US20070113760A1 - Method and Apparatus For Controlling Debris From An Exploding Tire - Google Patents
Method and Apparatus For Controlling Debris From An Exploding Tire Download PDFInfo
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- US20070113760A1 US20070113760A1 US11/627,813 US62781307A US2007113760A1 US 20070113760 A1 US20070113760 A1 US 20070113760A1 US 62781307 A US62781307 A US 62781307A US 2007113760 A1 US2007113760 A1 US 2007113760A1
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- United States
- Prior art keywords
- tire
- cage
- lid
- energy absorbing
- enclosure
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C25/00—Apparatus or tools adapted for mounting, removing or inspecting tyres
- B60C25/14—Apparatus or tools for spreading or locating tyre beads
- B60C25/147—Safety cages for inflation
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T29/00—Metal working
- Y10T29/49—Method of mechanical manufacture
- Y10T29/49826—Assembling or joining
Definitions
- the present invention relates to a cage tire for containing tire explosions, and in particular, to tire cages for containing tire explosions of having a diameter in the range of 6 to 12 feet, and having stored energy, e.g., in a range of 500 kilojoules to 7500 kilojoules which is approximately 13-200 times the energy of a conventional truck/SUV tire.
- split rim tires are known to be especially dangerous in that metal portions of the split rim can be propelled at high velocity if the tire fails. Moreover, such tire failures where portions of the split rim may become projectiles is especially dangerous when inflating or deflating such tires. This is true of virtually all split rim tires, and there have been various devices developed to hold or secure split rim tires for light vehicles (e.g., cars or trunks).
- the present invention is a tire cage for containing debris from a tire explosion that can occur during, e.g., the inflation or deflation of a tire.
- the tire cage of the present invention is designed to contain all portions of a split rim that could otherwise cause harm and/or damage if propelled unimpeded from a tire explosion.
- embodiments of the tire cage of the present invention are suited for containing debris from large tires such as those used on earth moving vehicles, such tires being, e.g., 6 to 12 feet in diameter.
- embodiments of the tire cage are reusable in that the structural members of the tire cage are protected from a sufficient amount of the effects of tire explosion sudden impact such that such structural members are not damaged.
- the tire cage includes replaceable, kinetic energy absorbing materials that can absorb, without damaging the structural members of the cage (e.g., frame beams and steel plates), a tire explosion impact force of, depending on the cage embodiment, a tire 6 to 12 feet in diameter.
- an embodiment of the tire cage for an tire 8 feet in diameter is intended to absorb a tire explosion of 3500 to 3700 kiloNewtons, and absorb approximately 900 kilojoules to 1500 kilojoules, and more preferably 1160 kilojoules (855,853 ft-lbs) of kinetic energy from, e.g., a flange and bead seat band of a split rim tire propelled toward such structural members of the tire cage.
- embodiments for receiving large tires are relatively lightweight and easily transported to where such large tires are in use. This is especially important in view of the fact that energy stored within tires increases exponentially with the size of the tire (e.g., a typical truck tire of 3 foot diameter may store approximately 60 kilojoules of energy, a typical inflated 6 foot diameter tire may store approximately 500 kilojoules of energy, a typical inflated 8 foot diameter tire may store approximately 1200 kilojoules, and a typical inflated 12 foot diameter tire may store approximately 7500 kilojoules).
- a typical truck tire of 3 foot diameter may store approximately 60 kilojoules of energy
- a typical inflated 6 foot diameter tire may store approximately 500 kilojoules of energy
- a typical inflated 8 foot diameter tire may store approximately 1200 kilojoules
- a typical inflated 12 foot diameter tire may store approximately 7500 kilojoules.
- embodiments of the present invention may be:
- a light weight energy absorbing material such as an energy absorbing metallic foam to cushion the frame of the present tire cage from being damaged by high velocity portions of an exploding tire, and particular, portions of a split rim.
- the use of such energy absorbing foams substantially reduces the weight and size of the tire cage.
- the tire cage is designed so that the energy absorbing foam can be replaced after it has been crushed while absorbing the impact of portions of an exploding tire.
- the tire cage is reusable by substantially merely replacing the crushed foam (and related components for securing the foam in position) after a tire explosion occurs within the tire cage.
- the energy absorbing foam includes an aluminum foam.
- foams may have a relative density in a range of 7-12% as one skilled in the art will understand.
- FIG. 1 shows a side view of the tire cage 50 of the present invention, wherein the cage is secured about a tire 58 .
- FIG. 2 shows a side view of the tire cage 50 of the present invention, wherein the cage is open.
- FIG. 3 shows a plan view of the bottom of the tire cage 50 .
- FIG. 4 shows the back or rear of the tire cage 50 .
- FIGS. 5A and 5B show more detailed views of the posts 118 .
- FIG. 6 is a top view of tire cage 50 when the cage is closed about a tire 58 as in FIG. 1 .
- FIG. 7 is a front view of lid 60 .
- FIG. 8 is a side view of the tire cage lid 60 .
- FIG. 9 shows the operator controls for operating the tire cage 50 .
- FIGS. 10A and 10B show more detailed views of the pedestal 156 upon which a tire 58 is provided within the cage 50 .
- FIG. 11 is a view top view of the lower table 164 .
- the embodiments of the tire cage 50 illustrated in FIGS. 1-11 , and described hereinbelow are particularly suitable for safely containing an explosion of a conventional heavy equipment 8 foot diameter tire, i.e., suitable for safely containing an explosive impact force of up to 3500 to 3700 kiloNewtons (kN) and 1160 kilojoules (kJ) of energy. Accordingly, for safely containing an explosion of a tire of a smaller or larger tire (more particularly, an explosion of a tire storing a substantially larger or smaller amount of energy) certain of the tire cage structural members described herein below, and the forces these members need to withstand may be substantially different from the dimensions provided herein.
