ES2344785T3 - WHEEL RIM PROVIDED OF EXTENDED EXTERNAL FLANGE AND OF THE PNEUMATIC CORRESPONDING. - Google Patents

Abstract

A tire and a tire adapted to be attached to a vehicle: (a) comprising the tire (60): (i) a central hub (62) adapted to be attached to a vehicle, the central hub (62) having an inner side , an outer side (64), and a central axis; (ii) an inner flange (68) formed on the inner side of the bushing (62) and extending radially outward; (iii) an outer metal flange (66) attached to the outer side of the bushing (62) and extending radially outward, the outer flange (66) having an inner diameter and an outer diameter, the outer diameter being greater than a outer diameter of the inner flange (68), so as to give it the appearance of a rim of larger diameter than it would in any case exist if the outer flange (66) had the same diameter as the inner flange (68), and having the outer flange (66) an inner side, an outer side; an upper portion, and a lower portion, the inner side of the lower portion of the outer flange (66) having a substantially convex surface; and (iv) a design pattern of the central hub (62) comprising a plurality of at least one protrusion (78), notch (76), or groove (80) formed on the outer side (64) of the central hub (62) ) and extending through at least a portion of the outer flange (66) of the rim (60), the distance between the central hub axis being to the radial extension furthest from the design pattern greater than the distance between the axle center of the hub (62) and the outer diameter of the inner flange (68), to improve said aspect of a larger diameter rim; and (b) the tire (90) comprising: (i) an inner tire wall (96) having an inner eyebrow; and (ii) an outer tire wall (92) having a flange seat (109), the flange seat having an inner diameter, an outer eyebrow (100), and a projection (108); wherein the tire (90) is mounted on the rim (60) so that the inner side of the outer flange (66) substantially overlaps with, and is in close proximity to, the flange seat (109), the outer radial edge of the outer flange (66) is juxtaposed substantially facing the protrusion of the tire (108), the inner flange (68) interfaces with the eyebrow of the tire (90), the interface area between the outer flange ( 66) of the rim (60) and the flange seat (109) on the outer tire wall (92) is substantially greater than the interface area between the inner flange (68) and the eyebrow on the inner tire wall ( 96), and at least a portion of the outer tire wall (92) extends at least as far outward as the outer face of the outer flange (66), so as to give it the appearance of a larger diameter tire mounted on a low profile tire.

Description

Wheel rim fitted with outer flange enlarged and the corresponding tire.

Related request

This request is a continuation in part of U.S. Patent Application with serial number 10 / 266,040, filed October 7, 2002.

       \ vskip1.000000 \ baselineskip
    

Background of the invention Field of the Invention

This invention generally relates to tires and tires for vehicles, and particularly to tires and tires to create the appearance of Low profile tires mounted on large diameter tires.

       \ vskip1.000000 \ baselineskip
    

Description of the related technique

In recent years it has increased spectacularly consumer demand for vehicle tires large diameter mounted inside low profile tires. These tires and tires give the vehicle an elegant look in which they are used, but they cost much more than tires and standard size tires.

As a result, large diameter tires and low profile tires are desired by many consumers, but they remain outside the economic reach of a large segment of the market. In addition, most companies that manufacture tires are configured for mass production of certain tires standard sizes, and have often been left behind in terms of consumer demand to develop or reprocess expensive equipment, including molds and foundry machinery to produce the larger tires desired by consumers.

Also, as the tires get more large and the corresponding smaller tires, the filming performance of the combination Tire-tire often suffers the consequences. For example, a smaller tire surrounding a more tire Large provides less air volume to support the vehicle. The right amount of air volume allows the vehicle absorb substantial vibration and other vertical movements and / or horizontal on the tires. By reducing the volume of air, the vehicle may not roll so smoothly and the proportion Load-weight may be more limited. Limiting the weight-to-load ratio, the market for certain types of vehicles (such as trucks or SUVs) may decrease significantly. Thus, it would be advantageous to provide the Thinner tire appearance and larger tire providing the same time a smoother shoot, a proportion higher weight-load and more tire between the tire and the road

Some consumers who want the look of large diameter tires, but cannot afford them or worry about lowering the filming performance, they may be anxious of paying an intermediate cost to make tires and tires of standard size take the appearance of the most expensive products (and possibly not available). Detachable tire extensions, as shown in published US Patent No. US 2002/0079735 A1, have been used to try to simulate the appearance of larger tires mounted inside profile tires low.

However, such extensions mask a portion of the front face of the tire and do not provide a integral surface with the design on the face of the tire. From this way, the intended simulation does not look realistic.

In particular, some tire extensions The prior art have an inner ring that is secured from removable shape inside an inner edge of the outer flange of the existing tire using a compression adapter (as with a standard bezel). A wide outer flange is attached to the ring inside and extends radially outward through a portion of the outer tire wall. The extensions of Tire are intended to be used with many different types of tires that have a variety of surface designs on their front faces The outer surfaces of the inner ring and the outer flange generally have a smooth and generic look for try to interact aesthetically with all these designs different. Although the outer flanges of the prior art they can include a protruding narrow flange formed along the outer diameter of the flange and / or a wavy outer surface (that is, a smooth staggered design of concentric rings), the flanges do not include protrusions, notches or indentations in their surfaces as commonly found in the central portion of The front face of many tires.

The inner ring to ensure the extension of the Tire to tire is generally at least half an inch (1.3 cm) thick around its circumference, which covers up to one significant portion of the underlying face of the tire. To the mount it on a tire with a diameter of 17 inches (43 cm), a half-inch (1.3 cm) thick ring makes the tire look like be only 16 inches (41 cm) in diameter. This results in a reduction of the visible surface area of the tire by more than one 10%

In addition, the smooth outer surfaces of the hoop inner and outer flange generally do not mix with the existing tire design. In fact, tire extensions of the prior art are normally easily detectable by an occasional observer, and simply give the appearance of a flange overlay added covering a portion of the outer wall of the tire. Thus, the intended simulation is not only not effective, but it really creates the opposite effect.

