• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Mixed wheel with rigid outer ring structure and increased safety that incorporates a flexible external ring, sensibly inextensible (1), intended to come into contact with the ground. This annular band is joined, by its internal zone, to several rigid radial elements (2), separated from each other, which in an intermediate part to a rim (6), are fixed to an elastic wall surrounding a sealed compartment (7) enclosing a gas or liquid at a pressure higher than atmospheric pressure. This innovation allows to eliminate the vertical balancing and the decoupling of the frequencies of vibration, that appears when using mixed wheels with radial elements of elastic material or flexible by buckling, at high speeds, reducing the deformation of the wheel and the consumption of fuel. The innovation maintains the advantages related to less deformation in curves, better behavior with water on the road and safety against pressure loss. (Machine-translation by Google Translate, not legally binding)
    公开号:ES2662695A2
    申请号:ES201600817
    申请日:2016-10-04
    公开日:2018-04-09
    发明作者:Ignacio Requena Rodríguez；Juan Manuel PÉREZ VENTURA
    申请人:Advantaria SL；
    IPC主号:
    专利说明:

    MIXED WHEEL WITH RIGID EXTERNAL RING STRUCTURE and INCREASED SECURITY
    Scope of the technique
    The invention is framed within the field of wheels and tires, for all types of vehicles, with or without an engine, and is especially located within the field of improvements and innovations aimed at increasing vehicle safety and improving its control. State of the art
    Historically, the wheels for different types of vehicles have been divided between pneumatic and non-pneumatic wheels.
    The pneumatic type wheels have a greater capacity to absorb the vibrations produced by the bearing, which allows to increase the comfort of the occupants of the vehicle and reduce the efforts on the damping systems. Non-pneumatic wheels, on the other hand, have the advantage of not being exposed to problems resulting from a puncture or sudden loss of pressure inside, being, in any case, their use inadvisable in vehicles at high speeds, due at its lower vibration absorption capacity.
    This division between pneumatic and non-pneumatic wheels, with their marked differences in performance and behavior, has caused wheels to be used, of one type or another, depending on the final application and the speed at which of driving the vehicle. In this regard, and to try to combine the main advantages of both designs, the company AOVANT ARIA SL has developed in the past several innovations in mixed wheel designs that combine a pneumatic structure in the interior area of the wheel, with another structure non-pneumatic in the exterior of the wheel that includes elastic or flexible elements, being possible to use in vehicles at high speeds.
    It has been proven that the advantages of non-pneumatic or mixed-type wheels, which have elastic or flexible elements in contact with an external annular band, are reduced by the appearance of a vertical balancing movement in the part between the wheel axle and the area
    5 of tread contact with the ground. This effect increases the work of the damping systems, reducing their useful life and can be perceived by the occupants of the vehicle, reducing their comfort. The incidence of this balancing increases with the increase in vehicle speed, being accentuated above 80Km / h.
    For this reason it is necessary to develop a wheel design that maintains the advantages of this type of non-pneumatic or mixed wheels (better safety against the presence of water on the road, greater control of the vehicle against pressure losses in its pneumatic part , less deformation in the curves and longer life of the
    15 wheel) eliminating problems arising from vertical balancing.
    As an added effect, it is observed that a reduction of the vertical balancing produces a lower deformation of the wheel during rolling and generates a lower resistance to rotation, thus reducing fuel consumption with respect to the wheels.
    20 pneumatic and mixed previously developed.
    Description of the invention
    The wheel design developed in the present invention makes it possible to combine a large
    25 number of advantages that are characteristic of non-pneumatic or mixed type wheels, with adequate vibration absorption and elimination of the vertical balancing effect that appears on these wheels that have elastic or flexible elements in contact with an external annular band . As mentioned, these advantages of the present innovation, in relation to the greater absorption capacity and
    30 elimination of vertical balancing, are very relevant in vehicles that circulate at medium and high speeds (above 50 km / h, being much more pronounced above 80 km / h).
    For the elimination of vertical balancing, maintaining an adequate circular contour 35 of the wheel and maintaining an efficient absorption of the vibrations transmitted by the contact with the ground, a combination of aspects related to the rigid or elastic behaviors of the different elements is used constitutive of the wheel, as well as modifications in its design, layout and geometry.
