Patent Application
20100175798
1. Field of the Invention
This invention relates to a composition comprising a plurality of particles for use in reducing force variations and/or vibrations acting on a pneumatic tire and/or wheel during operation of a tire and wheel (“tire-wheel”) assembly. More specifically, the present invention provides a composition containing particles or other media having chambers containing fluid, such as air, or any other tire balancing or energy absorbing material.
2. Description of the Related Art
Tires are utilized by vehicles to improve vehicle handling and ride. Tires, however, are exposed to imbalances and abnormalities and disturbances, which result in force variations and vibrations acting upon the tire and ultimately the vehicle. Ultimately, imbalances, force variations, and vibrations reduce vehicle handling, stability, and ride, while also causing excessive tire wear. Accordingly, it is generally desirous to reduce, if not eliminate, imbalances, force variations, and vibrations that act upon the tire, the tire-wheel assembly, and ultimately the vehicle.
A vehicle generally comprises an unsprung mass and a sprung mass. The unsprung mass generally includes portions of the vehicle not supported by the vehicle suspension system, such as, for example, the tire-wheel assembly, steering knuckles, brakes and axles. The sprung mass, conversely, generally comprises the remaining portions of the vehicle supported by the vehicle suspension system. The unsprung mass can be susceptible to disturbances and vibration originating from a variety of sources, such as worn joints, wheel misalignment, wheel non-uniformities, and brake drag. Disturbances and vibrations may also originate from a tire, which may be caused by tire imperfections, such as tire imbalance, tire non-uniformities, and irregular tread wear.
A tire imbalance generally results from a non-uniform distribution of weight around the tire relative to the tire's axis of rotation. An imbalance may also arise when the tire weight is not uniform from side-to-side, or laterally, along the tire. Tire imbalances may be cured by placing additional weight at particular locations to provide a balanced distribution of weight about the tire. Balance weights, such as clip-on lead weights or lead tape weights, are often used to correct tire imbalance and balance the tire-wheel assembly. The balance weights are applied to the wheel in a position directed by a balancing machine. Balancing may also be achieved by inserting a plurality of particulates or pulverant material into the tire pressurization chamber, which is forced against the tire inner surface by centrifugal forces to correct any imbalance. However, even perfect balancing of the tire-wheel assembly does not ensure that the tire will be exposed to other disturbances and vibrations. Even a perfectly balanced tire can have severe vibrations, which may result from non-uniformities in the tire. Accordingly, a balanced tire-wheel assembly may not correct non-uniformities affecting the tire-wheel assembly during vehicle operation.
Tire non-uniformities are imperfections in the shape and construction of a tire. Non-uniformities affect the performance of a tire, and, accordingly, the effects of which can be measured and quantified by determining particular dynamic properties of a loaded tire. Non-uniformities also cause a variation of forces acting on tire 11 through its footprint B. For example, a tire may have a particular conicity, which is the tendency of a tire to roll like a cone, whereby the tire translates laterally as the tire rotates under load. Also, a tire may experience ply steer, which also quantifies a tire's tendency to translate laterally during tire operation; however, this is due to the directional arrangement of tire components within the tire, as opposed to the physical shape of the tire. Accordingly, force variations may be exerted by the tire as it rotates under load, which means that different force levels may be exerted by the tire as portions of the tire having different spring constants enter and exit the tire footprint (the portion of the tire engaging the surface upon which the tire operates). Non-uniformities are measured by a force variation machine.