Instead of simulating a larger tire mounted inside a low profile tire, the extension of tire gives the appearance of a smaller tire mounted on a standard tire

European Patent Application No. EP-A-0587053 shows a tire of vehicle that has an outer flange that extends over a portion of the tire of the tire and spokes that extend from a central portion of the tire to an outer portion of the tire drum

German patent No. DE-A-10030314 shows a tire with standard inner and outer flanges to engage with the eyebrows of a tire and a spoke design that extends over part of the outer flange of standard size.

       \ vskip1.000000 \ baselineskip
    

Summary of the Invention

The present invention provides a tire and Improved tire to simulate the appearance of a tire larger diameter mounted inside a low profile tire. The Tire has an inner side and an outer side. Outer side includes a wide outer flange that extends around the outer circumference of the tire.

The outer flange is preferably integral with the outer face of the tire and covers a substantial portion of the outer wall of the tire into which the tire.

The outer flange of the tire can also be separable from the rest of the tire. The inner side can also include an inner flange that is preferably separable. A design, which preferably consists, for example, of a plurality of protrusions, notches and crevices extends through the minus a portion of the outer face of the tire, including the Inner face of the extended outer flange.

The tire of the present invention can be mounted inside the tire of the present invention to produce a highly effective simulation of a larger diameter tire mounted with a low profile tire, without sacrificing the Tire and / or tire rolling performance.

       \ vskip1.000000 \ baselineskip
    

Brief description of the drawings

Figure 1 is an exterior perspective of a Tire according to the prior art.

Figure 2 is a side view of the tire of Figure 1.

Figure 3 is a front view of the exterior of a tire to be mounted on the tire of Figure 1 according to the prior art

Figure 4 is a front view of the exterior of the tire of Figure 1 with the tire of Figure 3 mounted on the same.

Figure 5 is a side view of the tire and tire of Figure 4.

Figure 6 is a perspective view of the exterior of a materialization of a tire of the present invention.

Figure 7 is a side view of the tire of Figure 6.

Figure 7A is a side view of another materialization of a tire of the present invention.

Figure 7B is a side view of another materialization of a tire of the present invention.

Figure 7C is a side view of another materialization of a tire of the present invention.

Figure 7D is a side view of another materialization of a tire of the present invention.

Figure 8 is a front view of the exterior of the tire of Figure 6 with the tire of Figure 3 mounted on the same.

Figure 8A is a front view of the outside of the tire of Figure 7A or Figure 7C with the tire of Figure 3 mounted therein.

Figure 8B is a front view of the outside of the tire of Figure 7B with the tire of Figure 3 mounted in the same.

Figure 9 is a side view of the tire and tire of Figure 8.

Figure 10 is a perspective view of the exterior of a materialization of a tire of the present invention.

Figure 11 is a side view of a tire of the present invention with the tire of Figure 10 mounted on the same.

Figure 11A is a side view of a tire of the present invention with another materialization of the tire of the present invention mounted therein.

Figure 11B is a side view of another materialization of a tire of the present invention with the tire of Figure 11A mounted therein.

Figure 12 is a side view of another materialization of a tire of the present invention with the tire of Figure 10 mounted therein.

Figure 13 is a side view of another materialization of a tire of the present invention with the tire of Figure 10 mounted therein.

In Figures 2, 5, 7, 9, and 11, a portion of The tires are shown transversely to illustrate the space inside.

       \ vskip1.000000 \ baselineskip
    

Detailed description of the preferred materialization

When mounted on a vehicle, a tire has a "inside" side facing the inside of the vehicle, and one side "exterior", facing the outside of the vehicle. In the Figure 1 shows a perspective view of the exterior of a rim (20) according to the prior art. The tire (20) has a hub central (22) with an outer face (24). The tire (20) too it has a side wall 26 that extends horizontally towards outside (that is, towards the outside) from the central hub (22), and an outer flange (28) extending radially towards outside from the outer edge of the side wall (26).

As used herein, the term "radially out "refers to substantially circular surfaces or cylindrical that extend from a point, line or circle inside to an outside circle.

In relation to Figure 2, on the side inside the rim (20) there is an inner flange (30) which is similar in shape and size to the outer flange (28). On a tire typical of the prior art, each flange (28, 30) measures approximately 3/4 inch (1.9 cm) long from the base of the flange to the peak of the flange, and approximately 1/4 inch (0.6 cm) thick from the outer side of the flange to the side inside flange.

The portion of the tire (20) that extends between the inner flange (30) and the outer flange (28) is known as the drum of the tire (32). The drum (32) is shaped substantially cylindrical and its central axis rests on the center of the face (24) of the rim (20). On a typical 17-inch tire inches (43 cm), the distance along the wall (38) of the drum (32) between the inner flange (30) and the outer flange (28) is approximately 8 inches (20.3 cm). The drum (32) must be rigid enough to resist forces substantial that act on the tire (20), especially during extreme acceleration, braking and turning. As a result, the most of the mass of the tire (20) is generally located in the drum (32), and most of the cost of the alloy metal used to make the tire is spent on the material for the drum (32)

There is a significant difference in the masses of the drum (32) between tires of different sizes. A approximation for the volume of alloy metal required for Making the drum (32) is calculated as follows:

where (t) is the depth of the drum, or distance between inner and outer flanges (30, 28; d_ {in}) is the inside diameter of the drum (32); and (d_ {out}) is the outer diameter of the drum (32). The above formula approximates the drum volume (32) assuming the drum wall (32) it has a uniform diameter across its entire surface, although however it varies a bit (mainly due to the portions inclined 34), but the calculation is accurate enough for Effects of this description.

