MX2010005832A - Improvements applied in band for protection of vehicular wheel and tyre. - Google Patents

Abstract

Improvements applied in band for protection of vehicular wheel and tyre. Disclosed is a system that lies inside a tyre allowing the vehicle may be driven normally (in emergency situations), even with a flat tyre. The system comprises two semicircular rubber segments of trapeziform profile [1-1’ in half moon, with bottom made up by two blunt planes [8 and 9] at different angles and having a plurality of transverse oval holes [10], being ends united by assemblies of ratchet [2] which draw whether steel cables or high-strength strap [3] in order to unite the ends of bands [1 and 1’, and said continued steel cables or high-strength strap [4] inserted inside on segments of band [1 and 11 uniting parts of the ratchet [2] in each segment, being that each ratchet [2] has a half provided with one holed main axle [5], having a longitudinal slot [6] which receives steel cables or high-strength strap [3] which has one of the ends linked to another half of each ratchet [2], being the axle [5] tres passed by one transverse threaded hole [7] in order to fix the locking screw of steel cable or strap [3]. Lead counterweights are inserted inside the rubber in order to improve the system balance.

Description

IMPROVEMENTS APPLIED TO BELT FOR WHEEL PROTECTION AND VEHICULAR TIRES The present patent refers to improvements introduced in patent PI-0301446-0 of 04/04/2003, of the same applicant.

As already commented in that previous case, it is known that a considerable number of vehicles are currently equipped at the factory or, later, adapted with wheels made of materials known as "light league" or "light ligation", that is to say leagues of metals such as titanium, magnesium and aluminum.

Tire structuring systems that use materials with high surface hardness and / or high mechanical resistance, such as steel, carbon fiber, engineering plastics (nylon, Teflon, etc.), pose a serious risk of metal base fracture. "slight league" that occur after impacts in that unfortunately very common, caused by precarious conditions of conservation of our roads.

The state of the art, at the time of patent PI-0301446-0 of 04/04/2003, revealed the following examples: a) steel belt: the product only fixes the lateral band of the rim on the wheel hub, only preventing it from dismantling itself from the wheel when the tire is without pressure, without adding any structure additional tire, so it is impossible for the vehicle to be driven with an empty tire and much less without the latter. b) an engineered carbon fiber or plastic belt; When the tire loses pressure this equipment allows its support so that the vehicle maintains a satisfactory handling capacity. On the other hand, the structure of the tire as an adhesion appendage is essential to give a limited efficiency since once without the tire structure (ie tire loss) this product has its efficiency due to the lack of adherence to the tire. pavement. As already mentioned above, this product, because it has been made of a material of high hardness, represents a great risk of bankruptcy of the wheel when a strong impact is suffered. c) sealing gel: this product, because it is a gel, represents a limited performance in holes of small size, and does not add any additional structuring to the tire, so it is impossible for the vehicle to be driven with an empty tire and much less without any tire In addition to this, it has a body that is in constant movement, severely affects the balance of the wheel and tire as a whole and at the same time promotes the oxidation of steel wheels.

Thus, analyzing the problems indicated, the applicant developed the patent PI-0301446-0 of 04/04/2003, which consisted of a rubber belt, applied around the wheel, above the tire, thus forming a sub-tire because is of minor diameter than that and in turn by having a larger diameter than the wheel.

The structural steel reinforcements guarantee stability to the system. These reinforcements consist of a curved steel sheet, crimped into the rubber interior, forming a steel belt, the tips of which are joined by steel cables. This structure is responsible for fixing the system on the wheel.

This protective belt is made with the elastomer of similar characteristics to those used in the industrial manufacture of tires. Its internal reinforcements are previously pretended of high carbon steel (of the Improved Plow steel type), galvanized according to the international ASTM standard, which gave it the necessary mechanical resistance to the impacts and the resulting stresses of the torsion transfers and of the friction forces of rolling and "cornering" (maneuver of making curves) caused by the natural dynamics of a conventional passenger vehicle in motion.

