CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims the benefit of each of: U.S. Provisional Application S.N. 61/924,646, filed on January 7, 2014; U.S. Provisional Application S.N.

61/924,648, filed on January 7, 2014; U.S. Provisional Application S.N. 61/924,651 , filed on January 7, 2014; U.S. Provisional Application S.N. 61/931 ,916, filed on January 27, 2014; and U.S. Provisional Application S.N. 62/01 1 ,778, filed on June 13, 2014, each of which is incorporated by reference herein in its entirety. This application is also a continuation-in-part of each of U.S. Design Application S.N. 29/480,495, filed on January 27, 2014; and U.S. Design Application S.N. 29/497,564, filed on July 25, 2014, each of which is incorporated by reference herein in its entirety.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

[0002] This invention was made with Government support under DE-EE0005447 awarded by the Department of Energy (DOE). The Government has certain rights in this invention.

BACKGROUND

[0003] The present disclosure relates generally to a pneumatic control valve for controlling the tire pressure of a tire having an integral peristaltic pump. A tire with an integral peristaltic pump may include a resilient tubular structure built into the wall of the tire. When the tire rolls, the resilient tubular structure is compressed and pinched closed in a location near where the tire contacts the road. As the tire continues to roll, the pinched portion of the resilient tubular structure progresses along the tubular structure thereby squeezing air out of the pinched portion into the tubular structure ahead of the pinched portion. The air may be discharged into the tire cavity to inflate the tire. Some tires with integral peristaltic pumps are only capable of inflating the tire when they roll in one direction. Since the wheels and tires on one side of a vehicle substantially rotate in the opposite direction to the wheels and tires on the opposite side of the vehicle, the tires having the one-way pumps are not interchangeable from left to right on the vehicle.

SUMMARY

[0004] An air regulator for a self-inflating tire includes a docking station to be fixedly attached to the tire. A pneumatic control valve is removably attached to the docking station to control airflow through a reversible peristaltic pump. An outlet filter has a filter body defined by the pneumatic control valve. An inlet port connector is defined by the docking station to sealingly connect the pneumatic control valve to an air intake for atmospheric air. A docking check valve is disposed in the inlet port connector to substantially prevent airflow out of tire through the inlet port connector when the pneumatic control valve is in an attached state or a removed state from the docking station.

BRIEF DESCRIPTION OF THE DRAWINGS

[0005] Features and advantages of examples of the present disclosure will become apparent by reference to the following detailed description and drawings, in which like reference numerals correspond to the same or similar, though perhaps not identical, components. For the sake of brevity, reference numerals or features having a previously described function may or may not be described in connection with other drawings in which they appear.

[0006] Fig. 1 is a semi-schematic view of an air regulator of an example of the present disclosure depicting the air regulator in a pressure hold mode; [0007] Fig. 2 is a semi-schematic view of the air regulator of an example of the present disclosure depicting the air regulator in counter-clockwise tire rotation fill mode;

[0008] Fig. 3 is a semi-schematic view of the air regulator of an example of the present disclosure depicting the air regulator in clockwise tire rotation fill mode;

[0009] Fig. 4 is a semi-schematic view of an example of an air regulator of the present disclosure depicting the air regulator with header cavities;

[0010] Fig. 5A is a perspective view of an example of the air regulator with a captivated retention clip in the locked position according to the present disclosure;

[0011] Fig. 5B is a perspective view of the example of the air regulator depicted in

Fig. 5A except the captivated retention clip is in the unlocked position;

[0012] Fig. 5C is a perspective view of an example of the captivated retention clip;

[0013] Fig. 6 is a cross-sectional view of a wheel and tire depicting an example of an air regulator mounted on the tire according to the present disclosure;

[0014] Fig. 7 is a side view of the example of the air regulator depicted in Fig. 5;

[0015] Fig. 8 is a cross-sectional view of the example of the air regulator depicted in Fig. 5, taken along line 8-8 in Fig. 7;

[0016] Fig. 9 is a cross-sectional view of the example of the air regulator depicted in Fig. 5, taken along line 9-9 in Fig. 7;

[0017] Fig. 10 is a cross-sectional view of the example of the air regulator depicted in Fig. 5, taken along line 10-10 in Fig. 7;

[0018] Fig. 1 1 is a plan view of the example of the air regulator depicted in Fig. 5A;

[0019] Fig. 12A is a bottom view of an example of a docking check valve cage according to the present disclosure;

[0020] Fig. 12B is an inverted side cross-sectional view of the example of a docking check valve cage depicted in Fig. 12A according to the present disclosure;

[0021] Fig. 12C is a bottom perspective view of the example of the docking check valve cage depicted in Fig. 12A; [0022] Fig. 12D is a cross-sectional view of an example of a docking check valve cage and a docking check valve ball according to the present disclosure;

[0023] Fig. 13 is a cross-sectional view of the example of the air regulator depicted in Fig. 5A, taken along line 13-13 in Fig. 1 1 ;

[0024] Fig. 14 is a cross-sectional view of the example of the air regulator depicted in Fig. 5A, taken along line 14-14 in Fig. 1 1 ;

[0025] Fig. 15 is a partially exploded perspective view from above, of the example of the air regulator depicted in Fig. 5A with the docking station separated from the valve body;

[0026] Fig. 16 is a partially exploded perspective view from below, of the example of the air regulator depicted in Fig. 5B with the docking station separated from the valve body;

[0027] Fig. 17 is a perspective view depicting the housing of the pneumatic control valve rotated to show inside the cylinder of the set point valve and depicting spring OD (outside diameter) guide ribs according to the present disclosure;

[0028] Fig. 18 is a rear perspective view of the regulator with a section cut away through the set point valve depicting the biasing spring interacting with the spring OD guide ribs;

[0029] Fig. 19 is a top cross-sectional view of a tire pressure check valve bore with check ball guide ribs according to the present disclosure;

[0030] Fig. 20 is a front perspective view of the housing of the pneumatic control valve rotated to show inside the tire pressure check valve bores to expose the check ball guide ribs;

[0031] Fig. 21 is a flow chart depicting an example of a method according to the present disclosure; and

[0032] Fig. 22 is a flow chart depicting an example of a method of making an air regulator for a self-inflating tire according to the present disclosure. DETAILED DESCRIPTION

[0033] The present disclosure relates generally to an air regulator for controlling the tire pressure of a tire having an integral peristaltic pump. Some land vehicles include a pneumatic tire mounted on a wheel to roll in contact with a ground surface. The tire may form a seal with the rim of the wheel, and substantially contain a gas in a substantially sealed tire cavity defined by the tire and wheel. The gas may be air, nitrogen, another gas or combination of gasses. The gas may be pressurized in the tire thereby inflating the tire. The inflated tire supports and cushions the wheel.

[0034] It is to be understood that gage pressure in a tire is the difference between the pressure in the tire and the atmospheric pressure outside the tire. It is to be further understood that tire pressure means the gage pressure of the tire.

[0035] If no air is added to some inflated tires, the tires may experience diminishing tire pressure over time. For example, some of the pressurized air substantially contained by the tire may slowly escape by diffusion through the tire wall.

