巴西专利BR112014021579B1 NON-PNEUMATIC TIRE, AND, VEHICLE

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专利摘要:
non-pneumatic tire and vehicle. and a non-pneumatic tire is disclosed where a resilient wheel is mounted on a rim and the wheel has an inner ring (8), an outer ring (10) and a plurality of flexible cores interconnected between the inner and outer rings. the flexible webs define openings (12, 14, 16, 18, 20) across the resilient wheel. the rigidity of the inner wheel at a position adjacent to the inner face (316) is different from the rigidity of the inner wheel at a position adjacent to the outer face (314). this difference in stiffness can be realized by providing inflated membranes (225, 225 1) in at least some of the openings, or by molding the wheel with an asymmetrical dividing line. in addition, the wheels could be dynamically controlled by providing magnetically actuatable membranes in some of the openings.
公开号:BR112014021579B1
申请号:R112014021579-0
申请日:2013-03-14
公开日:2021-07-20
发明作者:Donald Brett Gass；Jeffrey D. Bennett；Louis J. Brady；Eric J. Borud；David J. Koenig；Keith W. Peppel；Aaron J. Nysse；David W. Jubie
申请人:Bridgestone Americas Tire Operations, Llc；
IPC主号:

专利说明:

[0001] The subject of this disclosure is related to non-pneumatic, or airless (NPT) tires.
[0002] Non-pneumatic or airless tires have historically been largely constituted of an entirely solid substance. These solid tires make the ride quite uncomfortable for passengers and cause greater damage to a vehicle's suspension, which must compensate for the lack of accommodation in a solid tire. Eventually, it was discovered that putting pressurized air in tires created a more comfortable ride. However, along with their advantages, pneumatic tires still have some disadvantages.
[0003] Loss of pressure causes the tire to deflate in the area where the load is applied, subjecting a larger portion of the tire to the load, with each revolution leading to more rapid degradation of the tire. In addition, a tire that rests on pressurized air is susceptible to puncture, leading to rapid release of pressurized air. Certain applications, such as military uses, require an NPT or tire to run empty.
[0004] A recent version of an NPT is shown in Patent US8,109,308 entitled "Tension-based non pneumatic tire" which subject is hereby incorporated by reference.
[0005] In one embodiment, a non-pneumatic tire comprises a rim that has an axial centerline that defines a geometric axis of rotation of the tire. A resilient wheel is positioned on the rim, the wheel comprising an inner ring, an outer ring and a plurality of flexible and interconnected webs between the inner and outer rings, with the resilient wheel having an inner face and an outer face. A layer of the tread is positioned on the outer ring and the stiffness of the resilient wheel at a position adjacent to the inner face is different from the stiffness of the resilient wheel at a position adjacent to the outer face.
[0006] In another modality, a vehicle comprises a structure and at least two wheels, which comprise rims and tires. A propulsion device is coupled to at least one of the two wheels, in which at least one of the two tires is a non-pneumatic tire. A non-pneumatic tire comprises a rim having an axial centerline defining a geometric axis of rotation of the tire, a resilient wheel positioned on the rim, the wheel comprising an inner ring, an outer ring and a plurality of interconnected flexible cores. between the inner and outer rings, the resilient wheel having an inner face and an outer face, and a tread layer positioned on the outer ring. The stiffness of the resilient wheel in a position adjacent to the inner face is different from the stiffness of the resilient wheel in a position adjacent to the outer face.
[0007] In another embodiment, a vehicle comprises a structure; at least two wheels comprising rims and tires, and a propulsion device coupled to at least one of the two wheels. At least one of the tires is a non-pneumatic tire comprising a rim having an axial centerline defining a geometric axis of rotation of the tyre; a resilient wheel positioned on the rim, the wheel comprising an inner ring, an outer ring and a plurality of flexible webs interconnected between the inner and outer rings, the resilient wheel having an inner face, an outer face and a tread layer positioned over the outer ring. The stiffness of the resilient wheel at a position adjacent to the inner face relative to the stiffness of the resilient wheel at a position adjacent to the outer face can be modified during vehicle operation.
[0008] In another embodiment, a non-pneumatic tire comprises a rim that has an axial centerline that defines a geometric axis of rotation of the tire and a resilient wheel positioned on the rim. The wheel comprises an inner ring, an outer ring and a plurality of flexible webs interconnected between the inner and outer rings, the resilient wheel having an inner face, an outer face and a plurality of openings defined in at least some of the webs between the faces. interior and exterior. Membranes are positioned in at least some of the openings and a disc is attached to either the rim or the resilient wheel, and substantially covering the openings.