    In this way, the wheel design of the invention incorporates an external annular band, of a flexible and substantially inextensible character, which has, in its outer zone, a tread band intended to come into contact with the ground in rolling conditions, and, in its inner zone, with a surface that joins several radial elements.
    These radial elements occupy an interior area to the outer annular band. Because of their area closest to the wheel axis, these radial elements are fixed to a surface of an elastic nature. This elastic surface is in contact with the sides of a tire or rigid anchoring structure of the wheel to the vehicle, forming an elastic wall that, together with the tire, wraps a volume that forms a closed compartment into which a gas or a liquid at a pressure higher than atmospheric. The introduction of gas or liquid under pressure can be carried out directly inside the closed compartment if it is designed to be of a watertight nature, or otherwise, by using a pneumatic chamber.
    The arrangement of these radial elements is, at one end, at points of the outer annular band that are equidistant from each other, and at the other end, at points of the elastic wall, which are, in turn, equidistant. These elements are directed in the same direction of the radius, or in a direction that maintains a reduced angle with respect to this radius (typically less than 10 °).
    The radial elements have a resistance to deformation far superior to the resistance to deformation that the pressure-tight compartment has, so that these elements transmit almost all of the tension from the tread to the waterproof compartment, producing a deformation only in the elastic wall that surrounds this volume and that is dynamically rebalanced, during the rotation of the wheel, by the effect of the Pascal principle on the liquid or gas under pressure that exists inside it.
    To ensure that the radial elements have a resistance to deformation that is greater than that of the volume of the watertight compartment, it is necessary to use either radial elements of a rigid nature, or radial elements of a semi-rigid nature that have a minimum limit elastic or buckling in which the product of the maximum permissible pressure without deformation in the direction of its axis multiplied by the area of least cross section of the radial element is greater than the product of the pressure of the sealed compartment multiplied by the entire area of contact between the elastic wall and this radial element.
    This relationship is expressed through the formula:
    PMmax X ATrans min gt; PVE X APE-ER
    where
    PMmax - Maximum permissible pressure by the radial element in the direction of its axis without deformation. ATrans min - Area of smaller cross section of the radial element
    PVE - Operation pressure of the watertight volume.
    APE-ER - Contact area between the elastic wall and the radial element.
    Given this greater resistance to deformation of the radial elements compared to the watertight compartment, the term "radial rigid element" is used hereinafter; to refer interchangeably to radial elements of a rigid nature and to radial elements of a semi-rigid nature with high resistance to deformation, explicitly differentiating between the two situations only when describing a preferred embodiment.
    On the other hand, the elastic wall also needs to have a much greater deformation capacity in the direction of the radius, than in the directions perpendicular to it. Thus, in the event that a radial rigid element is forming an acute angle with the tread in its area of contact with the ground, the moment produced by the tension transmitted on the end of this radial rigid element necessarily results in a displacement of this element into the watertight volume, rather than a displacement around the contour of the elastic wall. This elastic and substantially inextensible character of the contour of the elastic wall can be achieved by the inclusion of a reinforcing structure of metal wires or substantially inextensible fibers, or by the use of a sufficient thickness of elastomeric material in the manufacture of this wall.
    Through this design it is achieved that all the deformation of the wheel occurs within a certain solid angle, which is equal to slightly greater than the solid angle defined by the two planes that pass through the axis of rotation and that each contain the points of border of the two edges of the zone of contact of the tread with the ground.
    Thus, the wheel of the invention is designed so that at any solid angle of the same size as the solid deformation angle, there are two or more radial elements.
    The fact that within each solid angle the size of the solid deformation angle, there are at least two radial rigid elements allows, in any turning position, the wheel is supported, either on a radial rigid element if it is close to the vertical axis, or simultaneously on two rigid radial elements if they are far from this vertical. This ensures that the wheel has adequate support at all times, and that the tension is transmitted from the contact surface in the direction of the radius, which is inside this solid deformation angle.
    The calculation of the solid deformation angle depends on the stiffness conditions of the outer annular band, the degree of flexibility of the elastic wall, the dimensions of the wheel (radius, width and proportion between pneumatic part and non-pneumatic part), as well as the weight of the vehicle and the wheel pressure.
