Patent Application
20220185017
The present invention relates generally to vehicle tires, and more particularly, to a non-pneumatic tire.
The pneumatic tire has been the solution of choice for vehicular mobility for over a century. The pneumatic tire is a tensile structure. The pneumatic tire has at least four characteristics that make the pneumatic tire so dominate today. Pneumatic tires are efficient at carrying loads because all of the tire structure is involved in carrying the load. Pneumatic tires are also desirable because they have low contact pressure, resulting in lower wear on roads due to the distribution of the load of the vehicle. Pneumatic tires also have low stiffness, which ensures a comfortable ride in a vehicle. The primary drawback to a pneumatic tire is that it requires compressed fluid. A conventional pneumatic tire is rendered useless after a complete loss of inflation pressure.
A tire designed to operate without inflation pressure may eliminate many of the problems and compromises associated with a pneumatic tire. Neither pressure maintenance nor pressure monitoring is required. Structurally supported tires such as solid tires or other elastomeric structures to date have not provided the levels of performance required from a conventional pneumatic tire. A structurally supported tire solution that delivers pneumatic tire-like performance would be a desirous improvement.
Non pneumatic tires are typically defined by their load carrying efficiency. “Bottom loaders” are essentially rigid structures that carry a majority of the load in the portion of the structure below the hub. “Top loaders” are designed so that all of the structure is involved in carrying the load. Top loaders thus have a higher load carrying efficiency than bottom loaders, allowing a design that has less mass.
Thus, an improved non pneumatic tire is desired that has all the features of the pneumatic tires without the drawback of the need for air inflation is desired, and is preferably a “top loader.”
The invention provides in a first aspect a non-pneumatic tire and rim assembly comprising a rim having a first and second wheel flange, a non-pneumatic tire having a crown region and a first and second sidewall region; wherein the first and second sidewall regions each extend from the crown and terminate into a first and second respective bead area, wherein the first and second bead area are each mounted on the first and second wheel flange, respectively; wherein each bead area is located axially outward of the crown region of the non-pneumatic tire when mounted on the wheel, and wherein the non-pneumatic tire further includes a reinforcement ply which extends from the first bead area to the second bead area.
The present invention will be better understood through reference to the following description and the appended drawings, in which:
“Aspect Ratio” means the ratio of a tire's section height to its section width.
“Axial” and “axially” means the lines or directions that are parallel to the axis of rotation of the tire.
“Bead” or “Bead Core” means generally that part of the tire comprising an annular tensile member, the radially inner beads are associated with holding the tire to the rim being wrapped by ply cords and shaped, with or without other reinforcement elements such as flippers, chippers, apexes or fillers, toe guards and chafers.
“Belt Structure” or “Reinforcing Belts” means at least two annular layers or plies of parallel cords, woven or unwoven, underlying the tread, unanchored to the bead, and having both left and right cord angles in the range from 17° to 27° with respect to the equatorial plane of the tire.
“Breakers” or “Tire Breakers” means the same as belt or belt structure or reinforcement belts.
“Carcass” means a laminate of tire ply material and other tire components cut to length suitable for splicing, or already spliced, into a cylindrical or toroidal shape. Additional components may be added to the carcass prior to its being vulcanized to create the molded tire.
“Circumferential” means lines or directions extending along the perimeter of the surface of the annular tread perpendicular to the axial direction; it can also refer to the direction of the sets of adjacent circular curves whose radii define the axial curvature of the tread as viewed in cross section.
“Cord” means one of the reinforcement strands, including fibers, which are used to reinforce the plies.
“Inextensible” means a cord having a relative elongation at break of less than 0.2% at 10% of the breaking load, when measured from a cord extracted from a cured tire.
“Equatorial Plane” means a plane perpendicular to the axis of rotation of the tire passing through the centerline of the tire.
“Meridian Plane” means a plane parallel to the axis of rotation of the tire and extending radially outward from said axis.
“Ply” means a cord-reinforced layer of elastomer-coated, radially deployed or otherwise parallel cords.
“Radial” and “radially” mean directions radially toward or away from the axis of rotation of the tire.
“Radial Ply Structure” means the one or more carcass plies or which at least one ply has reinforcing cords oriented at an angle of between 65° and 90° with respect to the equatorial plane of the tire.
“Radial Ply Tire” means a belted or circumferentially-restricted pneumatic tire in which the ply cords which extend from bead to bead are laid at cord angles between 65° and 90° with respect to the equatorial plane of the tire.
“Sidewall” means a portion of a tire between the tread and the bead.
“Laminate structure” means an unvulcanized structure made of one or more layers of tire or elastomer components such as the innerliner, sidewalls, and optional ply layer.