[0009] In another embodiment a non-pneumatic tire comprises a rim that has an axial centerline that defines a geometric axis of rotation of the tire and a resilient wheel positioned on the rim. The wheel comprises an inner ring, an outer ring and a plurality of flexible webs interconnected between the inner and outer rings, the outer ring having a greater width than the inner ring. A layer of the tread is positioned over the outer ring.
[00010] In another embodiment a non-pneumatic tire comprises a rim that has an axial centerline that defines a geometric axis of rotation of the tire, and a resilient wheel positioned on the rim. The wheel comprises an inner ring, an outer ring and a plurality of flexible webs interconnected between the inner and outer rings. A tread layer is positioned over the outer ring and the outer ring has an edge that overlaps the tread layer.
[00011] In yet another embodiment, a non-pneumatic tire comprises a rim that has an axial centerline that defines a geometric axis of rotation of the tire. A resilient wheel positioned on the rim, where the wheel comprises an inner ring, an outer ring and a plurality of flexible webs interconnected between the inner and outer rings. A plurality of protrusions extend outwardly from the outer ring, and a tread layer is positioned over the outer ring and over the protuberances.
[00012] The invention will now be described by reference to the drawings.
[00013] Figure 1 is a side view of a first embodiment of the present disclosure;
[00014] Figure 2 is a cross-sectional view through lines 2-2 of Figure 1;
[00015] Figure 3 is a view similar to figure two, where the resilient wheel overlaps the tread;
[00016] Figure 4 outlines a second modality of this disclosure;
[00017] Figure 5 is an alternative version of the modality shown in Figure 4;
[00018] Figure 6 shows another revision of the embodiment of Figure 5;
[00019] Figure 7A shows a cross-sectional view through the embodiment of figure 6;
[00020] Figure 7B shows a cross-sectional view of an alternative embodiment of figure 7A;
[00021] Figure 7C shows a cross-sectional view of an alternative embodiment of figure 7A;
[00022] Figures 8A and 8B show cross-sectional views of another embodiment;
[00023] Figure 9 shows a diagrammatic view of a vehicle that incorporates the embodiment of figures 8A and 8B;
[00024] Figure 10 shows another embodiment of the present disclosure;
[00025] Figure 11 shows a partial cross-sectional view as seen in figure 10;
[00026] Figure 12 outlines a diagrammatic view of a mold for molding the resilient wheel of Figure 10;
[00027] Figure 13A shows a diagrammatic side view of an alternative wheel having vertical cases;
[00028] Figure 13B shows a diagrammatic end view of the wheel of figure 13A;
[00029] Figure 14A shows a diagrammatic side view of an alternative wheel having transverse ribs;
[00030] Figure 14B shows a diagrammatic end view of the wheel of figure 14A;
[00031] Figure 15A shows a diagrammatic side view of an alternative wheel having circumferentially extending ribs;
[00032] Figure 15B shows a diagrammatic end view of the wheel of figure 15A.
[00033] Referring first to Figure 1, a non-pneumatic tire is generally shown at 2, which comprises a resilient wheel 4 and an outer tread at 6. The resilient wheel 4 comprises an inner ring 8, an outer ring 10 and a plurality of webs 11 positioned between the inner and outer rings 8, 10, thereby defining a plurality of several sized openings 12, 14, 16, 18, 20 and 22. It should be understood that the webs and the various openings can be made in different configurations and different orientations for the modalities, as disclosed here. As shown in Figure 1 the non-pneumatic tire 2 is similar to that shown in US Patent 8,019,308 entitled "Tensionbased non pneumatic tire", the subject of which is hereby incorporated by reference.
[00034] Referring now to figure 2, the non-pneumatic tire 2 is shown in cross section, where the configuration of the inner ring 8 and the outer ring 10 is shown in greater detail. As shown, the outer ring 10 has a wider extension than the inner ring 8 which defines sloping faces 24, 25. As shown in the embodiment of Figure 2, the tire 2 is not symmetrical, and thus the face 24 could be the face interior or the exterior face when mounted on a rim 30, where only the rim 30 defines the interior and exterior position, as should be appreciated by one skilled in the art.
[00035] Advantageously, the embodiment of figure 2 provides a wider ground impression of the tread 6 with a wheel of minimum depth 30. The inclined faces 24 and 26, in particular when the inclined face is an interface, provide even greater clearance for various suspension components.