- embodiments of the present invention are readily applicable to very small tires (e.g., 12 inch diameter tires of a manually maneuverable wheelbarrow), conventional automobile tires, truck tires of various sizes as well as the large tires used in earth moving equipment (e.g., 6 to 12 feet in diameter).
- the tire cage 50 includes: (a) a tire support assembly 54 for supporting a tire 58 placed within the cage 50 , and (b) a pivotally attached lid 60 .
- Each of the support assembly 54 and the lid 60 has a corresponding frame of steel beams and steel plates (as further described hereinbelow and shown in the figures), wherein these frame components are welded together to thereby provide the structural support for the tire cage 50 .
- the tire support assembly 54 includes a support platform 61 ( FIG. 2 ) that provides the support base for the remainder of the tire cage 50 .
- the support platform 61 includes an inner support plate 62 , and in some embodiments, an outer support plate 66 may be provided as well. However, in one preferred embodiment, there is no outer support plate 66 since by leaving the bottom of the support platform 61 open, greater accessibility is provided to tire cage cables, pipes, and electrical wiring provided underneath the inner support plate 62 .
- the bottom of the tire cage 50 is made from large W-beams (not shown) welded together with a support plate 62 welded on top (thus allowing access underneath for cables, pipe, etc ⁇ , wherein this support plate is fixedly attached to (e.g., by welds) a plurality of “I” beams 70 ( FIGS. 1, 2 and 4 ),
- the support plates 62 and 66 (or instead of 66 , the plate to which the W-beams are welded) are positioned on top of one another so as to have substantially vertically aligned outside perimeters when viewed from below ( FIG. 3 ) with the exception that the inner support plate 62 is shorter along the front or latching side having an edge 74 ( FIGS. 2 and 3 ).
- the shortened latching side of the inner support plate 62 is shorter by an amount effective for providing locking assemblies 78 for securing the lid 60 to the support assembly 54 when a tire 58 is being examined, inflated and/or deflated within tire cage 50 .
- the support plates 62 and 66 are steel and are approximately twenty millimeters in thickness.
- the support plate 62 , and the support plate 66 (or the plate to which the W-beams are welded) may be made from G40.21 50W grade steel.
- another sufficiently strong material may be used so long as it can withstand approximately 3700 kiloNewtons (kN) of force (e.g., for an 8 foot diameter tire) that can be generated by the explosion of a tire 58 .
- the “I” beams 70 in the present embodiment, are common structural members conforming to CSA G40.20 and CSA G40.
- various vertical stiffeners such as plates 82 , and 86 are provided.
- the support assembly 54 also includes two lower side members 98 ( FIG. 1 ) which are mirror images of one another, wherein each projects diagonally vertically upwardly relative to the support plate 62 .
- the support assembly 54 further includes a back assembly 114 ( FIG. 4 ) that is secured to both the support platform 61 and the lower side members 98 .
- the back assembly 114 includes posts 118 ( FIGS. 1 , and 4 ) welded to the support platform 61 .
- Welded to each of the posts 118 is a back plate 122 , which may be 6 mm G40.21 50 W Grade Steel or another material of comparable strength.
- back plate 122 is reinforced by cross members 126 for additional strength, these cross members being HSS 102 ⁇ 102 ⁇ 4.8 structural support members made of G40.21 50 W Grade Steel (i.e., a steel tube having a 4 inch by 4 inch cross section) or another material of comparable strength.
- each of the hinge assemblies 130 includes a pair of hinge plates 134 ( FIG. 5B ) that extend to the top of the hinge assembly, and wherein these plates each have a hole 138 and a hole 142 therein, wherein: (i) the holes 138 are aligned with one another as shown in FIG. 5 , (ii) the holes 142 are also aligned with one another as shown in FIG. 5 , and (iii) at least the pair of holes 142 have a hinge slot 146 therebetween for the insertion of a mating hinge portion 150 ( FIGS.
- each hinge assembly 130 and its mating hinge portion 150 these components are fitted together with a pivot pin 154 which is provided through the holes 142 and a corresponding aligned hole in the hinge portion 150 so that the lid 60 can pivot on this pivot pin between the fully closed configuration shown in FIG. 1 and the fully open configuration shown in FIG. 2 .
- the support assembly 54 also includes a tire pedestal 156 ( FIGS. 1 and 2 ) that is secured to the upper surface of the support plate 62 .
- the tire pedestal 156 is for supporting a tire 58 in a properly aligned orientation within the tire cage 50 , as one skilled in the art will understand.
- the split rim 157 for the tire 58 (symbolically represented in FIGS. 1 and 2 by the heavy lined profile in the center of the tire 58 ) is aligned on the pedestal 156 so that if a tire malfunction occurs such that one or more portions of the split rim are propelled toward the cage 50 at high velocity, then it is intended that such rim portions will be propelled substantially vertically upwardly toward the inside of the lid 60 as will be discussed further hereinbelow.
- the tire pedestal 156 includes a hydraulic adjustable height table 159 (FIGS. 1 , 10 A- 10 B).
- the table 159 includes a tire support center 160 and a lower table 164 (also FIG. 11 ).
- the tire support center 160 is rotatable about the central axis 165 of the generally cylindrical pedestal 156 , wherein a motor 167 that is used to rotate the tire support center about the central axis. Accordingly, when a tire 58 is initially positioned in the tire cage 50 , the tire pedestal 156 is in the lowered position of FIG. 10B , and subsequently an operator activates hydraulics of the tire cage to raise the table 159 and rotate the tire support center 160 for inspection of the tire 58 during inflation/deflation as one skilled in the art will understand.
- the tire pedestal 156 (as well as the rest of the tire cage 50 ) is configured so that tires smaller than the largest acceptable tire may be safely inflated and/or deflated in the tire cage.
