GB2575269A

GB2575269A - Tyre

Info

Publication number: GB2575269A
Application number: GB1810919.9A
Authority: GB
Inventors: John Hall Gregory; Essam Kubba Ali
Original assignee: Automotive Fusion Ltd
Current assignee: Automotive Fusion Ltd
Priority date: 2018-07-03
Filing date: 2018-07-03
Publication date: 2020-01-08
Also published as: GB201810919D0; WO2020008194A1

Abstract

A tyre T comprises first and second side walls 39A, 39B and a contact wall (C, fig. 1) extending between them (e.g. making up a carcass 17 of the tyre for the outer tread surfaces 1, 2, 3). A liner 9 (10, 11; fig. 1) extends over each of the walls and is bonded to the carcass 17 to seal the tyre. The liner includes an inwardly facing surface with at least one chamber 19, 20 between the surface and the carcass 17, which may be inflatable to alter the external shape of the tyre to adaptively adjust to tyre rolling conditions. There may also be a reinforcing layer (e.g. aramid mesh) adjacent the chambers to direct expansion of the chamber towards the contact wall and tensioning means to hold the shape between chambers. Also claimed is a method of manufacture including placing a blocking material between the liner and carcass to create the inflation chambers.

Description

This invention relates generally to a tyre and to a method of manufacturing a tyre. More specifically, although not exclusively, this invention relates to a tyre for adjusting to tyre rolling conditions and a method of manufacturing the same.

Tyres, for example pneumatic tyres, find use with land-based vehicles, such as automobiles, and also with aircraft, such as aeroplanes.

Pneumatic tyres typically comprise first and second side walls with a contact wall extending therebetween. Moreover, such pneumatic tyres are commonly manufactured from plural layers of elastomeric material. The layers include a carcass, a liner or inner layer, a bead, a belt arrangement and tread pattern. The layers are typically fitted one atop the other around a cylinder. The layers are then expanded into a mould to form the final shape of the tyre and are then cured (by application of steam, for example) to bond the layers together and hence form the tyre.

Pneumatic tyres customarily are inflated to have a single pressure setting, at least whilst in motion. This may be suboptimal in terms of how the tyre of a vehicle functions. For example, while the rolling conditions to which a tyre is subjected may alter (e.g. due to cornering, smooth or rough surfaces, uphill or downhill travel), the tyre pressure may remain substantially constant or may change by only a relatively minor amount. As will be appreciated, the tyre shape may, accordingly, remain substantially constant as well. Alternatively, external forces acting against the surface of the tyre, for example due to friction, may alter the tyre shape in ways which may detrimentally affect the performance of the tyre.

As will be appreciated, the desired or required pressure within a tyre suitable for off-road use may be significantly different to the pressure within a tyre suitable for on-road use. Furthermore, the size and/or shape of the contact patch of the tyre with the ground may affect the rolling resistance and ability of the tyre to grip the surface against which it is rolling. The shape and/or size of the contact patch, however, is substantially determined and fixed by the internal pressure of the tyre to which the tyre is initially inflated, prior to its use. Although the shape and/or size of the contact patch of a conventional tyre may change during use (for example, due to applied external loads) the changes may negatively impact the performance of the tyre and are typically undesirable. Such external loads may comprise a change in the mass of a vehicle to which the tyre is attached and/or impacts against the external surface of the tyre (for example from rocky ground).

It is therefore a first non-exclusive object of the invention to provide a tyre which at least partially mitigates one or more of the above-identified problems. It is also a non-exclusive object of the invention to provide a tyre which is adaptable to tyre rolling conditions, e.g. to changing tyre rolling conditions. It is also a non-exclusive object of the invention to provide a tyre which is dynamically adaptable to tyre rolling conditions (e.g. to changing tyre rolling conditions). It is a non-exclusive object of the invention to provide a tyre in which its external shape may be changed, for example during rolling use. It is a further non-exclusive object of the invention to provide a method of manufacturing a tyre capable of meeting one or more of the above-described objectives.

Accordingly, a first aspect of the invention provides a tyre for adaptively adjusting to tyre rolling conditions, the tyre comprising first and second side walls with a contact wall extending therebetween, each of the first side wall, second side wall and contact wall comprising a carcass and a liner to seal the tyre and extending over and bonded to the carcass of the tyre, the liner having an inwardly facing surface, where at least one chamber is provided between the inwardly facing surface of the liner and the carcass.