[00036] Referring now to Figure 3, the embodiment of Figure 2 can be modified such that the resilient tire wheel 52 is provided with an inner ring 58 and an outer ring 60 defining openings 64 and 68. The outer ring 60 it has an edge 80 adjacent to the first sloping face 74 and the second sloping face 76. This provides retention of the tread 56, preventing the tread 56 from becoming disengaged from the outer ring 60. It should be understood that the embodiment of Figure 3 could be used with straight surfaces at 74, 76 (without a slanted surface).
[00037] With reference to figures 2 and 3, it should be appreciated that the treads 6 or 56 could include several layers, such as a rubber layer out of 100, layers such as 102, 104 which could be nylon or steel straps , and an inner layer such as 106 which could be another stiffening or reinforcing layer.
[00038] Referring now to Figure 4, another embodiment of the resilient wheel is shown at 204, which includes an inner ring 208, an outer ring 210 with a plurality of apertures 212, 214, 216, 218 and 220 defined between the inner and outer rings 208, 210. In this modality, at least one membrane 225 can be positioned in at least one of the openings, in this case positioned in openings 214 and 218. These membranes could be individual filling cells similar to those known as "TireBalls" , available from TireBalls Inc, Louisville, KY and displayed at www,tireballs.com. In another embodiment the cells 225 could be foam, or placed in and held in place by adhesive or other fastening means, or they could be injected directly from a resin state. The foam could be of a single density or it could have multiple foam components with different densities. For example, the density of foam adjacent to the inner side of the rim could be less dense or softer than a denser or "harder" foam density adjacent to the outer side of the rim, to vary wheel stiffness and overall performance of the tire.
[00039] Referring now to Figure 5, the resilient wheel 204 could have several membranes such as inflatable cells 255' positioned in each of the openings 214, 218 as shown. These cells 225' could be similar to the inflatable cells 225 and could be discrete from one another or could be interconnected to each other by a connecting tubing. Membranes 225' could include one-way valves to allow filling of both membranes together, but which prevent deflation of the remainder of the membranes when another membrane is pierced.
[00040] The embodiment of figure 4 or figure 5 could be used in combination with discs 300 (figure 6) where discs 300 can be coupled to either the rim or the resilient wheel by means of fasteners through openings 302. Figure 7A outlines an embodiment where discs 300 are attached to outer edges 304 of rims 30. This provides an intermediate space 306 to resilient wheel 204 and disc 300 trapping membranes 225 or 225' therein. This also has the advantage of preventing mud, dirt and rocks from penetrating the openings and skinning the openings or membranes 225, 225'. As shown in Figure 7B, another embodiment is disclosed, where membranes 225 are tied to disk 300 by means of a cable 310 and membranes 225' are tied to disks 300 by means of cables 312. The disk 300 could be a rigid element of metal or plastic material, or it could be resilient or compliant and flex with the wheel.
[00041] In the aforementioned embodiments, the resilient wheel 204 has equal stiffness adjacent to the first and second face 314, 316. In some cases it is desired to have the stiffer wheel adjacent to one or the other face. Providing increased rigidity of the resilient wheel 204 adjacent the outer face 314 could position the tread contact point on the ground closer to the outer face 314 which could simulate the stability of a wider track vehicle. Referring now to Figures 7C-8B, modalities will be discussed which provide variable stiffness along one of the wheel faces.
[00042] Referring first to Fig. 7C, apertures 214 and 218 include a discrete membrane 225' positioned adjacent face 314. This provides increased rigidity of resilient wheel 214 adjacent face 314. In the embodiment shown in Fig. 7C face 314 could be the outer face of the rim 30.
[00043] Referring now to Figures 8A and 8B an alternative 225” membrane is shown which could include a magnetic fluid, sometimes referred to as an intelligent magnetic fluid. Figure 8A shows the 225” membrane in the free, unexcited state, with the magnetic particles of the magnetic fluid distributed evenly throughout the membrane. With reference to Figure 8B, the membranes 225" are shown in the excited stage, where the magnetic particles of the magnetic fluid attract to one side, in this case adjacent to outer face 314, thereby stiffening the resilient wheel 204 adjacent to outer face 314. It should it will be appreciated that the wheel could be provided with a mechanism to magnetically charge the magnetic particles onto the 225” membranes.