- an embodiment of the tire cage 50 according to the disclosure herein may be used for safely inflating and/or deflating tires having diameters of 3 and 6 feet.
- lid 60 it includes two side beams 158 ( FIGS. 1, 6 , 7 and 8 ) that extend substantially the length of the lid along its sides.
- the front end of each of the side beams 158 is attached to a front cross “I” beam 162 ( FIG. 6 ) that extends across the width of the lid 60
- the rear of each of the side beams 158 has attached thereto a corresponding one of the hinge portions 150 ( FIGS. 1 and 2 ).
- each of the hinge portions 150 includes a pair of bearing plates 166 ( FIGS. 1 and 2 ) attached to opposing sides of the corresponding side beam 158 .
- Each of the bearing plate 166 has two holes 170 and 174 ( FIGS.
- each bearing plate 166 surrounding its hole 170 includes bushings (not shown) upon which the pivot pin 154 seats for smooth pivotal movement of the lid 60 .
- the hole 174 is for securing the lid 60 in the open position as shown in FIG. 2 . Accordingly, when the holes 174 are aligned with the holes 138 such the lid 60 is in the upright or open position of FIG. 2 , there is, for each post 118 , a safety pin 178 ( FIGS.
- the safety pins 178 are moved between the unengaged positions of FIG. 4 to the engaged position of FIG. 2 by corresponding actuators 182 that are attached, via a mounting plate 184 , to one of the back plate support frames 126 .
- the actuators are preferably hydraulic; however, other types of actuators are also within the scope of the invention, including electric and pneumatic.
- each of the side beams 158 On top of the rear of each of the side beams 158 is a lever beam 186 to which a hydraulic actuating cylinder 190 is attached in hole 192 ( FIG. 8 ) for pivotally moving the lid 60 between its open and closed positions.
- CSA G40.21 Across the width of the lid 60 and attached to the side beams 158 are a plurality of impact beams 194 ( FIG. 7 and 8 ) that are W460 ⁇ 120 structural members conforming to CSA G40.21, as one skilled in the art will understand (note that a description of CSA G40.21 may be found at www.csa.org).
- FIG. 7 best shows the front 198 of the lid 60 .
- the front 198 includes a retractable front plate 202 ( FIGS. 1, 2 , and 7 ) which may be a steel plate of approximately 6 millimeters thickness.
- the front plate 202 In an extended position, the front plate 202 entirely covers the front 198 when the lid 60 is in the closed position ( FIGS. 1 ).
- the front plate 202 In a retracted position, the front plate 202 is substantially parallel to the cross beams 194 and the side beams 158 ( FIG. 2 ) when the lid is in its open position.
- the front plate 202 is moved between its extended and retracted positions by an actuator 204 ( FIGS. 1, 2 , and 8 ). Note that by having the front plate 202 in a retracted position ( FIG.
- the lid 60 when the lid 60 is open, it is much easier to properly place a tire 58 within the tire cage 50 .
- the overhead clearance afforded by the present invention in combination with the ease of operator access to a suspended tire 58 due to the front 198 having no walls or barriers is a distinct advantage offered by the present invention.
- Each of the lid posts 208 is additionally provided at the corners of the front 198 , wherein each of the posts 208 is attached to one of the side beams 158 .
- Each of the lid posts 208 has extending therefrom a bifurcated connector 212 , wherein each of the extensions 216 ( FIG. 7 ) of the connector is received over a corresponding one of the bosses 220 ( FIG. 3 ) in a corresponding one of the locking assemblies 78 .
- each of the locking assemblies 78 includes a locking enclosure 224 ( FIGS. 1-3 ) having a center steel plate 228 ( FIG. 3 ), wherein there is one of boss 220 on each side of the plate 228 and adjacent thereto.
- each of the connectors 212 can be locked to the support assembly 54 by an actuator 230 of the locking assembly 78 .
- the actuator moves a pin 232 of the locking assembly 78 through the holes 236 ( FIG. 7 ) of each extension 216 of the connector and also through a hole (not shown) in the plate 228 therebetween when the connector is fully received the corresponding one of the locking enclosures 224 .
- the actuator retracts the pins 232 from the holes 236 so that by activating the actuating cylinder 190 , the lid 60 can be raised into its open position, and the safety pins 178 can then be moved into holes 138 to lock the lid in the open position.
- the lid 60 further includes lid sides 240 ( FIGS. 1 and 2 ), wherein each of the lid sides is approximately 6 millimeters in thickness of steel plate.
- Each lid side 240 is attached to a corresponding one of: the side beams 158 , and a corresponding one of the lid posts 208 , such that each side 240 is substantially vertically aligned with and overlaps one of the lower side members 98 when the lid 60 is in its closed position.
- a diagonal portion adjacent edge 244 overlaps the corresponding one of the side beam 158 as shown in FIG. 1 .
- each of the lid sides 240 includes a diagonal reinforcement beam 248 (which may be of type HSS 102 ⁇ 203 ⁇ 4.8, as one skilled in the art will understand) for providing additional strength to the lid sides 240 .
- the lid 60 also includes an energy absorbing structure 252 ( FIGS. 1 and 8 ) for absorbing blast energy from a tire 58 that malfunctions.
- an energy absorbing structure 252 FIGS. 1 and 8
- the energy absorbing structure 252 absorbs energy from portions of the split rim 157 wherein such portions are propelled vertically toward the cross beams 194 such that these cross beams are able to withstand the remainder of a tire blast force without deformation.
- the energy absorbing structure 252 includes a plurality of energy absorbing assemblies 254 ( FIGS.
- each such assembly being separately anchored to the cross beams 194 by a plurality of anchors 256 , such that these assemblies 254 are spaced apart from one another (such spacing facilitates the expelling of the large air pressures that can develop within the cage 50 when a tire malfunctions).