    On the other hand, and to avoid that the efforts due to the normal force of the ground and transmitted by the outer annular band to the radial rigid elements, in case of leading an oblique direction to them, produce a rotation movement of these rigid elements radial with respect to the direction of the radius, it is necessary, as mentioned, that both the outer annular band, and the elastic wall surrounding the closed compartment are of a substantially inextensible character. Likewise, the section of the radial elements in their contact areas with the outer annular band and with the elastic wall can be increased. This greater surface has greater resistance to torsion in these contact areas, and avoids the possibility of this rotation with respect to the radial direction.
    The inclusion of a structural reinforcement layer inside the outer annular band and another structural reinforcement layer inside the elastic wall can increase the resistance to deformation in the radial direction and decrease the size of the solid deformation angle , so, depending on the characteristics of the vehicle, it may be desirable.
    By means of the use of radial elements, of a rigid or semi-rigid character with great resistance to deformation, with the ability to move in the direction of the radius, or in a direction close to it, the capacity of an independent oscillation in the non-pneumatic part is eliminated , eliminating the possibility of decoupling between the frequencies of vibration of the pneumatic part and the non-pneumatic part. In this way, the only possibility of oscillation by modification of its dimensions occurs in the elastic wall that covers the sealed compartment. It should be noted that the use of rigid or semi-rigid elements in the area between the outer annular band and the elastic wall, which is a strip that undergoes successive deformations with the rotation of the wheel, does not affect the circular movement of rolling when dynamically circumscribed inside the solid deformation angle, absorbing the vertical displacements of the radial elements in the pneumatic part. The elastic wall alternately modifies its deformation zone during the rotation of the wheel, recovering its natural position in those areas that successively fall outside the solid deformation angle. The action of the internal pressure in the sealed tight compartment causes the pressure differences, produced by the successive displacements of the elastic wall, to be redistributed throughout the compartment, allowing to recover its circular contour in the areas where the tension of the elements disappears rigid radial, and allowing to absorb the vibrations produced by irregularities or roughness of the ground.
    In this way, the design of the invention allows maintaining the advantages of non-pneumatic wheels relative to less deformation in curves, better behavior against water on the road, resistance to sharp objects on the ground and longer life wheel useful. At the same time it allows adequate vibration absorption at high speeds, while eliminating the vertical balancing movement that occurs with non-pneumatic or mixed structures that have elastic or flexible elements in contact with an external annular band.
    As mentioned, the elimination of the vertical balancing effect causes the deformation of the wheel to be reduced during rolling, reducing the resistance to rotation, and further reducing fuel consumption with respect to non-type wheels. pneumatic or mixed developed so far.
    Description of the drawings
    The following figures show a diagram with the operation of the wheel of the invention, as well as various embodiments thereof.
    Figure 1 shows a cross-sectional diagram of a wheel with radial rigid elements coinciding with the direction of the radius. In this scheme the deformation produced by the weight of the vehicle and the action of the normal reaction force originated on the surface of contact of the wheel with the ground, as well as its transmission through the rigid radial elements and the solid angle are appreciated deformation delimited by two planes that include the axis of rotation of the wheel and each of the two edges of the contact area between the wheel and the ground.
    Figure 2 shows two external views of the embodiment of the wheel with radial rigid elements coinciding with the direction of the radius. One view is arranged in a direction perpendicular to the axis of rotation and another view according to the direction coinciding with the axis of rotation from the outer face to the side of the vehicle. In these two views the cutting plane of the section that appears in figure 3 is included.
    Figure 3 shows a section of the wheel with radial rigid elements coinciding with the direction of the radius, according to a plane containing the axis of rotation.
    Figure 4A shows a cross section similar to that of Figure 3 in an embodiment of
    the wheel that has radial rigid elements with trapezoidal shape.
    Figure 48 shows an external side view of the wheel in an embodiment of the wheel having radial rigid elements with trapezoidal shape according to the direction of the axis of rotation, from its outer face to the vehicle.
    Figure 5A shows the cross-section of Figure 4A of an embodiment of the wheel having radial rigid elements with trapezoidal shape, also indicating the average cutting plane that defines Figure 58.
    Figure 58 shows a cross-section of the wheel of Figures 4A, 48 and 5A, this cut being made according to the median plane defined in Figure 5A and this cutting plane being perpendicular to the axis of rotation.