Advantageously, the tyre according to the invention provides at least one chamber which may be used to alter the external shape of the tyre and, accordingly, alter the rolling performance of the tyre. By altering the contact patch between a tyre and the ground over which it is rolling, the performance characteristics of the tyre (for example the rolling resistance of the tyre) can be altered. In particular, the shape and/or size of the contact area can be altered by altering the external shape of the tyre. The present invention thereby provides a tyre which can reduce and/or increase rolling resistance of a tyre, in use. Accordingly, the expense of operating a vehicle using a tyre according to the invention may be relatively reduced. According to a report by the National Research Council (NRC), a 10% reduction in rolling resistance of the tyres of a vehicle is equivalent to a 1.5% reduction in fuel use for city driving and a 2.1% reduction for highway driving (see Tires and Passenger Vehicle Fuel Economy, Transportation Research Board Special Report 286, Committee for the National Tire Efficiency Study, Transportation Research Board, National Research Council of The National Academies, 2006, pp.50). Therefore, by reducing the rolling resistance of the tyres of a vehicle it is possible to reduce the cost of operating a vehicle. Accordingly, a tyre according to the invention reduces fuel consumption and emissions, in use, and enhances riding safety, control and efficacy. Further beneficially, a tyre according to the invention provides relatively enhanced grip (for example whilst cornering and/or travelling up or down-hill) and/or enhanced performance.

Additionally, by forming the at least one chamber between the inwardly facing surface of the liner and the carcass of the tyre, manufacture of the tyre is relatively simple, rapid and cheap. The at least one chamber may, furthermore, be provided in a more secure manner than might otherwise be the case.

The term “contact wall” will be understood by one skilled in the art to refer to the potion of the tyre extending between the first and second side walls and intended, in use, to contact a surface against which the tyre is rolling. The contact wall may comprise plural layers of material and/or components. The contact wall may be provided with tread on an outer surface thereof. The contact wall may comprise a belt structure.

The term “carcass” will be understood by one skilled in the art to refer to a portion of each of the side walls and the contact wall of the tyre. The carcass may comprise plural layers of material, for example bonded to one another (e.g. during curing of the tyre). The carcass may comprise an elastomeric material, for example a rubber material. The carcass may comprise reinforcements therewithin, e.g. a belt structure.

The liner may comprise an outwardly facing surface, for example between the inwardly facing surface of the liner and the carcass of the tyre. The, some or each of the at least one chamber may be provided between the outwardly facing surface of the linerand the carcass of the tyre. The liner may comprise a single layer of material. In embodiments, however, the liner may comprise plural layers of material. The, some or each of the at least one chamber may be provided between layers of the plural layers of material of the liner.

In some embodiments at least one of the at least one chambers may extend across a minor portion of the contact wall, between the first and second side walls. The minor portion may comprise less than half of the distance between the side walls of the tyre, say less than a third, a quarter, a fifth, a sixth of the distance between the side walls of the tyre.

The, one or each of the at least one chamber may have a variable volume, e.g. may be expandable or collapsible. The, one or each of the at least one chamber may be inflatable, for example for altering the external shape of the tyre.

In some embodiments, the at least one chamber may comprise plural chambers. One, some or each of the plural chambers may be inflatable, e.g. for altering the external shape of the tyre.

The contact wall may comprise a first region (e.g. an inboard region) at or adjacent the first side wall, a second region (e.g. an outboard region) at or adjacent the second side wall and a third region (e.g. a central region) between the first and second regions. The plural chambers (where provided) may comprise a first chamber configured or configurable to alter the shape of one of the first, second and third regions of the contact wall. The plural chambers may comprise a second chamber configured or configurable to alter the shape of another of the first, second and third regions of the contact wall.

The tyre may comprise a reinforcing layer, for example disposed adjacent at least one of the chambers. The reinforcing layer may be configured to direct expansion of the chamber, in use, e.g. toward the contact wall of the tyre to thereby alter the shape thereof. The reinforcing layer may be aligned or substantially parallel to the contact wall of the tyre. The reinforcing layer may contact the liner, for example adjacent the or each chamber. The reinforcing layer may be attached to the liner, for example permanently or temporarily. The reinforcing layer may have an equal or greater stiffness than does the contact wall of the tyre.

The at least one chamber may be adjustable or configurable between a deployed condition and an undeployed condition, for example where in the deployed condition the at least one chamber has a relatively greater internal volume than in the undeployed condition. The at least one chamber may be manufactured in the deployed condition. The at least one chamber may be adjusted or configured to the deployed condition subsequent to manufacture, for example and/or prior to use of the tyre (e.g. on a vehicle).