- there may be only two such assemblies 254 e.g., as shown in FIG. 6 in dash-dot-dash outline), wherein each one of the assemblies extends across at least a sufficient amount of the center of the cage immediately above the split rim 157 so that it is unlikely that a portion of this rim can contact the cross beams 194 , and it is also unlikely that any portion of the split rim will exit the cage 50 .
- other arrangements and sizes of such assemblies 256 are within the scope of the invention. For example, in some embodiments there may be as many a larger number of such assemblies 254 occupying substantially the same or a greater area than the assemblies 254 of FIG. 6 .
- Each of the assemblies 254 includes a 2 to 21 ⁇ 2 inch thick steel plate 260 ( FIG. 2 ) (also known as a “decoupler plate” herein), wherein the plate may be approximately 28 inches by 74 inches.
- Each decoupler plate 260 is suspended from the cross beams 194 by the anchors 256 such as threaded steel rods.
- the anchors 256 such as threaded steel rods.
- Between each of the plates 260 and the cross beams 194 are one or more energy absorbing subassemblies 262 ( FIG. 6 ) for each assembly 254 , wherein the subassemblies 262 are for absorbing the forces imparted from an exploding tire 58 .
- FIG. 6 energy absorbing subassemblies 262
- Each of the subassemblies 262 includes a block, pad, or layer 264 (for simplicity denoted herein as “block”, and crosshatched in FIGS. 1, 2 , 6 , and 8 ) of an energy absorbing material that permanently deforms when absorbing the kinetic energy from, e.g. an exploding tire.
- Each subassembly 262 also includes two metal plates (not shown). One of the metal plates is bonded to (and covers) the side of the subassembly block 264 wherein this side rests on the decoupler plate 260 .
- the other of the metal plates is bonded to (and covers) the opposing side of the block 264 that is faces the cross beams 194 .
- such metal covering plates protect the blocks 264 from damage during shipping, and installation into the assemblies 254 . Additionally, for each block 264 , its covering plates may provide additional support during tire explosion.
- the covering plates and the block 264 for a subassembly 262 are coated with a non-corrosive material to prevent deterioration of the block 264 .
- the non-corrosive material is a chemically applied film of Class 1A gold.
- each block 264 includes (and may substantially consist of) a rigid energy absorbing material such as what is known in the art as an “open celled foam” material (also denoted herein as simply “foam”).
- open celled foams include a large plurality of small air filled spaces (denoted cells herein), wherein each of the cells is defined by a plurality of small rods of the foam material in a manner whereby the rods connect together to form open polygonal structures such as, e.g., pentagons or hexagons.
- the open polygonal structures form faces of the 3-dimensional cells.
- Such open celled foam materials may be characterized by: (a) the material of the rods, (b) the relative density of the foam, (c) the face size(s), (d) the rod size(s), and (e) the cell shape(s) as one skilled in the art will understand.
- the primary strength characteristics are generally (a) and (b) above.
- the energy absorbing blocks 264 for the present invention may have their rods made substantially of aluminum, an aluminum alloy (e.g., aluminum alloys 6101 or A356 as one skilled in that art will understand), or another metallic alloy such as a nickel or copper alloy.
- the blocks 264 are formed from Duocel Aluminum Foam manufactured by ERG Materials and Aerospace Corp., located at 900 Stanford Ave., Oakland, Calif., USA, 94608.
- one or more of the blocks 264 may include a plurality of layers of an energy absorbing material, and in particular, various layers of one or more metallic foams. Having a plurality of layers for one or more of the blocks 264 allows better control in absorbing forces from a tire explosion.
- the size, location, and energy absorbing characteristics of the layers within the blocks 264 may be varied.
- different layers may be fabricated from different metallic foams, from foams of a different relative density, from foams of a different thickness and/or from foams with different crushing characteristics.
- the layers may be layered upon one another in a particular sequence for enhancing the energy and force absorbing characteristics of the blocks 264 .
- a relatively low crush strength foam layer may be the layer contacting the decoupler plate 260 with additional layers having progressively higher crush strengths.
- a relatively low crush strength foam layer may be the layer contacting the decoupler plate 260 with additional layers having progressively higher crush strengths.
- substantially the entire surface of a decoupler plate 260 for supporting the blocks 264 (or the subassemblies 262 ), may be covered by the blocks. All such blocks 264 preferably have the same dimensions and energy absorbing capability for a given embodiment of the tire cage 50 . However, such block dimensions and energy absorbing capabilities may be different between embodiments of the tire cage 50 , depending, e.g., on the explosiveness (stored energy) in the tires to be provided in the tire cage 50 . Moreover, note that certain advantages are obtained by providing a larger number of small subassemblies 262 such as shown in FIG. 6 .
- the Appendix tables illustrate that a wide range of subassembly 262 arrangements, sizes, and block 264 densities can be used within the tire cage 50 to absorb at least approximately a tire 58 explosion force of 3500 to 3700 kiloNewtons (as described further in the Appendix hereinbelow), and to absorb approximately 1160 kilojoules (855,853 ft-lbs) of kinetic energy from, e.g., a flange and bead seat band of a split rim tire propelled toward the tire cage 50 .
- the collection of subassemblies 262 may extend the entire width of the cage 50 , or they may be oriented 90 degrees to the orientation in FIG. 6 .
- the assemblies 254 may be spaced differently for different embodiments.
- the energy absorbing structure 252 should, in at least one embodiment, be capable of absorbing the force of approximately 3500 to 3600 kiloNewtons of force imparted to the bead seat band/side ring and lock ring of, e.g., a 96 inch diameter split rim tire 58 , the use of such an energy absorbing foam provides the only known way to absorb this amount of force within, e.g., a relatively small volume (e.g., a volume corresponding to the space in the closed cage 50 above the tire 58 , wherein the distance between the cross beams 194 and the tire 58 is in the range of 12 to 20 inches), and wherein the cage is not so heavy that it becomes difficult to transport with, e.g., a forklift.