    Figure 6 shows an external side view of a bicycle wheel, according to the direction of the rotation axis, in an embodiment of the wheel that has radial rigid elements with trapezoidal shape.
    Figure 7 shows an enlarged detail of a cross section according to a plane containing the axis of rotation of a bicycle wheel with radial rigid elements with trapezoidal shape. This wheel is mounted on a tire and contains a chamber inside.
    Figure 8 shows a cross section similar to that of Figures 4A and 5A in which a rigid reinforcement structure attached to the rim is included to increase the effective diameter in case of breakage of the elastic wall. This figure also shows the direction of transmission of the centrifugal force produced during the rotation of the vehicle and that has its point of application in the contact area between the axle and the wheel, producing a moment of force with respect to the point of contact with the ground
    The different components that appear in the drawings are listed below:
    1 -Outline contour of the wheel of a flexible and substantially inextensible nature. 2 -Rigid radial element located between the outer annular band and the elastic wall.
    3 -Outer contour of the elastic wall surrounding the sealed sealed compartment prepared to contain a gas or liquid under pressure. 4 -Propagation of the pressure difference inside the sealed compartment in the direction of the radius. 5 -Propagation of the pressure difference inside the sealed compartment in the direction perpendicular to the radius. 6-Inside rim of the rim and central limit of the sealed compartment. 7 -Sealed closed compartment. 8 -Solid angle in which the deformation of the outer ring band and the elastic wall occurs. 9 -Distance between the axle and the inner contour of the tire. 10 -Direction of the tension produced by the weight of the vehicle. 11-Zone of the elastic wall that is deformed by the action of the tension transmitted through the rigid radial elements between the outer annular band and the elastic wall. 12 -Distance between the inner contour of the rim and the point of the deformed elastic wall closest to the wheel axle. 13 -Direction of the voltage transmitted by the rigid radial elements within the solid deformation angle, which are further away from the central area of this solid angle. 14 -Distance between the natural position of the elastic wall and its position of maximum deformation. 15 - Direction of the tension transmitted by the radial rigid element within the solid deformation angle, which is located in the central area of this solid angle. 16-Direction of the voltage transmitted by the rigid radial elements within the solid deformation angle, which are located in the intermediate zone of this solid angle. 17 -Land area. 18 -Distance between the natural position of the elastic wall and the position of maximum deformation of the outer annular band. 19-Natural position of the outer contour of the wheel. 20 -Distance between the natural position of the outer contour of the wheel and its position of maximum deformation.
    21 -Direction of the normal force produced by the contact of the vehicle weight and the
    roll on the ground22 - Left outer boundary of the deformed area of the outer contour of the wheel.23 - Left outer boundary of the deformed area of the elastic wall.24-Elastic wall area with concave deformation towards the inside of theClosed tight compartment.25 - Contour of the elastic wall in its natural position within the solid angle ofdeformation.26 - Rigid radial element within the solid deformation angle, which is locatedlocated in the central area of this solid angle.27-Contact area between the wheel and the ground.28 -Rigid rigid elements within the solid deformation angle, which arethey are located in the intermediate zone of this solid angle.29 - Right outer boundary of the deformed area of the elastic wall.30 -Rigid rigid elements within the solid deformation angle, which arethey are further away from the central zone of this solid angle.31-Right outer boundary of the deformed area of the outer contour of the wheel.32-Vertical plane perpendicular to the rolling surface.33-Tread band.34-Rivet fastening the outer ring band to the radial rigid element.35 - Diagonal treads in the tread.36 -Concentric treads in the tread to improve grip onwet surfaces.37-External annular band of a flexible and substantially inextensible nature.38 -Elastic wall surrounding the sealed compartment.39-Anchoring zone of the radial rigid element to the elastic wall, with a curvaturesimilar to that of this wall.40-Widening of the radial rigid element with holes for fixing to the wallelastic41 -Radio of the tire.42-Holes in the rim for the fastening bolts to the vehicle.43 -Axis of rotation.44-Hole in the rim for the wheel axle.45-Center area of the tire around the axle.46 -Car tire.
    47 - Side wall of the tire.
    48-Union area on the rim between the side wall, the inner wall and the spokes
    central.