The at least one chamber may comprise retaining means, for example configured to retain the at least one chamber in the deployed condition. The retaining means may comprise a protrusion, for example arranged or arrangeable to engage a cooperating recess. The protrusion and/or recess may be provided in or on the liner or a further component.

The tyre may comprise a further or main chamber, for example extending from the first side wall to the second side wall. The further or main chamber may have a greater volume than does the or each of the at least one chamber. The further or main chamber may be configured to operably fluidly communicate with the or each of the at least one chamber.

The or each chamber may be formed during curing of the tyre (for example which may comprise vulcanisation).

In some embodiments, each side wall of the tyre may comprise a tyre bead. The liner may be sealed or secured to and/or about (e.g. at least partially) the tyre beads. In embodiments, the liner may extend at least partially around one or both tyre beads.

In some embodiments, the tyre may comprise a tensioning means (e.g. tensioning member). The tensioning means may be spaced from the contact wall, for example and may be aligned or substantially parallel thereto. The tensioning means may be configured to at least partially rigidify the tyre. In some embodiments, the at least one chamber may comprise an external projection. The tensioning means may comprise the external projection. The external projection may comprise the liner, e.g. a portion of the liner. The external projection may be integrally formed with the at least one chamber. Alternatively, the external projection may be bonded to the at least one chamber. The external projection may comprise a free end. The at least one chamber may comprise plural chambers, for example wherein first and second chambers may be spaced from one another (e.g. space apart). The tensioning means may comprise one or more portions of the liner extending from one or both of the first and second chambers, for example to or toward the other of the first and second chambers. The tensioning means may comprise a first portion of the liner extending from the first chamber to or toward the second chamber. The tensioning means may comprise a second portion of the liner extending from the second chamber to or toward the first chamber. The first and second portions of the liner may be joined or bonded or secured to one another. The first portion of the liner may be joined or bonded or secured to the second chamber and/or to the liner beyond the second chamber. The second portion of the liner may be joined or bonded or secure to the first chamber and/or to the liner beyond the first chamber.

The tyre may comprise a blocking material, for example located between the inwardly facing surface of the liner and the carcass (e.g. located within the or each chamber). The blocking material may be sacrificial. The blocking material may be removable from the or each chamber. The blocking material may be configured to prevent bonding of the liner to the carcass at its location (e.g. during curing of the tyre). The blocking material may be configured or configurable to bias (e.g. retain) the or each chamber toward (e.g. in) the deployed condition (where provided). The blocking material may comprise the retaining means (where provided). The blocking material may comprise a reinforcement mesh, for example an aramid material or other suitable material.

The tyre may comprise an inflation means (e.g. inflation mechanism) for inflating the at least one chamber of the tyre. The inflation means may comprise one or more pumps, e.g. a rotary pump, piston pump, diaphragm pump, screw pump or other suitable type of pump.

The inflation means may be located or locatable inside and/or outside of the tyre. Where the inflation means is located or locatable inside of the tyre the tyre may be configured to retain the inflation means. The inflation means may be attached or attachable to the tyre, for example to an inner surface thereof. The inflation means may be attached or attachable to the liner and/or the carcass of the tyre.

The inflation means may be fluidly connected (e.g. operably) to the or each of the one or more chambers. The inflation means may comprise a manifold, for example for fluidly connecting the inflation means to the or each of the one or more chambers.

The tyre may comprise a sensing means (e.g. sensor), for example for sensing a rolling condition of the tyre. The sensing means may be configured or configurable to monitor one or more condition of the tyre and/or of the surrounding environment of the tyre. The one or more condition of the tyre may comprise: the pressures in each chamber within the tyre; the temperature of components of the tyre (e.g. the liner, the carcass, fluid within the chambers of the tyre); the load experienced by one or more component of the tyre; the flow rate of pressurised fluid within and/or to or from chambers of the tyre and/or the inflation means (where provided). The one or more condition of the surrounding environment may comprise: the ambient temperature; the ambient pressure; the surface roughness of a surface over which the tyre is rolling or may roll; the inclination or declination of the surface over which the tyre is rolling or may roll; the sharpness of a bend around which the tyre is rolling or may roll, the material properties of the surface over which the tyre is rolling or may roll. The sensing means may comprise one or more of an optical sensor, a pressure sensor, a flow rate sensor, an image sensor, a temperature sensor, a force sensor.