The thickness of the drum wall (32) is normally about 5/16 inch (0.8 cm).

For example, a 17-inch (43 cm) tire has an inner drum diameter (d_ {in}) of approximately 17 inches (43 cm), an outer drum diameter (d_ {out}) of about 17 5/8 inches (45 cm) (that is, the inner diameter plus the wall thickness on both sides), and a drum depth (t) of approximately 8 inches (20 cm). Using the preceding equation, the resulting volume of alloy metal for a 17-inch (43 cm) rim is calculated to be about 136 cubic inches (2200 cm 3). Instead, a 22-inch tire
(56 cm) has an inner drum diameter of about 22 inches (56 cm), an outer drum diameter of approximately 22 5/8 inches (57 cm), and a drum depth of approximately 10 inches (25 cm). The resulting volume of metal alloy is therefore approximately 220 cubic inches (3600 cm 3).

Thus, a 22-inch (56 cm) tire requires more than 60% more alloy metal for the wall of the tire drum (32) than a 17-inch (43 cm) tire, although however the inner drum diameter is less than 30% wider on a 22-inch (56 cm) tire than a 17-inch tire inches (43 cm). This difference in material requirement is the main reason why large diameter tires are much more expensive to manufacture than standard size tires.

In relation to Figures 3-5, the tire (40) includes an exterior tire wall (42), a inner tire wall (44), a tread (46), a outer eyebrow (48), an inner eyebrow (50), and a tire hole (52). The eyebrows of the tire (48, 50) are essentially rings corrugated formed on the inner radial edges of the respective inner and outer tire walls (42, 44). The rim (20) is mounted inside the rim recess (52) of the tire (40).

During the tire assembly process, the outer eyebrow (48) of the tire 40 is forced behind the outer flange (28) of the rim (20), and the inner eyebrow (50) is forced behind the inner flange (30). The width of the Eyebrows (48, 50) are intended to generally correspond to the height of the flanges (28, 30).

When filling a mounted tire, the indoor air pressure forces the eyebrows (48, 50) firmly against the inner sides of the flanges (28, 30), constituting a tight seal. Since the flanges (28, 30) and eyebrows (48, 50) generally have corresponding sizes, the walls of the tire (42, 44) normally, under normal conditions and under charges stopped, do not have to contract or narrow the passage around the flanges (28, 30).

Figure 6 is a perspective view of the exterior of a materialization of a tire 60 of the present invention. The rim (60) has an outer face (64) and a face inside (not shown). The outer face (64) comprises two concentric regions: a central bushing (62) and an outer flange enlarged (66). As used herein, the terms referring to circles and cylinders, such as "circular", "cylindrical", "diameter", "radius", and "concentric", are not intended limited to perfectly round structures. These terms they encompass generally circular forms, including those that have large radial protrusions or notches.

The center bushing (62) and the outer flange (66) They can be integral with each other. Structural integrity can reduce the risk of component parts being damaged and separated, and can provide a greater degree of apparent continuity between the structures. The center bushing (62) and the outer flange (66) are still consider integrals with each other if they join structures additional (such as a wheel nut cover) to all or part of the central hub (62).

The region between the outer face (64) and the face Inside is the drum of the rim (70). The tire drum (70) is approximately cylindrical in shape and its central axis rests approximately in the center of the face (64) of the rim (60). A inner flange (68) extends radially outward to the along the outer edge of the inner face.

The center bushing (62) extends radially from the center of the outer face (64) to about same outer diameter as the drum of the rim (70) (which is attached to the inner side of the outer face 64). Outer flange (66), in turn extends from the outer diameter of the bushing center (62) to the entire outer diameter of the face of the tire (64).

The outer flange (66) has an outer face (72) and an inner face (74) (see Figure 7).

In the materialization shown in Figure 6, the boundary between the central hub (62) and the outer flange (66) does not It has essentially unions. The limit without welds is preferred because it improves the desired simulation of a larger tire diameter.

However, easily limited tires discernible between the center bushing (62) and the outer flange (66) they can still provide the desired look, and are encompassed by The present invention.

In the illustrated example, the diameter of the bushing center (62) is approximately 17 inches (43 cm), and the width  radial across the flange face (72) is approximately 2 inches and a half (6.3 cm). Thus, the diameter of the face outside (64) of the rim (60) is approximately 22 inches (56 cm).

People versed in the technique, after the reading this, you will see that there are many other possible combinations of sizes.

For example, central hubs (62) of diameters between 13 inches (33 cm) and 22 inches (56 cm) could be combined with outer flanges (66) of widths of 1 inch (2.5 cm), 1 inch and a half (3.8 cm), 2 inches (5.1 cm), 2 and a half inches (6.3 cm), 3 inches (7.6 cm), 3 and a half inches (8.9 cm), or 4 inches (10.2 cm) to produce general rim faces (64) of between 15 inches (38 cm) and 30 inches (76 cm). Much others sizes within and beyond these ranges and examples are covered by the present invention.

As shown in Figure 6, the tire (60) includes an integral aesthetic design on its outer face (62). The design preferably extends from the central hub (62) inwards and through at least a portion of the flange exterior (66). The design on the front face (72) of the flange exterior (66) preferably includes a variation design surface comprising a plurality of at least one notch (76), or protrusion (78), or slit (80) that are aesthetically consistent with, and blend into the center hub design (62). As used herein, the term "indentations" comprises grooves formed on a surface, whether these grooves They pass through the surface as if not. In the materialization illustrated, the integral design creates the appearance that the radios formed on the central hub (62) extend into the outer flange (66), making it harder to perceive in a occasional inspection where the central hub ends (62) and where the outer flange begins (66). In fact, the consistency and mix of the designs on the central hub (62) and outer flange (66) make the occasional observer of a mounted tire (60) is unlikely to realize that the outer flange (66) extends beyond the tire drum (70).