Atmospheric pressure and temperature may also influence the tire pressure. A tire will generally perform better when the tire pressure is at a particular design pressure. A design pressure for a truck tire may be, for example 100 psi (pounds per square inch). For example, a vehicle may experience better fuel economy with properly inflated tires compared to the same vehicle operating with underinflated tires.

[0036] A tire that includes a peristaltic pump may also be known as a self-inflating tire. As disclosed herein, the peristaltic pump includes a tube integrated into the tire wall. The weight of the vehicle causes the tire to change shape as the tire rolls. For example, the generally round tire may have a contact patch that is compressed to substantially match the road surface. A compressed region of the tire wall near the contact patch may pinch and close the tube integrated into the tire wall. As the tire continues to roll, the pinched portion of the tube progresses along the tube structure, thereby squeezing air out of the pinched portion into the portion of the tube ahead of the pinched portion. The air may be discharged from the tube ultimately into the tire cavity to inflate the tire.

[0037] In some self-inflating tires, air is not prevented from entering the peristaltic pump, and a spring operated check valve at a port in the tire cavity sets a minimum pressure that must be achieved by the pump in order to add air to the tire. In such self-inflating tires, the target tire pressure may be limited by a capacity of the peristaltic pump. In other self-inflating tires, air is prevented from entering the inlet of the peristaltic pump after a desired tire pressure is achieved; however, the air from the tire cavity is allowed to recirculate in the peristaltic pump. In some self-inflating tires, only approximately one half of the circumference of the tire is used to compress air in the peristaltic pump for a rotational cycle.

[0038] In examples of the present disclosure, an air regulator prevents air from entering the peristaltic pump if a tire air pressure in a pressurizable cavity of the tire is greater than a predetermined set point pressure. In examples of the present disclosure, air from the tire cavity is prevented from recirculating in the peristaltic pump and being recompressed. It can be shown that energy may be saved by preventing air from being compressed when additional compressed air is not needed.

[0039] Still further, in examples of the present disclosure, most of the

circumference of the tire is used by the peristaltic pump for a rotational cycle. The longer peristaltic pump tube allows greater pump capacity compared to self-inflating tires that only use about half of the circumference of the tire in a rotational cycle. The air regulator of the present disclosure allows the intake and the output of the peristaltic pump to be reversed in response to the rotational direction of the tire. The reversibility of the peristaltic pump due to the connection to the air regulator disclosed herein allows most of the circumference of the tire to be allocated to a single peristaltic pump, thereby increasing the capacity of the pump. A pump with greater capacity may achieve higher pressures or fill a tire faster than a pump with less capacity. [0040] It is to be understood that the mass of air pumped into the tire cavity by the peristaltic pump according to the present disclosure in a single revolution may be relatively small compared to the mass of air in a fully inflated tire. In an example, a self-inflating tire may pump enough air to make up for normal losses in a tire. For example, a self-inflating tire may pump about 1 psi into a 100 psi tire over a month. A range of airflow from about 250 SCCM (Standard Cubic Centimeters per Minute) to about 1000 SCCM may flow into the tire. In terms of mass airflow the same example would range from about 0.3 g (gram) to about 1 .3 g of dry air at STP (standard temperature and pressure). In an example, a commercial truck tire may contain 150 liters of air at about 100 psi (689 kilopascals) under normal operating conditions.

[0041] It is to be understood that an internal peristaltic pump, as used herein, is disposed substantially within the tire or the tire cavity. For example, the internal peristaltic pump may be embedded in a wall of the tire. As such, the word internal refers to a relative position of the peristaltic pump with respect to the tire. Internal means substantially within a volume bounded by the surfaces of the tire and wheel that are in contact with the environment surrounding the tire when the tire is installed on a wheel. An intake filter of the internal peristaltic pump may be disposed at the external surface of tire in the present disclosure. A pump that is mounted external to the tire, for example on an axle, or on a vehicle frame member is not an internal peristaltic pump as disclosed herein even if the pump is disposed within a tank or body other than the tire.

[0042] Debris may be found inside a tire cavity. For example, dust, water, insects, rubber particles, mounting lubricants, and air compressor oil may be present in the tire cavity. The air regulator disclosed herein includes valves to regulate a discharge of air through a discharge port into the tire cavity. In examples of the present disclosure, an outlet filter blocks entry of debris from the tire cavity into the air regulator while allowing air to flow from the discharge port into the tire cavity. [0043] Referring now to Fig. 1 , a semi-schematic view of an air regulator 120 of the present disclosure is depicted. It is noted that Fig. 1 is a semi-schematic

representation that shows interconnections of elements of the present disclosure. As such, Fig. 1 does not include the wheel and may not always depict relative placement or size of the elements depicted. A tire 50 and an internal reversible peristaltic pump 60 are represented in hidden line. A pressurizable cavity 52 of the tire 50 is

represented as the space in the center of Fig. 1 . The air regulator 120 includes a pneumatic control valve 10 that can be mounted on a docking station 100. The pneumatic control valve 10 includes a manifold 20 defined in a valve body 30. A set point valve 40 can be in fluid communication with the manifold 20 and with the pressurizable cavity 52 of a tire 50. The set point valve 40 can operatively control air flow between an inlet 22 and the manifold 20. An intake filter 17 is shown in hidden line in the path of the air flowing through inlet 22. A clockwise rotation pump feed check valve 32 can be in fluid communication with the manifold 20 and with a first port 62 of the internal reversible peristaltic pump 60. A counter-clockwise rotation pump feed check valve 32' can be in fluid communication with the manifold 20 and with a second port 62' of the internal reversible peristaltic pump 60. A first tire pressure check valve 34 can be in fluid communication between the pressurizable tire cavity 52 and the first port 62. A second tire pressure check valve 34' can be in fluid

communication between the pressurizable tire cavity 52 and the second port 62'.

[0044] In Fig. 1 , the air regulator 120 is shown in a pressure hold mode. In the pressure hold mode, air is prevented from entering the reversible peristaltic pump 60 if a tire air pressure 63 in the pressurizable cavity 52 of the tire 50 is greater than a selectable set point pressure. More specifically, in the pressure hold mode, the pneumatic control valve 10 can block air from entering the manifold 20 via the inlet 22 by operation of the set point valve 40.

[0045] Fig. 2 depicts the air regulator 120 in a counter-clockwise tire rotation fill mode. Counter-clockwise tire rotation indicator arrow 94 shows that the tire 50 is rotating counter-clockwise. The upward-pointing set point state indicator arrow 96 shows that the tire air pressure 63 is less than or equal to the set point pressure. In response to the tire air pressure 63 being less than or equal to the set point pressure, the set point valve 40 can open and allow atmospheric air to enter through the inlet 22 into the manifold 20. Air can pass from the manifold 20 through the counter-clockwise rotation pump feed check valve 32' and through second port 62' into the peristaltic pump 60. Since the air has not yet been compressed by the peristaltic pump, it can be blocked from passing through the second tire pressure check valve 34'. When the tire 50 rotates in the counter-clockwise direction, the peristaltic pump can compress the air and move the compressed air in the clockwise direction. The compressed air can exit the peristaltic pump 60 through first port 62 but can be prevented from entering into the manifold 20 by clockwise rotation pump feed check valve 32. The compressed air can pass through the first tire pressure check valve 34 into the pressurizable tire cavity 52 as long as the compressed air is at a pressure greater than the tire pressure 63.