The tyre may comprise a control means (e.g. controller), for example for controlling the pressure of a fluid within the at least one chamber, to thereby alter the shape of the tyre. The control means may be configured or configurable to selectively increase or decrease the pressure of a fluid within the at least one chamber, to thereby alter the shape of the tyre. The control means may be configured or configurable to control the inflation means. The control means may comprise one or more valves. A valve may be associated with the, one, some or each of the at least one chamber, for example to selectively control fluid flow into and/or out of the or each chamber. The control means may be operable to selectively control the or each valve. The control means may be configured or configurable to alter the shape of the tyre whilst it is rolling, e.g. to dynamically alter the shape of the tyre.

Where it is mentioned that the shape of the tyre is or may be altered it will be appreciated that this may comprise altering the shape of the contact wall of the tyre, or one or more portions thereof.

The tyre may comprise a pneumatic tyre. The tyre may be suitable for use with land vehicles and/or aircraft.

According to a further aspect of the invention, there is provided a method of manufacturing a tyre as described herein.

According to a further aspect of the invention, there is provided a method of manufacturing a tyre, the method comprising:

providing a carcass comprising first and second side walls with a contact wall extending therebetween;

providing a liner for extending over each of the first and second side walls and contact wall of the carcass;

locating a blocking material between an inwardly facing surface of the liner and the carcass at one or more location; and bonding the liner to the carcass to seal the tyre over the first and second side walls and the contact wall, where the liner is prevented from bonding to the carcass at the location of the blocking material, thereby forming at least one chamber.

The method may comprise at least partially folding or otherwise deforming the liner (e.g. one or more portions thereof) about the blocking material, for example prior to bonding of the liner to the carcass. Folding the liner (e.g. one or more portions thereof) about the blocking material may comprise at least partially folding once, twice or more times about the blocking material.

The method may comprise locating a second blocking material on the liner. The method may comprise at least partially folding or otherwise deforming the liner (e.g. one or more portions thereof) about the second blocking material, for example prior to bonding of the liner to the carcass. Folding the liner (e.g. one or more portions thereof) about the second blocking material may comprise at least partially folding once, twice or more times about the second blocking material. The second blocking material may be at least partially surrounded by the liner (e.g. one or more portions thereof).

The second blocking material may be located on the liner and/or the liner (e.g. one or more portions thereof) may be at least partially folded or otherwise deformed about the second blocking material prior to location of the blocking material between an inwardly facing surface of the liner and the carcass. In embodiments, the method may comprise providing a second liner, e.g. and may comprise at least partially covering the blocking material and/or the second blocking material (where provided) with the second liner (for example such that the blocking material and/or the second blocking material is at least partially located between the liner and the second liner).

The blocking material and the second blocking material (where provided) may be formed from the same or from different materials.

The method may comprise providing one or more of the carcass, liner, blocking material, second blocking material (where provided) and second liner (where provided) about a cylinder. The method may comprise locating the liner about the cylinder. The second blocking material may then be located thereupon. The liner (e.g. one or more portions thereof) may then be at least partially folded or otherwise deformed about the liner. The blocking material may then be located on the at least partially folded or otherwise deformed liner and second blocking material. The carcass may then be located on the blocking material, the at least partially folded or otherwise deformed liner and second blocking material. Bonding may then occur (e.g. via curing) to bond the liner to the carcass (e.g. and to bond the liner to itself). In embodiments, the liner may be at least partially folded or otherwise deformed about the second blocking material about a first cylinder and then the at least partially folded or otherwise deformed liner and second blocking material may then be moved to a second cylinder prior to bonding to the carcass.

The method may comprise providing blocking material between an inwardly facing surface of the liner and the carcass at or adjacent an edge of the liner, for example and thereby creating a free edge of the liner after bonding of the liner to the carcass to seal the tyre over the first and second side walls and the contact wall.

The liner may be bonded to the carcass during curing of the tyre, for example. The carcass may comprise plural layers of material. Curing of the tyre may at least partially bond the plural layers of the carcass to one another and/or of the liner (e.g. one or more portions thereof) to the carcass. The carcass may further comprise one or more of: a bead, an antiabrasive layer, a belt structure, and the like. The contact wall may comprise tread. The tread may be applied and/or bonded to an outer surface of the contact wall, for example subsequent to or simultaneously with curing of the tyre.