In the illustrated example, the outer flange (66) It has an upper portion (67) and a lower portion (69). He thickness of the upper portion (67) of the outer flange (66) is approximately 1/4 inch (0.64 cm), although the notches and protrusions of the outer surface of the outer flange (66) may cause variations in the thickness of the outer flange (66) in certain regions across your face. The thickness of the upper portion (67) of the outer flange (66) has preferably between approximately 1/8 inch (0.32 cm) and 1/4 inch (0.64 cm), and the outer and inner surfaces of the upper portion (67) are preferably generally parallel. In the illustrated embodiment, the lower portion (69) of the outer flange (66) is thicker than the upper portion (67). The inner face of the lower portion (69) preferably has a curved top edge and a straight bottom edge. In the example shown, the thickness of the lower portion (69) ranges from approximately 1/4 inch (0.64 cm) along its edge upper to approximately half an inch (1.3 cm) along its lower edge. The thickness of the outer flange (66) for a given tire is determined by a variety of factors related to aesthetics and structural integrity.

People versed in the technique will see that there are many other possible shapes and thicknesses of outer flange (66) after reading this description that are understood by the present invention

As shown in Figure 7, the radial extension of the inner flange (68) is preferably smaller than the radial extension of the outer flange (66). In the illustrated materialization, the height of the inner flange (68) is approximately 3/4 inch (1.9 cm) in length from its peak to its base (in the outer radius on the inner side of the tire drum 70), and about 1/4 inch (0.64 cm) thick from its outer side to its inner side. From in this way, the inner flange (68) is preferably comparable in size to the inner and outer flanges (30), 28 of the tires typical of the prior art. The height of the inner flange is preferably between about half an inch (1.3 cm) and 3/4 inch (1.9 cm). The inner flange (68) is preferably smaller than the outer flange (66) to facilitate the assembly of a tire on the rim (60) because it allows the rim tire attack slide over the inner side more small of the rim (60) and then simply bordering on the side inside of the extended flange (66). It would be harder to slide the leading edge of the tire above the outer flange enlarged (66) on the outer side of the rim (60). In addition, the smaller inner flange (68) requires less material from metal alloy that an inner flange comparable in size to the outer flange (66). The inner flange (68) can also be comparable in size and / or shape to the outer flange (66) so that produces a more balanced tire (60).

Additional materializations of the tire of the present invention are shown in Figures 7A-7D. In the embodiment of Figure 7A, the outer face (64) of the tire (60) is extractable attached to the rest of the tire (60). The rim (60) preferably includes an outer flange (71) that is comparable in size and shape to the inner flange (68). The removable outer face (64) includes an outer flange (66) that extends radially beyond the outer diameter of the outer flange (71). The inner face (74) of the outer flange (66) preferably includes a notch (73) extending in the inward direction.

The notch (73) preferably adjoins the outer flange (71), and helps to properly align the face outside (64) with outer flange (71) during installation (e.g., as a serial component or product of spare parts generic). The notch (73) also contributes to support the weight of vehicle load between the tire and the tire drum (70), especially in the decompression of the tire on which The rim (60) is mounted.

Without a notch (73) or equivalent structure, the vehicle weight would be substantially supported by bolts (described below) or other means that connect the outer face (64) to the rest of the tire (60).

The outer face (64) of the materialization shown in Figure 7A, as the outer face (64) shown in the Figure 6, preferably includes an integral aesthetic design that extends inwards and through at least a portion of the outer flange (66). The design of the outer face (64) of the flange exterior (66) preferably includes a variation design surface comprising a plurality of at least one notch, or protrusion, or cleft that are aesthetically consistent with, and mix inside the center bushing design (62) of the outer face (64).

The outer face (64) is preferably joined to the rest of the tire (60) by bolts (75) that pass through the outer and inner face of the central and / or peripheral portions of the central hub (64). Those skilled in the art will appreciate after reading this description that means can also be used alternative or additional to join the outer face (64) to the bushing central (62) and which are encompassed by the present invention.

For example, the outer face (64) could also be attached to the rest of the tire (60) by studs of splice and wheel nuts (not shown) that connect the tire (60) to the vehicle. In such an arrangement, splice studs they would preferably be longer than standard studs, of way they would extend from the vehicle through the hub center (62) of the rim (60), and through the holes in the wheel in the central portion of the outer face (64). The nuts of the wheel would then pass through the studs of splice until the wheel nuts securely adjoin with the outer side of the outer face (64).

Alternatively, a first game can be used of wheel nuts to secure the underlying tire (60) to Conventional vehicle, and then the outer face (64) can be mounted against the rim (60) with the enlarged portion of the wheel nuts passing through the holes corresponding in the central part of the outer face (64). A second set of wheel nuts can then be used to secure the outer face (64) to the rim (60) passing said nuts on the enlarged portions of the wheel nuts and against the face exterior (64).

The outer face (64) can also be secured to the rim (60) by passing screws (79) through the central portion of the outer face (64) and inside the rim (60) between the wheel nuts (see Figure 8a). The media to connect the outer face (64) to the rim (60), whether in Bolt shape, wheel nuts, screws, or some other connector equivalent, they may be covered by additional structures such as plates or caps to achieve an aesthetic or functional effect wanted.

The materialization of Figure 7A generally provides the following advantages (according to the particular way in which it is implemented): (1) allowing a user to remove the outer face (64) and replace it with an alternative outer face with a different design (or with a standard bezel); (2) during installation, maintenance and / or replacement of the tire, the extended flange (66) on the outer face (64) does not constitute an obstacle because the outer face (64) can be removed quickly and easily; (3) if the outer face (64) is damaged, usually it can be replaced at lower cost than changing the tire (60) complete; and (4) the vehicle in which the rim (60) is mounted can generally be used even if the outer face (64) has been removed. These advantages are not necessarily obtained in all the embodiments of Figure 7A or in other embodiments of the present invention.