[0046] In Fig. 2, the air regulator 120 is shown in a counter-clockwise tire rotation fill mode. In the counter-clockwise tire rotation fill mode, the peristaltic pump 60 can open an air passage 82 between the atmosphere 84 external to the tire 50 and an intake 86 of the peristaltic pump 60 if the tire air pressure 63 in the pressurizable cavity 52 of the tire 50 is less than or equal to the selectable set point pressure. In the example depicted in Fig. 2, the air passage 82 can be internal to the valve body 30; and opening the air passage 82 can include opening the set point check valve 40 and the counter-clockwise rotation pump feed check valve 32'. In the counter-clockwise tire rotation fill mode, the intake 86 of the reversible peristaltic pump 60 corresponds to the second port 62', and an output 88 of the reversible peristaltic pump 60

corresponds to the first port 62.

[0047] Fig. 3 depicts the air regulator 120 in a clockwise tire rotation fill mode.

Clockwise tire rotation indicator arrow 95 shows that the tire 50 is rotating clockwise. The upward-pointing set point state indicator arrow 96 shows that the tire air pressure 63 is less than or equal to the set point pressure. In response to the tire air pressure 63 being less than or equal to the set point pressure, the set point valve 40 can open and allow atmospheric air to enter through the inlet 22 into the manifold 20. Air can pass from the manifold 20 through the clockwise rotation pump feed check valve 32 and through first port 62 into the peristaltic pump 60. Since the air has not yet been compressed by the peristaltic pump 60, it can be blocked from passing through the first tire pressure check valve 34. When the tire 50 rotates in the clockwise direction, the peristaltic pump 60 can compress the air and move the compressed air in the counter-clockwise direction. The compressed air can exit the peristaltic pump 60 through second port 62' but can be prevented from entering into the manifold 20 by counter-clockwise rotation pump feed check valve 32'. The compressed air can pass through the second tire pressure check valve 34' into the pressurizable tire cavity 52 as long as the compressed air is at a pressure greater than the tire pressure 63.

[0048] In Fig. 3, the air regulator 120 is shown in a clockwise tire rotation fill mode. In the clockwise tire rotation fill mode, the peristaltic pump 60 can open an air passage 82 between the atmosphere 84 external to the tire 50 and an intake 86 of the peristaltic pump 60 when the tire air pressure 63 in the pressurizable cavity 52 of the tire 50 is less than or equal to the selectable set point pressure. In the example depicted in Fig. 3, the air passage 82 can be internal to the valve body 30; and opening the air passage 82 can include opening the set point check valve 40 and the clockwise rotation pump feed check valve 32. In the clockwise tire rotation fill mode, the intake 86 of the reversible peristaltic pump 60 corresponds to the first port 62, and an output 88 of the reversible peristaltic pump 60 corresponds to the second port 62'.

[0049] Because the intake 86 and the output 88 of the peristaltic pump 60 can be reversed depending on the direction of rotation of the tire, the peristaltic pump 60 can be reversible. It is to be understood that the reversible pump 60 and pneumatic control valve 10 are connected to fill the tire 50. The reversibility of the pump 60 refers to the direction of rotation of the tire 50, and does not mean that air may be pumped out of the tire 50.

[0050] Fig. 4 is a semi-schematic view of an example of an air regulator 120 of the present disclosure. Fig. 4 is similar to Fig. 1 , with some additional elements. A first header cavity 78 is shown in fluid communication with the first port 62. The first header cavity 78 can include a first selectable volume 80 to selectively limit a first maximum pressure attainable by the reversible peristaltic pump 60. A second header cavity 78' is shown in fluid communication with the second port 62'. The second header cavity 78' can include a second selectable volume 80' to selectively limit a second maximum pressure attainable by the reversible peristaltic pump 60. It is to be understood in light of the disclosure that the first selectable volume 80 and the second selectable volume 80' can be selected to have the same volume or different volumes.

[0051] By establishing the first header cavity 78 and the second header cavity 78' in fluid communication with the output 88 (see Fig. 2 and Fig. 3) of the peristaltic pump 60 to select a maximum compression ratio of the peristaltic pump 60, a limit can be established on the maximum pressure attainable by the peristaltic pump 60.

[0052] It is to be understood that the compression ratio of the peristaltic pump 60 is a dimensionless number that is a quotient of a pressure at the output 88 of the peristaltic pump 60 divided by a pressure at the intake 86 for a cycle of the peristaltic pump 60. For example, if the pressure at the intake 86 is 1 bar, and the peristaltic pump 60 compresses the air to a pressure of 20 bar at the output 88, then the compression ratio is 20. The maximum compression ratio is a greatest compression ratio theoretically achievable by the peristaltic pump. Because the first tire pressure check valve 34 or the second tire pressure check valve 34' can open and release air from the peristaltic pump 60 into the pressurizable tire cavity 52, the compression ratio can be limited to less than the maximum compression ratio in a normally operating system. [0053] Fig. 5A is a perspective view of an example of the air regulator 120 according to the present disclosure. In the example depicted in Fig. 5A, the pneumatic control valve 10 is mounted on the docking station 100, and a captivated retention clip 1 18 is in a locked position. The pneumatic control valve 10 is depicted in an attached state in Fig. 5A. Fig. 5B is a perspective view of the example of the air regulator 120 depicted in Fig. 5A except the captivated retention clip 1 18 is in an unlocked position in Fig. 5B. The housing 12 can be a single molded piece that saves weight and has a low center of gravity that reduces rotational inertia loads between the pneumatic control valve 10 and the docking station 100 when the tire 50 is rotating. The housing 12 can include outer portions of the outlet filters 14, 14'. Cleats 105 can be molded into the housing 12 and can project inwardly from the housing 12 to be engaged by a snap ring 104 (see Fig. 9). Air from the peristaltic pump 60 can be ultimately discharged through the outlet filters 14, 14'. The outlet filters 14, 14' can substantially prevent foreign matter that can be in the pressurizable tire cavity 52 (see Fig. 4) from fouling the air regulator 120.

[0054] The example of the air regulator 120 depicted in Figs. 5A and 5B includes a captivated retention clip 1 18 formed from a spring wire 1 19. A perspective view of the captivated retention clip 1 18 is shown in isolation in Fig. 5C. The captivated retention clip 1 18 can have a first prong 91 at a first end 121 of the spring wire 1 19. A second prong 122 can be defined at a second end 123 of the spring wire 1 19 opposite the first end 121 of the spring wire 1 19. The captivated retention clip 1 18 can have a locked position (see Fig. 5A) to selectably prevent separation of the docking station 100 from the pneumatic control valve 10; and an unlocked position (see Fig. 5B) to selectably allow separation of the pneumatic control valve 10 from the docking station 100. The pneumatic control valve 10 can be removably attachable to the docking station 100. The first prong 91 can define a first prong axis 132 at a cylindrical axis of the first prong 91 . The second prong 122 can define a second prong axis 133 at a cylindrical axis of the second prong 122. The first prong axis 132 and the second prong axis 133 can define a prong plane 150.