The method may comprise securing a tensioning means (e.g. tensioning member) to the tyre at a location spaced from the contact wall (for example and aligned or substantially parallel thereto). The method may comprise preventing the liner from bonding to carcass at plural locations to form plural chambers, for example where first and second chambers are spaced from one another. Providing the liner may comprise providing one or more portions of the liner which extend from one or both of the first and second chambers to or toward the other of the first and second chambers. The method may comprise joining a first portion of liner extending from the first chamber to a second portion of liner extending from the second chamber, for example to thereby provide the tensioning means. The method may comprise joining a portion of liner extending from the first chamber to the second chamber and/or to the liner beyond the second chamber.

For the avoidance of doubt, any of the features described herein apply equally to any aspect of the invention.

Within the scope of this application it is expressly envisaged that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. Features described in connection with one aspect or embodiment of the invention are applicable to all aspects or embodiments, unless such features are incompatible.

Embodiments of the invention will now be described by way of example only with reference to the accompanying drawings in which:

Figure 1 is a schematic cross-sectional view of a tyre according to an embodiment of the invention in which chambers therewithin are in an undeployed condition;

Figure 2 is a schematic cross-sectional view of the tyre shown in Figure 1 in which the chambers are in a deployed condition;

Figure 3 is a cut-away perspective view of the tyre shown in Figure 1;

Figure 4 is a partial cut-away perspective view of the tyre shown in Figure 1, showing the liner layers forming chambers;

Figure 5 is a schematic simplified cross-sectional view of the tyre shown in Figure 1; Figures 6a to 6d are views of a method of manufacturing the chambers of the tyre shown in Figure 1 according to an embodiment of the invention; and

Figure 7 is a graph showing simulated performance of the tyre shown in Figure 1;

Referring now to Figures 1 to 5, there is shown a tyre T according to an embodiment of the invention. The tyre T comprises first and second side walls 39A, 39B, with a contact wall C extending therebetween. A contact patch 1, 2, 3 comprising tread is located on the exterior surface of the contact wall C. The first and second side walls 39A, 39B and contact wall C comprise a carcass 17 of plys of elastomeric material and a liner (comprising liner layers 10, 11).

The liner which may comprise four liner layers 10, 11 (but this number can be any suitable number) is utilised to produce additional internal chambers 19, 20 within the tyre T, in addition to a main tyre chamber 16, to act as an adaptation means to switch the tyre mode between economy mode, performance mode, standard and/or off-road mode (as will be described in more detail below).

Air pressure within the chambers 16, 19, 20 is altered by the use of a pumping system (not shown), which may comprise any suitable pump, for example a piston pump. The pump is located outside the tyre in this embodiment. However, in embodiments, the pump may be located inside of the tyre.

The present embodiment comprises a control unit (not shown), inside or outside the tyre main cavity, that monitors inflation pressures in all internal chambers 16, 19, 20 and drives a valving system in the tyre that moves the air around between chambers 16, 19, 20 to selectively achieve different tyre modes. The different tyre modes may comprise at least the three main modes: economy mode; performance mode; and comfort mode (standard), as will be explained in greater detail below. Additional modes having capabilities such as off-road mode may also be provided, in embodiments.

The control system is either self-driven or can be driven wirelessly from inside the vehicle manually or automatically to ensure safe and efficient driving experience. The control system in the present embodiment is connected to the vehicle main computer wirelessly or with wires.

The tyre in this embodiment comprises at least two types of tread outer surfaces 1,2,3, or more, and made of at least two different compounds 1,2,3, or more, and have at least two different surface treatments 1, 2, 3, or more, two coefficients of frictions 1, 2, 3, or more, or two tyre-to-road interactions 1, 2, 3 or more. The at least two surfaces 1, 2, 3 on the tyre tread enhances the tyre modes performances and improve the tyre riding safety and lifetime. In embodiments, however, a single tread type may be used.

The above system enables the use of high variance compounds within the tyre treads due to the distortion of the profile enabling multiple tyre contact characteristics that is different to that of a conventional tyre, such as high friction performance compounds on the outer tread and lower friction harder wearing compounds on the inner tread.

The main tyre chamber 16, shown in Figures 1 and 2, is necessary where an external air source is not provided. The additional support component 12 is inserted to the rest ofthe tyre’s internal structure to act as a support.

The tyre T is manufactured by providing a blocking material between liner layer 11 and the carcass of the side walls 39A, 39B and also between liner layers 9 and 10 and the carcass of contact wall C (which comprising the contact patch 1, 2, 3). Further blocking material is provided between a portion of liner layer 9 and liner layer 10. The layers of the tyre T (including the liner layers 9, 10, 11) are cured to bond them together, according to a technique well known in the art. The blocking material preferentially prevents bonding of the liner layers 9, 10, 11 in the location where it is provided. In this manner, chambers 19, 20 are formed between the liner layers 9, 10, 11 and the carcass 17 of the tyre T.