In the embodiment of Figure 7B, the flange exterior (66) is extractablely attached to the rest of the tire 60. The outer flange (66) in this embodiment is preferably a ring with an inside diameter smaller than the diameter exterior of the outer flange (71) and with an outer diameter plus larger than the outer diameter of the inner flange (71). In Consequently, the outer flange, when aligned with the periphery of the center bushing (64), preferably overlaps a portion of the center bushing (62) and extends radially outward beyond of the outer flange (71).

The bolts (75) are preferably passed to through the outer flange (66) in the region of overlapping center bushing (64) in order to securely secure the outer flange (66) to it.

Those skilled in the art will appreciate after reading this description that other means can be used to join the outer flange (66) to the central bushing (62) which are also encompassed by the present invention.

As in the materializations of Figures 7 and 7A, the outer face of the central hub (64) of Figure 7B includes an aesthetic design, and the outer face (72) of the outer flange (66) also includes an aesthetic design. Preferably, the respective designs of the central hub (62) and outer flange (66) are consistent and blend together to create the impression that the outer flange (66) is a unitary part of the rim (60). The materialization of Figure 7B preferably provides all the advantages described in relation to the materialization of the Figure 7A The preceding advantages can be accentuated in the materialization of Figure 7B because it is generally more Easily removable and less expensive to manufacture.

The materialization of Figure 7C is very similar to the materialization of Figure 7A, but the outer face (64) includes the outer flange (71). The bolts (75) are preferably longer in the illustrated embodiment (in comparison with the materialization of Figure 7A) so that extend from the outer face (64) a sufficient distance into the outer portion of the tire drum (70). Combining the outer face (64) and the outer flange (71) in a unitary structure, it is usually possible to install or more easily remove a tire from the tire, especially when equipment to install is not readily available tires The eyebrow of the tire should not bend or stretch around the outer flange (71) of the tire (60) because the outer flange (71) can be completely removed sliding the tire over the tire (60). Such an arrangement it makes it more comfortable to replace a flat or flat tire in highway.

In fact, it wouldn't even be necessary for vehicles will carry a heavy combination spare tire-tire. Instead, vehicles equipped with the materialization of Figure 7C (and others materializations shown here) could lead just an extra tire, without the extra tire.

Many emergency vehicle kits come standard with small portable compressors to inflate the tires that could be used to fully inflate a tire replacement mounted on a tire with a detachable eyebrow.

       \ newpage
    

The materialization of Figure 7C also preferably includes an aesthetic design on the outer face from the central hub (64) and on the outer flange (66). As in the other materializations described herein, the designs respectively on the central bushing (64) and the outer flange 66 are preferably coherent, and mix with each other.

In the embodiment of Figure 7D, the side Inside the tire includes a detachable inner flange (77). The inner flange 77 is preferably connected to the inner side of the rim by bolts (79). As explained before, too other joining means can be used. The inner flange (77) makes the rim (60) is more balanced by including structures of approximately the same weight and radial position on the opposite side of the rim (60) from the outer flange (66). Accurate balancing of tires and tires is often a challenge for those who design and maintain vehicles because the imbalances can potentially cause road noise or misalignment problems Also, when a tire is punctured en route or is removed for maintenance or to replace it, the vehicle can lean in the direction of the deflated tire and rest on the outermost radial portions of the tire on which the tire was mounted.

In the embodiment of Figure 7D, the load supported by the outer flange 66 is effectively reduced to the half because it is shared by the inner flange (77).

The width of the inner flange (77) (that is, the difference between its outer diameter and its inner diameter) in the illustrated materialization is about 2 inches and medium (6.4 cm).

The width of the inner flange (77) can be varied according to the intended use of the tire (60), and said widths  may include 1 inch (2.5 cm), 1 inch and a half (3.8 cm), 2 inches (5.1 cm), 2 and a half inches (6.4 cm), 3 inches (7.6 cm), 3 and a half inches (8.9 cm), or 4 inches (10 cm). Many others widths within and beyond these ranges and examples are encompassed by the present invention.

The inner flange is preferably separable, especially when used with a tire that has an outer flange (66) and central hub (62) unit (as shown in the Figure 7D) to facilitate the extraction, when necessary, of tire of the rim (60).

The inner flange 77 can also be used in the materializations shown in Figures 7A and 7B. Flange interior can also be integral with the inner flange (28), especially if used in the embodiments of Figures 7A and 7B, where the tire can be removed by passing it over the outer side of the rim (60). The inner flange (77) can also be integral with an inner plate of the inner rim removable that can include the inner flange (that is, a inverted image of the materializations shown in the Figures 7A and 7C).

The inner flange (77) preferably does not it includes a design on its face because it is not normally at view when mounted on the vehicle, and a design add it a unnecessary cost to the product. The inner flange (77) could alternatively be produced with a design on your face to produce a more precise balance between the inner sides and outside of the tire or for other considerations.

The various materializations of the rim (60) can be mounted inside a typical technique tire above, like the tire (40) illustrated in Figure 3. During the tire assembly process, the outer eyebrow (48) of the tire (40) is located behind the outer flange (66), and the inner eyebrow (50) is located behind the inner flange (68). When the mounted tire is filled with air, the air pressure inside forces the eyebrows (48, 50) firmly against the sides inside of the outer flange 66 and the inner flange (68).

Figure 8 illustrates the background of the present invention.