Force variations may occur in different directions relative to the tire, and, accordingly, may be quantified as radial (vertical), lateral (side-to-side), and tangential (fore-aft) force variations. Radial force variations operate perpendicular to the tire rotational axis along a vertical axis extending upward from the surface upon which the tire operates, and through the center of the tire. Radial forces are strongest in the vertical direction (e.g., wheel “hop”), such as during the first tire harmonic vibration. Radial forces may also have a horizontal (fore-aft, or “surge”) component due to, for example, the radial centrifugal force of a net mass imbalance in the rotating tire. Lateral force variations are directed axially relative to the tire's rotational axis, while tangential force variations are directed perpendicularly to both radial and lateral force variation directions, which is generally in the forward and rearward direction of travel of the tire. Lateral forces cause either tire wobble or a constant steering force. Tangential forces, or fore-aft forces, generally act along the tire footprint in the direction of tire travel, or, in other words, in a direction both tangential to the tire's outer circumference (e.g., tread surface) and perpendicular to the tire's axis of rotation (thus also perpendicular to the radial and lateral forces). Tangential force variations are experienced as a “push-pull” effect on a tire. Force variations may also occur due to the misalignment of the tire-wheel assembly
Because tires support the sprung mass of a vehicle, any dynamic irregularities or disturbances experienced by the tire will cause the transmission of undesirable disturbances and vibrations to the sprung mass of the vehicle, and may result in an undesirable or rough vehicle ride, as well as a reduction in vehicle handling and stability. Severe vibration can result in dangerous conditions, such as wheel tramp or hop and wheel shimmy (shaking side-to-side). Radial force variations are generally not speed dependent, while fore/aft force variations may vary greatly with speed. Tangential force variations are generally insignificant below 40 mph; however, tangential force variations surpass radial force variations as the dominant cause of unacceptable vibration of a balanced tire rotating at over 60 mph and can quickly grow to be a magnitude of twice the radial force variation at speeds approaching 80 mph. Currently, there are no viable methods for reducing tangential force variations.
Methods have been developed to correct for excessive force variations by removing rubber from the shoulders and/or the central region of the tire tread by means such as grinding. These methods are commonly performed with a force variation or uniformity machine which includes an assembly for rotating a test tire against the surface of a freely rotating loading drum. This arrangement results in the loading drum being moved in a manner dependent on the forces exerted by the rotating tire whereby forces may be measured by appropriately placed measuring devices. A computer interprets the force measurements and grinders controlled by the computer remove rubber from the tire tread. However, grinding of the tire has certain disadvantages. For example, grinding can reduce the useful tread life of the tire, it may render the tire visually unappealing or it can lead to the development of irregular wear when the tire is in service on a vehicle. Studies have shown that grinding does not reduce tangential force variation (Dorfi, “Tire Non-Uniformities and Steering Wheel Vibrations,” Tire Science & Technology, TSTCA, Vol. 33, no. 2, April-June 2005 p 90-91). In fact, grinding of the tire can also increase tangential force variations within a tire.
Presently, there is a need to effectively reduce tire imbalance, force variations, and vibrations. This would allow tires having excessive force variations to be used. For example, new tires having excessive force variations may be used instead of being discarded. Further, there is a need to reduced and/or correct force variations and vibrations that develop during the life of a tire, such as due to tire wear or misalignment of a vehicle component, where such reduction and/or correction may occur concurrently as any such force variation and/or vibration develops (i.e., without dismounting to analyze and/or correct each such tire after a performance issue is identified). There also remains a need to reducing rolling resistance and reduce impact energy loss at the tire footprint.
The present invention comprises compositions and methods for improved correction of force imbalances, force variations, and/or dampening of vibrations in a tire-wheel assembly. In particular embodiments, the composition includes a plurality of particles for positioning within the tire-wheel assembly, wherein each of said particles include a void.
In other embodiments, the present invention comprises a method for improved correction of force imbalances, force variations, and/or dampening of vibrations in a tire-wheel assembly. In particular embodiments, the methods include the steps of providing a tire-wheel assembly and providing a plurality of particles positioned within the tire-wheel assembly, wherein each of said particles include a void. A further step includes placing said plurality of particles into a pressurization chamber within said tire-wheel assembly.
The foregoing and other objects, features and advantages of the invention will be apparent from the following more detailed descriptions of particular embodiments of the invention, as illustrated in the accompanying drawings wherein like reference numbers represent like parts of the invention.
