Abstract:
A selectably engaged rotary union includes a stator body, and a rotor configured to rotate relative to the stator body, the stator body surrounding a portion of the rotor and configured to transfer a fluidic medium between the stator body and the rotor. The selectably engaged rotary union further includes a plurality of sealing elements affixed to the stator body and disposed between the stator body and the rotor, a gap being present between the plurality of sealing elements and the rotor, where the plurality of sealing elements are configured to selectably close the gap so as to produce a temporary seal between the stator body and the rotor enabling a transfer of the fluidic medium.

Description:
RELATED APPLICATIONS 
     The present application is a continuation of U.S. patent application Ser. No. 14/098,159, filed Dec. 5, 2013, which is a continuation-in-part of PCT Application No. PCT/US2013/055870, filed on Aug. 20, 2013, which claims priority to U.S. Provisional Patent Application No. 61/691,076 filed Aug. 20, 2012 and U.S. Provisional Patent Application No. 61/691,222 filed Aug. 20, 2012, the entire contents of both of which are hereby expressly incorporated by reference. 
    
    
     FIELD OF THE INVENTIONS 
     The inventions disclosed herein relate to adaptive tire systems such as, for example, tire systems designed to adapt to changing road conditions such as road conditions changing from dry road to ice covered roads. 
     BACKGROUND OF THE INVENTIONS 
     Vehicle tires support wheel axle load on a tread area in contact with a road surface. The tire contact area multiplied by inflation pressure will be equal to the wheel axle load. 
     Coefficient of friction between tread and road surface multiplied by the axle load is the maximum force, parallel to the road surface, that can be applied to the tire contact area by the wheels to stop, accelerate, corner or maintain speed on a grade without tire slippage at the contact between the road and tire. As an example, if a tire tread coefficient of friction is 0.30, and an axle load is 1,000 pounds, the maximum friction force between the tire and road surface before tire slippage will be 300 pounds. If a braking load or an acceleration load, greater than 300 pounds at the tread/road interface is developed, wheel rotation will decrease or increase respectively and when the slippage occurs to some degree, a loss of control may occur. 
     Almost all automobiles have brakes and engine capacities sufficient to generate loads that exceed tire friction traction on dry concrete, asphalt, gravel, or dirt. This capacity introduces a responsibility for vehicle operators to use restraint from applying full throttle when accelerating and using maximum braking and steering to maintain safe operation and reasonable service life of tires and vehicle components. 
     The coefficient of friction between tires and wet pavement is moderately reduced from dry conditions and requires drivers to use longer stopping distances and lower maximum acceleration values. Driving on wet level, sloped, or curved roads with conventional tires has been found to be manageable by drivers notwithstanding that wet brakes and potential for hydroplaning introduce a need for caution. 
     The coefficient of friction between tire tread and ice is so low, however, control of a vehicle on ice covered roads under most conditions at moderate speed is precluded unless surface friction has been increased by sand or chemicals, or unless the vehicle&#39;s tires have been fitted with chains, or studs to develop reactive forces. 
     Loss of control on ice is typically evidenced by spinning wheels when initiating motion, locking of wheels when braking, and lack of steering response (e.g. “understeering”) due to insufficient friction between the vehicle&#39;s tires and road surface for vehicle traction. 
     Tire chains and tire studs function by impressing a fixed-shape chain or stud component into ice by tire tread to develop tractive force which is limited by shear values of ice and geometry of components. 
     Some known designs for tires with retractable studs rely on perpetual maintenance of air pressure in order to maintain the associated stud in a deployed position. Additionally, some systems use, and thus can deplete, air within a tire in order to cause movement of a stud, for example, between a retracted and a deployed position. 
     SUMMARY OF THE INVENTION 
     An aspect of at least one of the inventions disclosed herein includes the realization that using a locking mechanism which provides a locking engagement of a retractable ice engagement member can avoid problems associated with prior known systems noted above. For example, in some known designs, as noted above, a deployable tire stud is maintained in a deployed position only with a perpetual maintenance of internal pressure. However, as the associated tire rolls across the ground, the studs are pressed against their actuators and the maintained air pressure as well as the associated seals which can cause leakage. Thus, use of such a tire with studs in a deployed position can deplete the system of air thereby failing to maintain the associated studs in a desired deployed position and or requiring periodic replenishment of lost air. Further, some systems rely on the air held within a tire for maintaining such deployed positions of studs as well as for retraction of studs. Thus, repeated extension and retraction of studs can cause an associated tire to lose a sufficient amount of air that the tire pressure will fall below a desired level. 
     Thus, in accordance with at least some of the embodiments disclosed herein, an adaptive tire can include a retractable bolt for enhancing traction and a lock mechanism for locking the bolt at least in a deployed position without the need for relying on persistently maintained air pressure to keep the bolt in the deployed position. As such, such a tire can avoid the problems associated with the need for persistently maintained air pressure and the associated leakage that can occur. Further, such a system can avoid the depletion of air pressure within a tire that can result from systems which utilize air pressure within the tire for actuation purposes. Additionally, a bolt locked in an extended position can perform similarly to a conventional fixed stud, exerting greater force at tire-ice interface than that generated by systems using air pressure to maintain a bolt in an extended position. 
     Another aspect of at least one of the inventions disclosed herein includes the realization that an adaptive tire which includes an air actuation system, can avoid the problems of potentially depleting air pressure within a tire with an air actuation system that is independent of the volume of air within a tire. For example, an adaptive tire can include an air actuation system which utilizes compressed air for moving a bolt from a retracted to a deployed position and such an air system can be configured such that the air actuation system is independent of the air utilized for maintaining the tire in an inflated state for supporting wheel axle load. For example, the air actuation system can have air inputs and optionally outputs that are independent from ports used for inflating the tire, 
     Another aspect of at least one of the inventions disclosed herein includes the realization that retractable tire bolts can provide better performance where they are adjustable such that their deployed position can be changed. For example, as the tread of a tire wears down and as the tip of the bolt wears down, the effective protruding distance of a bolt changes. More specifically, as tread is worn down, a bolt will protrude farther from the tire tread. On the other hand, as the tip of a bolt wears down, the bolt will protrude less. 
     Thus, in accordance with some of the embodiments disclosed herein, an adaptive tire can include retractable and deployable bolts that have an adjustable length. As such, the length of the bolts and thus the magnitude of the protrusion of the bolt can be adjusted for tread wear, the weight of the vehicle, road conditions including ice type, and other factors, as well as that in addition to such adjustments the bolts or ends may be removed and replaced from tire exterior while tire is inflated, deflated, on wheel or off wheel. 
     Another aspect of at least one of the inventions disclosed includes the realization that a tire reinforcement wire belt for use with openings for an air actuation system can be constructed by welding a thin disk to either side of belt wires, constructing an opening in the disk for actuators and bolts, calendering the belt with rubber, and installing within a tire carcass. 
     Additionally one of the inventions disclosed includes the realization that an alternate tire reinforcement can be constructed using typically constructed calendered wire reinforcement belts with openings created thereafter for actuators and bolts where such belts are then reinforced with multiple KEVLAR® transition belt sections at such openings, and such KEVLAR® belt sections at these openings have strand orientations radially, axially, bias to right, and bias to left that are bonded into the tire structure. 
     Additionally one of the inventions disclosed includes the realization that the interface between a tire and an actuator configured to function to lock, unlock, extend and retract a bolt for ice engagement by the tire can be an interface on the tire side having no threaded components sealed into the tire and no threaded fittings for delivery of actuating air from passageways in tire to actuators. 
     Another aspect of at least one of the inventions disclosed herein includes the realization that maintenance, servicing, and repair of adaptive tires which include retractable and deployable bolts can be simplified and reduced in cost by providing such an adaptive tire with replaceable tips for the bolts. For example, when such a tire is used, eventually, the tips of the bolts, regardless of the material, wears down. However, only a small portion of the tip of the bolt is worn down because such systems typically only deploy studs or bolts with a small fraction of an inch of protrusion beyond the surrounding tire tread. Thus, by providing an adaptive tire having bolts or studs with a replaceable tip, the functionality of an adaptive tire can be maintained more easily and at less cost. 
     Another aspect of at least one of the inventions disclosed herein includes the realization that an arrangement of valves can be used to control deployment, retraction, and locking of a retractable bolt of an adaptive tire. Further benefits can be achieved by configuring the valves to operate deployment, retraction, and locking with air from a single source. 
     Thus, in accordance with at least one of the embodiments disclosed herein, an adaptive tire system includes a plurality of valves mounted on a wheel associated with the tire, wherein the valves of a plurality of tires of an associated vehicle are configured to utilize a single source of compressed air for unlocking, retraction, or deployment of studs which protrude outwardly from an outer surface of the tread of an associated tire. 
     Another aspect of at least one of the inventions disclosed herein includes the realization that additional components can be used to automatically control actuation of deployable and retractable tire bolts from a location remote from the wheel, such as from inside the associated vehicle. 
     Thus, in accordance with at least one of the embodiments disclosed herein, an adaptive tire system includes a rotary air distribution device configured to guide at least two channels of actuation air from a vehicle body into a spinning wheel of the vehicle. Thus, for example, one such channel could be used for unlocking a tire bolt actuator and the second channel can be used for deploying the bolt. 
     In some embodiments, the system includes a remotely operated air supply control device for supplying unlocking and actuating air. For example, such a system can include a user input device, such as a single button or switch disposed in a cockpit of an associate vehicle, the actuation of which is detected by the system and where the system delivers air for unlocking and air for deploying a bolt. 
     Another aspect of at least one of the inventions disclosed herein includes the realization that the cost and weight of a system can be beneficially reduced by providing an adaptive tire with a layout of bolts in a configuration such that at least one stud is functionally engaged with a road surface at any one time. In this context, the spacing of the bolts would result in the movement of a tire such that as one bolt becomes functionally disengaged from a road surface, another bolt engages or has been engaged with the road surface. As such, the tire can maintain a functional engagement between a bolt and, for example, an ice covered road surface, while minimizing the number of bolts and actuators and thus the mass and cost of the adaptive tire. 
     Another aspect of at least one of the inventions disclosed herein includes the realization that where it is desired to deliver at least two independent channels of actuation energy from a vehicle body to a tire, a multichannel rotary union can be used to deliver actuation energy, for example, pressurized fluid such as air. Thus, in accordance with at least one of the embodiments disclosed herein, an adaptive tire system including retractable and extendable bolts, can include a multichannel rotary union configured to guide at least two independent channels of actuation energy from the vehicle body to the adaptive tire. As such, actuators disposed in the adaptive tire can be controlled from the vehicle for example from within the vehicle without the need to exit the vehicle and or touch the wheel assembly associated with the tire. Further, by providing the actuation energy through a rotary union, there is no need to further connect a source of actuation energy or to provide a local energy source for the actuators within the tire. Additionally, by providing at least two independent channels of actuation energy, a plurality of different functions can be performed independently of one another. 