It is an exterior front view of the rim (60) with a typical prior art tire (40) mounted on the same. Although the diameters of the drums (32, 70) of the tires (20, 60) shown in Figures 4 and 8 are the same, and the tires (40) on which the tires are mounted are the same, the mounted tires (20, 60) have an appearance noticeably different exterior. The tire (60) of Figure 8 gives the appearance of a significantly larger diameter tire mounted on a low profile tire. In an occasional inspection, it is an observer is unlikely to perceive that the drum (70) of the tire (60) really has a much smaller diameter and than the flange exterior (66) extends through a substantial portion of the outer tire wall (42). In fact, the diameter of the Tire (60) can even be made to appear larger than any tire easily available to consumers in the Mass production tire market.

Figures 8A, 8B and 9 illustrate the background of the present invention. The front view of the Additional materializations of Figures 7A and 7C are shown in Figure 8a, and the front view of the additional materialization of Figure 7B is shown in Figure 8b. If means are used to cover bolts and / or screws (or equivalent connectors), then these materializations would look even more like the materialization shown in Figure 8.

Referring to Figure 9, the interface between the inner flange (68) and the inner tire wall (44) is similar to that of the prior art tires and tires.

The inner eyebrow (50) is formed to correspond to the size and shape of the inner flange (68).

The inner tire wall (44) normally will not bend or contract to stretch around the flange interior (68) under stationary loads and normal conditions of operation.

The outer eyebrow (48) of the tire (40) makes interface with the lower portion (69) of the outer flange (66). The outer tire wall (42) is driven in the direction of inside by the outer flange (66), making the wall of the tire (42) bends inward around the outer flange (66). In this way, the tire (40), when mounted on the rim (60) with the outer flange (66), has an outer surface towards in radially concave, while the tire (40), when be mounted on the rim (20) with a typical outer flange (28), it has a radially inwardly convex outer surface (see Figure 5) when pressurized under a vehicle load standard.

The use of a standard tire (40) on the rim (60) is feasible, but has some potential disadvantages. The first, as explained above, the inner radial portion of the outer tire wall (42) should normally bend around the outer flange (66), forming an inwardly radially concave outer surface. The tire (40) is not specifically designed to be mounted on a rim (60) like this and may be subject to unintended contraction forces along the wall of the outer tire (42), particularly near the radially outer edge of the outer flange (66), which could restrict, or cause excessive wear on, the tire (40). The second, the exterior tire wall (42) often has words on its front, including the brand / model of the tire and the specifications of the tire (such as the volume of the tire and the recommended tire pressure). The outer flange (66) can, depending on its size and the relative position of the words, cover all or part of these words on the outer wall of the tire (42). Third, the simulation of a larger diameter tire with a low profile tire in a perspective view may be less effective
when the rim (60) does not seem to interface closely with the tire (40) on which it is mounted.

In reference to the Figures 10-11, a materialization of the tire (90) of the The present invention includes an outer wall of the tire (92), an inner wall of the tire (96), and a tread (98). The outer tire wall (92) preferably includes an outer eyebrow (100), a rim protector (102), and a outgoing (108). As used herein, the term "overhang" may include horizontal surfaces, curves, tilted or inclined. The inner tire wall (96) preferably includes an inner eyebrow (104). The opening in the The center of the tire (90) is the hollow of the tire (106). Eyebrows of the tire (100, 104) are essentially formed by rings corrugated formed on the inner radial edges of the corresponding inner and outer tire walls (92, 96). The tire (60) is mounted inside the tire gap (106) of the tire (90).

The tire protector (102) on the wall of the outer tire (92) extends outward more beyond the outer front of the tire (64). Preferably, the Tire protector (102) extends at least approximately 1/16 inch (0.16 cm), and more preferably between about 1/16 inch (0.16 cm) and about 1/4 inch (0.64 cm) beyond the face of the tire (64). When the vehicle over which the tire (90) is mounted comes into contact with a large stationary object (like a curb), the protector flexible tire (102) on the outer tire wall (92) touches the object instead of the front of the tire (64). He front of the rim (64) is therefore protected from scratches and deformations The width of the projection (108) is preferably at least about 1/8 inch (0.32 cm) and more preferably between about 1/8 inch (0.32 cm) and approximately 1/4 inch (0.64 cm).

Those skilled in the art will appreciate after reading this description that many others are possible widths for protrusion and rim protector inside and beyond of these ranges, and which are encompassed by the present invention.

In the illustrated materialization, the location radial projection (108) (that is, the distance between the diameter inside d_ {i} of the tire and the diameter d_ {L} of the projection 108) is approximately the same, or displaced a small distance radially outward from the outside diameter of the outer flange (66) 2 and a half inches wide (6.4 cm) from the rim (60).

As explained above, those versed in the art will appreciate after reading this description that the outer flange (66) can have many others widths, including 1 inch (2.5 cm), 1 inch and a half (3.8 cm), 2 inches (5.1 cm), 2 and a half inches (6.4 cm), 3 inches (7.6 cm), 3 and a half inches (8.9 cm), or 4 inches (10 cm). From this way, the diameter (d_ {L}) would also have sizes corresponding approximately 1 inch (2.5 cm), 1 inch and medium (3.8 cm), 2 inches (5.1 cm), 2 and a half inches (6.4 cm), 3 inches (7.6 cm), corresponding sizes of approximately 1 inch (2.5 cm), 1 inch and a half (3.8 cm), 2 inches (5.1 cm), 2 and a half inches (6.4 cm), 3 inches (7.6 cm), 3 and a half inches (8.9 cm), or 4 inches (10 cm) to match approximately the outer flange size (66).

The outer diameter (d_ {p}) of the protector of Rim (102) is somewhat larger than the diameter (d_ {L}) of the projection (108). The region between the inside diameter (d_ {) of the wall of the tire (92) and the diameter of (d L) of the projection (108) is the flange seat (109). The width (W_ {fs}) of the seat of flange (109) is preferably at least about one quarter of the width of the outer tire wall (92) (measured along the wall of the tire 92 from the inside diameter d_ {r} to the diameter of the outer tire d_ {t} where tread begins 98).