- a relatively small volume e.g., a volume corresponding to the space in the closed cage 50 above the tire 58 , wherein the distance between the cross beams 194 and the tire 58 is in the range of 12 to 20 inches
- the cage is
- the cage 50 be less than approximately 10-15 tons.
- foams are the only known materials that can absorb such high forces and still be lightweight.
- Each of the subassemblies 262 may weigh between 10 and 20 pounds.
- their relative contribution to the weight of the tire cage 50 is approximately less than 2% of the approximate tire cage weight of approximately 7 tons.
- the resulting tire cage could weigh as much as 15 tons, require twice the volume for operation, and thus would be very difficult to move between locations without, e.g., dismantling.
- the support assembly 54 may include channels 270 through the “I” beams 70 so that a forklift can transport the tire cage 50 by inserting the forks of the forklift into these channels.
- the channels 70 may be enclosed by steel plates for the channel sides, wherein these plates pierce the “I” beams and are welding thereto.
- each of the blocks 264 have a width “w” ( FIG. 6 ) and a length “L” of at least 4 inches.
- each block 264 may have virtually any length and width ranges that can be accommodated within the tire cage 50 . Additionally, it is preferred that each block 264 have a ratio of thickness “h” ( FIG. 2 ) to the smaller of the width “w” and length “L” of no more than 2:1. Accordingly, for blocks 264 (or subassemblies 262 ) where “h” is eight inches, both the width “w” and the length are at least four inches.
- the tire cage 50 also includes an electronic control subsystem for controlling lid 60 positioning and the inflating of a tire 58 .
- FIG. 9 shows an illustrative embodiment of the operator controls for the tire cage.
- an operator console 304 may be fixedly attached to tire cage 50 on, e.g., a side thereof, wherein this console includes all of the operator controllable functions for operating the tire cage 50 .
- a portable controller 308 is operably connected to the console 304 . Accordingly, an operator can access most of the functionality to control the tire cage 50 via the controller 308 while walking around the tire cage and/or staying a safe distance therefrom.
- a tire 58 To operate the tire cage 50 , a tire 58 must be positioned on the tire pedestal 156 as shown in, e.g., FIGS. 1 and 2 . Accordingly, to provide the tire 58 in this position, the lid 60 must in the position shown in FIG. 2 with the safety pins 178 ( FIG. 4 ) seated within their corresponding holes 138 of each of the posts 118 and their corresponding holes 174 in the lid. Additionally, the front plate 202 should also be in its retracted position as shown in FIG. 2 , and the pedestal 156 should be in its lower position ( FIG. 10B ). Subsequently, a tire 58 that is suspended in the air via, e.g., a hoist (not shown) lowers the tire onto the pedestal 156 .
- a hoist not shown
- the table 159 can be raised (via button 380 ) so that the tire is supported on the support center 160 .
- the tire support center 160 can then be rotated (via button 384 ) for inspection.
- the control subsystem will not allow the tire 58 to be inflated or deflated unless the cage 50 is frilly secured about the tire. Accordingly, the operator must disengage the safety pins 178 from their corresponding holes 174 in the lid 60 (via the button 356 ), and then lower the lid 60 (via button 336 ) by activating the hydraulic cylinder 190 . Additionally, the operator must extend the front plate 202 (via button 348 ) so that when the lid 60 is in the position of FIG. 1 , the front plate is also in the position shown in this figure. The operator then locks the lid 60 to the support assembly 54 via the button 364 , and may then commence inflating or deflating the tire 58 .
- each plate 260 disperses the impact of the various portions of the tire 58 (and in particular portions of the split rim 157 ) the over the subassemblies 262 that reside between the decoupler plate 260 and the cross beams 194 .
- the kinetic forces of the tire fragments projected toward the lid 60 are effectively absorbed by the even distribution of such blast forces on the subassemblies 262 which would otherwise not occur if there were no decoupler plate 260 .
- the plate 260 acts as a large kinetic energy reflecting mass to “decouple” at least a portion of the kinetic energy, e.g., of the split rim 157 during tire explosion, from being transmitted to the subassemblies 262 .
- the decoupler plates 260 are reusable in subsequent tire explosions.
- the cage may then be opened and the remnants of the tire and its split rim 157 can be removed. Since most of the blast impact was absorbed by the energy absorbing structure 252 , the remainder of the tire cage 50 is reusable by replacing the damaged portions of the energy absorbing structure. In particular, one or more of the anchors 256 , and one or more of the subassemblies 262 will likely require replacement. However, the tire cage 50 is constructed so that such replacement being relatively straightforward.
- an arrangement could include: (i) one or more “primary blocks” having particular block characteristics, (ii) one or more “second blocks” having different block characteristics, and in some tests (iii) one or more “tertiary blocks” having yet another different set of block characteristics.
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Abstract
A tire cage is disclosed for containing the debris from a tire explosion. The cage includes a lightweight energy absorbing material for protecting structural members of the cage from tire explosion damage so that the cage is reusable. The energy absorbing material may be a metallic foam or other open celled structured material that is able to absorb large amounts of kinetic energy by permanently deforming. The cage is particularly effective in containing explosions of large equipment tires 6 to 12 feet in diameter and having a stored kinetic energy in a range of approximately 900 kilojoules to 1500 kilojoules.
Description
- The present application is a divisional of U.S. patent application Ser. No. 10/971,819, filed Oct. 21, 2004, entitled “ENERGY ABSORBING TIRE CAGE AND METHOD OF USE”, fully incorporated by reference herein.