    49-Lateral area of the elastic wall that surrounds the closed sealed compartment.
    50 - Cutting plane of the section of Figure 3.
    51-Anchor nut from the radial rigid element to the elastic wall.
    52-Internal washer for anchoring the rigid radial element to the elastic wall.
    53-Screw anchor screw of the radial rigid element to the elastic wall.54-External anchor washer from the rigid radial element to the elastic wall.55 -Structural reinforcement of the outer ring band.56 - Radial semi-rigid element with trapezoidal shape for heavy vehicle wheel.57-Structural reinforcement of the elastic wall.58-Inflation / deflation valve.59 -Space inside the semi-rigid radial trapezoidal element.60-Space between two semi-rigid radial trapezoidal elementsconsecutive.61-Heavy vehicle wheel.62 -Zone area farthest from the axle.63 - Cutting plane of figure 5B.64 - Contact area between the radial semi-rigid element and the elastic wall.65 -Rigid trapezoidal radial rigid element for bicycle wheel.66 -Area of the elastic wall furthest from the axle on the bicycle wheel.67 - Transition zone between the furthest part of the axis and the sides of the wall
    elastic
    68 -Lateral of the bicycle rim.
    69 -Lateral of the elastic wall of the bicycle wheel.
    70 -Bicycle tire.
    71 -Radio of the bicycle rim.
    72-Space between two consecutive rigid radial trapezoidal elements
    on the bicycle wheel
    73 -Axis of the bicycle wheel.
    74 -Bicycle wheel tread.
    75-Flexibe and substantially inextensible external ring band on the bicycle wheel.
    76 - Bicycle chamber inflation / deflation valve.
    77 -Air chamber for bicycle wheel.
    78 -Laterales of the bicycle wheel for its insertion in the rim.79 -Space inside the elastic wall for the air chamber.80 - Contact area between the outer annular band and the rigid connection elementradial.81 -Distance in the direction of the radius between the elastic wall and the inner wall of thetire.82 -Distance in the direction of the radius between the elastic wall and the reinforcing element.83-Reinforcement element.84 -Distance between the axis of rotation and the edge of the rim farthest from the axis.85 -Distance between the axis of rotation and the edge of the reinforcing element furthest from theaxis.86-Direction of the centrifugal force transmitted by the axle to the wheel during thedriving the vehicle in curves at high speeds.87 -Distance between the axis of rotation and the inner face of the elastic wall.88 -Width in the direction of the radius of the reinforcement element.89 - Direction of deformation of the side of the elastic wall due to the forcecentrifuge90-Direction of vertical displacement of the radial rigid element inwards andthe outside of the waterproof compartment.91-Width in the direction of the radius of the radial rigid element.92-Fixed point of application of the moment of centrifugal force. Description of a preferred embodiment
    Figure 1 shows an explanatory scheme of the transmission of tensions in a wheel design that has a separation of 9 ° between each pair of consecutive radial elements, totaling a total of 40 elements. Thus, in each solid deformation angle for this wheel (38 °) between 4 or 5 radial rigid elements are included, depending on their arrangement in relation to the edges of this solid angle. The deformation produced by the weight of the vehicle and the action of the normal reaction force caused by the contact surface of the wheel with the ground, is transmitted through the radial rigid elements. The deformations produced in the outer annular band are located within a solid angle delimited by the edges of the contact area between the wheel and the ground, and which has the axis of rotation as the center of this angle. In the case of the elastic wall surrounding the watertight compartment, deformation occurs within this same solid deformation angle, the deformation angle being slightly extended to the contact area of the next radial element with the elastic wall (typically less than 10 °).
    In this case the constituent materials are chosen so that, the maximum resistance to deformation, per unit area, in the radial direction, of the outer annular band, and the maximum resistance to deformation, per unit area, in the radial direction, of the elastic wall, is less than the pressure inside the sealed tight compartment.
    Figures 2 to 8 show different views of four preferred embodiments depending on the type of vehicle and the end use of the wheel.
    Figures 2 and 3 show a car wheel with 36 radial rigid elements, with a 10 ° separation. Inside a solid deformation angle of 38 °, three or four radial rigid elements are included, depending on their turning position.
    Figures 4A, 48, 5A and 58 show an embodiment of a wheel for heavy vehicles that has 32 double radial semi-rigid elements with a trapezoidal shape.