Referring to Figures 6a to 6d, an alternative method of manufacturing the chambers 19, 20 of tyre T according to an embodiment of the invention is shown. The method illustrated in Figures 6a to 6d uses two differently coloured materials for ease of understanding, the liner layer L being plain and first and second blocking material B1, B2 having lines thereon. As will be appreciated by one skilled in the art this method may be performed on both the first side wall 39A and second side wall 39B sides of the tyre T (to thereby form chambers 19, 20 on both sides ofthe tyre T), however only a single application ofthe method is described below for the sake of convenience.

This method of manufacture comprises providing a single liner layer L and providing a first portion of blocking material B1 thereon (as shown in Figure 6a). Part of the liner layer L is folded partially over the first portion of blocking material B1 (Figure 6b) and the liner layer L is then folded again such that the first portion of blocking material B1 is substantially encompassed by the liner layer L (Figure 6c). A second portion of blocking material B2 is then located to partially cover both the folded portion of liner layer L and the non-folded portion of liner layer L (Figure 6d).

The further layers of the tyre T (incorporating the side walls 39A, 39B and contact wall C) may be located about a cylinder, in the usual manner, during manufacture ofthe tyre T. The above folding steps of the liner layer L may be undertaken about a separate cylinder and the folded structure then transferred to the cylinder about which the further layers of the tyre T are or will be located. Alternatively, the above folding steps of the liner layer L may be undertaken about the same cylinder about which the further layers of the tyre T are or will be located. The layers of the tyre T (including the liner layer L and blocking material B1, B2) are then cured to bond them together. The blocking material B1, B2 locally prevents bonding of the liner layer L to itself and to a further layer of the tyre T, thereby forming the chambers 19 and 20. The second portion of blocking material B2 provides for formation of chambers 19 whilst the first portion of blocking material B1 provides for formation of chambers 20.

In embodiments, any suitable number of liner layers L may be utilized and any suitable number of portions of blocking material B may be used, as suitable for forming a desired number of chambers 19, 20.

The support component 12 may then be inserted and attached within the space provided between chambers 20, with beadlock 4 therebehind (as will be described in greater detail below).

Typically, four liner layers 10, 11 are utilised but the number can be less or more. These liner layers 10, 11 are sandwiched, in this embodiment, around a blocking material, which may be a reinforcement mesh. Together, the liner layers 10,11 form four internal chambers 19, 20 in the tyre T. The purpose of the reinforcement meshes (such as an aramid material), where provided, is to support the chambers and to restrain the edges or margins of the chambers from suffering from tear or peal. In embodiments, however, the blocking material may comprise a sacrificial layer which may be removed or removable following manufacture of the chambers 19, 20.

Following the manufacturing process, a delamination process occurs by inflating the folded chambers that are containing the liner layers 10, 11 shown in Figure 1 in to the functional tyre geometry of the cross section shown in Figure 2.

Figure 5 shows the main second part of a tyre assembly which is planned to be inserted in press-fit or adhesion. Subsequently the two parts are sealed together using an annular sealing mechanism between the tyre bead 38 and the Beadlock membrane 4 margins.

Attaching support component 12 in between tyre chambers 20 can be achieved by using a volcanizing process, or by press fitting support component 12 in the prepared gap between the side chambers 20.

In embodiments, the support component 12 between chambers 20 may be replaced by one or more further liner layers which may thereby form one or more additional chambers using the manufacturing process described above.

Figure 5 shows how support component 12 with open Beadlock 4 (for defining main tyre chamber 16) assembly is inserted into the tyre cavity with sealants 22, 23, 24, 25 to secure air-tight connections for Schrader valves, or other types of suitable valves for fluid communication with the chambers 16, 19, 20 of the tyre T.

The internal dividers 26 (see Figure 2) in between the outer chambers 19, 20 are designed in such a way that they transfer sufficient vertical support from the main tyre chamber 16 right to the tyre tread 1,2, 3. As such, the thickness of these dividers 26 is required to be in a reasonable proportion to their height to avoid buckling. Fillets may be provided to reduce the harshness of the connection between the dividers 26 and the carcass of the tyre T. In embodiments, the dividers 26 may be configured to buckle when subjected to a predetermined load. For example, the dividers may be configured to at least partially collapse, thereby reducing the volume of chamber 19 and/or chamber 20. The pre-determined load may be selected to correspond to a load experienced during cornering of a vehicle using the tyre T and/or to rolling of the tyre across a bumpy road.