[0055] The spring wire 1 19 of the captivated retention clip 1 18 can define a first leg

124 perpendicular to the prong plane 150. A first lateral offset 144 can be defined in the spring wire 1 19 between the first leg 124 and the first prong 91 . The first lateral offset 144 can provide clearance between the first leg 124 and the first c-channel 134. The spring wire 1 19 of the captivated retention clip 1 18 can define a second leg 125 perpendicular to the prong plane 150. A second lateral offset 145 can be defined in the spring wire 1 19 between the second leg 125 and the second prong 122. The second lateral offset 145 can provide clearance between the second leg 125 and the second c-channel 135.

[0056] The first leg 124 can have a first latched position to engage a first leg latch

126 defined on the housing 12 (see Figs. 7 and 1 1 ). The second leg 125 can have a second latched position to engage a second leg latch 127 defined on the housing 12. The spring wire 1 19 of the captivated retention clip 1 18 can define a resilient bridge portion 128 to connect the first leg 124 to the second leg 125. The resilient bridge portion 128 can urge the first leg 124 to the first latched position and the second leg

125 to the second latched position. The resilient bridge portion 128 can be selectably resiliently collapsible to rotate the first leg 124 and the second leg 125 to respective unlatched positions. The respective unlatched positions of the first leg 124 and the second leg 125 are depicted at reference numeral 146 in hidden line in Fig. 1 1 . To unlock the pneumatic control valve 10 from the docking station 100, the captivated retention clip 1 18 can be grasped, and the first leg 124 and the second leg 125 are squeezed toward each other to clear the first leg latch 126 and the second leg latch

127 while pulling the captivated retention clip 1 18 toward the unlocked position (see Fig. 5B).

[0057] Fig. 6 is a cross-sectional view of a wheel 98 and tire 50 depicting an example of the air regulator 120, including pneumatic control valve 10 and docking station 100, mounted to the tire 50 according to the present disclosure. The air regulator 120 can be fixedly attached to the tire 50, and at least a portion of the pneumatic control valve 10 is disposed within the pressurizable tire cavity 52. The pneumatic control valve 10 is depicted with a cylindrical axis 54 of the valve stem 51 (see Fig. 9) substantially orthogonal to a centripetal acceleration 56 associated with rotation of the tire 50 about an axle axis 58. Orienting the cylindrical axis 54 of the valve stem 51 orthogonal to the centripetal acceleration 56 can be shown to

substantially prevent the centripetal acceleration 56 from substantially changing the set point pressure.

[0058] Fig. 7 is a side view of the example of the air regulator 120 depicted in Fig. 5B according to the present disclosure. Section indicators depict where the sections are taken for Figs. 8, 9 and 10.

[0059] Fig. 8 depicts a cross-sectional view of the example of the pneumatic control valve 10 depicted in Fig. 5, through the section indicated in Fig. 7. A docking check valve ball 59 and a docking check valve cage 29 can be inserted into the inlet port connector 81 . The docking check valve 68 can prevent a flow of air through the inlet port connector 81 from the tire cavity 52 to an atmosphere 84 outside of the tire. (See Figs. 1 -4.) The docking check valve 68 can substantially prevent airflow out of tire 50 through the inlet port connector 81 when the pneumatic control valve 10 is in an attached state (see, e.g., Fig. 5A) and/or a removed state from the docking station 100 (see, e.g., Fig. 15). In other words, the docking check valve 68 can substantially prevent airflow out of the tire 50 through the inlet port connector 81 when the pneumatic control valve 10 is attached to the docking station 100 and also when the pneumatic control valve 10 is removed from the docking station 100. With respect to the docking check valve 68, "substantially prevent airflow" can be defined as a bubble not being visible after one minute using liquid soap to detect a leak. In the example shown in Fig. 8, the docking station 100 can have a rubber overmold portion 99 that can be molded over the frame 85. The rubber overmold portion 99 can include the inlet port connector 81 . A retention ring (not shown) can be received by a complementary annular groove 39 in the inlet port connector 81 to retain the docking check valve cage 29. In the example depicted in Fig. 8, the docking check valve cage 29 can be retained by the resilience of the inlet port connector 81 formed in the rubber overmold portion 99. The docking check valve cage 29 can have a press fit in the inlet port connector 81 . In addition to retaining the docking check valve ball 59, the docking check valve cage 29 can also support the inlet port connector against collapse from tire air pressure 63. Fig. 9 depicts a cross-sectional view of the example of the air regulator 120 depicted in Figs. 5A and 5B showing the air regulator 120 in a pressure hold mode (see Fig. 1 ) according to the present disclosure. The air regulator 120 can include the pneumatic control valve 10 that has a manifold 20 defined in a valve body 30.

[0060] A set point valve 40 can be in fluid communication with the manifold 20 and with a pressurizable cavity 52 of a tire 50 (see Fig. 2). The set point valve 40 can operatively control air flow between an inlet 22 (see Fig. 8) and the manifold 20. Set point valve 40 can include a cylinder 41 and a cylinder head 42 disposed in sealing engagement with an end 43 of the cylinder 41 . The set point valve 40 can also include an annular poppet valve seat 44 that can define an orifice 45 in a conduit 46 in fluid connection with the inlet 22 (see Fig. 8) via hole 87 defined in the conduit 46. A poppet valve 47 can have a valve face 48 disposed at an end 49 of a substantially cylindrical valve stem 51 . The poppet valve 47 can further have a cup-shaped actuator flange 53 disposed on the valve stem 51 . The cup-shaped actuator flange 53 can center a biasing spring 70 and can be shown to prevent the biasing spring 70 from becoming misaligned on the actuator flange 53. The biasing spring 70 is seated on the actuator flange 53 opposite to the valve face 48. The valve face 48 can be selectively sealingly engageable with the poppet valve seat 44. As depicted in Fig. 9, the valve face 48 can be formed from a resilient material that can be shown to improve the leak resistance of the seal formed between the valve face 48 and the poppet valve seat 44. The cylinder head 42 can define an annular valve stem guide 65 including a barrel 67 defining a bore 69. An annular spring retention groove 71 can surround the poppet valve seat 44 to keep the biasing spring 70 centered around the poppet valve seat 44. The valve stem guide 65 can be disposed in a cylinder volume 57 and can be slidingly engaged with the valve stem 51 in the bore 69. Clearance between the valve stem 51 and the bore 69 can allow the cylinder pressure 61 to reach the diaphragm 55. The cylinder volume 57 can be in fluid communication with the manifold 20;

therefore, the pressures in the cylinder volume 57 and the manifold 20 can be equal.

[0061] Still referring to Fig. 9, and in particular referring to the set point valve 40, the biasing spring 70 can be disposed between the spring retention groove 71 and the actuator flange 53 to urge the poppet valve 47 open with a biasing preload. The biasing preload can correspond to the set point pressure. The valve face 48 can sealingly engage the poppet valve seat 44 when the tire air pressure 63 (see Fig. 1 ) is greater than or equal to the set point pressure.