     Another aspect of at least one of the inventions disclosed herein includes the realization that systems which intermittently use rotary unions for transmitting media and/or energy from the vehicle body to an adaptive tire can be provided with an enhanced useful life by including retractable seals. For example, known rotary unions typically include fixed seals between a stater body and a rotating shaft for transmitting media such as fluids from the stator body into the rotating shaft. The seals which are designed to provide fluid tight seals between the stator body and the rotating shaft, are worn down during rotation of the shaft relative to the stator body. However, there are some systems that do not require an included rotary union to be functional at all times. For example, some known uses for single channel rotary unions include systems for inflating tires of a vehicle by transmitting pressurized air, through a rotary union, into a vehicle wheel and tire for providing inflation air. Such systems could incorporate appropriate valves such that pressurized air does not need to be provided through the Rotary union at all times. Rather, pressurized air can be used only during and operation of inflating or the inflating tires. Thus, the seals within the Rotary union are only used during the operation of inflation or re-inflation. 
     At least some of the embodiments of the adaptive tire systems disclosed herein do not require a continuous supply of actuation energy, such as a working fluid, to be delivered to the tire from the vehicle. Rather, some of the systems disclosed herein only require actuation energy during specific operations, such as unlocking, extending, and optionally retracting bolts used for enhancing traction on compromised road services, such as ice covered road services. 
     Thus, in either of the two environments of use noted above, as well as other environments of use, wear of the seals of a rotary union can be reduced or slowed by using retractable seals that can be extended during times of operation. At other times, the portion of seals in contact with the rotating shaft can be retracted to prevent wear of the seals, while the rotary union is not being used for transmitting media, fluid, or energy. 
     Thus, in accordance with at least some of the embodiments disclosed herein, a rotary union can include retractable seals. For example, the seals between a stator body and a rotating shaft can be inflatable and deflatable. As such, for example, the seals can be inflated during periods of operation, thereby causing the seals to press against surrounding surfaces thereby creating seals, such as fluid tight seals. During periods when there is no fluid flow or pressure, on the other hand, the seals can be deflated, thereby allowing the outer surfaces to retract from the rotating shaft, thereby preventing the outer surfaces of the seals from pressing against surfaces that slide against them during periods of operation. Other configurations can also be used. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       A more complete understanding of the subject matter may be derived by referring to the detailed description and claims when considered in conjunction with the following figures, wherein like reference numbers refer to similar elements throughout the figures. 
         FIG. 1  is a schematic diagram of an adaptive tire system of a vehicle and illustrating a manual control mechanism mounted on the wheel of the associated tire and an optional automatic control system mounted in the vehicle associated with the wheel. 
         FIG. 2  is a schematic diagram of a vehicle including four adaptive tires, an air compressor, and compressed air distribution devices for facilitating manual operation of the adaptive tires. 
         FIG. 2A  is a schematic diagram illustrating various pneumatic connections and actuators included in the system illustrated in  FIG. 2 . 
         FIG. 3  is a schematic diagram of another embodiment of an adaptive tire system of a vehicle incorporating four adaptive tires and external multiple passage rotary unions for providing actuating air to the actuators within each tire. 
         FIG. 3B  is a schematic diagram of the adaptive tire system illustrated in  FIG. 3 . 
         FIG. 4  is a schematic diagram of a vehicle including four adaptive tires and an automatic actuation system incorporating internal multiple passage rotary unions for delivery of actuation air to the actuators within the adaptive tires. 
         FIG. 5  is a schematic circuit diagram illustrating a hard-wired circuit that can be incorporated into the systems for  FIGS. 3 and 4  for performing extension and retraction operations. 
         FIG. 6A  is a timing diagram of  FIG. 5  components illustrating optional timings for actuation of valves with regard to the methods of retraction and extension that can be performed by the systems of  FIGS. 3 and 4 . 
         FIG. 6B  is a flow chart illustrating a control routine for bolt extension that can be performed by the air supply systems illustrated in  FIGS. 3-3B, and 4 . 
         FIG. 6C  is a flow chart illustrating a control routine for bolt retraction that can be utilized by the air supply systems illustrated in  FIGS. 3-3B, and 4 . 
         FIG. 7  is a front elevational view of a wheel including apertures configured for accommodating hardware of an adaptive tire system such as those of  FIGS. 1-4 . 
         FIG. 8  is a side elevational and partial cross sectional view of the wheel of  FIG. 7  taken along line  8 - 8  of  FIG. 7 . 
         FIG. 9  is a front elevational view of a tire having been modified with a plurality of apertures configured to receive actuators and which extend along two offset circumferential paths along the outer surface of the tire. 
         FIG. 10  is a cross sectional view of the tire of  FIG. 9 , taken along line  10 - 10 . 
         FIG. 11  is a side elevational view of the tire of  FIG. 9 . 
         FIG. 11A  is a layout view of an optional configuration of the steel belt layer included in the tire of  FIG. 9 , identified as view  11 A- 11 A in  FIG. 11D . 
         FIG. 11B  is an enlargement of the partial plan view identified as  11 B in  FIG. 11A . 
         FIG. 11C  is a side view of the steel belt layer of  FIG. 11A , in the circular configuration used within a tire structure. 
         FIG. 11D  is a side elevational view of the belt of  FIG. 11C . 
         FIG. 11E  is a front elevation view of an alternative configuration of the steel belt illustrated in  FIGS. 11A-11D , having a radial steel belt configuration. 
         FIG. 11F  is a side elevational view of the radial steel belt of  FIG. 11E . 
         FIG. 11G  is a plan view of a single section of the radial steel belt of  FIGS. 11F and 11F . 
         FIG. 12  is a front elevational view of the tire of  FIG. 9  with base members of actuators depicted installed in the apertures illustrated in  FIGS. 9 and 11 . 
         FIG. 13  is a side elevational and partial sectional view taken along line  13 - 13  of  FIG. 12 . 
         FIG. 14  is a sectional view of the tire in  FIG. 12  taken along line  14 - 14 . 
         FIG. 15  is a sectional view of the tire in  FIG. 12  taken along line  15 - 15 . 
         FIG. 16  is a cross sectional view of the tire of  FIG. 12  taken along line  16 - 16 . 
         FIG. 17  is a cross sectional view of the tire of  FIG. 12  taken along line  17 - 17 . 
         FIG. 18  is a cross sectional view of the tire of  FIG. 12  taken along line  18 - 18 . 
         FIG. 19  is an exploded and partial cutaway view of a bolt assembly and tire including the unlocking, retraction, and extension air supply lines. 
         FIG. 20  is a top plan view of a base member assembly of the bolt assembly of  FIG. 19  and illustrating connections to three air supply manifolds. 
         FIG. 21  is a side view of the base member assembly illustrated in  FIG. 20 . 
         FIG. 22  is a sectional view of the base member illustrated in  FIG. 20 , taken a long line  22 - 22 . 
         FIG. 23  is a sectional view of the base member illustrated in  FIG. 20 , taken along line  23 - 23 . 
         FIG. 24  is a sectional view of the base member of  FIG. 20  taken along line  24 - 24  of  FIG. 25 . 
         FIG. 25  is a front view of the base member removed from the base member assembly of  FIG. 20 . 
         FIG. 26  is a schematic sectional view of a portion of the bolt assembly of  FIG. 19  in an assembled state and illustrating a retracted position of the bolt (solid line) and an extended position of the bolt (phantom line). The sectional view of the bolt is perpendicular to the wheel axle. 
         FIG. 27  is another schematic sectional view of the portion of the bolt assembly of  FIG. 19  illustrating a locked position of the locking member with the bolt in a retracted position (solid line). The axis of the locking member is parallel to the wheel axle. 
         FIG. 28  is a front elevational view of a combined tire and wheel assembly including bolt assemblies shown in phantom and manually operated valves for controlling the supply of actuation air to actuators of the bolt assemblies for extension, retraction, and locking which can be incorporated into the systems of  FIGS. 1 and 2 and 2A . 
         FIG. 29  is a sectional view of the tire illustrated in  FIG. 28 , taken along line  29 - 29 . 
         FIG. 30  is a rear elevational view of a control unit at a hub of the wheel of  FIG. 29  illustrating valve bodies and various connections of the air supply system. 
         FIG. 31  is a front elevational view of a control unit at the hub of the wheel of  FIG. 30  showing the levers for manually operating the valves illustrated in  FIG. 30 . 
         FIG. 32  is a top plan and partial sectional view of an adaptive tire with a non-steered tube bundle support assembly and an external rotary union of the system illustrated in  FIGS. 3 and 3B . 
         FIG. 33  is a side elevational view of the external rotary union illustrated in  FIG. 32 . 
         FIG. 34  is a cross sectional view of a portion of the assembly illustrated in  FIG. 32 , taken along the line  34 - 34 . 
         FIG. 35  is a top plan and partial sectional view of an adaptive tire with a steered tube bundle support assembly (e.g. a front wheel) and including an external rotary union of the system illustrated in  FIGS. 3 and 3B . 
         FIG. 36  is a side elevational view of the external rotary union illustrated in  FIG. 35 . 
         FIG. 37  is a top plan view of an internal rotary union unit that can be used with the system of  FIGS. 4 and 3B . 
         FIG. 38  is an end view of the internal rotary union of  FIG. 37 . 
         FIG. 39  is a partial sectional view of the internal rotary union of  FIG. 37 , taken along line  39 - 39 . 
         FIG. 40  is another sectional view of the internal rotary union of  FIG. 37 , taken along line  40 - 40 . 
         FIG. 41  is a schematic diagram of the rotary union of  FIG. 37  for supplying three channels of actuation air to an adaptive tire. 
         FIG. 42  is a schematic cross-sectional view of a seal that can be incorporated into the rotary unions illustrated in  FIGS. 32-41 , with the seal in a retracted state. 
         FIG. 43  is another schematic cross-sectional view of the seal of  FIG. 42 , with the seal in an extended state. 
     
    
    
     DETAILED DESCRIPTION 
     The following detailed description is merely illustrative in nature and is not intended to limit the embodiments of the subject matter or the application and uses of such embodiments. As used herein, the word “exemplary” means “serving as an example, instance, or illustration.” Any implementation described herein as exemplary is not necessarily to be construed as preferred or advantageous over other implementations. Furthermore, there is no intention to be hound by any expressed or implied theory presented in the preceding technical field, background, brief summary or the following detailed description. 
     “Coupled”—The following description refers to parts, devices, mechanisms or features being “coupled” together. As used herein, unless expressly stated otherwise, “coupled” means that one part/device/mechanism/feature is directly or indirectly joined to (or directly or indirectly communicates with) another part/device/mechanism/feature. 
     “Adjust”—Some elements, components, and/or features are described as being adjustable or adjusted. As used herein, unless expressly stated otherwise, “adjust” means to position, modify, alter, or dispose an element or component or portion thereof as suitable to the circumstance and embodiment. In certain cases, the element or component, or portion thereof, can remain in an unchanged position, state, and/or condition as a result of adjustment, if appropriate or desirable for the embodiment under the circumstances. In some cases, the element or component can be altered, changed, or modified to a new position, state, and/or condition as a result of adjustment, if appropriate or desired. 