The tyre T may comprise a manifold (not shown) or other fluid communication assembly arranged to direct fluid flow into and/or out of the chambers 15, 19, 20 (and optionally main tyre chamber 16) and to/from the pump.

Volumes of chambers 15, 19, 20 can be made in such a way that the same amount of air can be transformed between them without the need to access the main tyre chamber 16. Alternatively or additionally, pressurised air may be taken from the main tyre chamber 16 and redistributed to one or more of the chambers 15, 19, 20 (or vice versa). By utilising adaptable valves the air flow network between chambers can be simplified, e.g. three way valves, or by utilising a manifold (for example with a monolithic core) that can switch between tyre modes with minimal adjustments, linear or angular, through which particular gates and passages open and closes to produce an equivelant outcome of the presented steps below to achieve a certain tyre mode. Pressure transfer with the main tyre chamber 16 can be used as an additional air supply under rapid pressure change requirements.

In use there may be three main tyre functional modes which can be defined as follows:

• Economy mode: this mode is for urban driving and offers low rolling resistance behaviour. The central chamber 15 operates at a higher pressure to promote crowning of the tyre and minimized deformation.

• Performance mode: this mode is for high stress manoeuvres such as cornering, heavy braking or acceleration driving and offers high lateral forces to increase stability at high speeds. This operates by increasing the pressures of the outer chambers 19,20 thus producing an additional stiffness and grip by improved contact patch 1, 2, 3 interaction and sidewall 39 stiffness.

• Off-road mode: this mode is for driving on irregular, bumpy or unpaved surfaces and its benefit is to reduce the effect of the road unevenness and to enhance the tyreroad grip. This operates by having a low pressure upper chambers 15, 19, 20 to promote enveloping of the tread 1, 2, 3 while the main tyre chamber 16 protects the wheel rim 40.

Referring now to Figure 7, the results of theoretical modelling of a Tyre T according to the invention are shown. The tyre T was modelled using a finite element analysis program and the chambers 15, 19, 20 of the behaviour of the tyre T were modelled using different pressures in the chambers 15, 19, 20 (corresponding to different performance modes). For example, in economy mode, the central chamber 15 may have a higher pressure than do the outer chambers 19, 20 (e.g. 2.9 bar in the central chamber 15 and 2.2 bar in the outer chambers 19, 20). In conventional mode the central chamber 15 and outer chambers 19, 20 may have similar pressures (for example 2.3 bar in the central chamber 15 and 2.2 bar in the outer chambers 19, 20). In performance mode the central chamber 15 may have a lower pressure than do the outer chambers 19, 20 (for example 1.3 bar in the central chamber and 2.2 bar in the outer chambers 19, 20). The main tyre chamber 16 may have a higher pressure than do the other chambers 15, 19, 20 in each of the modes, for example about 5 bar. As can be seen, the cornering force which the tyre T can resist is relatively increased in performance mode than is the case in either economy or conventional modes, for each given slip angle.

The reason the tyre in this invention changes its shape is to adapt to a range of driving conditions in such a way that more grip, higher performance and/or lower rolling resistance are achieved upon each driving condition, mainly in economy and performance modes.

The tyre may change its interaction with the road passively, manually, by employing the vehicle’s main computer, or by utilising an artificial intelligence system.

It will be appreciated by those skilled in the art that several variations to the aforementioned embodiments are envisaged without departing from the scope of the invention. For example, although the tyre T shown in Figures 1, 2 and 3 has two outer chambers 19, 20 and two central chambers 15 this need not be the case and, instead, the tyre may include any suitable number of chambers.

In embodiments, the tyre T may not comprise the additional support component 12. Where the additional support component 12 is not provided the liner 10 forming one of the chambers 20 may comprise an extension extending to or toward the other of the chambers 20 and/or vice versa. In some embodiments, this extension may be formed by providing a portion of blocking material at an edge region of the liner 10 prior to cure bonding of the tyre T. The extension of the liner 10 of each of the chambers 20 may be configured to at least partially overlap. The extensions of the liner 10 of each of the chambers may be bonded or secured together. Advantageously, a further chamber may thereby be provided between the chambers 20. The pressure within this further chamber may be selected and/or controlled to be similar to that within the main tyre chamber 16, e.g. during use of the tyre T. The liner 10 (and/or 9) may be sealed or secured to and/or about (e.g. at least partially) the tyre bead 38 of the tyre T. Beneficially, bonding or securement of extensions of the liner 10 from each chamber 20 provides a tensioning member extending between the chambers 20 which aids in maintaining structural rigidity and/or correct shape of the tyre T during use thereof.