More preferably, the width (W_ {fs}) of flange seat (108) is at least about a third, and more preferably at least half the width of the wall of the outer tire (92).

Many other sizes inside and beyond these Ranges and examples are encompassed by the present invention.

If the flange seat (109) and the outer flange (66) do not extend radially enough, the simulation desired is less effective. If they extend too much, the vehicle in which is mounted the tire would seem undesirably to be rolling on your tires with little or no visible tire.

In the materialization of Figure 11, the eyebrow interior (104) is intended to correspond to the height of the flange inner (68), and is similar in shape and size to the inner eyebrow (50) of a typical prior art tire (see Figure 5). Any word written on the exterior tire wall (92) is preferably positioned on the flange seat (109) so that these words are fully visible after that the tire (60) has been mounted inside the tire (90) and the outer flange (66) substantially covers the entire seat of flange (109).

In the materialization of Figure 11A the tire (90) includes flange seats (109) on the sides indoor and outdoor The tire (90) is therefore more symmetrical and balanced.

Advantageously, during manufacturing and Tire installation (90) in Figure 11A, it is not necessary worry about the inner or outer orientation of the tire (90).

In the materialization of Figure 11B, the tire of Figure 11A has been mounted on the tire of the Figure 7D with a removable inner flange.

The flange seat (109) is preferably profiled to generally match the inner faces of the flanges (66, 77). The flange seat (109) is also preferably constructed to be substantially stiffer than the rest of the outer tire wall (92), the band of bearing (98), and / or the inner tire wall (96). The rigidity of the flange seat (109) (on the tire walls exterior and / or interior) is intended to divert or transfer at least a portion of the tire flexion radially outward to the peripheral areas of the tire. In this way, the portion radially internal to the tire, which may be near or even touching the flanges (66, 77) of the tire (60) will be less likely that press strongly against the flanges (66, 77) possibly causing them to bend or causing undue wear on the tire walls Flange closure (66, 77) due to stiffness of the flange seat (109) is especially advantageous in extreme driving conditions, such as in tight turns, low heavy loads, or when a tire goes through a depression in the road at high speeds.

Those skilled in the art will appreciate after reading this description that the rigidity of the flange seat (109) can be augmented by a multitude of methods known in the technique, such as including or modifying the characteristics of embedded radial tapes, heating and / or compressing the rubber material, or in any other way changing the density or composition of the rubber material of the Tire wall in this region.

The flange seat (109) allows the flange exterior (66) sits inside the tire wall (92) of so that it simulates even better a large diameter rim mounted on a low profile tire. Even in a view on perspective, it would be difficult for an occasional observer to detect that the drum (70) of the rim (60) is not consistent in size with the outer diameter of the outer face (64) of the rim (60), and that the tire (90) is really much wider than it seems from the inner radial edge of the tire wall (92) to the tread (98).

In the illustrated materialization, there is a gap (111) relatively small between the flange seat (109) and the outer flange (66). The recess (111) allows the flange seat (109) flex and bend slightly under driving conditions normal.

If there is a substantial gap between the flange exterior (66) and exterior tire wall (42), effectiveness  from the simulation of a large diameter rim it will look very decreased because the outer flange (66) may appear separated from the rest of the tire, and the underlying tire wall (42) can be visible behind the outer flange (66).

The flange seat (109) could also be built so that there is no gap between the flange seat (109) and the outer flange to get a better fit.

The lengths of the tire walls exterior and interior (92, 96) are each preferably inside in the range of approximately 3 and a half inches (8.9 cm) and 5 inches and a half (14 cm). In addition, the distance between the band of bearing 98 and the inner diameter of the tire wall exterior (92) is preferably approximately the same as the distance between the tread 98 and the inside diameter of the inner tire wall (96). If any of the walls of the tire (92, 96) was substantially longer than the other, the tire could be subject to imbalance forces or wear, and perhaps require a specialized fitting for rim on which the tire is mounted. The lengths of the inner and outer walls of the tire (92, 96) could be different, especially if the tire (90) was designed to be mounted on a modified tire in which the diameters inside and outside of the drum (70) were not the same.

Figure 12 is a side view of another materialization of a rim (110) of the present invention with the tire 90 of Figure 10 mounted therein. The rim (110) it is similar to the rim (60) of Figures 6, 7, 9, and 11, but the drum (112) is divided into an outer portion (116) and a inner portion (118) along a vertical interface (114). In the tire industry, a tire with a drum thus divided is commonly called two-piece tire. As shown in the Figure 13, the outer portion may also be divided into a outer face (119) and a central portion (117). The tire (110) is Flame in the tire industry three-piece tire. The various portions (116, 119, 117) of the rim (110) can be separated from the inner portion (118) of the rim (110) removing the safety bolts (not shown). The materializations of Figures 12 and 13 could also be used with the flanges, front of the rim and / or tires of the Figures 7A-D, 8A-8B, and 11A-B.

In general, two and three piece tires are more expensive than one-piece tires, and are designed for consumers who drive more expensive cars. Many range vehicles High leave the factory with two and three-piece tires.

The inner portion (118) of said tires It usually has a specialized size and shape to fit a particular type of vehicle axle or to accommodate components specially designed in brake, steering or suspension.

It would not be profitable for most spare tire manufacturers to make different types of one-piece tires for each of the different types of vehicles that require specialized tire parts. Instead, vehicles that come with two or three-piece wheels have a specialized inner portion (118), but an interchangeable front face (116) and / or central portion (117). In this way, the consumer can obtain a spare tire with an elegant appearance, but the tire manufacturer does not have to face the costs of manufacturing and marketing different one-piece tires for the many different varieties of specialized tire sizes.