As shown in
The non-pneumatic tire of the present invention further includes a belt package 300 which is located radially inward of the tread. The belt package 300 includes at least a first and second reinforced elastomer layer 310,320. The first and second reinforced elastomer layer 310,320 is formed of parallel reinforcement cords that may be metal or nonmetal conventional reinforcement cords used in tires. The reinforcement cords are preferably inextensible.
In a first embodiment of a shear band 300, the shear band is comprised of at least two inextensible reinforcement layers 310,320 arranged in parallel, and separated by a shear matrix 315 of elastomer. Each reinforcement layer 310,320 may be formed of parallel reinforcement cords 311,321 embedded in a thin elastomeric coating. The reinforcement cords 311,321 are preferably inextensible, and may be made of steel, aramid, nylon, polyester, or other inextensible structure. In the first reinforced elastomer layer 310, the reinforcement cords are oriented at an angle in the range of 0 to about +/−50 degrees relative to the tire equatorial plane, and more preferably in the range of 0 to +/−10 degrees. In the second reinforced elastomer layer 320, the reinforcement cords are oriented at an angle in the range of 0 to about +/−50 degrees relative to the tire equatorial plane, more preferably 0 to +/−10 degrees. Preferably, the angle of reinforcement cords of the first layer is in the opposite direction of the angle of the reinforcement cords in the second layer. As shown, the belt package 300 may further optionally include additional reinforcement layers 330-360.
It is additionally preferred that the radially outermost reinforcement layers 350,360 have outer lateral ends 351,361 having a reduced axial width as compared to the radially inner reinforcement layers 310-340.
The shear matrix layer 315 located between the first and second reinforcement layer 310,320 and is formed of an elastomer material having a shear modulus Gm in the range of 0.5 to 10 MPa, and more preferably in the range of 4 to 8 MPA. The thickness of the rubber layer 315 may have a radial thickness in the range of about 0.10 inches to about 0.2 inches, more preferably about 0.15 inches. If additional reinforcement layers 330-360 are utilized, the reinforcement layers may also be optionally separated by the shear layer 315.
As shown in
Each apex 430 is preferably triangular in shape, and has a radial height as measured from the first end 431 to the tip 432. The radial height of the outer tip 432 is preferably in the range of ¼ to ¾ of the sidewall radial height, and more preferably in the range of ⅓ to ⅔ of the sidewall radial height.
Each lower sidewall region which is defined as the lower half of the sidewall, is preferably stiffer relative to the stiffness of the upper half of the sidewall. The lower sidewall may be stiffened by a stiff apex, and also additional stiff material in the lower sidewall region such as a chafer that is preferably axially inward of the first apex 430.
The stiffness may be characterized by the dynamic modulus G′, which are sometimes referred to as the “shear storage modulus” or “dynamic modulus,” reference may be made to Science and Technology of Rubber, second edition, 1994, Academic Press, San Diego, Calif., edited by James E. Mark et al, pages 249-254. The shear storage modulus (G′) values are indicative of rubber compound stiffness which can relate to tire performance. The tan delta value at 100° C. is considered as being indicative of hysteresis, or heat loss.
In a first embodiment, the first apex 430 comprises a stiff rubber composition having a shear storage modulus G′ measured at 1% strain and 100° C. according to ASTM D5289 ranging from 14 to 43 MPa. In a more preferred embodiment, the first apex 430 comprises a rubber composition having a shear storage modulus G′ measured at 1% strain and 100° C. according to ASTM D5289 ranging from 23 to 43 MPa.
The stiffened lower sidewall ensures that the ply is in tension after being mounted on the wheel, and also during use. When the ply and sidewall of the tire is in the relaxed state as shown in
As shown in
The stiffness of each sidewall, and more preferably, the lower half of the sidewall contributes to the top loading of the non-pneumatic tire. The lower half of each sidewall is preferably stiff, and may be stiffened due to a stiff apex, and/or a stiff mass of material located on the axially outer portion such as a chafer or rim flange protector.
Test tires were built using a conventional tire, and were mounted on a split rim. One example of a modular split rim assembly 1200 suitable for use with the non-pneumatic tire is shown in
The sidewalls of the tire were pretensioned by axially expanding the beads or by axially expanding the wheel rim. The test results were as follows.
Applicants understand that many other variations are apparent to one of ordinary skill in the art from a reading of the above specification. These variations and other variations are within the spirit and scope of the present invention as defined by the following appended claims.
| Number | Date | Country | |
|---|---|---|---|
| 63126248 | Dec 2020 | US |
