CA2027905A1 - Noncontinuous pneumatic vehicular innertube - Google Patents
Noncontinuous pneumatic vehicular innertubeInfo
- Publication number
- CA2027905A1 CA2027905A1 CA002027905A CA2027905A CA2027905A1 CA 2027905 A1 CA2027905 A1 CA 2027905A1 CA 002027905 A CA002027905 A CA 002027905A CA 2027905 A CA2027905 A CA 2027905A CA 2027905 A1 CA2027905 A1 CA 2027905A1
- Authority
- CA
- Canada
- Prior art keywords
- innertube
- tube
- rim
- vehicle
- sealed ends
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C5/00—Inflatable pneumatic tyres or inner tubes
- B60C5/02—Inflatable pneumatic tyres or inner tubes having separate inflatable inserts, e.g. with inner tubes; Means for lubricating, venting, preventing relative movement between tyre and inner tube
- B60C5/04—Shape or construction of inflatable inserts
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
ABSTRACT
The invention is an inflatable pneumatic innertube which is able to be placed on or taken off the wheel rim of a vehicle without removing the rim from the vehicle. The innertube is of a non-continuous form, that is, it has two sealed ends, either of which can be threaded around or through the structural components of the vehicle which hold the rim in place and thus be in a position to be placed on the rim. After the threading, the two sealed ends may be held together by a mechanical holding device or system so that the innertube may be placed on the rim and in the outer tire by well known procedures. The mechanical holding device or system serves to cause the two sealed ends to bear one upon the other when the tube is inflated and thus eliminates any loss of the cushioning effect of the innertube.
The invention is an inflatable pneumatic innertube which is able to be placed on or taken off the wheel rim of a vehicle without removing the rim from the vehicle. The innertube is of a non-continuous form, that is, it has two sealed ends, either of which can be threaded around or through the structural components of the vehicle which hold the rim in place and thus be in a position to be placed on the rim. After the threading, the two sealed ends may be held together by a mechanical holding device or system so that the innertube may be placed on the rim and in the outer tire by well known procedures. The mechanical holding device or system serves to cause the two sealed ends to bear one upon the other when the tube is inflated and thus eliminates any loss of the cushioning effect of the innertube.
Description
f~ 3 V 3 SPECIFICATION
The invention relates to an inflatable pneumatic innertube composed of flexible and elastic material, the innertube being designed to be used in combination with a rigid circular rim and a outer wearing tire to form a cushioning wheel for a vehicle.
Pneumatic innertubes have been to this point, in the physical forms of continuous tubes, that is, each tube forms an approxiamate full torus with no ends. This physical form requires that the wheel rims of many vehicles must be detached from the structural members of the vehicle which support the wheel if an innertube is to be removed totally from the vehicle or is to be placed Dn the rim. An example of a structural member which prevents the continuous torus form from being taken off or put on a rim without removing the wheel and rim from the vehicle is the two pronged fork which is widely used to hold the wheels of bicycles and tricycles.
In taking off or putting on an innertube, the work associated with the removal of the rim and wheel from the vehicle can be a major part of the overall undertaking.
Cases in point relate to the tube replacement on the rear wheel of a multigeared pedal bicycle or to such replacement on chain or belt driven motorized bicycles and tricycles and of vehicles which utilizes brake pads which are designed to bear directly on the rim. The removal and replacement of the wheel rim in such cases usually requires detachment and reattachment, adjustment and read~ustment of mechanisms associated with gears, sprockets, chain and brake systems.
~ 3 Such work can require an assortment of tools and can be tedious and time consuming. It can also be a considerable annoyance if it must be carried out at roadside under unpleasant conditions. Further, it can also result in some danger if the work is undertaken by a person who does not fully understand the workings of systems he or she must detach and readjust, as the proper functioning of the vehicle depends on these systems.
We have found that the removal of the wheel rim from the vehicle and all work, difficulties and time associated with its removal become unnecessary in innertube replacement if the innertube is of a non-continuous form which has two sealed ends either of which may be threaded between prongs, pads or around structural members as necessary. Further, we have found that if when the tube is formed, care is taken in orienting the sealed ends, which take the general form of planar areas contained by an ellipse or circles when the tube is inflated, to the longitudenal axis of the tube, and if a holding device which causes one end to bear upon the other when the tube i5 inflated is provided, the non continuous tube functions with the efficiency of a common continuous tube.
In the drawings which illustrate embodiments of the invention, Figure 1 is a plan view of the innertube before it is brought to a torus form.
Figure 2 is a three dimensional partial view of the sections of the tube near the sealed ends illustrating a preferred method of holding the two sealed ends together Figure 3 is a three dimensional view suggesting some of the numerous methods of holding the sealed ends together ; ~ ~ 7 i J ~
beyond that of the preferred method suggested in Figure 2 Figure 4 is a three dimensional view illustrating the threading of the tube through or around structural components of a vehicle The invented innertube composed of flexible, elastic material as illustrated as 1, has sealed ends, 2, and 3, composed of a material which has properties similar to that which is utilized in the main body of the tube. The ends, 2, and 3, each have a planar form approximating one as contained within a elliptical line. The planar form is best illustrated as 2, in Figure 2 and Figure 3.