It will also be appreciated by those skilled in the art that any number of combinations of the aforementioned features and/or those shown in the appended drawings provide clear advantages over the prior art and are therefore within the scope of the invention described herein.

Claims

1. A tyre for adaptively adjusting to tyre rolling conditions, the tyre comprising first and second side walls with a contact wall extending therebetween, each of the first side wall, second side wall and contact wall comprising a liner to seal the tyre and extending over and bonded to the carcass of the tyre, the liner having an inwardly facing surface, where at least one chamber is provided between the inwardly facing surface of the liner and the carcass.

2. A tyre according to Claim 1, wherein at least one of the at least one chambers extends across a minor portion of the contact wall, between the first and second side walls.

3. A tyre according to Claim 1 or 2, wherein the at least one chamber is inflatable for altering the external shape of the tyre.

4. A tyre according to Claim 1 or 2, wherein the at least one chamber comprises plural chambers.

5. A tyre according to Claim 4, wherein one, some or each of the plural chambers is or are inflatable for altering the external shape of the tyre.

6. A tyre according to Claim 4 or 5, wherein the contact wall comprises an first region at or adjacent the first side wall, an second region at or adjacent the second side wall and a third region between the first and second regions.

7. A tyre according to Claim 6, wherein the plural chambers comprise a first chamber configured or configurable to alter the shape of one of the first, second and third regions of the contact wall.

8. A tyre according to Claim 7, wherein the plural chambers comprise a second chamber configured or configurable to alter the shape of another of the first, second and third regions of the contact wall.

9. A tyre according to any preceding Claim, comprising a reinforcing layer disposed adjacent at least one of the chambers.

10. A tyre according to Claim 9 when dependent on Claim 2 or 5, wherein the reinforcing layer is configured to direct expansion of the chamber, in use, toward the contact wall of the tyre to thereby alter the shape thereof.

11. A tyre according to Claim 9 or 10, wherein the reinforcing layer is substantially parallel to the contact wall of the tyre.

12. A tyre according to Claim 9, 10 or 11, wherein the reinforcing layer has an equal or greater stiffness than does the contact wall of the tyre.

13. A tyre according to any preceding Claim, wherein the at least one chamber is adjustable between a deployed condition and an undeployed condition, where in the deployed condition the at least one chamber has a relatively greater internal volume than in the undeployed condition.

14. A tyre according to Claim 13, wherein the at least one chamber comprises retaining means configured to retain the at least one chamber in the deployed condition.

15. A tyre according to any preceding Claim, comprising a tensioning means spaced from the contact wall and aligned thereto.

16. A tyre according to Claim 15, wherein the at least one chamber comprises plural chambers comprising first and second chambers spaced from one another, and the tensioning means comprises one or more portions of the liner extending from one or both of the first and second chambers to or toward the other of the first and second chambers.

17. A tyre according to Claim 16, wherein the tensioning means comprises a first portion of liner extending from the first chamber to or toward the second chamber and a second portion of liner extending to or toward the second chamber, where the first and second portions are joined to one another.

18. A tyre according to any preceding Claim, wherein the or each chamber is formed during curing of the tyre.

19. A tyre according to Claim 17, comprising a blocking material located in the liner and/or between the liner and the first layer to which the liner is bonded, the blocking material being configured to prevent bonding of the liner to the carcass at the location(s) of the or each chamber.

20. A tyre according to any preceding Claim, comprising an inflation means for inflating the at least one chamber of the tyre.

21. A method of manufacturing a tyre, the method comprising:

22. Method according to Claim 21, wherein the liner is bonded to the carcass during curing of the tyre.

23. Method according to Claim 21 or 22, comprising securing a tensioning means to the tyre at a location spaced from and aligned to the contact wall.

24. Method according to Claim 23, wherein the liner is prevented from bonding to the carcass to form plural chambers, a first chamber being spaced from a second chamber, where providing a liner comprises providing one or more portions of the liner which extend from one or both of the first and second chambers to or toward the other of the first and second chambers.

25. Method according to Claim 24, comprising joining a first portion of liner extending from the first chamber to a second portion of liner extending from the second chamber to thereby provide the tensioning means.