- The present invention relates to a cage tire for containing tire explosions, and in particular, to tire cages for containing tire explosions of having a diameter in the range of 6 to 12 feet, and having stored energy, e.g., in a range of 500 kilojoules to 7500 kilojoules which is approximately 13-200 times the energy of a conventional truck/SUV tire.
- It is well known that inflation or deflation of certain tires can be hazardous to personnel performing such operations and to others nearby. In particular, split rim tires are known to be especially dangerous in that metal portions of the split rim can be propelled at high velocity if the tire fails. Moreover, such tire failures where portions of the split rim may become projectiles is especially dangerous when inflating or deflating such tires. This is true of virtually all split rim tires, and there have been various devices developed to hold or secure split rim tires for light vehicles (e.g., cars or trunks). However, for inflation or deflation of very large tires such as those on heavy/industrial mobile equipment (e.g., loaders, graders, large earth moving equipment), there heretofore has not been any equipment developed or proposed for containing the extreme explosiveness and potential destructiveness of such very large tires that are, e.g., 8 to 10 feet (or more) in diameter. Said another way, size does indeed matter when it comes to the dangerousness and destructiveness of a large tire explosion. In particular, all known prior art apparatuses for containing such large tire explosions are immobile and exceedingly large.
- Accordingly, it would be desirable to have a mobile tire cage that is relatively lightweight and is able to effectively contain the explosion of a large tire. Moreover, it would be desirable that such cage be reusable.
- The present invention is a tire cage for containing debris from a tire explosion that can occur during, e.g., the inflation or deflation of a tire. In particular, the tire cage of the present invention is designed to contain all portions of a split rim that could otherwise cause harm and/or damage if propelled unimpeded from a tire explosion. More particularly, embodiments of the tire cage of the present invention are suited for containing debris from large tires such as those used on earth moving vehicles, such tires being, e.g., 6 to 12 feet in diameter. Additionally, embodiments of the tire cage are reusable in that the structural members of the tire cage are protected from a sufficient amount of the effects of tire explosion sudden impact such that such structural members are not damaged. Such protection is accomplished by converting tire explosion impact energy into plastic deformation energy, thereby keeping the peak force exerted on the structural members of the cage below the level that causes damage. That is, the tire cage includes replaceable, kinetic energy absorbing materials that can absorb, without damaging the structural members of the cage (e.g., frame beams and steel plates), a tire explosion impact force of, depending on the cage embodiment, a
tire 6 to 12 feet in diameter. In particular, an embodiment of the tire cage for an tire 8 feet in diameter is intended to absorb a tire explosion of 3500 to 3700 kiloNewtons, and absorb approximately 900 kilojoules to 1500 kilojoules, and more preferably 1160 kilojoules (855,853 ft-lbs) of kinetic energy from, e.g., a flange and bead seat band of a split rim tire propelled toward such structural members of the tire cage. - It is an important aspect of the tire cage of the present invention that embodiments for receiving large tires are relatively lightweight and easily transported to where such large tires are in use. This is especially important in view of the fact that energy stored within tires increases exponentially with the size of the tire (e.g., a typical truck tire of 3 foot diameter may store approximately 60 kilojoules of energy, a typical inflated 6 foot diameter tire may store approximately 500 kilojoules of energy, a typical inflated 8 foot diameter tire may store approximately 1200 kilojoules, and a typical inflated 12 foot diameter tire may store approximately 7500 kilojoules). Thus, even for 8 to 12 foot diameter tires, embodiments of the present invention may be:
-
- (a) Less than approximately ten tons (and more preferably between seven and ten tons or less), and
- (b) Not substantially larger than the tires provided therein (e.g., occupying a volume of less than approximately five times the size of a tire received therein). That is, the outside dimensions of such a tire cage may be such that the volume for the entire cage is no larger than approximately three to ten times the volume of the maximum size tire that the tire cage can accept and safely contain an explosion thereof, and preferably the entire cage is no larger than approximately three to seven times the volume of the maximum size tire that the tire cage can accept and safely contain an explosion thereof.
- To provide the above transportability features and to additionally provide a more cost effective tire cage for large tires than heretofore possible, it is an aspect of the present invention to use a light weight energy absorbing material such as an energy absorbing metallic foam to cushion the frame of the present tire cage from being damaged by high velocity portions of an exploding tire, and particular, portions of a split rim. The use of such energy absorbing foams substantially reduces the weight and size of the tire cage. Additionally, the tire cage is designed so that the energy absorbing foam can be replaced after it has been crushed while absorbing the impact of portions of an exploding tire. Thus, it is an aspect of the present invention that the tire cage is reusable by substantially merely replacing the crushed foam (and related components for securing the foam in position) after a tire explosion occurs within the tire cage.
- In at least some embodiments of tire cage, the energy absorbing foam includes an aluminum foam. Moreover, such foams may have a relative density in a range of 7-12% as one skilled in the art will understand.
- Other benefits and features of the present invention will become evident form the accompanying drawing and the Detailed Description hereinbelow.