In Figure 1 the line designated as 5, represents the longitudinal axis of the tube while in Figure 2 the same axis, 5, should be considered to have become a circumferential axis. The line designated as 15, should be considered as the major axis of the elliptical planar form of the sealed ends, 2, or, 3. The angle, 16, is that formed between 5 and 15 and should be designed to be equal to or less than 90 degrees but greater than O dagrees. For easiest tube formation or manufacuture and good functional efficiency an angle, 16, of 95 degrees is preferred for both ends. This planar orientation permits the forces and impulses transmitted from a road, especially those applied at or near the mutual bearing points of ends 2 and 3, to be distributed and dampened by all portions of the tube.
The ends 2 and 3 should be able to be held together by a joining mechanism. A preferred method of joining is shown in Figure 2. As illustrated in figure 2, a thin flexible elastic tab, 6, which is able to withstand tension has been vulcanized or attached at 8 to end 2 with tab having a hole in it as shown,7. ~ather than being vulcanized to the end, ~ !J ~ r.J ~/ ~3 ~
the tab simply could be an extension of the material from which the end i5 made. That is to say, 2, and 6, could comprise one unit. The length of the tab, 6, and the position or the hole, 7, should be such that the tab may be placed down over the valve stem, 4, with the stem through the hole. Thus, when the tab is slid to the base of the stem the two sealed ends, 2 and 3, would be aligned and held lightly together when the tube is in a deflated state.
Numerous other methods of holding the ends of the tube together may be employed. Some of these methods are suggested in figure 3. Tabs which are able to withstand tension such as, 12, each fixed to the tube at one end, 13, may be tied or brought together with adhesives or with fabrics having manually interlocking surfaces. A tab or tabs such as, 14, may be used where a tab is fixed to the tube near one end of the tube, 13, while a surface of the tab, 17, is designed to adhere to the other portion of the tube at, 18. In any methods of joining, neither a tab nor any other component of the joining mechanism should be placed on the extreme outer circumferential surface of the tube as it may cause vibrations as the forces from a road bear most directly on the portion of tube where the component is located. The components should be placed on the side walls or preferably on the inner circumferential surface of the tube.
In employing this invention the outer wearing tire is removed from the rim by usual and well known procedures while the rim remains in place on the vehicle. The innertube is then removed from the rim, and the joining mechanism or device holding the two ends of the tube is undone or untied so that an end of the tube may be unthreaded through or around structural members such as forks and the like, 9 and 10, as illustrated in Figure 4. To replace the tube or to place another of the invented noncontinuous form, an end of the tube is threaded through or around the structural obiects and mechanisms as necessary. The joining or holding mechanism or device is then employed to hold the two ends, 2 and 3 of the tube, 1, together and the tube is placed on the rim, 11, and within the outer wearing tire using methods already well known to comp].ete the task.
The invention relates to an inflatable pneumatic innertube composed of flexible and elastic material, the innertube being designed to be used in combination with a rigid circular rim and a outer wearing tire to form a cushioning wheel for a vehicle.
Pneumatic innertubes have been to this point, in the physical forms of continuous tubes, that is, each tube forms an approxiamate full torus with no ends. This physical form requires that the wheel rims of many vehicles must be detached from the structural members of the vehicle which support the wheel if an innertube is to be removed totally from the vehicle or is to be placed Dn the rim. An example of a structural member which prevents the continuous torus form from being taken off or put on a rim without removing the wheel and rim from the vehicle is the two pronged fork which is widely used to hold the wheels of bicycles and tricycles.
In taking off or putting on an innertube, the work associated with the removal of the rim and wheel from the vehicle can be a major part of the overall undertaking.
Cases in point relate to the tube replacement on the rear wheel of a multigeared pedal bicycle or to such replacement on chain or belt driven motorized bicycles and tricycles and of vehicles which utilizes brake pads which are designed to bear directly on the rim. The removal and replacement of the wheel rim in such cases usually requires detachment and reattachment, adjustment and read~ustment of mechanisms associated with gears, sprockets, chain and brake systems.
~ 3 Such work can require an assortment of tools and can be tedious and time consuming. It can also be a considerable annoyance if it must be carried out at roadside under unpleasant conditions. Further, it can also result in some danger if the work is undertaken by a person who does not fully understand the workings of systems he or she must detach and readjust, as the proper functioning of the vehicle depends on these systems.
We have found that the removal of the wheel rim from the vehicle and all work, difficulties and time associated with its removal become unnecessary in innertube replacement if the innertube is of a non-continuous form which has two sealed ends either of which may be threaded between prongs, pads or around structural members as necessary. Further, we have found that if when the tube is formed, care is taken in orienting the sealed ends, which take the general form of planar areas contained by an ellipse or circles when the tube is inflated, to the longitudenal axis of the tube, and if a holding device which causes one end to bear upon the other when the tube i5 inflated is provided, the non continuous tube functions with the efficiency of a common continuous tube.