     In addition, certain terminology may also be used in the following description for the purpose of reference only, and thus are not intended to be limiting. For example, terms such as “upper”, “lower”, “above”, and “below” refer to directions in the drawings to which reference is made. Terms such as “front”, “back”, “rear”, and “side” describe the orientation and/or location of portions of the component within a consistent but arbitrary frame of reference which is made clear by reference to the text and the associated drawings describing the component under discussion. Such terminology may include the words specifically mentioned above, derivatives thereof, and words of similar import. Similarly, the terms “first”, “second”, and other such numerical terms referring to structures do not imply a sequence or order unless clearly indicated by the context. 
     The inventions disclosed herein are described in the context of adaptive tire systems used for improving traction of wheeled vehicles on ice covered roads. Some of the embodiments are described in the context of four-wheeled passenger vehicles. However, the inventions disclosed herein can be used in other contexts as well, for example, but without limitation, trucks, multi-wheel axle trucks, tractor trailers, farm vehicles, recreational off road vehicles, robotics, drone vehicles, etc. 
     With reference to  FIG. 1 , an adaptive tire system  100  can include a vehicle  102 , a vehicle wheel  104  and a bolt actuation system  106 . 
     The bolt actuation system  106  can include a bolt  108 , an extension module  110  and a lock module  112 . The bolt  108  can be a generally linear member mounted for reciprocal movement along a radial direction of a tire associated with the vehicle wheel  104 . The bolt  108  can be made from any material. However, metals typically provide for reasonable durability. With regard to the reciprocal mounting of the bolt  108 , the bolt  108  can be mounted for limited movement within an aperture extending through an outer surface of a tire. More specifically, the bolt  108  can include a distal end and can be mounted such that the distal end of the bolt can be retracted to a position in which it does not protrude beyond an outer surface of a tread of an associated tire and a deployed position in which the distal tip protrudes beyond the outer surface of the surrounding tread. 
     The lock module  112  can be configured to move between locked and unlocked positions. Additionally, the lock module  112  can be configured to lock the bolt  108  in a deployed position without the need of persistently maintained actuation force, such as compressed air or another source of force. Rather, the lock module  112  can be configured to mechanically maintain the bolt in the extended position and optionally without the need for any persistently or continuously applied energy or force. 
     Optionally, the lock module  112  can also be configured to lock the bolt  108  in the retracted position. Again, the lock module  112  can be configured to maintain the bolt in a retracted position without the need for persistently or continuously maintained application of energy or air pressure. Additionally, such functionality of the lock module  112  can prevent the bolts from unintentionally being deployed through centrifugal acceleration caused by movement of the wheel  104  and the associated vehicle  102 . 
     The extension module  110  can be configured to provide an actuation force for moving the bolt  108  from a retracted position to the deployed position noted above. Any type of actuator can be used. In the embodiments described below with reference to the remaining figures, the extension module  110  utilizes compressed air for actuation of the bolt  108 . However, other types of actuators can also be used. 
     Optionally, the system  106  can also include a retract module  114 . The retract module  114  can be configured to provide an actuation force for moving the bolt  108  from the deployed position to a retracted position. In some embodiments, the retract module  114  can be in the form of a spring. Thus, when the lock mechanism  112  is unlocked, and there is no actuation force provided by the extension module  110 , the retract module  114  can return the bolt to the retracted position by action of a spring. Optionally, the retract module  114  can also include an active actuator such as a compressed air actuator or other type of actuator for moving the bolt  108  into the retracted position. This can be beneficial where the force of a spring alone is not sufficient to reliably move the bolt fully into the retracted position. In some embodiments, the retract module  114  can be incorporated into the extension module  110 . 
     The system  106  can also optionally include an adjustment module  116 . The adjustment module  116  can be configured to allow the magnitude of protrusion of the bolt  108  from the surrounding tread surface of an associated tire to be adjusted. For example, the bolt  108  can be made in one or more parts including a threaded engagement with another component thereby allowing the amount by which the bolt protrudes from the surrounding tire tread to be adjusted in or out. Further, the adjustment module  116  can include a mechanism for allowing the tips of the bolt  108  to be removed and replaced. For example, the bolt  108  can be made in a plurality of pieces in which the distal-most tip of the bolt  108  is threaded onto an inner portion of the bolt  108  such that the distal tip can be removed and replaced. In some embodiments, the replaceable tips can be made from any material including, for example, but without limitation, steel, titanium, plastic, aluminum, etc. 
     Optionally, the system  106  can include a manual interface  118  configured to allow a user to manually control the supply of air from an air source  120  to the extension module  110 , lock module  112  and the retract module  114 . 
     In some embodiments, the air source  120  can be mounted on the vehicle  102 . However, other configurations could also be used. 
     Further, in the illustrated embodiment, the manual interface  118  is mounted on the vehicle wheel  104 . However, other configurations can also be used. 
     In some embodiments, the system  106  can include an automatic control device  122 . For example, the automatic control device  122  can control the automatic deployment and retraction of the bolt  108 . For example, the device  122  can be configured, with hard-wired circuitry, a microprocessor/microcontroller, or general purpose computer hardware and actuators for controlling a supply of air from the air source  120  to the extension module  110 , lock module  112 , and retract module  114 . In some embodiments, the control device  122  can include a user input device (not shown) configured to allow a user to perform a single input command for requesting the lock module  112  to unlock the bolt  108  and the extension module  110  to apply an actuation force to move the bolt  108  from the retracted position to the extended position. Similarly, and optionally, the device  122  can include a user input device that allows a user to perform a single input command for requesting retraction of the bolt and to activate the lock module  112  and the retract module  114 . As such, a user can extend and retract the bolt  108  with single inputs. Other configurations can also be used. 
       FIG. 2  illustrates a further embodiment of the adaptive tire system  100 , identified generally below by the reference numeral  100 A. The components of the system  100 A that are the same or similar to the adaptive system  100  illustrated in  FIG. 1  are identified with the same reference numeral, except that “A” has been added thereto. The description set forth above with regard to the system  100  also applied to the similarly designated components of the system  100 A. 
     In the illustrated embodiment, the vehicle  102 A is a four-wheeled passenger vehicle having four vehicle wheels  104 A. 
     The system  100 A includes a vehicle mounted air compressor  130  connected to a vehicle-mounted power supply, such as a 12-volt power supply  132 . In some embodiments, the air compressor  130  can be designed to provide at least about 47 psi compressed air delivered to a reservoir tank. In some embodiments, an inline 30-amp fuse  134  can be included in the circuit connection  136  to the air compressor  130 . The air compressor  130  can have a power switch  138  accessible by a user and an air delivery hose  140  from the reservoir. The delivery hose  140  can be sized so that it can extend to all of the wheels  104 A of the vehicle  102 A. The air delivery hose  140  can include an air shut off insert  142  at its distal end for delivering compressed air to the components within the wheels  104 A, described in greater detail below. The shut off insert  142  can be any type of shut off insert which are well-known in the art. 
     Similarly to the system  100 , in  FIG. 1 , the system  100 A, in  FIG. 2 , can include a plurality of extendable and/or retractable bolts  108 A on each of the wheels  104 A. The bolts  108 A can be arranged along a single circumferential line around each of the wheels  104 A. In the illustrated embodiment, the bolts  108 A are arranged around two circumferential lines, parallel to one another, thereby defining two groups of bolts provided by an inner set of bolt assemblies  150  and an outer set of bolt assemblies  152 . The inner and outer bolt assemblies  150 ,  152  can be configured to extend or retract the bolts  108 A simultaneously. Additionally, the inner and outer bolt assemblies  150 ,  152  can be identical or similar to each other. However, other configurations and actuation procedures can also be used. 
       FIG. 2A  schematically illustrates the system  100 A including two portions of the wheel  104 A; the rigid portion of the wheel  104 A referred to herein as wheel  170 , also commonly referred to as a “rim” and a tire  172 . The wheel  170  can include inputs for a user to manually control deployment and retraction of the bolt assemblies  150 ,  152 . As illustrated in  FIG. 2A , several components can extend from the wheel  170  into the tire  172  to provide actuation to the bolt assemblies  150 ,  152 . 
     With continued reference to  FIG. 2A , the wheel  170  can include one or more pipe couplers  174  configured to receive pressurized air from the shut off insert  142 . The pipe couplers  174  can be connected to a pressure reservoir  176 , which can be in the form of a chamber or loop of tubing or hose. Other configurations can also be used. The pressure reservoir  176  can be connected to three valves  178 ,  180 ,  182  which are configured to selectively connect the reservoir  176  with either internal air circuits within the tire  172  or a vent reservoir or vent loop  184 . The vent reservoir  184  is connected to a vent discharge port  186 , which can optionally include an outlet filter  188  configured to discharge air from the loop  184  to the atmosphere and to filter air entering from atmosphere. 
     In the orientations illustrated in  FIG. 2A , all of the valves  178 ,  180 ,  182  connect the air circuits internal to the tire  172  to the vent loop  184  and thus to the atmosphere. In this position, none of the bolt assemblies  150 ,  152  can receive any internal actuation forces. In some embodiments, the bolt assemblies  150 ,  152  are biased towards a retracted, locked state. Thus, with valves  178 ,  180 ,  182  in the positions illustrated in  FIG. 2A , the bolt assemblies  150 ,  152  would remain in a retracted, locked state. However, other configurations of bolt assemblies  150 ,  152  can also be used. 
     The valves  178 ,  180 ,  182  are movable to at least one other position. For example, the valves  178 ,  180 ,  182  are configured to be rotated clockwise by 90 degrees. In that configuration, the valves  178 ,  180 ,  182  connect the reservoir  176  with the internal plumbing of the tire  172 . Selective actuation in the valves  178 ,  180 .  182  can provide desired locking, unlocking, retraction, and extension of the bolt assemblies  150 ,  152 , described in greater detail below. 
     With continued reference to  FIG. 2A , the tire  172  can include a set of inner actuator manifolds  190  and a set of outer actuator manifolds  192 . As used herein, “inner” refers to inboard side of tire, and “outer” refers to outboard side of tire, both with reference to vehicle center line along an axis of vehicle forward or reverse motion. The manifolds  190 ,  192  can be in any configuration and can be configured for supplying any type of actuation force to the inner and outer bolt assemblies  150 ,  152 , respectively. In the illustrated embodiments, the manifold sets  190 ,  192  include three pneumatic reservoirs or tubing loops corresponding to the three valves  178 ,  180 ,  182 . More specifically, the manifolds  190 ,  192  each include an extend manifold  194 , a retract manifold  196  and an unlock manifold  198 . Retract manifold  196  can also serve as a vent manifold. 