[0062] The set point valve 40 can further include a resilient diaphragm 55 that can be operatively disposed in sealing engagement with the cylinder head 42. The diaphragm 55 can sealingly separate a cylinder volume 57 from the pressurizable tire cavity 52 and can apply a closing force on the valve stem 51 in response to a pressure difference between a cylinder pressure 61 and a tire air pressure 63 in the

pressurizable tire cavity 52. As used herein, a "closing force" can be defined to mean a force in a direction toward closing the set point valve 40. A closing force does not necessarily mean that the force is sufficient to overcome other forces acting on the valve stem 51 . Similarly, as used herein, an "opening force" can be defined to mean a force in a direction toward opening the set point valve 40 and not necessarily a force sufficient to overcome other forces acting on the valve stem 51 .

[0063] A domed vented cap 6 can press the diaphragm 55 against the cylinder head 42 to cause the sealing engagement between the resilient diaphragm 55 and the cylinder head 42. The domed vented cap 6 can have vents 5 to allow the pressure in the atmosphere 84 outside the tire to impinge upon the diaphragm 55. A wave spring 3 (see Fig. 13) can bias the domed vented cap 6 against the diaphragm 55 to create the sealing engagement between the resilient diaphragm 55 and the cylinder head 42. An annular cover 101 (with a central aperture 102 that has clearance to the domed portion 103 of the domed vented cap 6) can compress the wave spring 3. The clearance between the annular cover 101 and the domed portion 103 can allow air to flow through the vents 5. A snap ring 104 can removably retain the annular cover 101 in the housing 12. The snap ring 104 can engage a plurality of cleats 105 (see Figs. 5A and 5B) projecting from the housing 12.

[0064] It is to be understood in light of the disclosure that the set point valve 40 can compensate for changes in the cylinder pressure 61 that can occur from vacuum generated at the intake 86 (see Fig. 2 and Fig. 3) by the peristaltic pump 60 when the air regulator 120 is in the pressure hold mode (see Fig. 1 ). For example, when the air regulator 120 is in the pressure hold mode, the peristaltic pump 60 can draw a vacuum in the manifold 20. Because the manifold 20 is in fluid communication with the cylinder 41 , in the example, the vacuum in the manifold 20 can be communicated to the cylinder 41 and can reduce the cylinder pressure 61 accordingly. Because there is compensation for vacuum in the cylinder 41 , the set point valve 40 can close when the tire air pressure 63 is greater than or equal to the set point pressure.

[0065] The compensation for vacuum in the cylinder 41 can be accomplished in the example of the air regulator 120 shown in Fig. 9 by having a seat effective area of the orifice 45 defined by the annular poppet valve seat 44 substantially equal to a diaphragm effective area of the diaphragm 55. The seat effective area means the area upon which a pressure difference between the atmospheric pressure and the cylinder pressure 61 acts to produce an opening force on the valve stem 51 . The diaphragm effective area means the area upon which another pressure difference between the tire air pressure 63 and the cylinder pressure 61 acts to produce a closing force on the valve stem 51 . Recall that the tire air pressure 63 is relative to the atmospheric pressure outside the tire 50. Because the seat effective area and the diaphragm effective area are substantially equal, variation in the cylinder pressure 61 relative to atmospheric pressure can be shown to produce equal forces acting in opposite directions on the valve stem 51 .

[0066] In the example depicted in Fig. 9, the biasing preload can be set to cause a predetermined set point pressure. A clockwise rotation pump feed check valve 32 can be in fluid communication with the manifold 20 and with a first port 62 of the reversible peristaltic pump 60. In the fill mode depicted in Fig. 2, the clockwise rotation pump feed check valve 32 can operatively prevent air from flowing from the manifold 20 to the first port 62. The clockwise rotation pump feed check valve 32 can include a check valve bore 35 defined in the valve body 30. The check valve bore 35 can be in fluid communication with the manifold 20 and the first port 62. A ball valve seat 31 can be defined at a manifold end 28 of the check valve bore 35. The ball valve seat 31 can circumscribe an aperture 26 in a passageway 24 to the manifold 20. A pump feed check valve ball 36 can be operatively disposed in the check valve bore 35. A pump feed check valve spring 13 can bias the pump feed check valve ball 36 lightly against the ball valve seat 31 . The pump feed check valve ball 36 can operatively engage the ball valve seat 31 to substantially prevent fluid flow from the first port 62 to the manifold 20. A pressure difference of about one psi can open the clockwise rotation pump feed check valve 32 for flow from the manifold 20 to the first port 62.

[0067] In the fill mode shown in Fig. 2, a counter-clockwise rotation pump feed check valve 32' can open to allow air to flow from the manifold 20 to the second port 62'. A first tire pressure check valve 34 can be in fluid communication between the pressurizable tire cavity 52 and the first port 62. The first tire pressure check valve 34 can substantially prevent air that is in the pressurizable tire cavity 52 from flowing out of the pressurizable tire cavity 52 through the first port 62. The first tire pressure check valve 34 can allow compressed air from the peristaltic pump 60 to flow into the pressurizable tire cavity when the pressure in the first port 62 is greater than the tire pressure 63.

[0068] Still referring to Fig. 9, the counter-clockwise rotation pump feed check valve 32' can be in fluid communication with the manifold 20 and with a second port 62' of the reversible peristaltic pump 60. In the fill mode depicted in Fig. 2, the counterclockwise rotation pump feed check valve 32' can operatively allow air to flow from the manifold 20 to the second port 62'. The counter-clockwise rotation pump feed check valve 32' can include a check valve bore 35' that can be defined in the valve body 30. The check valve bore 35' can be in fluid communication with the manifold 20 and the second port 62'. A ball valve seat 31 ' can be defined at a manifold end 28' of the check valve bore 35'. The ball valve seat 31 ' can circumscribe an aperture 26' in the passageway 24 to the manifold 20. A pump feed check valve ball 36' can be operatively disposed in the check valve bore 35'. A pump feed check valve spring 13' can bias the pump feed check valve ball 36' lightly against the ball valve seat 31 . In the fill mode depicted in Fig. 2, the pump feed check valve ball 36' can operatively disengage from the ball valve seat 31 ' to allow fluid flow from the manifold 20 to the second port 62'. A pressure difference of about one psi can open the counterclockwise rotation pump feed check valve 32' for flow from the manifold 20 to the second port 62'. If the air pressure in the second port 62' is higher than the air pressure in the manifold 20, then the pump feed check valve ball 36' can operatively engage the ball valve seat 31 ' to prevent fluid flow from the second port 62' to the manifold 20.

[0069] A second tire pressure check valve 34' can be in fluid communication between the pressurizable tire cavity 52 and the second port 62'. The second tire pressure check valve 34' can substantially prevent air that is in the pressurizable tire cavity 52 from flowing out of the pressurizable tire cavity 52 through the second port 62'. The second tire pressure check valve 34' can allow compressed air from the second port 62' to flow into the pressurizable tire cavity when the pressure in the second port 62' is greater than the tire pressure 63.

[0070] Fig. 9 depicts a peg 107 molded into the housing 12 at an end of the conduit 46 at an interface with an end-cap 108. The end cap 108 can have a bump 1 1 1 to receive the peg 107 when the end-cap 108 is operatively installed on the housing 12. The end cap 108 can have a post 109 with an O-ring 1 10 disposed over the post 109 to sealingly close the end of conduit 46. The post 109 can be off center on the end cap 108. The peg 107 can be shown to prevent the end-cap 108 from being installed without properly aligning the bump 1 1 1 to receive the peg 107.

