior walls of the Tyre-lets are perpendicular to the radius of the wheel). A slanted orientation 43 (without limitation to the angle of slant of the anterior and posterior walls of the Tyre-lets with respect to the radius of the wheel) may be adopted to reduce the play between adjacent Tyre-lets because, with a slanted orientation 43, at any given moment, more than one Tyre-let is in contact with the ground/terrain and hence the play or pitching of a given Tyre-let is restricted by the neighbouring Tyre-let.

(vii) It is preferably one circular unit (rather than being divided into independent sectors) comprising:- (a) a Rim - as described in the embodiment firstabove; (b) Means to fasten the Rim to an axle such as but not limited to Spokes as described in the embodiment firstabove; (c) a segmented hooping of Tyre-lets;

(viii) It can be fastened to the axle either by the unique means (porcupine bolts 23 or Springed-Porcupine bolts 34) as described in the preferred embodiment firstabove or optionally by any conventional means known in the art.