     The extend manifolds  194  are connected to the valve  178  with a wheel rim fitting  200 . Similarly, the retract and unlock manifold  196 ,  198  are also connected to valves  180 ,  182 , respectively, with similar wheel rim fittings, unions, and other types of hose or connectors that can be readily applied by one of ordinary skill in the art. 
     The manifolds  194 ,  196 ,  198  can extend circumferentially within the tire  172 , parallel to each other. Further, optionally, each of the manifold sets  190 ,  192  can be connected to a plurality of bolt assemblies  150 ,  152  in an aligned or offset configuration. In the illustrated embodiment, each of the manifold sets  190 ,  192  are connected to nine inner and outer bolt assemblies  150 ,  152 , respectively. 
     With continued reference to  FIG. 2A , the inner and outer bolt assemblies  150 ,  152  can comprise bolt actuators. Each of these bolt actuators can include a movable bolt  200 , an extension mechanism  202 , an unlocking and locking mechanism  204  and a retraction mechanism  206 . 
     Each of the extend manifolds  194  are connected to the respective inner and outer extension mechanisms  202  of the inner and outer bolt assemblies  150 ,  152 . In some embodiments, the extension mechanisms  202  can be diaphragm mechanisms which expand when subjected to pressurized air and thereby generate an actuation force. In the illustrated embodiment, the extension mechanisms  202  exert a linear, downward force against the movable bolts  200 . As described in greater detail below, the movable bolts  200  slideably move within the bolt assemblies  150 ,  152  and are spring biased towards a retracted (upward) position. Thus, when the valve  178  is rotated  90  degrees from a position illustrated in  FIG. 2A , thereby guiding pressurized air to the manifolds  194 , pressurized air enters the extension mechanisms  202  and thereby urges the bolts  200  toward the extended position (phantom line in  FIG. 2A ). However, the unlocking and locking mechanism  204 , described in greater detail below, must be in an unlocked position before the movable bolts  200  can move. 
     The manifolds  196  are connected to the unlocking and locking mechanisms  204 . Similarly to the extension mechanisms  202 , the unlocking and locking mechanism  204  can be in the form of a diaphragm device which, when subjected to pressurized air from manifolds  198 , generate an actuation force which presses against a movable locking member (described in greater detail below). In some embodiments, the locking member can be biased towards a lock position. Thus, the unlocking and locking mechanism  204  can be configured to, when provided with an actuation force, move the locking member toward an unlock position. Thus, if valve  182  first and then valve  178  are rotated  90  degrees from a position illustrated in  FIG. 2A , thereby providing pressurized air to the manifolds  198 ,  194 , the locking member within the bolt assemblies  150 ,  152  would be moved to the unlock position and the extension mechanisms  202  would urge the movable bolts  200  to the extended position illustrated in phantom line in  FIG. 2A . 
     The retract manifolds  196  are connected to a retraction mechanism  206  in the bolt assemblies  150 ,  152 . The retraction mechanism  206 , in some embodiments, can be incorporated into the extension mechanism  202 , for example, utilizing the same diaphragm to provide a retraction force. For example, the retraction mechanism  206  can include air passages for communicating air in the retract manifold  196  to the opposite side of the diaphragm used to provide the extension movement performed by the extension mechanism. 
     In operation, with removable bolts  200  in either the deployed or retracted position, the valves  178 ,  180 ,  182  can be left in the position illustrated in  FIG. 2A , where all manifolds  194 ,  196 ,  198  are vented to the vent reservoir  184 . As such, the lock mechanism (described in greater detail below) included in the bolt assemblies  150 ,  152  lock the movable bolts  200  into an existing position and do not require any continued or persistent application of actuation force or energy. 
     If a user wishes to change the position of the movable bolts  200 , a user can manually connect the air supply shut off insert  142  to the coupler  174  and rotate valve  182  90 degrees clockwise from the position illustrated in  FIG. 2A . Such a movement of the valve  182  connects pressurized air within the reservoir  176  with the manifolds  198 . Thereafter, pressurized air flows into the unlocking and locking mechanisms  204  to thereby unlock the bolts  200  from their position. If the bolts  200  are in the retracted position, the user can rotate the valve  178  90 degrees clockwise from the position illustrated in  FIG. 2A  to thereby provide pressurized air to the manifolds  194 . Pressurized air from the manifolds  194  will then flow into the extension mechanisms  202  and thereby urge the bolts  200  from retracted to extended positions. Thereafter, the user can then rotate the valve  182  counter-clockwise to the position illustrated in  FIG. 2A , thereby allowing the pressurized air to vent from the unlocking and locking mechanisms  204  and thereby allowing the unlocking and locking lock mechanism  204  to return to its locked position towards which it is spring biased. The user can then return the valve  178  to the position illustrated in  FIG. 2A  and disconnect the shut off insert  142 . 
     On the other hand, if the bolts  200  are in the deployed position or extended position and the user desires to retract the bolts  200 , the user can move the valve  182  to the unlock position (90 degrees clockwise from the position illustrated in  FIG. 2A ) and also rotate the valve  180  90 degrees clockwise from the position illustrated in  FIG. 2A . As such, pressurized air will flow into both the unlock manifolds  198  and the retract manifolds  196 , thereby urging the bolt  200  towards its retracted position. As noted above, the bolt assemblies  150 ,  152  can optionally include springs to bias the bolts  200  toward a retracted position. Thus, in some embodiments, or under certain circumstances, it may not be necessary to use the retract valve  180  to retract the bolts. Friction between the bolt assembly and lock cams during pressure retraction is minimized by sloped surfaces of bolt assembly and lock cam, described in greater detail below with reference to  FIG. 27 . Finally, in order to maintain the bolts  200  in the retracted position, the user can return the lock valve  182  to the position illustrated in  FIG. 2A , thereby allowing the pressurized air to bleed out of the unlocking and locking mechanisms  204  allowing the lock member (described below) to return to a locked position. 
       FIG. 3  illustrates a further modification of the systems  100 ,  100 A, identified generally by the reference numeral  100 B. The components of the embodiment  100 B set forth below that are the same or similar to the corresponding components of the embodiments  100 ,  100 A described above, are identified with the same reference numeral except that a “B” has been added thereto. The components of the system  100 B that are not described in detail below can be assumed to be the same or similar to those described above with reference to the systems  100 ,  100 A. 
     With continued reference to  FIG. 3 , the system  100 B can include an automated air delivery subsystem  300 . The subsystem  300  can include a compressed air source  138  ( FIG. 2 ) or another type of source of actuator forces. 
     The system  100 B also includes rotary union assemblies  302  associated with each of the wheels  104 B. The rotary union assemblies  302  are configured to divert actuation forces from the subsystem  300  to the wheels  104 B by using pivotable actuator lines mounted on the exterior side of the wheels  104 B guiding the actuator forces through a rotary union  310  disposed at the hub of the wheels  104 B. More specifically, with continued reference to  FIG. 3 , the rotary union assemblies  302  include tube bundles  304  each of which can include a plurality of flexible pneumatic tubes disposed within a steel tube frame, and which are connected to the subsystem  300 , and the source of compressed air disposed therein. The pivotable tube bundles  304  associated with the rear axle of the vehicle  102 B can include proximal ends  306  that are fixed to the vehicle frame or body. The distal ends  308  of the flexible tube bundles  304  can be fixed to rotary union units  310  disposed at the outer sides of each of the wheels  104 B. During operation, as the wheels  104 B move up and down, the flexible tube bundles  304  and metal tube frames pivot, twist and bend to accommodate movement of the wheels  104 B. 
     The flexible tube bundles  304  associated with the front wheels can include proximal ends  306  mounted to a portion of the suspension of the vehicle  102 B near the inner side of the hub of the wheel  104 B. These flexible tube bundles  304  can extend around the wheels  104 B to rotary unions  310  disposed on the outer sides of the wheels  104 B associated with the front of the vehicle  102 B. An additional fixed mount  314  can be provided for each side of the vehicle associated with the front wheels for fixing additional lengths of flexible lines connecting the flexible bundles  304  with the subsystem  300 . In this configuration, the flexible tube bundles  304  pivot left and right with steering movements of the wheels  104 B, and the additional lengths of hose  316  can flex to accommodate the up-and-down movements of the front wheels  104 B. 
     As shown in  FIG. 3B , the subsystem  300  ( FIG. 3 ) can include an air compressor  138 B, a reservoir  176 B and a plurality of valves  178 B,  180 B,  182 B, configured for controlling the supply of air for extension, retraction, and unlocking, respectively. The subsystem  300  can include actuators (not shown) configured to electronically operate the valves  178 B,  180 B,  182 B. Any type of actuator known in the art can be used for such actuation. For example, the subsystem  300  can include a hard-wired controller, a microprocessor controller, a programmable logic controller, or a general purpose computer and processor with an appropriate operating system and software coding for performing any of the functions described above or below. In some embodiments, the valves  178 B,  180 B,  182 B, are linear sliding-type valves which rely on linear actuators for creating and cutting off connections between the various supply and discharge lines. 
     As reflected in  FIG. 3B , the subsystem  300  includes four parallel bundled outputs for feeding actuation air to the rotary unions  310 . 
     With continued reference to  FIG. 3B , the subsystem  300  can be configured to sequentially operate the valves  178 B,  180 B,  182 B, to perform the functions of retraction and extension. For example, the subsystem  300  can be programmed (and/or hard-wired) to respond to a user input, for example, user input device  330  ( FIG. 3 ). The user input device  330  can include, for example, two or more positions; a first position for requesting retraction and a second position for requesting extension. 
     The subsystem  300  can be programmed, as is well within the skill of one in ordinary skill in the art, to perform the following steps upon detection of a request for retraction and extension. 
     When the user input  330  is actuated to request extension, the subsystem  300  can sequentially move valve  182 B to connect the reservoir  176 B to the unlock manifold  198 B. This will, as described above, unlock the bolt assemblies  150 B,  152 B. With the valve  182 B maintained in the activated position noted above, the subsystem  300  can then activate valve  178 B to connect the extend manifolds  194 B to the bolt assemblies  150 B,  152 B. As such, the movable bolts  200 B would then be urged to the extended position (phantom line in  FIG. 3B ). 
     The subsystem  300  can then sequentially deactivate the valves  182 B,  178 B. More specifically, the subsystem  300  can, with the movable bolts  200 B held in the extended position through the continued application of high-pressure air from the compressor  138 B and/or reservoir  176 B, the valve  182 B can then be deactivated, i.e., moved to the position illustrated in  FIG. 3B , so as to allow pressurized air from the unlocking manifold  198 B to be vented through the vent  186 B and, optionally, filter  188 B. Thus, the locking mechanisms within the bolt assemblies  150 B,  152 B, will move, under their bias, to the locked position. After the bolt assemblies  150 B,  152 B, change state to the locked state, the valve  178 B can be deactivated, i.e., moved to the position illustrated in  FIG. 3B , to allow high-pressure air to vent through the vent  186 B and, optionally, filter  188 B. 