    Figures 6 and 7 show a bicycle wheel that has an internal air chamber (77).
    Figure 8 shows an embodiment of the wheel of Figures 4A, 48, 5A and 58 to which a reinforcement element (83) has been incorporated into the closed volume.
    In these embodiments a standard car tire (46), heavy vehicle (61), or bicycle (70), and a valve (58 and 76) of the Schrader type are used, allowing its incorporation in replacement of pneumatic type wheels in a vehicle with the same tire dimensions. You can also modify the designs to use another type of valve or tire.
    In the case of the car embodiment, this wheel has an external annular band (37), located in the part furthest from the axis of rotation (43). This outer annular band has a tread on its outer part (33), and inside with a metallic or fiber braid for structural reinforcement, flexible and substantially inextensible, which is covered on its inner face by a material elastomer
    This outer ring band is, in turn, attached to a set of radial rigid elements, of an inextensible nature and made of a light metal such as aluminum or rigid polyirines.
    These radial rigid elements are in contact with an elastic wall (38) surrounding the volume (7) intended to contain a gas or liquid at a pressure higher than atmospheric. This elastic wall is formed, on its inner face, by a surface composed of an elastomeric material, on its outer face, by another similar wall, and by a structural reinforcement formed by interlocking threads made of metal
    or inextensible fibers, located between both surfaces, and which gives it a flexible, substantially inextensible character and provides the necessary stiffness to allow it to fit into the sides of the rim (47).
    The rigid radial elements have in their contact area the elastic wall
    (38) with a widening (40) that has a curvature similar to that of the elastic wall, and through which holes that are common to both elements run. Through these holes common to the elastic wall and to the radial elements, threaded screws are introduced, placing washers (52 and 54), of an elastomeric material and diameter substantially smaller than that of the screw thread, which are located between the elastic wall and the screw head (51) on one side, and between the wall and nut (53) on the other.
    By means of this embodiment, the manufacture and assembly of the wheel is facilitated, as a previous step to its incorporation into the rim, ensuring the tightness with an adequate geometry of the holes, washers and screws and by using sealing substances once the nuts are tightened. the direction of the screw heads.
    In the case of the embodiment for heavy vehicle according to figures 4A, 48, 5A and 58, a greater number of radial elements is used, as 32 double radial semi-rigid elements (56) are disposed, which have a trapezoidal shape, with a total of 64 semi-rigid elements connecting the outer annular band with the elastic wall, which allows to support a greater weight of the vehicle.
    The radial elements are made in polyresins with shore hardness of 96A. The reason for using virtually rigid elements but with a shore hardness of less than 100 is due to the possibility that, in case of large vertical irregularities of the terrain, the contact area between the radial element and the elastic wall (64) can reach impacting on the tire (61), due to the inertia of the large mass of the vehicle, it being desirable that the deformability of the radial element be greater than the deformability of the tire.
    An embodiment of the invention is shown in Figures 6 and 7 for a bicycle wheel incorporating a pressurized air chamber (77) inside. In this design rigid radial elements with trapezoidal shape (65), a tread band (74) similar to that of a wheel of similar characteristics, and a usual tire (70) for bicycle wheels with camera are used. The chamber used has a transverse tube diameter smaller than that corresponding to a standard chamber for a wheel with this tire dimension. Also, the closed non-sealed compartment also has a smaller volume. In this embodiment, the pairs of radial rigid elements are arranged in directions that form a small angle with the radius of the wheel.
    In the case of a bicycle wheel with a camera, there is the added advantage that the volume where the air chamber is housed does not necessarily have to be tight. In this way, the fixation of the radial rigid elements to the elastic wall is carried out by means of the introduction of threaded screws in holes common to the contact area of the radial element and the elastic wall, without the need to ensure the tightness of the space between the screw and hole.
    On the other hand, in some situations, the existing distance between the side walls of the tire can lead to a problem in case of sudden loss of pressure in the waterproof compartment, since the radial elements can occupy the space located between both sides, reducing the effective diameter of the wheel. To avoid this circumstance, it is possible to choose a reinforcement structure that has a circular surface with a radius (85) greater than the maximum radius of the tire (84), and inferior to the inner radius of the elastic wall (87). . This reinforcement structure can be constituted by a rigid or elastic material, being fixed to the central area of the rim or to the inside of its sides and contributes to maintaining the effective diameter of the wheel in case of loss of pressure in the internal volume, reducing the same in a distance (82) that allows to maintain the circulation of the vehicle.