[00044] As shown in figure 9, the embodiments of figures 8A and 8B could be used in a vehicle 400 that includes a frame 402, a propulsion device 404 that is coupled to at least two of the wheels 204, where the wheels 204 are provided with 225” membranes as described with respect to figures 8A and 8B. Vehicle 400 further includes brakes 406 and stability control unit 410. Stability control unit 410 could be similar to that described in US Patent 7,966,103 entitled “Vehicle Stability Control System”. whose theme is here with it incorporated for reference. In this mode, the stability control unit 410 could control brakes 406, membranes 225”, and an acceleration (throttling) control unit of the propulsion device 404.
[00045] That is, vehicle 400 could include sensors used in stability control units such as accelerometers, yaw sensors and the like. Upon reaching a condition known to be unstable, the stability control unit 410 could react by applying the brakes, controlling the throttle and exciting the 225” membranes to stiffen the resilient wheels adjacent to the outer face as described above. It should be understood that several different scenarios are possible to control vehicle deceleration. These could include applying all three deceleration methods in series or applying the methods in parallel. It should also be appreciated that it may be necessary to excite the membranes in such a way that some of the membranes are excited adjacent to the inner face and some are excited adjacent to the outer face.
[00046] For example, and with reference to figure 9, if the vehicle is traveling in the forward (F) direction, but accelerating laterally in the LA direction, it may be necessary to excite the membranes on the right side of the vehicle adjacent to an outer face of the wheel and excite membranes on the left side of the vehicle adjacent to an inner face of the wheel.
[00047] Referring now to figures 10 to 12, yet another embodiment of the resilient wheel will be described. As best shown in Figure 10, resilient wheel 504 is shown, which is molded with an asymmetrical geometry. As shown in Figure 12, resilient wheel 504 is diagrammatically shown as being molded into mold die halves 600A, 600B having an asymmetric parting line at 602. Both mold tools 600A and 600B separate, the mold cavities which define the resilient wheel 504 have a slight rake angle and define a dividing line at 610 as shown in Figure 12, which is coincident with the dividing line 602. This defines a transverse web 612 having a rigid portion at 614 and a more resilient portion 616 wherein the stiffer portion 614 is positioned adjacent the outer face 514 of the resilient wheel 504 and the more resilient portion 616 is positioned adjacent the inner face 516 of the resilient wheel 504.
[00048] In another modality, air can be injected through openings 12, 14, 16, 18 and 20. This could be done for cooling wheel 4 or tread 6. This could also discharge either mud or rocks from openings 12, 14, 16, 18 and 20. A separate cooling fan could be provided to provide airflow. Alternatively, air could be directed from another source, for example from a CVT cooling air circuit where air discharged from a CVT cooling circuit is exhausted through the wheel.
[00049] In another modality the tread bands 6 or 56 could be molded directly onto the outer ring 10, 60 which eliminates a manufacturing step. In addition, features could be added to the outer surface of the outer ring 10, 60 such as vertical pegs, transverse ribs, or circumferentially extending ribs or rings which protrude into the rubber layer when the tread is molded to outer ring 10, 60 to assist in retaining the molded rubber layer.
[00050] For example, and with reference to Figures 13A and 13B, cylindrically shaped cases 702 could protrude upward from the outer surface 704 of outer ring 710 of a wheel 700. Only one row of cases 702 is shown and it should be understood that several rows could circumscribe the wheel in any desirable design.
[00051] With reference to Figures 14A and 14B, transversely extending ribs 722 could remain vertical from the outer surface 724 of ring 726 of a wheel 720. Only one row of ribs 722 is shown, and it should be understood that several ribs could circumscribe the wheel.
[00052] Referring to Figures 15A and 15B, circumferentially extending ribs 732 could remain vertical from the outer surface 734 of the outer ring 736 of a wheel 730.
[00053] Although this invention has been described as having a design taken as an example, the present invention can be further modified within the spirit and scope of this disclosure. This Order is therefore designed to cover various variations, uses or adaptations of the invention using its generic principles. Furthermore, this Application is designed to cover such departures from the present disclosure as coming within known or customary practices in the art to which this invention belongs.