-
FIG. 1 shows a side view of thetire cage 50 of the present invention, wherein the cage is secured about atire 58. -
FIG. 2 shows a side view of thetire cage 50 of the present invention, wherein the cage is open. -
FIG. 3 shows a plan view of the bottom of thetire cage 50. -
FIG. 4 shows the back or rear of thetire cage 50. -
FIGS. 5A and 5B show more detailed views of theposts 118. -
FIG. 6 is a top view oftire cage 50 when the cage is closed about atire 58 as inFIG. 1 . -
FIG. 7 is a front view oflid 60. -
FIG. 8 is a side view of thetire cage lid 60. -
FIG. 9 shows the operator controls for operating thetire cage 50. -
FIGS. 10A and 10B show more detailed views of thepedestal 156 upon which atire 58 is provided within thecage 50. -
FIG. 11 is a view top view of the lower table 164. - The embodiments of the
tire cage 50 illustrated inFIGS. 1-11 , and described hereinbelow are particularly suitable for safely containing an explosion of a conventional heavy equipment 8 foot diameter tire, i.e., suitable for safely containing an explosive impact force of up to 3500 to 3700 kiloNewtons (kN) and 1160 kilojoules (kJ) of energy. Accordingly, for safely containing an explosion of a tire of a smaller or larger tire (more particularly, an explosion of a tire storing a substantially larger or smaller amount of energy) certain of the tire cage structural members described herein below, and the forces these members need to withstand may be substantially different from the dimensions provided herein. However, one of ordinary skill in the art will, from the description herein, be able to construct an embodiment of thetire cage 50 for such smaller or larger tires, bearing in mind that, in general, the energy stored in a tire exponentially increases with the diameter of the tire, as discussed in the Summary section hereinabove. Accordingly, embodiments of the present invention are readily applicable to very small tires (e.g., 12 inch diameter tires of a manually maneuverable wheelbarrow), conventional automobile tires, truck tires of various sizes as well as the large tires used in earth moving equipment (e.g., 6 to 12 feet in diameter). - Referring to
FIGS. 1 through 3 , these figures show side and top views of thetire cage 50 of the present invention. Thetire cage 50 includes: (a) atire support assembly 54 for supporting atire 58 placed within thecage 50, and (b) a pivotally attachedlid 60. Each of thesupport assembly 54 and thelid 60 has a corresponding frame of steel beams and steel plates (as further described hereinbelow and shown in the figures), wherein these frame components are welded together to thereby provide the structural support for thetire cage 50. Thetire support assembly 54 includes a support platform 61 (FIG. 2 ) that provides the support base for the remainder of thetire cage 50. Thesupport platform 61 includes aninner support plate 62, and in some embodiments, anouter support plate 66 may be provided as well. However, in one preferred embodiment, there is noouter support plate 66 since by leaving the bottom of thesupport platform 61 open, greater accessibility is provided to tire cage cables, pipes, and electrical wiring provided underneath theinner support plate 62. In particular, in the embodiment without theouter support plate 66, the bottom of thetire cage 50 is made from large W-beams (not shown) welded together with asupport plate 62 welded on top (thus allowing access underneath for cables, pipe, etc}, wherein this support plate is fixedly attached to (e.g., by welds) a plurality of “I” beams 70 (FIGS. 1, 2 and 4), - The
support plates 62 and 66 (or instead of 66, the plate to which the W-beams are welded) are positioned on top of one another so as to have substantially vertically aligned outside perimeters when viewed from below (FIG. 3 ) with the exception that theinner support plate 62 is shorter along the front or latching side having an edge 74 (FIGS. 2 and 3 ). The shortened latching side of theinner support plate 62 is shorter by an amount effective for providinglocking assemblies 78 for securing thelid 60 to thesupport assembly 54 when atire 58 is being examined, inflated and/or deflated withintire cage 50. Thesupport plates 62 and 66 (or instead of 66, the plate to which the W-beams are welded) are steel and are approximately twenty millimeters in thickness. Thesupport plate 62, and the support plate 66 (or the plate to which the W-beams are welded) may be made from G40.21 50W grade steel. However, it is within the scope of the present invention that another sufficiently strong material may be used so long as it can withstand approximately 3700 kiloNewtons (kN) of force (e.g., for an 8 foot diameter tire) that can be generated by the explosion of atire 58. Additionally, the “I” beams 70, in the present embodiment, are common structural members conforming to CSA G40.20 and CSA G40. To further stabilize thesupport assembly 54, various vertical stiffeners such asplates - The
support assembly 54 also includes two lower side members 98 (FIG. 1 ) which are mirror images of one another, wherein each projects diagonally vertically upwardly relative to thesupport plate 62. In the present embodiment, there are side edges 102 (FIGS. 1 and 3 ) and 106 (FIG. 3 ), wherein each is a steel plate approximately six millimeters thick with the exception of the upper most diagonal band 110 (FIG. 2 ) which is comprised of aHSS 102×203×4.8 structural member, as one skilled in the art will understand, this structural member is a tubular member having a rectangular cross section of 4 inches by 8 inches. - The
support assembly 54 further includes a back assembly 114 (FIG. 4 ) that is secured to both thesupport platform 61 and thelower side members 98. Theback assembly 114 includes posts 118 (FIGS. 1 , and 4) welded to thesupport platform 61. Welded to each of theposts 118 is aback plate 122, which may be 6 mm G40.21 50 W Grade Steel or another material of comparable strength. Note thatback plate 122 is reinforced bycross members 126 for additional strength, these crossmembers being HSS 102×102×4.8 structural support members made of G40.21 50 W Grade Steel (i.e., a steel tube having a 4 inch by 4 inch cross section) or another material of comparable strength. Attached to (or integral with) each of theposts 118 is a hinge assembly 130 (FIGS. 4, 5A and 5B) for pivotally attaching thelid 60 to thesupport assembly 54. Note that each of thehinge assemblies 130 includes a pair of hinge plates 134 (FIG. 5B ) that extend to the top of the hinge assembly, and wherein these plates each have ahole 138 and ahole 142 therein, wherein: (i) theholes 138 are aligned with one another as shown inFIG. 5 , (ii) theholes 142 are also aligned with one another as shown inFIG. 5 , and (iii) at least the pair ofholes 142 have ahinge slot 146 therebetween for the insertion of a mating hinge portion 150 (FIGS. 1, 2 and 8) of thelid 60. In particular, for eachhinge assembly 130 and itsmating hinge portion 150, these components are fitted together with apivot pin 154 which is provided through theholes 142 and a corresponding aligned hole in thehinge portion 150 so that thelid 60 can pivot on this pivot pin between the fully closed configuration shown inFIG. 1 and the fully open configuration shown inFIG. 2 . - The