The individual costs of manufacturing tires for two and three pieces may be higher, but the overall volume of sales of these tires in the industry is much lower than sales volume of one piece tires. For this reason, the One-piece tires are generally made with equipment expensive high-volume cast iron while two and two wheels three pieces are machined from metal blocks of alloy. It is generally less expensive to retrofit the process of mechanization to manufacture a larger tire or a tire specialized to retrofit high volume casting equipment. Thus, it is contemplated that the present invention may be especially suitable for the production of two and three tire sizes machined parts that may not be available even in molded one piece sizes.

It has also been contemplated that the various materializations of the present invention can be especially suitable for use with small vehicles and / or spare wheels for vehicles.

Vehicle manufacturers are constantly looking for products that improve performance and / or aesthetics of your vehicles without adding a significant cost to the global cost This principle is particularly important with relation to less expensive cars. The present invention encompasses a wide range of improved tire sizes that provide the aspect of an expensive update for a relatively quantity Small additional cost.

Although the preceding description mentions several examples and details concerning preferred embodiments, It should be noted that the description is merely illustrative and should not be construed to limit the invention. Thus, the scope of this disclosure is not limited by the illustrations or previous descriptions of it but only by the appended claims.

       \ vskip1.000000 \ baselineskip
    

Bibliographic references mentioned in the report descriptive

This list of bibliographic references mentioned by the applicant has been incorporated exclusively for reader information, but not an integral part of the European patent documentation. Even having collected this list of bibliographic references very carefully, they cannot excluding errors or omissions, so the EPO declines all Responsibility in this regard.

Patent documentation mentioned in the report descriptive

US 26604002 A

US 20020079735 A1

EP 0587053 A

DE 10030314 A

Claims (13)

1. A tire and tire adapted to be attached to a vehicle: (a) comprising the tire (60):

(i)

a central hub (62) adapted to be attached to a vehicle, the central hub (62) having an inner side, a side exterior (64), and a central axis;

(ii)

an inner flange (68) formed on the side inside the bushing (62) and extending radially towards outside;

(iii)

an outer metal flange (66) attached to the side outside the bushing (62) and extending radially outward, the outer flange (66) having an inner diameter and a diameter outer, the outer diameter being greater than an outer diameter of the inner flange (68), so as to give it the appearance of a rim of larger diameter than it would exist if the outer flange (66) had the same diameter as the flange inner (68), and the outer flange (66) having an inner side, an outer side; an upper portion, and a lower portion, having the inner side of the lower flange portion exterior (66) a substantially convex surface; Y

(iv)

a center bushing design pattern (62) that comprises a plurality of at least one protrusion (78), notch (76), or groove (80) formed on the outer side (64) of the bushing central (62) and extending through at least a portion of the outer flange (66) of the rim (60), the distance between the hub central axis to the radial extension furthest from the design pattern greater than the distance between the central axis of the bushing (62) and the outer diameter of the inner flange (68), for improve said appearance of a larger diameter tire; Y

(b) comprising the tire (90):

(i)

an inner tire wall (96) that has a inner eyebrow; Y

(ii)

having an exterior tire wall (92) a flange seat (109), the flange seat having a diameter inner, an outer eyebrow (100), and a protrusion (108);

wherein the tire (90) is mounted on the rim (60) so that the inner side of the outer flange (66) substantially overlaps with, and is in close proximity to, the flange seat (109), the outer radial edge of the outer flange (66) is juxtaposed substantially facing the protrusion of the tire (108), the inner flange (68) interfaces with the eyebrow of the tire (90), the interface area between the outer flange ( 66) of the rim (60) and the flange seat (109) on the outer tire wall (92) is substantially larger than the interface area between the inner flange (68) and the eyebrow on the inner tire wall ( 96), and at least a portion of the outer tire wall (92) extends at least as far outward as the outer face of the extended flange
rior (66), so as to give it the appearance of a larger diameter tire mounted on a low profile tire.

         \ vskip1.000000 \ baselineskip
      

2. The tire and tire of Claim 1, in which the outer diameter of the outer flange (66) is therefore less than about 3/4 inch (1.9 cm) larger than the diameter outside of the inner flange. 3. The tire and tire of Claim 1, in which the outer flange (66) is adapted to abut the outer tire wall (92) (90) without substantially hollow some of them when mounted once the tire is pressurized (90). 4. The tire and tire of Claim 1, wherein the central hub (62) comprises a plurality of spokes and the design on the outer flange (66) gives the appearance that spokes extend through at least a portion of the flange exterior (66). 5. The tire and tire of Claim 1, in which the difference between the inner and outer diameters of the outer flange (66) is at least about 2 inches (5.1 cm). 6. The tire and tire of Claim 1, in which the outer flange (66) is integrally formed on the outer side of bushing (62). 7. The tire and tire of Claim 1, in which the outer flange (66) is extractable attached to the side outer bushing (62). 8. The tire and tire of Claim 1, in which the outer flange (66) and the flange seat (109) are adapted to form a gap with each other when the tire (90) is mounted on the tire and after pressurized the tire (90). 9. The tire and tire of Claim 1, wherein the inner tire wall comprises a seat of flange (109), the flange seat (109) having a diameter inside, the inner eyebrow (104), and the protrusion (108), so that The tire (90) is substantially symmetrical. 10. The tire and tire of the Claim 1, further comprising an inner flange attached to the inner side of the bushing and extending radially outward, having the flange inner an inner diameter and an outer diameter, in which the difference between inner and outer flange diameters inside is at least about 1 inch (2.5 cm). 11. The tire and tire of the Claim 10, in that the difference between the inner and outer diameters of the inner flange is at least about an inch and a half (3.8 cm). 12. The tire and tire of the Claim 10, in which the difference between the inner and outer diameters of the inner flange is approximately equal to the difference between the inner and outer diameters of the outer flange (66) on the outer face 13. The tire and tire of the Claim 10, in which the inner flange is removably attached to the side bushing inside (62).