On the other hand, after performing several tests it was found that the steel belt will provide an exaggerated rigidity to the system. This exaggerated rigidity made the molding of the system on the wheel very difficult. This in turn made it difficult to install it on the wheel and impaired the efficiency of its connection.

To solve this problem, it became necessary to have with a more flexible steel structure.

Ia Improvement: FLEXIBLE STRUCTURE The previous system consisted of a rubber belt with a belt with rigid steel plate crimped inside, with its ends fixed by steel ropes. This steel belt was responsible for fixing the rubber belt on the wheel.

The proposal is to replace the structure of rigid steel sheet with a flexible structure, also embedded inside the rubber. This structure can be constituted both by a steel rope and by a high strength wire. The fixation of the system comes to be realized by this flexible structure, through a bar or retainer in one of the ends. This bar allows the recollection or the reach of another end of flexible structure, opening the rubber belt against the wheel, thus creating the fixation of the system.

This situation provides a greater malleability for the system allowing the latter to be molded much better to the wheel. This facilitates the high degree of assembly and improves its bonding in the wheel.

The system provides highly satisfactory steering when the tire is without pressure as the product keeps the structural tire in place; it even maintains the condition of same dirigibility without a tire.

There is no risk of causing a possible bankruptcy of the wheel, by its characteristic of resilience absorbs almost totally the energy generated by the impacts, transferring a very small part of energy towards the center of the hub of the wheel, which is its weakest part.

Does not cause rust on the steel wheels.

The concept is still easy to install as it can be installed and dismantled in any conventional workshop. 2nd Improvement: LA TRABA The replacement of the rigid steel sheet structure by the flexible structure of steel rope or high strength wire makes it necessary to develop a more appropriate collection system.

Two obstacles of the different recollection system were developed. These locks are fixed at one end of the flexible structure, crimped in the rubber belt. The other end of the flexible structure is intended for the withdrawal of the lock. The first lock was developed only for steel ropes. The second allows both the gathering of steel ends and the gathering of a high strength thread.

The exclusive lock for the steel rope has a smooth collecting axle, with a trap system where the steel rope system is anchored for recollection, which only works in the case of rope ends. The rope and thread lock has a slit inside the main shaft of the recollection. Through this slit passes both the steel end and the high resistance thread. A threaded hole serves to pass a screw through the main shaft, thus fixing the steel rope or the high resistance wire, giving rise to a connection to the system and providing a recollection. 3a Improvement: PROFILE, FORM AND MASS OF THE ELASTOMER The old profile of the rubber belt used in the previous system, had a unidirectional shape. This situation presented a great variation when the protection system was installed in wheel models of the same ARO that had different shapes in their cubes. The previous system presented the bottom with a unique locking system.

To reduce this situation to a minimum, the lower part of the rubber belt profile was changed creating 2 angles instead of a single angle as before.

This situation turned the ideal installation conditions for a wheel with a cube that has a protrusion (Carbon Steel Wheels) and also for the wheels of flat profiles (Light Ligature Wheels).

The composition of the elastomer, in which this protection system is made and with the use of this new profile allows the integral adjustment of the belt in any wheel hub.

Another modification was the way in which this elastomer was vulcanized. The rubber, previously, was vulcanized in a of network. It only assumed the circular shape when it was installed on the wheel, because of the openness of its locking system (flexible structure / locking).

The initial network shape of the rubber belt generated certain drawbacks. The first was the difficulty adapting the belt network in any wheel hub. The second was the excessive effort exerted by the locking system, which in addition to locking the belt had to force the belt to bend so as to assume a circular shape of the wheel hub. The third was the internal efforts within the rubber, once it was out of balance form, being forced to bend in the circular form.

In this way a method was developed to vulcanize the rubber belt already in the semi-circular form. After vulcanizing and acquiring its final shape, it becomes a circumference segment.

The semi-circular shape of the belt brings very significant benefits. The first facilitates its adaptation in any wheel hub. The second benefit is that it reduces the force created by the locking system, since it is much less than that level required for the belt to assume the circular shape of the wheel hub. The third benefit consists in the drastic reduction of internal efforts within the rubber, once it undergoes much less deformation.