Reference is first made to
Referring now to
Tire 11 engages an operating surface R with a tread T, which forms a footprint B as the tread is forced against operating surface R. Footprint B forms a shape having a length L and a lateral width W. Tire 11 also includes beads B1, B2 for securing tire 11 upon wheel 12. Due to tire deflection, tread compression, and/or frictional losses, tire 11 resists rolling under load. Accordingly, each tire 11 has a measurable rolling resistance when operating under load.
Correction of tire-wheel imbalances and non-uniformities associated with the unsprung mass Mu of a vehicle is beneficial for reducing undesired vibrations that are detrimental to the handling, longevity, and overall performance of the vehicle and its tires. If imbalances and non-uniformities are not corrected, excessive force variations may cause excessive vibrations and/or less than optimum vehicle handling, stability, and ride, as well as excessive wear of the tires and other vehicle components. As previously mentioned, non-uniformities and vibrations may exist even if the tire-wheel assembly 10 is balanced (i.e., mass balanced with weights), as non-uniformities may independently exist in the tire, and/or result from brake drag, worn steering or suspension linkages, changing road conditions, tire wear or misalignment, and one or more tires impacting an obstacle (“obstacle impact”), for example. Therefore, in addition to correcting any tire or wheel imbalance, there is also a present need to reduce, minimize, and/or correct force variations and vibrations arising during operation of tire-wheel assembly 10, and to achieve such in a short period of time (i.e., to minimize the response time for making these force and vibration corrections). This response period is also referred to as the restitution period.
To substantially reduce, minimize, or correct mass or weight imbalances, force variations, and/or vibrations associated with a tire-wheel assembly, a plurality of particulates (or particles) 20 are inserted into a pressurization chamber I within tire-wheel assembly 10. Pressurization chamber I is generally positioned between tire 11 and wheel 12. In particular embodiments, particles 20 are able to reduce and/or substantially eliminate any mass or weight imbalance associated with tire-wheel assembly 10 (i.e., associated with the tire 11 or wheel 12). Further, particles 20 may also be able to reduce radial, lateral, and even tangential force variations, and reduce or dampen vibrations operating through tire 11 and the unsprung mass Mu of a vehicle. Still further, particles 20 may also reduce tire rolling resistance. Because particles 20 are free flowing within pressurization chamber I, particles 20 are able to alter their positions within the chamber, as necessary, to adapt to and reduce any mass or weight imbalance, force variations, and/or vibrations that may arise during tire 11 operation, and during the operational life of the tire 11 and/or wheel 12 of the tire-wheel assembly 10. Reduction and/or correct of any mass or weight imbalance of the tire 11 and/or wheel 12 may be achieved in lieu of using other tire balancing products, such as, for example, lead weights or other balancing strips, which may be mounted to an interior or exterior surface of the wheel. Still, such tire balancing products or weights may also be used in conjunction with particles 20, such as when, for example, the tire-wheel assembly 10 is first balanced and a plurality of particles 20 are subsequently inserted into the tire-wheel assembly 10.
A plurality of particles 20 may be inserted into pressurization chamber I through the tire pressurization valve, or, when particles 20 are sized larger than the valve opening, particles 20 may be placed into chamber I prior to tire 11 being fully mounted on wheel 12. When placing particles 20 within chamber I other than through the pressurization valve, particles 20 may be placed into chamber I in a free-form or in a collective form, such as, for example, within a degradable bag or as a briquette of particles 20. In operation, the bag or briquette would deteriorate during subsequent tire operation, as the chamber I warms and/or the bag or briquette tumbles during tire operation, to provide particles 20 in a free-form. This process may be repeated with each tire-wheel assembly 10 of a vehicle, and, once completed, each tire-wheel assembly 10 may be rotated with reduced force variations and vibrations, which are dampened and/or absorbed by the particles 20.