权利要求:
Claims (12)
[0001]
1. Non-pneumatic tire comprising a rim having an axial centerline defining an axis of rotation of the tyre; a non-pneumatic tire positioned on the rim, the non-pneumatic tire comprising an inner ring, an outer ring and a resilient core including a plurality of flexible core elements and interconnecting the inner and outer rings, the non-pneumatic tire having an axially inner face, an axially outer face, and a tread layer positioned over the outer ring and defining an adapted wheel contact surface. to contact the ground surface; characterized in that a plurality of flexible core elements define a plurality of openings, and the flexible core elements are stiffened at an intermediate position to the radial inner ring and the radial outer ring to vary the rigidity of the resilient web at a position adjacent to the axially inner face and a position adjacent to the axially inner face and external, and the resilient core is spaced radially beyond the contact surface.
[0002]
2. Non-pneumatic tire according to claim 1, characterized in that the stiffness of the resilient core in a position adjacent to the axially outer face is greater than the stiffness of the resilient core in a position adjacent to the axially inner face.
[0003]
3. Non-pneumatic tire according to claim 1 or 2, characterized in that the flexible core elements have variable dimensions that change the stiffness or at least a portion of the resilient core.
[0004]
4. Non-pneumatic tire according to claim 3, characterized in that the dividing line for the resilient core is asymmetric.
[0005]
5. Non-pneumatic tire according to claim 1 or 2, characterized in that the plurality of flexible core elements include inflated membranes positioned in at least one of the plurality of openings.
[0006]
6. Non-pneumatic tire according to claim 5, characterized in that the membranes are filled with air.
[0007]
7. Non-pneumatic tire according to claim 5, characterized in that the membranes are made of foam.
[0008]
8. Non-pneumatic tire of any one of claims 5 to 7, characterized in that the membranes are discrete.
[0009]
9. Non-pneumatic tire according to claim 8, characterized in that the membranes are interconnected to at least some other membranes.
[0010]
10. Non-pneumatic tire according to claim 5, characterized in that the membranes are filled with a magnetic material.
[0011]
11. Non-pneumatic tire according to claim 10, characterized in that it further comprises a charging mechanism to electrically charge the magnetic material and thereby change the viscosity of the magnetic material.
[0012]
12. Non-pneumatic tire according to claim 1, characterized in that the resilient core is molded from a resilient material.

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法律状态:
2017-09-26| B25A| Requested transfer of rights approved|Owner name: RESILIENT TECHNOLOGIES LLC (US) |

2017-10-10| B25A| Requested transfer of rights approved|Owner name: BRIDGESTONE AMERICAS TIRE OPERATIONS, LLC (US) |

2018-12-04| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|

2019-11-12| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|

2020-12-08| B07A| Technical examination (opinion): publication of technical examination (opinion) [chapter 7.1 patent gazette]|

2021-06-08| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|

2021-07-20| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 14/03/2013, OBSERVADAS AS CONDICOES LEGAIS. |

优先权:

申请号 | 申请日 | 专利标题

US201261611300P| true| 2012-03-15|2012-03-15|

US61/611300|2012-03-15|

PCT/US2013/031153|WO2013138548A1|2012-03-15|2013-03-14|Non-pneumatic tire|

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