However, it should also be noted that due to the large added weight to the Wheels and Tires System of a vehicle, when installing the protection system, it is necessary to develop a new system that will provide the same mechanical characteristic of the product but that would add less weight to the wheel, tire and protection system.

It was then developed an elastomer of greater mechanical capacity, which allows to remove part of the support mass from the upper profile of the Protection System that was previously solid. This situation that the Protection System was lighter without modifying its mechanical capabilities. 4a Improvement: BIPARTIDO BELT AND COUNTERWEIGHT The old profile of the rubber belt used in the Anterior System, being much longer and suffering a much greater curvature, made it difficult to mold the system towards the wheel. In its installation on the wheel, this became a difficulty and also harmed their work. In addition to this, the mounted system became very asymmetric, with a lock that concentrated masses only in one point and a gap between the ends in another.

Due to this situation, a system was developed consisting of two smaller belts, each with its own flexible structure and with its locking catch. The end of one belt is fixed by the other's lock. Each of them protects one half of the wheel.

These two smaller halves undergo less curvature in the installation on the wheel, greatly improving its modeling to the it is already easy to install and considerably improves its entry into the wheel.

In view of the fact that the system is composed of equal halves, a symmetric condition is achieved and this greatly improves the distribution of its mass, thus improving the system's balancing.

In addition, the use of lead counterweights crimped in specific belt tubes was developed to further improve the system's balancing. These improvements made the Protection System lighter without changing its mechanical capabilities as well as creating a more practical set for handling or maintenance in relation to the previous patent.

In this way, in order to provide a better understanding of everything we have said, regarding the proposed improvements, some drawings are presented in the annex that are defined as follows: Figures 1, 2, 3 and 4 show details of traction lock and of steel rope or high strength wire forming the flexible structure.

Figures 5 and 6 show the elevation and profile of the complete system.

Figures 7 and 8 show details "A" and "B" of Figure 6, illustrating the profile of the elastomer and the locking of the system (steel rope or pulling wire).

"IMPROVEMENTS APPLIED IN BELTS FOR PROTECTION OF WHEELS AND VEHICULAR TIRES", according to the designs shown, are constituted by two semi-circular rubber segments (1 and 1 ') in half moon, whose ends are joined by sets of locking ( 2) that apply traction to the steel ends or to the high resistance thread (3) forcing the union of the ends of the belts - (1 and 1 '). These steel ropes or continuous high resistance threads (4) are crimped into the belt segments (1), joining the locking parts (2) in each segment (1 and 1 ').

Each lock (2) or a half provided with a main shaft (5) emptied, containing a longitudinal groove (6) that receives the steel ropes or the high strength thread (3) and has one end joined to the other half of each lock (2); while the shaft (5) is crossed by a threaded transverse hole (7), for fixing a screw (not shown) that holds either the steel or the wire.

Each segment of the semi-circular rubber belt (1-1 ') has a bottom formed by two obtuse planes (8 and 9) at different angles and thus it is seen laterally that each belt (1-1') has a plurality of holes oval (10) transverse to relieve weight.

It can be observed that there are counterweights that are set in the rubber to improve the system's balance.

Claims (1)

CLAIMING

1. "IMPROVEMENTS APPLIED TO BELTS FOR THE PROTECTION OF WHEELS AND VEHICULAR TIRES" characterized by two segments of semi-circular rubber with trapezoidal profile (1 and 1 ') in half moon, with a bottom formed by two obtuse sections (8 and 9) in angles different and having a plurality of oval holes (10) transverse, while the ends are joined by locking assembly (2) that stretch the steel ends or the high strength thread (3) for the union of the ends of the belts (1 and 1 '), being the steel ropes or the high strength thread (4) of continuous type and because they are crimped into the segments of the belt (1 and 1') to join the parts of the lock (2) in each segment, while each lock (2) has a half provided with a main shaft empty (5), and contains a longitudinal groove (6) that receives either the steel rope or the high wire resistance (3) and having one end connected to the other half of c The locking element (2) is crossed by a threaded transverse hole (7), for the fastening of a locking screw of the steel rope or of the wire (3), and with counterweight and balancers that are crimped inside the rubber.