Referring now to
In particular embodiments, such as shown by example in
Particles 20 may form any desired shape, regular or irregular. For example, with reference to the examples shown in
Any particle 20 may contain one or more voids 40 forming any desired shape, regular or irregular. For example, with continued reference to
A mass or weight imbalance within a particle 20 may also be achieved by positioning a void 40 non-centrally (i.e., non-concentrically) within a particle 20, such as is shown by example in
Referring now to
As shown in
Referring now to the composition of the particles 20, particle body 30 may be formed of, and/or voids 40 may be at least partially filled with, or at most substantially completely filled with, any desired material, which may comprise, alone or in combination, a polymer, plastic (which includes thermoplastic), elastomer, fluid, or metal. In particular embodiments, each such material may also comprise an energy dampening or absorbing material, which may be any viscous or viscoelastic material. Because the viscous and viscoelastic materials are less reactive (i.e., provides very little reactive bounce) than other elastic materials, particles 20 may more quickly become positioned along the tire, and may also better maintain any such position, during tire operation to correct tire force variations. Further, the dampening properties may also absorb any vibrations being transmitted through tire 11. A viscoelastic material possesses both elastic and viscous properties. For example, when applying a load to a purely elastic material, all of the energy stored during the corresponding strain of the material is returned after the loading is removed. To the contrary, a purely viscous material does not return any of the strain energy stored after the corresponding loading is removed to provide pure damping. Accordingly, a viscoelastic material combines both elastic and viscous behaviors to provide an energy dampening material that is capable of absorbing energy, so to reduce the impact forces and vibrations acting upon, or being produced by, tire-wheel assembly 10.
The dampening properties of a viscoelastic material can be quantified as having a storage modulus E′ and a loss modulus E″. Storage modulus E′ relates to the elastic behavior (i.e., elastic response) of the viscoelastic material, while loss modulus E″ relates to the viscous behavior (i.e., viscous response) of the viscoelastic material, or, in other words, the material's ability to dissipate energy. Often dampening properties are quantified by tangent delta (tan delta or tan δ), which is the ratio of loss modulus E″ (i.e., viscous response) to the storage modulus E′ (i.e., elastic response), or E″/E′. Tan delta is a measure of hysteresis, which is a measure of the energy dissipated by a viscoelastic elastomer during cyclic deformation (loading and unloading). The use of tangent delta to characterize the viscoelastic properties of materials is well known to one having ordinary skilled in the art. The higher the tan delta, the higher the energy loss. For a perfectly elastic material or polymer, tan delta equals zero. Tan delta is affected by temperature, as well as the structure of the material, such as, for example, the degree of crystallinity, crosslinking, and molecular mass. As the temperature experienced by a pneumatic tire is known to range from the ambient temperature to several hundred degrees during tire operation, the energy dampening material may be selected to have desired tangent delta values for use with an intended tire temperature range.
In particular embodiments, a particle 20 or particle body 30 are formed of, and/or void 40 at least partially filled with, or at most substantially completely filled with, a viscoelastic material having desired hysteresis, or energy absorption or force dampening, properties. In one embodiment, the viscoelastic material is Sorbothane®, a viscoelastic urethane polymer material manufactured by Sorbothane, Inc. of Kent, Ohio. For Sorbothane® material having a durometer of 30 Shore 00, at ambient temperature such material is characterized as having tan delta values of approximately 0.30 at 5 Hertz excitation, 0.38 at 15 Hertz excitation, and 0.45 at 30 Hertz excitation, each taken at 2% strain and 20% compression. For Sorbothane® material having a durometer of 50 Shore 00, at ambient temperature such material is characterized as having tan delta values of approximately 0.56 at 5 Hertz excitation, 0.58 at 15 Hertz excitation, and 0.57 at 30 Hertz excitation, each taken at 2% strain and 20% compression. For Sorbothane® material having a durometer of 70 Shore 00, at ambient temperature such material is characterized as having tan delta values of approximately 0.56 at 5 Hertz excitation, 0.60 at 15 Hertz excitation, and 0.59 at 30 Hertz excitation, each taken at 2% strain and 20% compression. Ambient temperature is room temperature, which is generally between approximately 60-80 degrees Fahrenheit, which means that it may be slightly higher or lower. Other viscoelastic or viscous materials may be used in lieu of Sorbothane®. For example, the polymer may be a thermoplastic vulcanizate which includes a mixture of polypropylene and vulcanized ethylene propylene diene monomer where the polypropylene is a continuous phase of the thermoplastic vulcanizate. One such material is Sarlink® 3140 manufactured by DSM. In another embodiment, the polymer may be a viscoelastic material which includes an amorphous mixture of butyl and chloroprene polymers such as NAVCOM™, which is a product of Allsop/Sims Vibration. In other embodiments, the viscoelastic material for forming particles 20 may be a polyvinyl chloride.