     On the other hand, if the bolt assemblies  150 B,  152 B, are in the extended position and a retraction request is detected at the user input  330 , the subsystem  300  can operate valve  182 B to unlock and then retract by spring bias the moveable bolts  200 B. Optionally, upon detection of the pressure retraction request at the user input  330 , the subsystem  300  can activate valve  182 B, as noted above, to unlock the bolt assemblies  150 B,  152 B. With the bolt assemblies  150 B,  152 B, maintained in an unlocked position, the subsystem  300  can then activate valve  180 B to thereby connect the retraction manifolds  196 B with the reservoir  176 B so as to drive the moveable bolts  200 B toward the retracted position. 
     After the moveable bolts  200 B have been moved to the retracted position, the subsystem  300 , while maintaining valve  180 B in the activated state, can move the valve  182 B back to the deactivated state, thereby connecting the unlock manifolds  198 B to the vent  186 B so as to vent the pressurized air to the atmosphere, optionally through the filter  188 B. 
     As such, the bolt assemblies  150 B,  152 B, will move to the locked positions, as noted above, under the bias of the locking mechanisms included in the bolt assemblies  150 B,  152 B. 
     Thereafter, the subsystem  300  can optionally deactivate the valve  180 B to thereby connect the retraction manifolds  196 B with the vent  186 B. 
     With regard to the function of extension of the moveable bolts  200 B, the subsystem  300  can be activated during operation of the vehicle, i.e., during rotation of the wheels  104 B. As such, during operation, large centrifugal accelerations are generated and act on the moveable bolts  200 B. Thus, such centrifugal acceleration can be utilized to assist or entirely perform or apply the necessary actuation forces for moving the moveable bolts  200 B from the retracted position to the extended position. 
     The use of the rotary unions  310  allow the system to be configured to be operated by an operator of the vehicle from inside the vehicle while wheels are rotating as compared to operated by using an exterior pressure line while vehicle is stopped. Thus, the rotary unions  310  provide a highly desirable mode of operation which minimizes the need for user manual manipulation of valves, application of pressurized air or user exposure to weather. 
       FIG. 4  illustrates yet another modification of the systems  100 ,  100 A,  100 B, and is identified generally by the reference numeral  100 C. The components of the system  100 C, which are the same or similar to the components of the systems  100 ,  100 A, or  100 B, are identified below with the same reference numeral, except that a “C” has been added thereto. 
     With continued reference to  FIG. 4 , the system  100 C includes internal, hub-mounted rotary unions  310 C. The rotary unions  310  and  310 C are both configured to provide a plurality of compressed air connections through a spinning joint. Additionally, the use of the internal rotary unions  310 C avoids the additionally and potentially undesirable appearance of the rotary unions on the outside of the wheels  104 C that results from the configuration of the system  100 B. 
     With reference to  FIG. 5 , the subsystems  300  and  300 C can include a hard-wired controller  350  configured for activating the valves and performing the methods described above. Some of the components are identified with functional block representations and such components&#39; construction, and operation thereof, is well understood by those of ordinary skill in the art. Additionally, a more detailed description of the components and operation of the controller  350  of  FIG. 5  is set forth in U.S. Provisional Patent Application No. 61/691,076 filed Aug. 20, 2012 and U.S. Provisional Patent Application No. 61/691,222 filed Aug. 20, 2012, the entire contents of both of which is noted above. 
     As shown in  FIG. 5 , the controller  350  can include a power switch  352  connecting the controller  350  with a power source  354 . Wired in the configuration illustrated in  FIG. 5 , the power switch  352 , when closed, powers on the air compressor  130  and the air compressor light  356 . Otherwise, the remainder of the controller  350  remains off, until a user activates the button  330 . 
     The circuit of the controller  350  also includes a flip-flop relay  358 . The flip-flop relay  358  allows for the controller  350  on each successive operation to automatically switch between retract and extend modes. In the position illustrated in solid line in  FIG. 5 , the flip-flop relay  358  is in the retract mode. Thus, when the button  330  is depressed, the retract relay “RR” as well as the unlock valve “UV”, the unlock timer “UT”, and the timing relay “TR” are connected to the power supply  354 . As such, the controller  350  can sequentially operate valves  182 B and  180 E to perform a bolt retraction operation, as described in greater detail below. At the end of the retraction operation, the flip-flop relay  358  moves to the downward position illustrated in phantom line in  FIG. 5 . 
     When the button  330  is depressed with the flip-flop relay  358  in the down position (phantom line), the extend relay “ER” is connected to the power supply along with the unlock valve “UV”, the unlock timer “UT”, and the timing relay “TR”. As such, the controller  350  sequentially operates the valves  1828  and  178 B to perform an extend operation, described in greater detail below. 
     With regard to  FIG. 5 , the timing diagrams for unlocking and operating the valves described above with regard to the retraction and extension methods, is set forth therein. These timings are examples of timings that can be used with the systems  300 ,  300 C. However, other timing schemes and scenarios can also be used. As reflected in the timing diagram of  FIGS. 6A , during operation, the controller  350  initially energizes the unlock valve “UV” which corresponds to valve  182 B ( FIG. 3B ). Some time elapses as the air flows through the valve  182 B and into the unlock manifold  198 B before the bolt assemblies  150 A,  1528  are fully unlocked. Thus, the controller  350  waits or delays until t 1  seconds have elapsed after the unlock valve  182 B has been energized before energizing either extend or retract valve  178 E or  180 B. This is to allow lock mechanisms within bolt assemblies  150 B.  152 B to reach a fully unlocked state before an attempt is made to move the bolts  200 B. Additionally, the controller  350  waits or delays until extend or retract valves have been energized for at least t 2  seconds before de-energizing lock valve  182 B. This provides a time allowance plus a margin that the bolt has completed the desired movement before the locking device within  150 B,  152 B moves back into a locked position. Finally, the controller  350  waits or delays until t 3  seconds have elapsed before venting the extend or retract manifolds  194 B  196 B. The controller  350  accomplishes the delays associated with the durations T 1 , T 2 , T 3  noted above by using the unlock timer “UT”, and the timing relay “TR”. These types of devices are well known in the art and can include adjustment screws for changing the magnitudes of the times t 1 , t 2 , and t 3  noted above. The appropriate magnitudes of the times t 1 , t 2 , and t 3  can be determined through routine optimization. The magnitudes of the times t 1 , t 2 , and t 3  may be in the range of approximately 600 ms to 2 full seconds. These magnitudes can vary depending on the geometry of different components within the system and thus one set of magnitudes of the times t 1 , t 2 , and t 3  may not be appropriate for all embodiments. Additionally, methods of operation of the systems  300 ,  300 C are further described with reference to the control routines illustrated  FIGS. 6B   6 C. 
       FIGS. 6B and 6C  illustrate control routines that can be utilized by the air supply systems  300 ,  300 C illustrated in  FIGS. 3 and 4  where such systems can include microprocessor, general purpose computer control or adjustable timing relays such as those illustrated in  FIG. 6A . Additionally, the flow charts set forth in  FIGS. 6B and 6C  can represent methods of operation that are performed by hard-wired embodiments, such as that illustrated in  FIGS. 5 and 6A  above. 
       FIG. 6B  illustrates a control routine  550  which is configured to extend the moveable bolts  200 . The control routine  550  can start operation at start block  510 . After the start block  510 , the control routine  550  can move on to decision block  512 . 
     In the decision block  512 , it is determined whether an extension request has been detected. For example, the subsystem  300  can monitor the user input  330 ,  330 C ( FIGS. 3 and 4 ) to determine if a user or operator of the associated vehicle  102 B,  102 C has activated the user input  330 ,  330 C to request an extension operation. If it is determined that an extension request has not been detected, the control routine  550  can return to start block  510 . 
     On the other hand, if it determined, in the decision block  512 , that a user has requested an extension operation, the control routine  550  can move on to operation block  514 . 
     In the operation block  514 , an unlock operation can be activated. For example, the subsystem  300 ,  300 C can activate valves  182 B, to provide pressurized air to the unlock manifolds  198 B to thereby begin an unlock operation. After the operation block  514 , the control routine  550  can move on to decision block  516 . In the decision block  516 , it can be determined if the unlock operation has been performed for at least a minimum amount of time, for example, t 1  seconds. For example, the subsystems  300  can determine if the valves  182 B have been energized or activated for at least the predetermined number of seconds (“t 1 ”). If it is determined that the unlock operation has not been performed for at least the threshold amount of time, the control routine  550  can return to operation block  514  and continue. On the other hand, if it is determined in decision block  516  that the unlock operation has been performed for the minimum amount of time, the control routine  550  can move on to operation block  518 . This portion of the control routine  550  is reflected in the timing diagram of  FIG. 6A  where it is indicated that an unlock begins “(UV energized)”, subsequently, the unlock operation reaches 100% and then after a time t 2 , an extension operation begins. 
     Thus, in operation block  518 , an extension operation can be activated. For example, the subsystems  300 ,  300 C can activate valves  178 B to thereby provide pressurized air to the extend manifolds  194 B. As such, the moveable bolts  200 ,  200 B will begin to move toward an extended configuration. After the operation block  518 , the control routine  550  can move on to decision block  520 . 
     In the decision block  520 , it can be determined if the extend operation has been performed for a threshold amount of time, such as “t 2 ” seconds. If it is determined that the extend operation has not been performed for at least t 2  seconds, the control routine  550  can return to operation block  518  and continue. On the other hand, if it is determined that the extend operation has continued for at least t 2  seconds, the control routine  550  can move on to operation block  522 . 
     In the operation block  522 , a lock operation can begin. For example, but without limitation, the subsystem  330  can de-energize valves  178 B and then  182 B so as to allow locking manifolds  198 B to vent to the atmosphere through the vent  186 B and optionally the filter  188 B. As such, the unlocking and locking mechanism (described in greater detail below) can move back to the locked position towards which it is biased. However, other locking mechanisms can also be used. After the operation block  522 , the control routine  550  can move on to decision block  524 . 
     In the decision block  524 , it is determined if the activate lock function has been performed for at least t 3  seconds. If it is determined that the activate lock operation has not been performed for at least t 3  seconds, then the control routine  550  can return to operation block  522  and continue. On the other hand, if it is determined in decision block  524  that the activate lock operation (de-energize unlock valve) has continued or occurred for at least t 3  seconds, the control routine  550  can move on to operation block  526 . 
     In the operation block  526 , the extend operation can be deactivated. For example, the subsystem  300  can de-energize valves  178 B so as to allow the extend manifolds  194 B to vent to the atmosphere. As such, the moveable bolts  200 ,  200 B will remain in the locked extended position, however, the pressure will be vented out of the extend manifolds  194 B. 
     After the operation block  526 , the control routine  550  can move on to end block  528 , and optionally return to start block  510  and run continuously in that fashion. 