[0071] Fig. 10 is a cross-sectional view of the example of the air regulator 120 depicted in Figs. 5A and 5B taken through the section indicated in Fig. 7. Fig. 10 depicts the first tire pressure check valve 34. The structure of the first tire pressure check valve 34 is similar to the second tire pressure check valve 34'.

[0072] In the present disclosure, features and components associated with the first tire pressure check valve and the second tire pressure check valve have a common reference numeral with the features and components associated with the second tire pressure check valve indicated by a prime (') added to the reference numeral. A tire pressure check valve bore 37, 37' is defined in the valve body 30, and the tire pressure check valve bore 37, 37' can be in fluid communication with the pressurizable tire cavity 52 and the respective first port 62 or second port 62'. A check valve seat 76, 76' can be defined at a pump port end 27, 27' of the tire pressure check valve bore 37, 37'. The check valve seat 76, 76' can circumscribe a conduit leading to the respective first port 62 or second port 62'. The reference numeral indicator lines for the first port 62 and second port 62' are shown in Fig. 9 in hidden line to indicate that the ports 62, 62' are in fluid connection to the indicated location.

[0073] However, the ports 62, 62' are not actually visible in Fig. 9. See Fig. 16 for a view of the first port 62 and the second port 62' in the example of the present disclosure shown in Figs. 5A, 5B, 9 and 10. A tire pressure check valve ball 38, 38' can be operatively disposed in the tire pressure check valve bore 37, 37'. A tire pressure check valve spring 8, 8' can bias the tire pressure check valve ball 38, 38' lightly against the check valve seat 76, 76'. The tire pressure check valve ball 38, 38' can operatively engage the check valve seat 76, 76' to substantially prevent fluid flow from the pressurizable tire cavity 52 to the respective first 62 or second port 62' in response to a pressure difference across the first tire pressure check valve 34 and the second tire pressure check valve 34'. A pressure difference of about one psi can open the first tire pressure check valve 34 or the second tire pressure check valve 34' for flow from the respective first port 62 or second port 62' to the pressurizable tire cavity 52. The tire pressure check valve ball 38, 38' can operatively disengage the check valve seat 76, 76' to open the respective first 34 or second tire pressure check valve 34' for fluid flow from the respective first port 62 or second port 62' to the pressurizable tire cavity 52 in response to a pressure difference across the respective first tire pressure check valve 34 or the second tire pressure check valve 34'. For example, the first tire pressure check valve 34 can allow compressed air from the peristaltic pump 60 to flow into the pressurizable tire cavity if the pressure in the first port 62 is about one psi greater than the tire pressure 63.

[0074] For example, the tire pressure check valve ball 38 can operatively engage the check valve seat 76 when the tire pressure 63 in the pressurizable tire cavity 52 is greater than the pressure in the first port 62. Conversely, if the tire pressure 63 in the pressurizable tire cavity 52 is at least one psi below the pressure in the first port 62, then the tire pressure check valve ball 38 can operatively disengage the check valve seat 76 and allow air to flow from the first port 62 into the tire cavity 52. As shown in Fig. 10, an outlet filter 14 can be included in the air path between first tire pressure check valve 34 or the second tire pressure check valve 34' and the pressurizable tire cavity 52. The outlet filter 14 can include a filter cover 19 disposed adjacent to a piece of filter media 16. The filter media 16 can be disposed in contact with the filter cover 19 to filter air flowing through the filter media 16 into a cavity 25 of the outlet filter 14. The cavity 25 can be in fluid communication with the first port 62 receiving air from the pump via the air regulator 120. The filter media 16 can be shown to block

contaminants from entering the cavity 25 while allowing atmospheric air to be discharged through the filter media 16 from the cavity 25 into the pressurizable tire cavity 52. In an example, the filter media 16 can be shown to substantially block contaminants from entering the cavity 25 while allowing a small amount of

contaminants to pass through the filter media 16. As used herein, substantially block can be defined to mean contaminants in the form of particulate matter will be blocked if the particulate matter is larger than a predetermined size. For example, the efficiency of the filter media 16 can be at least about 90 percent when exposed to 150 grams of dust at a maximum flow rate using SAE J726 JUN2002, Air Cleaner Test Code, Section 5.4. After exposure to the dust, the pressure drop across the outlet filter 14 can be shown to be within about 70% of the pressure drop at clean outlet filter 14 conditions. Pressure drop is measured at maximum flow rate. The pressure drop across a clean outlet filter 14 can be less than about one psi when measured at maximum flow rate. The filter cover 19 and cavity 25 can be sized to accommodate the airflow requirements of the outlet filter 14.

[0075] In an example, the outlet filter 14 can omit the filter cover 19. The clean side 77 of the filter media 16 can be opposite the dirty side 79 of the filter media 16. The dirty side 79 of the filter media 16 is the side of the filter media 16 that can be exposed to the pressurizable tire cavity 52. The clean side 77 of the filter media 16 can be exposed to the cavity 25.

[0076] A membrane can be used as a filter media 16 to block water or other contaminants. As used herein, membrane means a layer of material which serves as a selective barrier between two phases (i.e., liquid water and vapor) and remains impermeable to specific particles, molecules, or substances when exposed to the action of a driving force. The membrane, in examples, can be about 0.5 mm thick and can be fixed to the filter cover 19 with an adhesive. [0077] Contaminants can be introduced to the pressurizable tire cavity 52 in many ways. For example, before the tire 50 is mounted, insects and rodents can occupy the tire 50 and build nests that cannot be removed before the tire 50 is mounted.

Lubricants used during mounting can remain in the pressurizable tire cavity 52. Water and compressor lubricant can be carried in the airstream during an initial fill of the tire 50. Ice crystals can form in the tire cavity 52. Rust particles can become detached from wheels and be carried by currents in the tire. The contaminants listed herein are non-limitative examples of contaminants that can be encountered by the outlet filter 14 of the present disclosure.

[0078] The filter media 16 can include a membrane layer; woven fiber layer; a non- woven fiber layer; a reticulated foam layer; an activated carbon layer; a porous solid layer; or any combination thereof in overlying relationship. Examples of fiber layers can include a polytetrafluoroethylene (PTFE) fiber (e.g., Teflon® fiber, available from E. I. du Pont de Nemours and Company, Wilmington, Delaware), and/or can include expanded polytetrafluoroethylene (ePTFE) (e.g., Gore-Tex® brand materials, available from W. L. Gore & Associates, Inc., Elkton, Maryland). Examples of the porous solid layer can include compressed carbon charcoal. In an example, the filter media 16 can include a layer of activated carbon disposed between two woven fiber layers. An example of a membrane layer can include a non-woven nylon/polyamide, e.g., Versapor® 450R from Pall.