It is contemplated that viscoelastic materials having tangent delta values other than those disclosed above may be used. For example, a particle 20 or particle body 30 are formed of, and/or void 40 at least partially filled with, a viscoelastic material having a durometer of 30 Shore 00, at ambient temperature such material is characterized as having tan delta values of at least approximately 0.15 or 0.20 at 5 Hertz excitation, 0.20 or 0.25 at 15 Hertz excitation, and/or 0.30 or 0.35 at 30 Hertz excitation, each taken at 2% strain and 20% compression. A particle 20 or particle body 30 may be formed of, and/or void 40 at least partially filled with, a viscoelastic material having a durometer of 50 Shore 00, at ambient temperature such material is characterized as having tan delta values of approximately 0.30 or 0.35 at 5 Hertz excitation, 0.40 or 0.45 at 15 Hertz excitation, and/or 0.40 or 0.45 at 30 Hertz excitation, each taken at 2% strain and 20% compression. A particle 20 or particle body 30 are formed of, and/or void 40 at least partially filled with, a viscoelastic material having a durometer of 70 Shore 00, at ambient temperature such material is characterized as having tan delta values of at least approximately 0.40 or 0.45 at 5 Hertz excitation, 0.45 or 0.50 at 15 Hertz excitation, and/or 0.45 or 0.50 at 30 Hertz excitation, each taken at 2% strain and 20% compression. Ambient temperature is room temperature, which is generally between approximately 60-80 degrees Fahrenheit, which means that it may be slightly higher or lower.
In other embodiments, a particle 20 or particle body 30 are formed of, and/or void 40 at least partially filled with, or at most substantially completely filled with, a material that is selected based on a predetermined minimum specific gravity. Specific gravity is defined as the ratio of the density of a given solid or liquid substance to the density of water at a specific temperature and pressure. Substances with a specific gravity greater than one are denser than water, and so (ignoring surface tension effects) such substances will sink in water, and those with a specific gravity of less than one are less dense than water, and therefore will float in water. In one embodiment, a material having a minimum specific gravity of at least 0.90 may be utilized. In other embodiments, the specific gravity is at least approximately 1.1, or at least approximately 1.3. It is contemplated, however, that materials having other specific gravities may be used.
In still other embodiments, a particle 20 or particle body 30 are formed of, and/or void 40 at least partially filled with, or at most substantially completely filled with, a material that is selected based on a predetermined durometer. Durometer is a measurement of the material hardness. In particular embodiments, particles 20 are formed of a material having a durometer of approximately 70 shore 00 or less, 50 shore 00 or less, or 30 shore 00 or less. In other embodiments, the durometer is approximately 70 shore A or less, 50 shore A or less, or 30 shore A or less. It is contemplated, however, that materials having other durometers may be used. In particular embodiments, particles 20 having a lower durometer are sized or weighted smaller than particles 20 having a higher durometer.