    These embodiments of the innovation wheel design can also be adapted, by modifying its dimensions and pressure requirements, for use in other types of vehicles, such as airplanes, helicopters, specialized machinery, road cleaning vehicles, specialized vehicles, trailers, auxiliary vehicles, etc.
    权利要求:
    Claims (15)
    [1]
    1 - Vehicle wheel, which has:
    to) an external annular band of a flexible nature, substantially inextensible, with
    a tread on its outer surface;
    b) a tire to fix the wheel to the vehicle, allowing its circular movement;
    C) an elastic wall that is in contact with the sides of the tire;
    d) avolumesurroundedbythewallelasticYbythetire,thatshapea
    closed compartment destinedtocontainagasor liquidtoaPressure
    superior to atmospheric;
    characterized in that: e) the outer annular band is separated from the elastic wall, this elastic wall occupying an area in the wheel located closer to the axis of rotation; f) the outer annular band is connected, for its part closest to the wheel axis, to a set of radial elements; g) these radial elements are attached, at their other end, to the elastic wall, in the area of this wall furthest from the axis of rotation;
    h) the solid deformation angle, defined by two planes containing the axis of rotation of the wheel and the boundary points of the tread contact area, in which the contour of the wheel loses its circular shape, It contains two or more radial elements inside;
    i) the displacement of the radial elements, due to the deformation of the wheel by the weight of the vehicle, is carried out only in the direction of the radius;
    j) the displacement of the radial elements, due to the deformation of the wheel by the weight of the vehicle, is not carried out in the tangential direction to the contour of the elastic wall;
    k) deformation of the outer annular band, due to the weight of the vehicle, occurs only within the solid deformation angle, the rest of the annular band keeping its circular shape;
    1) The deformation of the elastic wall, due to the weight of the vehicle, occurs only within a solid angle with the same plane of symmetry as the solid deformation angle, and which is greater than 10 ° for each of its two sides, keeping the rest of the contour of the elastic wall its circular shape.
    [2]
    2. - Vehicle wheel according to claim 1 characterized in that the radial elements are arranged towards the axis of rotation with a direction that forms an angle less than 10 ° with the radius, measured in a plane perpendicular to the axis.
    [3]
    3. -Wheel for vehicle according to claims 1 or 2 characterized in that the radial elements are rigid, inextensible, non-elastic and non-flexible.
    [4]
    Four. - Vehicle wheel according to claims 1 or 2 characterized in that the radial elements are semi-rigid and maintain a certain degree of flexibility.
    [5]
    5. -Wheel for vehicle according to claims 1, 2, 3, or 4 characterized in that the distance between the points of union of two consecutive rigid radial elements with the outer annular band is similar for each pair of elements.
    [6]
    6. -Wheel for vehicle according to claims 1, 2, 3, 4, or 5 characterized in that the distance separating the points of union of two consecutive radial rigid elements with the elastic wall is similar for each pair of elements.
    [7]
    7. -Wheel for vehicle according to claims 1, 2, 3, 4, 5, or 6 characterized in that inside the outer annular band there is a reinforcement structure composed of inextensible wires.
    [8]
    8. -Wheel for vehicle according to claims 1, 2, 3, 4, 5, 6, or 7 characterized in that inside the elastic wall surrounding the closed compartment there is a reinforcement structure composed of inextensible wires.
    [9]
    9. -Wheel for vehicle according to claims 1, 2, 3, 4, 5, 6, 7, or 8 characterized in that the radial elements, in their contact area with the elastic wall surrounding the closed compartment, have a cross section superior to the central cross section of the element body.
    10 -Wheel for vehicle according to claims 1, 2, 3, 4, 5, 6, 7, 8 or 9 characterized in that the radial elements, in their contact area with the elastic wall surrounding the closed compartment, have holes which are common to this elastic wall, and through which anchoring elements such as thymes or rods run.