In the drawings which illustrate embodiments of the invention, Figure 1 is a plan view of the innertube before it is brought to a torus form.
Figure 2 is a three dimensional partial view of the sections of the tube near the sealed ends illustrating a preferred method of holding the two sealed ends together Figure 3 is a three dimensional view suggesting some of the numerous methods of holding the sealed ends together ; ~ ~ 7 i J ~
beyond that of the preferred method suggested in Figure 2 Figure 4 is a three dimensional view illustrating the threading of the tube through or around structural components of a vehicle The invented innertube composed of flexible, elastic material as illustrated as 1, has sealed ends, 2, and 3, composed of a material which has properties similar to that which is utilized in the main body of the tube. The ends, 2, and 3, each have a planar form approximating one as contained within a elliptical line. The planar form is best illustrated as 2, in Figure 2 and Figure 3.
In Figure 1 the line designated as 5, represents the longitudinal axis of the tube while in Figure 2 the same axis, 5, should be considered to have become a circumferential axis. The line designated as 15, should be considered as the major axis of the elliptical planar form of the sealed ends, 2, or, 3. The angle, 16, is that formed between 5 and 15 and should be designed to be equal to or less than 90 degrees but greater than O dagrees. For easiest tube formation or manufacuture and good functional efficiency an angle, 16, of 95 degrees is preferred for both ends. This planar orientation permits the forces and impulses transmitted from a road, especially those applied at or near the mutual bearing points of ends 2 and 3, to be distributed and dampened by all portions of the tube.
The ends 2 and 3 should be able to be held together by a joining mechanism. A preferred method of joining is shown in Figure 2. As illustrated in figure 2, a thin flexible elastic tab, 6, which is able to withstand tension has been vulcanized or attached at 8 to end 2 with tab having a hole in it as shown,7. ~ather than being vulcanized to the end, ~ !J ~ r.J ~/ ~3 ~
the tab simply could be an extension of the material from which the end i5 made. That is to say, 2, and 6, could comprise one unit. The length of the tab, 6, and the position or the hole, 7, should be such that the tab may be placed down over the valve stem, 4, with the stem through the hole. Thus, when the tab is slid to the base of the stem the two sealed ends, 2 and 3, would be aligned and held lightly together when the tube is in a deflated state.
Numerous other methods of holding the ends of the tube together may be employed. Some of these methods are suggested in figure 3. Tabs which are able to withstand tension such as, 12, each fixed to the tube at one end, 13, may be tied or brought together with adhesives or with fabrics having manually interlocking surfaces. A tab or tabs such as, 14, may be used where a tab is fixed to the tube near one end of the tube, 13, while a surface of the tab, 17, is designed to adhere to the other portion of the tube at, 18. In any methods of joining, neither a tab nor any other component of the joining mechanism should be placed on the extreme outer circumferential surface of the tube as it may cause vibrations as the forces from a road bear most directly on the portion of tube where the component is located. The components should be placed on the side walls or preferably on the inner circumferential surface of the tube.
In employing this invention the outer wearing tire is removed from the rim by usual and well known procedures while the rim remains in place on the vehicle. The innertube is then removed from the rim, and the joining mechanism or device holding the two ends of the tube is undone or untied so that an end of the tube may be unthreaded through or around structural members such as forks and the like, 9 and 10, as illustrated in Figure 4. To replace the tube or to place another of the invented noncontinuous form, an end of the tube is threaded through or around the structural obiects and mechanisms as necessary. The joining or holding mechanism or device is then employed to hold the two ends, 2 and 3 of the tube, 1, together and the tube is placed on the rim, 11, and within the outer wearing tire using methods already well known to comp].ete the task.
Claims (7)
1 An inflatable pneumatic vehicular innertube which has two sealed ends.
2 An innertube as defined in claim 1 in which the two sealed ends may be held together by an applied mechanical device or system.
3 An innertube as defined in claims 1 and 2 in which the sealed ends bear one upon the other when the tube is inflated.
4 An innertube as defined in claims 1,2, and 3 in which one component of a joining device or system is a member in tension when the tube is inflated.
An innertube as defined in claims 1,2,3, and 9 in which at least one component of a joining device or system is bonded to the tube.
6 An innertube as defined in claims 1,2,3, and 4 in which one component of the joining device or system is an integral part of the sealed end.
7 An innertube as defined by claims 1,2,3,4, and 5 or 6 in which a valve stem is utilized as a component of the joining device or system.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002027905A CA2027905A1 (en) | 1990-10-18 | 1990-10-18 | Noncontinuous pneumatic vehicular innertube |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002027905A CA2027905A1 (en) | 1990-10-18 | 1990-10-18 | Noncontinuous pneumatic vehicular innertube |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2027905A1 true CA2027905A1 (en) | 1992-04-19 |
Family
ID=4146186
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002027905A Abandoned CA2027905A1 (en) | 1990-10-18 | 1990-10-18 | Noncontinuous pneumatic vehicular innertube |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2027905A1 (en) |
-
1990
- 1990-10-18 CA CA002027905A patent/CA2027905A1/en not_active Abandoned
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Dead |