It is understood that particles 20 may comprise any size. However, pneumatic tires are pressurized with an air or other gas, usually through a valve stem having a passageway extending between the pressurization chamber I and the outside of tire 11. Presently, a filter is used with the valve stem to prevent the inadvertent release of particles 20 from the pressurization chamber, and/or to otherwise prevent particles 20 from become lodged in the valve stem. In an effort to eliminate the use of a filter, in particular embodiments, particles 20 have a predetermined minimum particle size or diameter which is greater than the passageway of the valve stem. Therefore, in particular embodiments, particles 20 are at least 0.1875 inches in diameter, or at least 0.25 inches in diameter. In other embodiments, particles 20 have a diameter approximately equal to at least 0.50 inches, to at least 0.575 inches, to at least 0.600 inches, to at least 0.700 inches, to at least 0.850 inches, to at least 0.950 inches, or to at least 1.0 inches. In other embodiments, the diameter of particles 20 may be 4 inches or more. Consistent with other shaped particles 20, the dimensions associated with all previously identified diameters may instead refer to a particle's height, width, or length. For example, a particle 20 may have a height, width, or length of at least 0.1875 inches.
As stated before, vibrations and force variations may arise during loaded tire operation, where the forces and vibrations arise at least in part due to the tire deflecting as it enters and exits the tire footprint. Further, forces and vibrations arise when the tire impacts an object, such as a pothole or other object present on the operating or road surface R. Accordingly, by providing particles 20 that freely operate within the pressurization chamber I of a tire 11, particles 20 are able to migrate to particular interior surfaces of the tire for the purpose of correcting, at least in part, the force variations and vibrations operating within and/or upon the tire. Further, the energy absorbing properties of particles 20 improve the effectiveness of the particles 20 by allowing the particles 20 to absorb and/or interfere with at least a portion of the vibrations (i.e., frequencies) and forces operating within and upon the tire 11. This not only continues to allow the particles 20 to operate as particle dampers, whereby particles dampen the forces and vibrations by impacting the surfaces of the tire to interfere with the undesired forces and/or vibrations, it also provides a material that also dampens the forces and vibrations. Now, in effect, there are two means of dampening occurring—particle (impact) dampening, and material dampening, each of which disrupt and destructively interfere with the forces and vibrations operating upon tire 11. Still further, by utilizing a dampening (energy and force absorbing) material, particles 20 rebound less after impacting the inner tire surface or another particle, which now allows the particles to adapt and settle into place more quickly about the tire. This may also improve tire rolling resistance.
Rolling resistance is the tendency of a loaded tire to resist rolling, which is at least partially caused by the tire deflecting as it enters the tire footprint. As the tire enters the footprint, the tire deflects and the tread impacts the operating or road surface R, which generates resistive forces as well as force variations and vibrations extending from the footprint. By using particles 20 that more readily absorb energy upon impact, particles 20 are better able to overcome a tire's tendency to resist rolling by absorbing the forces and vibrations. Further, by increasing the overall weight of the total quantity of particles 20 present in the pressurization chamber I, more momentum is provided by the particles as the tire rotates. This is beneficial to overcoming (improving) the rolling resistance of a tire 11, as the additional momentum is useful to overcome the forces resisting tire rotation. The overall increase in weight is provided by increasing size and mass of particles 20, and/or increasing the quantity of particles 20 present within the pressurization chamber I. For example, by providing 20 ounces of particles 20 within the pressurization chamber I of a 22 inch diameter tire, the particles 20 provide approximately 61 pounds of force as the tire rotates on a vehicle traveling at approximately 67 miles per hour. In comparison, providing 12 ounces of particles 20 within the pressurization chamber I of the same tire 11 provides approximately 36 pounds of force. Accordingly, by providing more particle weight within the pressurization chamber I, higher levels of force variations and vibrations may be reduced and/or overcome, and rolling resistance may be reduced due to the increase in momentum, as well as the reduction in force variations and vibrations. In particular embodiments, at least approximately 10 ounces of particles 20 are placed within pressurization chamber I of a passenger car tire-wheel assembly 10. In other embodiments, at least approximately 15 ounces or at least approximately 20 ounces of particles 20 are placed within the pressurization chamber I of a passenger car tire-wheel assembly 10. In other embodiments, smaller weight amounts of particles 20 may be placed within a pressurization chamber I of a motorcycle tire, for example, or larger amounts in earthmover or airplane tires, for example. As suggested above, one or more tire or wheel balance weight products, such as lead weights, for example, or any other known balance weight product adapted for attachment to a tire or wheel, may also be used to correct tire or wheel mass imbalances, in concurrent use with dampening particles 20, which are used for the correction of force variations and vibrations.