[0079] In examples of the present disclosure, the outlet filter 14 can be modular, thereby allowing simple replacement of the filter media 16 when the tire 50 is dismounted from the wheel 98. In an example, the filter media 16 can be replaceable without permanently disabling a portion of the air regulator 120 other than the filter media 16 to be replaced. For example, the housing 12 can be a single molded piece that includes the valve body 30, outer portions of the outlet filter 14, and other portions of the pneumatic control valve 10 shown in the Figures, whereas the filter cover 19 can be removable to provide access to the filter media 16 for replacement. [0080] Slots 66 can engage retention feature 64 of housing 12. The retention feature 64 can be a resilient tab, interoperable with slot 66 to deform and enter the space created by slot 66 to form a snap lock between the filter cover 19 and the housing 12. Alternatively, the retention feature 64 can be stiffer than the housing 12, and therefore the housing 12 can deform around retention feature 64 during assembly. The snap retention of the filter cover 19 onto the housing 12 can allow retention without separate fasteners, can ease assembly, and can facilitate serviceability of the outlet filter 14. The outlet filter 14 can allow the filter media 16 to be replaced without destroying the outlet filter 14.

[0081] Fig. 10 shows insert 1 12 positioned in first cylindrical connector 74. The insert can have a tubular portion 1 13 with a barb 1 14 to engage a tube (not shown) that leads through port 62 to the peristaltic pump. The insert 1 12 can have a relatively wide flange 1 15 to prevent the insert 1 12 from being inserted too far into the cylindrical connector 74. The tube (not shown) can be wedged between the tubular portion 1 13 of the insert 1 12 and the inside wall of the first cylindrical connector 74 to create a seal between the tube (not shown) and the first cylindrical connector 74. The insert 1 12 can also prevent the cylindrical connector 74 from collapsing under pressure. A similar insert 1 12' can be positioned in the second cylindrical connector 75.

[0082] Fig. 1 1 is a plan view of the example of the air regulator 120 depicted in Figs. 5A and 5B according to the present disclosure. Retention feature 64, 64' of outlet filter 14, 14' is shown engaging slot 66, 66' in housing 12. Fig. 1 1 shows cut- lines and view directions for Fig. 13 and Fig. 14.

[0083] Fig. 12D is a cross-sectional view of an example of a docking check valve 68 according to the present disclosure. In the example depicted in Fig. 12D, the docking check valve 68 is a ball-type check valve with a plastic docking check valve ball 59. The docking check valve ball 59 can be retained in the docking check valve bore 15 by a docking check valve cage 29. The docking check valve cage 29 can have a cylindrical shell 1 17 with a plurality of crimp tabs 21 projecting from a cage end 33 distal to the docking check valve seat 23. The docking check valve seat 23 can define a docking check valve orifice. Inflow bypass slots 147 can be defined between each adjacent crimp tab 21 in the plurality of crimp tabs 21 . The example depicted in Figs. 12A-12D has four crimp tabs 21 and four inflow bypass slots 147; however, examples of the present disclosure can have any number more than one of crimp tabs 21 . The inflow bypass slots 147 can be shown to prevent the docking check valve ball 59 from blocking flow from an inlet port 83 into the inlet 22 of the pneumatic control valve 10. Fig. 13 is a cross-sectional view of the example of the air regulator 120 depicted in Figs. 5A and 5B taken through the section indicated in Fig. 1 1 .

[0084] Fig. 14 is a cross-sectional view of the example of the air regulator 120 depicted in Figs. 5A and 5B taken through the section indicated in Fig. 1 1 . Fig. 14 has a cross section of the set point valve 40 described in detail in the description related to Fig. 9. Fig. 14 shows a cross-section of conduit 46 that has a profile view of longitudinal ribs 106.

[0085] Fig. 15 is a partially exploded perspective view from above, of the example of the air regulator 120 depicted in Figs. 5A and 5B with the docking station 100 separated from the valve body 30. Fig. 15 depicts the pneumatic control valve 10 in a removed state from the docking station 100. Fig. 16 is a partially exploded perspective view from below, of the example of the air regulator 120 depicted in Figs. 5A and 5B with the docking station separated from the valve body.

[0086] Referring to Figs. 15 and 16 together, the docking station 100 can have a rubber overmold portion 99 molded over the frame 85. Perforations 93 can be defined in the frame 85 to create a mechanical interlock with the rubber overmold portion 99. The rubber overmold portion 99 can also be chemically or adhesively bonded to the frame 85. The rubber overmold portion 99 can provide a strong bond between the docking station 100 and the tire 50 when tire patch technology is used to fixedly mount the docking station 100 to the tire 50. The docking station 100 can be fixedly mounted to the tire 50 using various adhesive bonding methods, co-vulcanizing the docking station 100 with the tire 50, etc. The cylindrical connectors 74, 75, and 81 can be molded through the frame 85. Each of the cylindrical connectors 74, 75, 81 can have at least two annular beads 90 defined around the respective cylindrical connector 74, 75, 81 . The annular beads 90 can be to form an airtight seal between the connector 74, 75, 81 and the pneumatic control valve 10. The rubber overmold portion 99 can define an inlet port 83 for connection to an inlet 22 of the pneumatic control valve 10.

[0087] As best seen in Fig. 16, the frame 85 defines a first pump port 62 and a second pump port 62'. Cylindrical connectors 74, 75 and 81 are disposed on the connector face 73. The first cylindrical connector 74 defines the first pump port 62. The second cylindrical connector 75 defines the second pump port 62'. The third cylindrical connector 81 is also referred to herein as the inlet port connector 81 . The inlet port connector 81 defines the inlet port 83.

[0088] A first protuberance 89 and a second protuberance 89' can project from the connector face 73. As shown in Fig. 15, the second protuberance 89' has a notch 142 defined therein. The notch 142 can have an opening 143 opposite the mounting face 72. The pneumatic control valve 10 can have a rib 92 complementary to the notch 142 of the second protuberance 89'. The rib 92 can nest in the notch 142 when the pneumatic control valve 10 is seated on the docking station 100. The rib 92 can interfere with the first protuberance 89 to prevent the pneumatic control valve 10 from seating on the docking station 100 when an attempt is made to install the pneumatic control valve 10 backwards onto the docking station 100.

[0089] The housing 12 of the pneumatic control valve 10 can have a first prong retention hole 97 and a second prong retention hole 129 that can be aligned along a first prong axis 132. The housing 12 can have a third prong retention hole 130 and a fourth prong retention hole 131 that can be aligned along a second prong axis 133 parallel to the first prong axis 132. The first prong retention hole 97 and the second prong retention hole 129 can receive the first prong 91 when the captivated retention clip 1 18 is in the locked position (see Fig. 5A). The third prong retention hole 130 and the fourth prong retention hole 131 can receive the second prong 122 when the captivated retention clip 1 18 is in the locked position (see Fig. 5A).

[0090] Still referring to Figs. 15 and 16, the housing 12 can include a first c-channel 134 aligned with the first prong retention hole 97 and the second prong retention hole

129 to support the first prong 91 when the captivated retention clip 1 18 is in the unlocked position (see Fig. 5B). The first c-channel 134 can guide the first prong 91 when the captivated retention clip 1 18 slides between the locked position (see Fig. 5A) and the unlocked position (see Fig. 5B).