       FIG. 6C  illustrates a control routine which can be utilized by the control systems  300 ,  300 C to retract the moveable bolts  200 B. The operations and decisions performed within the control routine of  FIG. 6C  are essentially the same as those set forth in the control routine  550 , except that instead of the extend valves  178 B and extend manifolds  194 B being pressurized and vented to the atmosphere, the retract valves  180 B and retract manifolds  196 B are activated and charged with pressurized air then vented to the atmosphere in the same manner that the extend valves and manifolds are operated in the control routine  550 . Thus, the steps  551 ,  552 ,  554 ,  556 ,  558   560 ,  562 ,  564 ,  566 , and  568  are not described in greater detail herein. Rather, one of ordinary skill in the art can fully understand how the control routine of  FIG. 6C  can operate. 
     The above circuit and timing diagram of  FIGS. 5A and 6A  and control routines of  FIGS. 6B and 6C  provide advantageously smooth operation of retract and extend operations for the moveable bolts  200 ,  200 B. This is because these mechanical components need some time to move, as does the pressurized air in the systems  300 ,  300 B. Thus, by allowing for detecting or determining whether certain minimum threshold amounts of time have passed before moving on to subsequent operations, sufficient time is allowed for these mechanical components and air to move into and pressurize the previously vented passages and manifolds so that the subsequent steps can be completed smoothly and without colliding components into one another or causing unnecessarily large friction among moving components. 
       FIGS. 7 and 8  illustrate a sample wheel or “rim”  400  that can be used as a center rigid portion of any of the wheels  104 ,  104 A,  104 B,  104 C. 
     The wheel  400  can include a plurality of apertures for accommodating the air circuit tubing and hardware illustrated in  FIGS. 1-4 . For example, the wheel  400  can include apertures  402  for accommodating connections from the manual user interface  118  ( FIG. 1 ), or the rotary unions  310 ,  310 C into the interior of the wheel  400 . As described in greater detail below, appropriate seals would be used in conjunction with the apertures  402  to maintain an air-tight seal for the wheel  400  for inflation purposes. The wheel  400  can include various other apertures not described in greater detail herein, for accommodating other components described below. 
     With reference to  FIGS. 9-11 , a tire  500  is illustrated therein as including a tread surface  502 , a sidewall  504 , and a plurality of apertures  506  for accommodating bolt assemblies  150 ,  152 . The apertures  506 , in some embodiments, extend through steel belts, commonly used on tires, and vulcanized rubber used on tires. Additionally, the apertures  506  extend through the tread pattern at the tread surface  502  of the tire  500  so as to provide a clearance for the moveable bolts  200  to retract and extend from the bolt assemblies  150 ,  152 . 
     As shown in the schematic diagram of  FIG. 9 , apertures  506  can be spaced apart so as to be positioned at locations which result in continuous engagement of a bolt  200  with a road surface, meaning an ice or snow covered road surface, during operation, as the tire  500  rolls over the road surface  501  ( FIG. 29 ), individual bolts  200  of the bolt assemblies  150 ,  152  ( FIG. 28 ) will come into contact with the road surface  501 , then be pulled away from the road surface  501  as a subsequent bolt  200  of another bolt assembly  150 ,  152  moves into contact with the road surface  501 . In the illustrated embodiment, the tire  500  includes only eighteen apertures  506  for receiving bolt assemblies  150 ,  152 . However, other numbers, greater or fewer, can also be used. 
     Optionally, the steel belt  602  within the tire  500  can be provided with apertures prior to being calendered with the rubber that also forms the outer and inner surfaces of the belt. For example, as shown in  FIGS. 11A-11D , the steel belt  602  can be in the form of an axial single ply steel belt. The belt  602  can have thin steel discs or rings  603  welded to the belt at the desired locations of the apertures  506  ( FIG. 11 ). For example, the discs or rings  603  can be welded to the belt  602  using precision-timed electric welds, for example at a plurality of weld spots  630  to provide an adequate connection between the wires of the belt  602  and the discs or rings  603 . Subsequently, the discs or rings  603  can be punched with an aperture of the desired size for mounting the bolt assemblies  150 ,  152 . Punching the discs or rings  603  also cuts the wires forming the underlying belts. Thus, the welded connection between the belts  602  and the ring-shaped portions of the discs or rings  603  remaining after punching, help compensate for the interruption of the wires caused by punching, thereby routing forces between the ends of interrupted wires of the belt  602 . In some embodiments, the discs or rings  603  are about 1¾″ in diameter and they are punched with a 1″ diameter hole. After such reinforcement, the belt  602  can be calendered with rubber to form a component of the tire  500 . 
     With reference to  FIGS. 11E-11G , the belt  602  can also be in the form of a radial belt.  FIG. 11G  shows a punched disc  630  welded to a segment  632  of a radial belt configuration of the belt  602 . 
       FIGS. 12-18  illustrate further modifications of the tire  500  that can be made to accommodate the bolt assemblies  150 ,  152 , as well as the manifolds  194 ,  196 ,  198 ,  194 B,  196 B,  198 B. 
       FIG. 12  illustrates  18  installation sites  520  around the tire  500 . Additionally,  FIG. 12  illustrates three air distribution assemblies  522 ,  524 ,  526  for connecting the air interface  118  for control system  122  ( FIG. 1 ) as well as the air supply subsystems  300 ,  300 C to the various manifolds within the tire  500 . 
       FIGS. 12 and 13  also illustrate an optional configuration of the manifolds  194 ,  196 ,  198 ,  194 B,  196 B,  198 B within the tire  500 . For purposes of simplicity, references to the various manifolds set forth below will only reference the manifolds  194 ,  196 ,  198  but it is understood that the statements apply equally to the manifolds  194 B,  196 B,  198 B. There is a single tire  500  that may be utilized with: a manual wheel hub mounted control of bolts  200 ; an automated vehicle driver control in a configuration depicted in  FIG. 3 ; or an automated vehicle driver control as depicted in  FIG. 4 . 
     As illustrated in  FIGS. 11-18 , the manifolds  194 ,  196 ,  198  extend around an inner surface of the tire  500  circumferentially around the tire forming a complete loop therein. However, other configurations can also be used. 
     Additionally, as is reflected in  FIGS. 2A and 3A , each tire includes an inner set of manifolds  196 ,  194 ,  198 , and an outer set of manifolds  194 ,  196 ,  198 . The two sets of manifolds allows the installation sites  520  to be staggered along a path along the circumference of the tire  500 , alternating between the inner and outer sets of manifolds. Otherwise, each of the installation sites for the bolt assemblies  150 ,  152 , can be identical and are supplied with pressurized air by the two sets of manifolds in the same manner. 
     Further benefits can be achieved by dividing the air distribution points to each of the three manifolds with three different air distribution assemblies  522 ,  524 ,  526 . This provides an inherent balance to the tire. For example, because there are three air distribution assemblies  522 ,  524 ,  526  they can be offset from each other by 120°. Additionally, each of the three distribution assemblies  522 ,  524 ,  526  can be configured to receive pressurized air from the air distribution subsystem  300 ,  300 C, or the interface  118  ( FIG. 1 ) and to split the air supply so as to provide air both to the inner and outer corresponding manifolds. For example, with reference to  FIGS. 12 and 16  the air distribution assembly  522  provides a connection to the inner and outer lock manifolds  198 , thereby allowing pressurized air to be supplied to and vented from the manifolds  198 . 
       FIGS. 12 and 17  illustrate how the air distribution assembly  524  is connected to inner and outer retract manifolds  196 . Finally,  FIGS. 12 and 18  illustrate how the distribution assembly  526  is connected to the inner and outer extend manifolds  194 . Other arrangements of the manifolds can also be used. 
     With continued reference to  FIGS. 12 and 16 , in the illustrated embodiment, the air distribution assembly  522  includes an air supply line  523  that extends downwardly from an output of air distribution coupler  530 . The coupler  530  can be secured to the side wall of the tire  500  in a through hole of the side wall of the tire  500 . This provides for secure fixation of the coupler  530  and for support of the supply line  523  within the tire. It may also be molded into the tire side wall with no opening in side wall of tire. For example, during rotation of the tire  500 , centrifugal acceleration causes forces on the supply line and coupler  530 . The fixation of the coupler  530  to the side wall of the tire  500  also provides for accommodation of bends in the supply lines  523 ,  525 , and  527  about an axis parallel to the rotational axis of the wheel  104  as well as bends in supply lines  523 ,  525 , and  527 . These bends allow the hoses or tubes to flex as the wheel rotates which causes the tire tread surface and the bolt assemblies  150 ,  152  to deflect toward the hub of the wheel  104  and as the wheel may also deflect when cornering. Other configurations can also be used. 
     As shown in  FIGS. 12-18 , the manifolds  194 ,  196 ,  198  can be formed along the inner circumferential surface of the tire  500  on the opposite side of the outer tread surface  502 . For example, the tire  500  can include a rubber portion  600  disposed on the inner side of the steel belt  602 . In some embodiments, the rubber portion  600  can be formed monolithically with the remaining portions of rubber forming the side walls  604 , steel belt layer  602 , and outer tread  502 . In other embodiments, the portion  600  can be made from one or more separate pieces of material adhered to the inner circumferential surface of the tire  500 . In some embodiments, the portion  600  is also made from molded rubber and bonded to the inner circumferential surface of the tire. Other configurations can also be used. 
     Further, in some embodiments, the manifolds  194 ,  196 ,  198  can be further defined by tube members  604  extending along the inside of the manifolds  194 ,  196 ,  198 . In some embodiments, the tube members  604  are all made from flexible rubber or plastic material. Other materials and configurations can also be used. 
     Optionally, the air distribution assemblies  522 ,  524 ,  526  can be connected to the appropriate corresponding manifolds  194 ,  196 ,  198  through the use of manifold connector members  606 ,  608 ,  610 . The three connector members  606 ,  608 ,  610  can have generally the same configuration except for their corresponding connections to different manifolds. Specifically, connector member  606  is configured to connect the supply line  523  to manifolds  198 . The connector member  608  is configured to connect the supply line  525  with the manifolds  196 . Finally, connector member  610  is configured to connect the air supply line  527  with the manifolds  194 . 
     With continued reference to  FIG. 16 , the connector member  606  includes a transverse cross passage  620  that connects with the supply line  523 . The cross passage  620  extends transversely across the top (as viewed in  FIG. 16 ) of the manifolds  194 ,  196 ,  198 . More specifically, the passage  620  is spaced above the manifolds  194 ,  196 ,  198  and is separated therefrom by a thickness of the connector member  606 . Additionally, the connector member  606  includes a cylindrical section  622  aligned over the projected overlap between the passage  620  and manifolds such as manifolds  198 . The cylindrical section  622  can facilitate a connection procedure between the cross passage  620  and any manifold. For example, in the orientation illustrated in  FIG. 16 , a drill can be passed into the cylindrical section  622 , through the cross passage  620 , and into the manifold  198 . Then, a separate fastener or plug can be inserted into such drilled cylindrical section  622 , thereby creating a closed, fluidic connection between the cross passage  620  and the manifold  198 . Sealed as such, the supply line  523  can supply pressurized air to the manifold  198  but remain isolated from the other manifolds  194 ,  196 . However, other configurations can also be used. 