Reference is made to
As these impact forces are generated during tire-wheel assembly rotation, the particles 20 operate as impact or particle dampers to provide another means of dampening vibrations, frequencies, and/or resistive rolling forces, which is in addition to each being absorbed at least in part due to the viscous properties of the viscoelastic material used to form particles 20, as discussed above. Subsequently, particles 20 may relocate from their initial position in dependency upon the location and the severity of the impact forces Fn to correct any existing force variations. The relocation of the particles 20 may be inversely related to the magnitude of the impact forces. For example, the greatest force F1 (
Particles 20 may be moved by these impact forces Fn radially, as well as laterally and circumferentially, but if a single force and an individual particle of the particles 20 could be isolated, so to speak, from the standpoint of cause and effect, a single particle located at a point of maximum impact force Fn would be theoretically moved 180 degrees there from. Essentially, with an adequate quantity of particles 20, the variable forces Fn create, through the impact thereof, a lifting effect within the chamber I which at least in part equalizes the radial force variation applied against the footprint until there is a total force equalization circumferentially and laterally of the complete tire-wheel assembly 11. Thus the rolling forces created by the rotation of the tire-wheel assembly 11 in effect create the energy or force Fn which is utilized to locate the particles 20 to achieve lift and force equalization and assure a smooth ride. Furthermore, due to the characteristics of the particles 20 as described below, road resonance may be absorbed as the tire-wheel assemblies 10 rotate.
It is contemplated that more than one type of particle 20 may be provided in chamber I to form a multimodal composition. Accordingly, a mixture of varying amounts of different particles 20 may be provided, where such particles 20 may differ, such as by size, weight, shape, and material, and/or by void 40 quantity, location, shape, and the material at least partially filling any such void 40. A benefit of this multimodal particle composition is that particular particles may respond more quickly to smaller forces, while other particles may provide more quickly respond to larger forces. Additionally, a particular group of particles 20 may operate to correct tire imbalances, while others correct particular force variations and/or vibrations.
As the tire-wheel assembly 10 is rotating, the particles 20 may be tumbling within the assembly 10 until the assembly 10 and particles 20 are subjected to sufficient centripetal force such that the particles 20 may be “pinned” to the interior surface of the tire 11. While tumbling in the assembly 10, the particles 20 may repeatedly impact the interior surfaces of the assembly 10 as well as others of the plurality of particles 20, which may lead to surface wear and degradation of the particles 20. Thus, the particles 20 may be selected to have a predetermined hardness or hardness range which is sufficient to prevent the particles 20 from degrading while tumbling in the assembly 10. In one embodiment, the hardness range of the particles 20 may be from no more than approximately 30 to 70 Shore 00 hardness, or 30 to 70 Shore A hardness.
Particles 20, as disclosed and contemplated herein, may be formed by any process or processes known to one of ordinary skill in the art. For example, a particle 20 may be formed by joining two pre-molded halves or independent portions of particle 20, such as by use of an adhesive or the like.
Although the invention has been described with reference to certain preferred embodiments, as will be apparent to those skilled in the art, certain changes and modifications can be made without departing from the scope of the invention as defined by the following claims.
This application claims priority to, and the benefit of, pending U.S. Provisional Patent Application No. 61/143,543, filed Jan. 9, 2009, and is a continuation-in-part of pending U.S. Non-Provisional patent application Ser. No. 12/608,735, filed Oct. 29, 2009, which claims priority to U.S. Provisional Patent Application No. 61/109,342, filed Oct. 29, 2008, the disclosure of each such application is hereby incorporated by reference.
| Number | Date | Country | |
|---|---|---|---|
| 61143543 | Jan 2009 | US | |
| 61109342 | Oct 2008 | US |
| Number | Date | Country | |
|---|---|---|---|
| Parent | 12608735 | Oct 2009 | US |
| Child | 12684896 | US |