[0091] A second c-channel 135 can be aligned with the third prong retention hole

130 and the fourth prong retention hole 131 to support the second prong 122 when the captivated retention clip 1 18 is in the unlocked position (see Fig. 5B). The second c- channel 135 can guide the second prong 122 when the captivated retention clip 1 18 slides between the locked position (see Fig. 5A) and the unlocked position (see Fig. 5B).

[0092] A center support guide rail 136 can support and can slidingly guide the captivated retention clip 1 18 at a center 137 of the resilient bridge portion 128. A center support guide rail surface 138 can be parallel to the first prong axis 132.

Because the first prong axis 132 can be parallel to the second prong axis 133, the center support guide rail surface 138 can also be parallel to the second prong axis 133.

[0093] A hook 139 can be disposed at a distal end 140 of the center support guide rail 136 to selectably hold the captivated retention clip 1 18 in the unlocked position by selectably retaining the resilient bridge portion 128 at the center 137 of the resilient bridge portion 128 until a predetermined locking force is applied to the captivated retention clip 1 18 in a direction 141 (see Fig. 5B) toward the locked position. Friction between the first prong 91 and the second prong 122 and the respective c-channel 134, 135 can prevent the captivated retention clip 1 18 from inadvertently sliding into the locked position during handling. The captivated retention clip 1 18 can remain attached to the pneumatic control valve 10 when the pneumatic control valve 10 is detached from the docking station 100 (e.g., for service). The captivated retention clip 1 18 can be positioned such that direct visual inspection can be used to verify that the captivated retention clip 1 18 is in the locked position.

[0094] It is further disclosed that the air regulator 120 (implemented inside a pneumatic tire 50 having an internal reversible peristaltic pump) includes the following methods. Fig. 21 is a flow chart depicting an example method. Block 210 is

"preventing air from entering the peristaltic pump if a tire air pressure in a

pressurizable cavity of the tire is greater than a selectable set point pressure." Block 220 is "opening an air passage between an atmosphere external to the tire and an intake of the peristaltic pump if the tire air pressure in the pressurizable cavity of the tire is less than or equal to the selectable set point pressure."

[0095] As disclosed herein, if the tire 50 is rolling in a first direction, a first port 62 of the peristaltic pump is the intake, and a second port 62' is an output of the peristaltic pump. If the tire is rolling in a second direction opposite to the first direction, the first port 62 is the output of the peristaltic pump, and the second port 62' is the intake of the peristaltic pump.

[0096] According to the present disclosure, although not expressly shown in Fig.

21 , the method can further include substantially preventing air from flowing out of the pressurizable tire cavity 52 through the pneumatic control valve 10 to the atmosphere 84 external to the tire 50. Although not expressly shown in Fig. 21 , the method can further include limiting a maximum pressure attainable by the peristaltic pump by establishing a header cavity 78 in fluid communication with an output 88, of the peristaltic pump to select a maximum compression ratio of the peristaltic pump.

[0097] Methods of making an air regulator 120 for a self-inflating tire 50 are also disclosed herein. Fig. 22 depicts an example of a method of making an air regulator 120 for a self-inflating tire 50 according to the present disclosure. As depicted in Fig.

22, the method includes block 310, "fixedly attaching a docking station to the tire". Block 320 is "removably attaching a pneumatic control valve to the docking station to control airflow through a reversible peristaltic pump wherein the pneumatic control valve defines an outlet filter having a filter body". Block 330 is "sealingly connecting the pneumatic control valve to an air intake for atmospheric air by an inlet port connector defined by the docking station". Block 340 is "inserting a docking check valve module into the inlet port connector to substantially prevent airflow out of tire through the inlet port connector when the pneumatic control valve is in an attached state or a removed state from the docking station".

[0098] Although not expressly shown in Fig. 22, the method can further include "defining a manifold in a valve body"; "disposing a set point valve in fluid

communication with the manifold and to connect in fluid communication with a pressurizable cavity of a tire, the set point valve to operatively control air flow between an inlet and the manifold"; "disposing a clockwise rotation pump feed check valve in fluid communication with the manifold and with a first port to connect to a reversible peristaltic pump"; "disposing a counter-clockwise rotation pump feed check valve in fluid communication with the manifold and with a second port to connect to the reversible peristaltic pump"; "disposing a first tire pressure check valve to connect in fluid communication with the pressurizable tire cavity and the first port"; and "disposing a second tire pressure check valve to connect in fluid communication with the pressurizable tire cavity and the second port".

[0099] According to the example methods of making the air regulator 120 of the present disclosure, the docking station 100 can be fixedly attached to the tire 50 and at least a portion of the pneumatic control valve 10 can be disposed within the

pressurizable tire cavity 52. Further, the set point valve 40 can include a cylinder 41 ; a cylinder head 42 disposed in sealing engagement with an end 43 of the cylinder 41 ; an annular poppet valve seat 44 defining an orifice 45 in a conduit 46 in fluid connection with the inlet; a poppet valve 47 having a resilient valve face 48 disposed at an end 49 of a substantially cylindrical valve stem 51 ; and having a cup-shaped actuator flange 53 disposed on the valve stem 51 . The valve face 48 is selectively sealingly

engageable with the poppet valve seat 44. According to the example methods of making the air regulator 120 of the present disclosure, a resilient diaphragm 55 can be operatively disposed in sealing engagement with the cylinder head 42. The diaphragm 55 can sealingly separate a cylinder volume 57 from the pressurizable tire cavity 52 and can apply a closing force on the valve stem 51 in response to a pressure difference between a cylinder pressure 61 and a tire air pressure 63 in the

pressurizable tire cavity 52.

[00100] It is to be understood use of the words "a" and "an" and other singular referents may include plural as well, both in the specification and claims, unless the context clearly indicates otherwise.

[00101] Further, it is to be understood that the terms

"connect/connected/connection" and/or the like are broadly defined herein to

encompass a variety of divergent connected arrangements and assembly techniques. These arrangements and techniques include, but are not limited to (1 ) the direct communication between one component and another component with no intervening components therebetween; and (2) the communication of one component and another component with one or more components therebetween, provided that the one component being "connected to" the other component is somehow in operative communication with the other component (notwithstanding the presence of one or more additional components therebetween).

[00102] Still further, it is to be understood that the ranges provided herein include the stated range and any value or sub-range within the stated range. For example, a range from about 250 SCCM to about 1000 SCCM should be interpreted to include not only the explicitly recited limits of about 250 SCCM and about 1000 SCCM, but also to include individual values, such as 250 SCCM, 375 SCCM, 750 SCCM, etc., and subranges, such as from about 270 SCCM to about 500 SCCM, etc. Furthermore, when "about" is utilized to describe a value, this is meant to encompass minor variations (up to +/- 10%) from the stated value.

[00103] Furthermore, reference throughout the specification to "one example", "another example", "an example", and so forth, means that a particular element (e.g., feature, structure, and/or characteristic) described in connection with the example is included in at least one example described herein, and may or may not be present in other examples. In addition, it is to be understood that the described elements for any example may be combined in any suitable manner in the various examples unless the context clearly dictates otherwise.

[00104] While several examples have been described in detail, it will be apparent to those skilled in the art that the disclosed examples may be modified. Therefore, the foregoing description is to be considered non-limiting.