     As shown in  FIGS. 17 and 18 , connection member  608  and  610  include similar features for providing isolated connections between the supply lines  525 ,  527  and the manifolds  196 ,  194 , respectively. 
       FIG. 19  illustrates an exploded view of a bolt assembly design which can be utilized for the bolt assemblies  150 ,  152 . Other configurations can also be used. 
     In the illustrated embodiment, the bolt assemblies  150 ,  152  can include an extension actuator  700 , a lock actuator  702  and a retraction actuator  704 . The moveable bolt  200  is mounted in a bolt carrier  710 . In some embodiments, to provide for adjustability of the magnitude at which the moveable bolt  200  extends outwardly from the outer tread surface  502  of the tire  500 , the moveable bolt  200  can be threadedly engaged with the bolt carrier  710 . Thus, rotational movement of the moveable bolt  200  relative to the bolt carrier  710  allows the moveable bolt  200  to change its axial position relative to the bolt carrier  710 , described in greater detail below. 
     The extension actuator  700  can include a flexible diaphragm member  711  fixed between a cap member  712  and an upper portion of the main body  714  of the bolt assemblies  150 ,  152 . The diaphragm member  711  can be made from any material typically used with diaphragm actuators. A central portion  716  of the diaphragm member  711  is vertically deflectable (as viewed in  FIG. 19 ) relative to the cap member  712 , the body portion  714 , as well as the outer periphery  718  of the diaphragm member  711 . The central portion  716  of the diaphragm member can be fixed to the upper end  720  of the bolt carrier  710 . 
     The main body  714  can also include two springs  722 ,  724  aligned with lateral projections  726 ,  728  of the bolt carrier  710 . Additionally, the bolt carrier  710  is configured to be slideably moveable within the main body  714 . The springs  722 ,  724  can be configured and sized to bias the bolt carrier  710  into a retracted position, i.e., an upper-most position within the main body  714 . One or more passages within the main body  714  can connect the extend and retract manifolds  194 ,  196  to opposing sides (i.e. above and below) of the diaphragm member  711 . More specifically, as noted above, the extend manifold  194  is provided with pressurized air when it is desired to cause the bolts  200  to extend outwardly from the tire. Thus, internal passages through the base member  520  and the main body  714  can be provided for connecting the extend manifold  194  to the upper side (as viewed in  FIG. 19 ) of the diaphragm member  711 . As such, when pressurized air is provided into the space between the upper surface of the diaphragm member  711  and the cap  712 , the central portion  716  of the diaphragm member  711  is pushed downwardly away from the cap  712 , thereby pressing on the upper portion  720  of the bolt carrier  710 , thereby pushing the moveable bolt  200  downwardly into the extended position, against the bias of the springs  722 ,  724 . Similarly, other internal passages can connect the retract manifold  196  with an area within the bolt assembly  150 ,  152  below the diaphragm member  711  (as viewed in  FIG. 19 ). Thus, when compressed air from the retraction manifold  196  is applied to the area beneath the diaphragm member  711 , the portion of the diaphragm member  711  surrounding the central portion  716  is pushed upwardly toward the cap  712 , thereby augmenting springs  722 ,  724  pulling the upper portion  720  of the bolt carrier  710  upwardly into the retracted position thereby moving the bolt  200  upwardly as well. 
     The lock actuator  702  can include a moveable lock member  750  including a piston end  752  and a locking projection  754 . The lock actuator  702  can also include a spring  756  configured to bias the lock member  750  toward a locked position, described in greater detail below. In the locked position, the projection  754  can engage one of two recesses  758 ,  780  so as to lock the bolts  200  in an extended position (when projection  754  engages recess  780 ) or a retracted position (when projection  754  engages recess  758 ). 
     The lock actuator  702  can also include a diaphragm assembly  782 . The diaphragm assembly  782  includes diaphragm member  784  and a cap member  786 . A locking actuator passage  788  disposed in the main body  714  provides for communication and a reciprocal sliding motion of the lock member  750  relative to the main body  714 . Air passages  790  in the main body  714  allow for actuation air from the unlock manifold  198  to be guided to a space between the diaphragm member  784  and the cap  786 . When air is guided as such, a central portion  792  of the diaphragm member  784  is pushed away from the cap member  786  toward the piston head  752  of the lock member  750 . Thus, such pressurized air causes the lock member  750  to slide laterally away from the cap  786  thereby moving the projection  754  away from either recess  758  or  780 . With lock member  750  in that position, the bolt carrier  710  is unlocked and can reciprocate within the main body  714 . The bias of the spring  722 ,  724 , would normally bias the bolt carrier  710  towards a retracted position. However, centrifugal acceleration generated during operation and rolling movement of the tire  500  can cause sufficient force on the bolt carrier  710  to overcome the bias of the spring  722 ,  724 , thereby allowing the bolt  200  to extend outwardly. In some embodiments, the lock member  750  is configured to move along a direction parallel to the wheel axle of the tire  500 . As such, the movement of the lock member  500  is isolated from the centrifugal accelerations generated during rotation of the tire  500  during operation of an associated vehicle. This configuration can help prevent movement of the lock member  750  caused by rotation of the tire  500  during operation. Other configurations can also be used. 
     The spring  756 , on the other hand, in the absence of air pressure between the diaphragm member  784  and the cap  786 , is sufficient to cause the lock member  750  to remain in a locked position, in a position in which the projection  754  engages one of the recesses  758 ,  780 . 
     The bolt assemblies  150 ,  152  can also include various brackets  800 ,  802  and flanges  804 ,  806  for securing the main body  714  to the tire  500 . In some embodiments, the brackets  800 ,  802  cooperate with the flanges  804 ,  806  and threaded fasteners  808  to secure the bolt assembly  150 ,  152  to a mounting block member  810  which provides for communication between the manifolds  194 ,  196 ,  198  and various passages on the base member  520  (described in greater detail below with reference to  FIGS. 20-24 ). The brackets  800 ,  802  can be identical to each other. Additionally, a reinforcing member  812  can be disposed between a steel belt layer and the outer tread layer  502  for enhancing the securement of the bolt assembly  150 ,  152  to the tire  500 . The reinforcing member can be made from multiple thin sheets of KEVLAR®. In some embodiments, four layers of KEVLAR® can be used, for example, oriented so that their fibers extend in different directions. Other materials can also be used. Additionally, additional rings and retainers  814  can be used to further secure the bolt assemblies  150 ,  152  to the tire  500 . 
       FIGS. 20-24  illustrate, in greater detail, the base member  520  and the connection block  810 , which together can form a base member assembly. The connection block  810 , as illustrated in  FIG. 19 , is designed to fit around the flexible tubes  604  which partially define the manifolds  194 ,  196 ,  198 . The tubes  604  can extend partially into or completely through the block  810  to which the tubes are affixed and sealed for secure airtight engagement. Additionally, the block  810  includes internal circular recess  812  into which the base member  520  can fit. The base member  520  also includes internal passages  814 ,  816  and  818  for communication with the manifolds  194 ,  196 ,  198 . The connection block  810  may be molded rubber. 
     The base member  520  also includes a central passage  820  into which the lower portion of the main body  714  of the bolt assemblies  150 ,  152  engages the base member  520  for facilitating communication of compressed air in and out of the bolt assemblies  150 ,  152 . As shown in  FIG. 23 , air passages  814  provide communication between the manifold  198  and the lock actuator  702 . Similarly, the body  520  includes passages  816  for providing communication between the manifold  196  and the retraction actuator  704 . Further, similarly, the base member  520  includes passages  818  for providing communication of compressed air in and out of the extension actuator  700  for extending the bolts  200 . 
     Optionally, the base member  520  can include anti-rotation features for preventing rotation of the base member  520  relative to the tire  500 . For example, the base member  520  can include external splines or serrations  830  engaged with corresponding internal splines or serrations  832  on the block member  810 . With the serrations engaged as such, the block member  810  and the base member  520  can be securely rotationally coupled. Thus, with the block member  810  bonded or otherwise fixed to the inner surface of the tire  500 , the base member  520  is rigidly fixed in place and will resist torques that may be applied, for example, when bolts  200  are turned within the bolt receivers  710 . 
     Additionally, the base member  520  can include a peripheral lip  840  with an undercut  842  which can be configured to provide enhanced engagement with connectors used to connect the remainder of the bolt assembly  150 , 152  to the base member. 
     For example, with reference to  FIG. 19 , the bolt assemblies  150 ,  152  can include brackets  800 ,  802  which include ramped inner lips  801 ,  803  configured to engage the undercut  842  on the base member  520 . More specifically, the ramped inner lips  801 ,  803  can have a shape that is complementary to the undercut  842  to thereby provide a more secure attachment between the main body  714  and the base member  520 . 
       FIGS. 26 and 27  further illustrate the components of the bolt assemblies  150 ,  152  shown in  FIG. 19 . With reference to  FIGS. 26 and 27 , the bolt assemblies  150 ,  152  can also include a seal assembly  900  which can include a plurality of gland seals and gaskets for providing a sliding airtight seal between the main body  714  of the bolt assemblies  150 ,  152  and the moveable portions of the bolt itself, which includes the moveable bolt  200  and the bolt carrier  710 . Thus, as the bolt carrier  710  moves upward and downwardly (as viewed in  FIG. 26 ), the gland seal assembly  900  maintains an airtight seal. Optionally, the gland assembly can include an ice wiper device  901  so as to scrape off ice that may accumulate on the outer surface of the bolt  200  as the bolt  200  is retracted, thus protecting the glands disposed within the gland seal assembly  900 . Additionally, as noted above, the moveable bolts  200  can include a bolt body  902 , and a replaceable tip portion  904 . The bolt body  902  can include external threads and the inner surface of the bolt carrier  710  can include internal threads so that the bolt body  902  can be axially adjusted relative to the bolt carrier  710 . Additionally, the bolt body  902  can further include a lower recess  906  with internal threads which cooperate with external threads on the removable tip portion  904 . As such, the removable tip portion  904  can be conveniently removed and replaced. As such, maintenance of such an adaptive tire system can be reduced by providing for inexpensive replacement tips  904 . 
     Additionally, the bolt assemblies  150 ,  152  can include one or more passages  903  configured to aid in maintenance and are particularly useful in adding lubrication. For example, the bolt carrier  710  can include one or more apertures  903  connecting the inner recess having internal threads for receiving the external threads of the bolt  200  to the outer surface of the bolt carrier  710 . Thus, if the bolt is unscrewed or otherwise removed from the bolt carrier  710 , lubricants can be disposed in the recess or on an upper end of the bolt  200  and thereafter the bolt  200  can be threaded into the recess. As such, lubricant can be pressed through the aperture  903  and into the space within the main body  714  and onto the outer surface of the bolt carrier  710 , which can thereby assist in lubricating the glands in the gland assembly  900 , as well as other services within the main body  714 . This can be particularly beneficial because such removal and addition of lubrication can be performed from the exterior of the wheel  500 . In other words, it is not necessary to remove the tire  500  from its associated rim in order to remove the bolts  200  or add lubricant to the inside of the bolt assembly  150 ,  152 . 