    [11 ]
    eleven . - Vehicle wheel according to claims 1, 2, 3, 4, 5, 6, 7, 8, 9, or 10
    5 characterized in that within the closed volume there is a rigid structure, whose surface furthest from the axis of rotation is concentric with it, this structure being anchored to the rim.
    [12]
    12. - Vehicle wheel according to claims 1, 2, 3, 4,5, 6,7, 8, 9,10 or 11
    10 characterized in that within the closed volume there is an elastic structure, whose surface furthest from the axis of rotation is concentric with it, this structure being anchored to the rim.
    [13]
    13. -Wheel for vehicle according to claim 11 characterized in that the
    The rigid structure inside the closed volume is anchored to the tire by an area other than the sides of the tire.
    [14]
    14. -Wheel for vehicle according to claim 12 characterized in that the
    Elastic structure inside the closed volume is anchored to the tire by an area other than the sides of the tire.
    [15]
    15. -Wheel for vehicle according to claims 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, or 14 characterized in that the closed volume formed by the tire and the wall elastic is adapted to contain an air chamber, a chamber for another gas or
    25 a chamber for containing a liquid, at a pressure higher than atmospheric.
    [16]
    16. - Vehicle wheel according to claim 15 characterized in that the diameter of the air chamber, chamber with another gas or chamber for containing a liquid, has a transverse tube diameter smaller than that corresponding to a chamber for a
    30 wheel of exclusively pneumatic type with similar rim dimensions.
    2 2
    3. 4
    6 4
    5 + ----------
    I
    I
    I
    I
    I
    8 ---- - ~ - ~~ ---- ~ ------_ 7 '9
    11 -------- ~ 7S ~~ f_ ~~~ nn_, ~~~~ ft
    13 ---------- ~~ TT ~ .h ~ J 15 ------------ ~~~~~~~~ Ul
    16 -------------- ~~ r__rl + H
     17 ======== ~ ==== ~~~:! ~: C ~~~~ == ~. twenty
    ~ -------------------- ~~ + - + - ~
    22 23 24 25 26 27 28 29 JO 31
    FIG. 1
    I1 11
    37
    2 --------- quot; 71'quot; -.
    40 -------- ~
    49 -------- # 0 41 ------ # - J
    41 ------- HI - :: o
    2 ----- ~~~.
     52 ------- 4¡
    42 -------- ~~
    FIG. 3
    '+ ----- 49
    ~ ----. 6
    L-i ----- 1
    ~ --------- 43
    --- quot; quot; quot; quot; '=: -------- 48 r + -I .------- 53
    49--- <; S = ~~~ 9i ~ kJJh..aJt;] ~
    I
     FIG. 4A
    i
    33 ---
     56 -------- ~~~~~~~ --37
    60 --- J-.I-I ~ ._ 62
    FIG. 48
    i i
    65-- ~~~~~ === 66
    Ao ::! .......---- 67
    FIG. 6
    FIG. 7
    FIG. 8
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    同族专利:
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    ES2662695B2|2018-11-16|
    ES2662695R1|2018-05-11|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US7013939B2|2001-08-24|2006-03-21|Michelin Recherche Et Technique S.A.|Compliant wheel|
    JP5221306B2|2008-11-28|2013-06-26|東洋ゴム工業株式会社|Non-pneumatic tire|
    US8567461B2|2010-08-12|2013-10-29|The Boeing Company|Non-pneumatic survivable tire mounting system for conventional wheels|
    EP3007909A4|2013-06-15|2017-03-01|Ronald Thompson|Annular ring and non-pneumatic tire|
    法律状态:
    2018-11-16| FG2A| Definitive protection|Ref document number: 2662695 Country of ref document: ES Kind code of ref document: B2 Effective date: 20181116 |
    优先权:
    申请号 | 申请日 | 专利标题
    ES201600817A|ES2662695B2|2016-10-04|2016-10-04|Mixed wheel with rigid outer ring structure and increased safety|ES201600817A| ES2662695B2|2016-10-04|2016-10-04|Mixed wheel with rigid outer ring structure and increased safety|
    PCT/ES2017/000083| WO2018007658A1|2016-07-06|2017-07-05|Mixed pneumatic–airless tyre with increased safety|
    EP17823702.0A| EP3482972A4|2016-07-06|2017-07-05|Mixed pneumatic airless tyre with increased safety|
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