     Further benefits can be achieved by providing the additional internal passage  910  extending upwardly from the bolt receiving recess and opening into the ends of the recesses  758 ,  780  of the bolt carrier  710 . For example, if the bolt carrier  710  or the lock actuator  702  becomes stuck, the bolt  200  can be removed from the bolt carrier  710  and a tool can be inserted into the passage  910  and into contact with a tip of the projection  754  so as to dislodge the lock member  750 . Thus, such a feature enhances the serviceability of the bolt assemblies  150 ,  152 . 
     With continued reference to  FIG. 27 , the recess  758  and the projection  754  can include complementarily sloped faces to aid in smooth operation and prevent excessive friction. For example, the recess  758  can include opposing lateral faces  757 ,  759  which are sized and shaped to cooperate with faces  753 ,  755  of the projection  754 . The faces  757 ,  759  are sloped such that the faces  757 ,  759  are splayed away from each other such that the recess  758  is slightly trough shaped. Similarly, the faces  753 ,  755  of the projection  754  are sloped such that the projection  754  is slightly wedge-shaped. The faces  757 ,  759  and faces  753 ,  755  can be selected generally the same angle for example, but without limitation about 7°. Other angles can also be used. Such sloping of the faces  757 ,  759 ,  753 ,  755 , as noted above, helps prevent excessive friction between the faces so as to better ensure smooth operation and movement of the lock member  750  between locked and unlocked positions. 
       FIGS. 28 and 29  illustrate a fully assembled adaptive wheel  104  (described in more general terms with reference to  FIG. 1 ). The wheel  104  includes the manual interface  118  which incorporates manual valve lever  950  for operating the extend valve  178 , lever  952  for operating the retract valve  180  ( FIG. 2A ) and lever  954  for operating the unlock valve  182  ( FIG. 2A ). 
     With continued reference to  FIGS. 2A, 11, 12, 28 and 29 , the levers  950 ,  952 ,  954  can be used to control the flow of compressed air in and out of the bolt assemblies  150 ,  152 . As noted above with regard to  FIG. 12 , certain components such as the supply lines  523 ,  525 ,  527  are secured in place partially by the couplers  530 . 
       FIGS. 30 and 31  show a more detailed view of the valves  178 ,  180 ,  182  and their connections to the high-pressure reservoir  176 , which is in the form of a loop and the vent reservoir  184  which is also in the form of a loop. Each of the loops  176 ,  184  can be formed with a plurality of tubes and connectors, as is within the skill of one of ordinary skill in the art. 
       FIGS. 32-34  illustrate more detailed views of the flexible tube bundles  304  initially described above with reference to the external rotary unions  310  of  FIG. 3 . As shown in  FIG. 32 , the rotary unions  310  can include a rotary union input assembly  950  and a rotary union output assembly  952 . The rotary union input assembly  950  is connected to three pneumatic lines within the bundle  304 . The rotary union output assembly  952  includes three internal channels for communicating the pneumatic lines within the bundles  304  to manifolds within wheel  104 B. 
     The output assembly  952  is fixed to the rim of the vehicle wheel  104 B and is rotatable relative to the rotary union input assembly  950 . The structure and operation of rotary unions is well known in the art. Thus, further detail about the internal construction of the rotary union  310  is not described in greater detail herein. However, one of ordinary skill in the art understands that the manifolds  194 ,  196 ,  198  are connected to the vehicle wheel  104 B through three fluidic channels that extend from the rotary union input assembly  950  into the rotary union output assembly  952  and can operate whether the vehicle and thus the vehicle wheel  104 B is moving or stationary. 
       FIGS. 35 and 36  illustrate more detailed views of the flexible bundles  304  used for the front steerable wheels, initially described above with reference to  FIG. 3 . 
     Finally,  FIGS. 37-40  illustrate additional more-detailed views of the internal rotary union units  3100  initially described above with reference to  FIG. 4 . Similarly to the rotary union unit  310 , the rotary union unit  310 C includes a rotary union input assembly  950 C and a rotary union output assembly  952 C. As with the above described rotary union unit  310 , the rotary union unit  310 C also connects the manifolds  194 ,  196 ,  198  with the various components within the vehicle wheel  104 C through three fluidic channels extending from the rotary union output assembly  952 C into the rotary union input assembly  950 C. 
     Optionally, the rotary union units  300  or  300 C can include retractable/expandable seals. For example, known rotary unions include seals that are in continuous contact with sliding or rotating surfaces within the union. In the illustrated environment of use, the rotary union units  300  and  300 C while always rotating while vehicle is moving are used infrequently; only during bolt  200  extension and retraction operations. The rotary union units  300  and  300 C are not used when the bolts  200  are held in either the retracted or extended positions. Thus, there is no need for the rotary union units  300 ,  300 C to achieve the air seals that are necessary for their operation when no extension or retraction operations are being performed. By retracting the seals when the rotating union units  300   300 C are not being used reduced the wear that would normally occur, thereby dramatically increasing the useful life of the seals. 
     The rotary union units  300  or  300 C can include any type of actuators for expanding and retracting the seals. In some embodiments, the seals can be pneumatically or hydraulically operated. Additional benefits can be achieved where the seals are controlled by the same pressurized air used for operating the bolt assemblies  150 ,  152 . Optionally, the units  300   300 C can include a pressure intensifier device to expand the seals more rapidly when air pressure is applied to the seals. 
     As is well known in the art, rotary unions include seals sized to fit and seal the stator grooves to the rotary union rotor. The rotary union units  300   300 C can include an expandable seal unit configured to be selectively expandable. 
     For example, with reference to  FIGS. 41-43 , the rotary union  300 C includes three inputs for connections to the manifolds  194 B,  196 B and  198 B which open into three circumferential stator grooves  961 ,  962 .  964 , respectively. Seals  966 ,  968 ,  970 , and  972  surround each of the three grooves  961 ,  962 ,  964  and press against both the stator body  974  and the rotor  976  which rotates with the wheels of an associated vehicle. Seal  966  is illustrated in  FIGS. 42 and 43 , but it is to be understood that the illustrations and descriptions of seal  966  also apply to seals  968 ,  970 ,  972 . 
     The seals  966 ,  968 ,  970 ,  972  can be configured to be expandable. For example, the seals  966 ,  968 ,  970 ,  972  can be in the form of hollow, internal cylindrical cross section donuts made of low friction inert plastic PTFE, sized to fit and seal the stator groove, and a few thousandths of an inch larger than the rotary union rotor diameter. Optionally, the seals  966 ,  968 ,  970 ,  972  can have a rectangular or square-shaped cross-section. Additionally, the seals  966 ,  968 ,  970 ,  972  can be configured to be inflatable such that the surface  965  at the inner diameter of the seal  966  decreases with inflation, at least enough to make a functional seal against the outer surface  967  of the rotary union rotor. Optionally, the seals  966 ,  968 ,  970 ,  972  can include a molded, threaded metal hollow stem  990  extending beyond the stator external surface when passed through an opening from the stator grooves sufficient for a gasket seal washer (not shown), metal washer  992 , and nut  994 . The seals  966 ,  968 ,  970 ,  972  can also include a metal blade spring  996 , which can extend 60 degrees to either side of hollow metal threaded stem  990  to support the seals  966 ,  968 ,  970 ,  972  in the stator seal groove and to reduce contact with the rotor  976  when the seals  966 ,  968 ,  970 ,  972  are not pressurized. The blade spring  996  can be within the molded doughnut seal  966 , which can have a square or rectangular cross-section. Additionally, the blade spring  996  can be biased so as to press the outer surface  998  of the seal  966  against the inner surface of the stator seal groove  999 . 
     Optionally, the units  300 ,  300 C can include a common seal manifold  978  which can be disposed at the stator body  974 . The manifold can include an input side connected to the manifolds  194 B,  196 B,  198 B with check valves  980 ,  982 ,  984 , respectively. Thus, when any of the manifolds  194 B,  196 B,  198 B are pressurized, then the seals  966 ,  968 ,  970 ,  972  are also pressurized and thereby inflated. The seals  966 ,  968 ,  970 ,  972  can be appropriately and timely inflated even if only the unlock and extend manifolds ( 198 B,  194 B) are connected to the seal manifold  978 . 
     During operation, the seals  966 ,  968 ,  970 ,  972  can be initially pressurized by a flow of compressed air in the unlock manifold  198 B. This manifold  198 B should always be pressurized first since the bolts  200  should be unlocked first before movement is attempted. Pressure to the manifold  978  can be maintained after unlock manifold  198 E is vented, by the extend manifold  194 B for example, at the end of an extend operation. 
     Optionally, the rotary union units  300 ,  300 C can also include a pressure intensifier  986  configured to intensify the pressure discharged from the check valves  980 ,  982 ,  984 . Output pressure from the intensifier  986  is designed to cause a pressure adequate to pressurize the seals  966 ,  968 ,  970 ,  972  with a typical 8% to 10% material compression. 
     When unpressurized, the inside diameters of the seals  966 ,  968 ,  970 ,  972  are a few thousandths of an inch larger than the outer diameter of the rotor  976 . Optionally, an embedded flat steel spring, as noted above, can be attached to threaded hollow metal seal stem and can extend 60 degrees either side of seal stem, at the outer diameter of seal internal passage cross section so as to provide support for the seals  966 ,  968 ,  970 ,  972  in the stator grooves  961 ,  962 ,  964 . 
     Pressurized seals are thus exposed to other than minor rotational wear only when one or more of three incoming manifolds  194 B,  196 B,  198 B are pressurized, which being a small (low single digit) percentage of time allows for an inverse increase of seal useful life compared to a continuously functioning compressed seal along with an associated increase in seal and rotary union functional reliability. 
     Optionally, a bleed valve  1000  can be connected to the outputs of check valves  980 ,  982 ,  984  so as to slowly bleed pressure from the seal manifold  978 . As such, after all operations have ceased such that no pressurized air is provided to the check valves  980 ,  982 ,  984 , pressurized air can bleed from the manifold  978  to allow the seals  966 ,  968 ,  970 ,  972  to deflate and thus retract, as described above. 
     Also optionally, a back pressure device  1002  can be provided on unlock manifold  198 B on the downstream side of the connection to check valve  984  so as to provide an initial back pressure during initiation of an unlock operation, to thereby speed the inflation of the seals  966 ,  968 ,  970 ,  972 . 
     While at least one exemplary embodiment has been presented in the foregoing detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or embodiments described herein are not intended to limit the scope, applicability, or configuration of the claimed subject matter in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing the described embodiment or embodiments. It should be understood that various changes can be made in the function and arrangement of elements without departing from the scope defined by the claims, which includes known equivalents and foreseeable equivalents at the time of filing this patent application.