support assembly 54 also includes a tire pedestal 156 (FIGS. 1 and 2 ) that is secured to the upper surface of thesupport plate 62. Thetire pedestal 156 is for supporting atire 58 in a properly aligned orientation within thetire cage 50, as one skilled in the art will understand. In particular, thesplit rim 157 for the tire 58 (symbolically represented inFIGS. 1 and 2 by the heavy lined profile in the center of the tire 58) is aligned on thepedestal 156 so that if a tire malfunction occurs such that one or more portions of the split rim are propelled toward thecage 50 at high velocity, then it is intended that such rim portions will be propelled substantially vertically upwardly toward the inside of thelid 60 as will be discussed further hereinbelow. - The
tire pedestal 156 includes a hydraulic adjustable height table 159 (FIGS. 1, 10A-10B). The table 159 includes atire support center 160 and a lower table 164 (alsoFIG. 11 ). Thetire support center 160 is rotatable about thecentral axis 165 of the generallycylindrical pedestal 156, wherein amotor 167 that is used to rotate the tire support center about the central axis. Accordingly, when atire 58 is initially positioned in thetire cage 50, thetire pedestal 156 is in the lowered position ofFIG. 10B , and subsequently an operator activates hydraulics of the tire cage to raise the table 159 and rotate thetire support center 160 for inspection of thetire 58 during inflation/deflation as one skilled in the art will understand. - Note that the tire pedestal 156 (as well as the rest of the tire cage 50) is configured so that tires smaller than the largest acceptable tire may be safely inflated and/or deflated in the tire cage. In particular, an embodiment of the
tire cage 50 according to the disclosure herein may be used for safely inflating and/or deflating tires having diameters of 3 and 6 feet. - Referring to
lid 60, it includes two side beams 158 (FIGS. 1, 6 , 7 and 8) that extend substantially the length of the lid along its sides. The front end of each of the side beams 158 is attached to a front cross “I” beam 162 (FIG. 6 ) that extends across the width of thelid 60, and the rear of each of the side beams 158 has attached thereto a corresponding one of the hinge portions 150 (FIGS. 1 and 2 ). Note that each of thehinge portions 150 includes a pair of bearing plates 166 (FIGS. 1 and 2 ) attached to opposing sides of thecorresponding side beam 158. Each of thebearing plate 166 has twoholes 170 and 174 (FIGS. 1 and 8 ) therein that also extends through the hinge portion 150 (including theside beam 158 to which it is attached). Thehole 170 is the hole through which thepivot pin 154 is provided as described hereinabove. Thus, the portion of eachbearing plate 166 surrounding itshole 170 includes bushings (not shown) upon which thepivot pin 154 seats for smooth pivotal movement of thelid 60. Thehole 174 is for securing thelid 60 in the open position as shown inFIG. 2 . Accordingly, when theholes 174 are aligned with theholes 138 such thelid 60 is in the upright or open position ofFIG. 2 , there is, for eachpost 118, a safety pin 178 (FIGS. 2 and 4 ) for entering and engaging both thehole 174, and the pair ofholes 138 in thehinge assembly 130 for the post so that thelid 60 is securely held in the open position. Note that thesafety pins 178 are moved between the unengaged positions ofFIG. 4 to the engaged position ofFIG. 2 by correspondingactuators 182 that are attached, via a mountingplate 184, to one of the back plate support frames 126. Note that the actuators are preferably hydraulic; however, other types of actuators are also within the scope of the invention, including electric and pneumatic. - On top of the rear of each of the side beams 158 is a
lever beam 186 to which ahydraulic actuating cylinder 190 is attached in hole 192 (FIG. 8 ) for pivotally moving thelid 60 between its open and closed positions. - Across the width of the
lid 60 and attached to the side beams 158 are a plurality of impact beams 194 (FIG. 7 and 8) that are W460×120 structural members conforming to CSA G40.21, as one skilled in the art will understand (note that a description of CSA G40.21 may be found at www.csa.org). -
FIG. 7 best shows thefront 198 of thelid 60. The front 198 includes a retractable front plate 202 (FIGS. 1, 2 , and 7) which may be a steel plate of approximately 6 millimeters thickness. In an extended position, thefront plate 202 entirely covers the front 198 when thelid 60 is in the closed position (FIGS. 1 ). In a retracted position, thefront plate 202 is substantially parallel to the cross beams 194 and the side beams 158 (FIG. 2 ) when the lid is in its open position. Thefront plate 202 is moved between its extended and retracted positions by an actuator 204 (FIGS. 1, 2 , and 8). Note that by having thefront plate 202 in a retracted position (FIG. 2 ) when thelid 60 is open, it is much easier to properly place atire 58 within thetire cage 50. This is particularly important due to the sizes and weights of thetires 58 to be used with the present invention (e.g., tires having a diameter of 6 to 12 feet, and weighing upwards of 25001b), since a crane or other similar lifting equipment must be used to hoist thetire 58 above thesupport assembly 54 and then the tire must be aligned on thetire support pedestal 156 by one or more operators. Thus, the overhead clearance afforded by the present invention in combination with the ease of operator access to a suspendedtire 58 due to the front 198 having no walls or barriers is a distinct advantage offered by the present invention. - Two
lid posts 208 are additionally provided at the corners of the front 198, wherein each of theposts 208 is attached to one of the side beams 158. Each of the lid posts 208 has extending therefrom abifurcated connector 212, wherein each of the extensions 216 (FIG. 7 ) of the connector is received over a corresponding one of the bosses 220 (FIG. 3 ) in a corresponding one of thelocking assemblies 78. In particular, each of thelocking assemblies 78 includes a locking enclosure 224 (FIGS. 1-3 ) having a center steel plate 228 (FIG. 3 ), wherein there is one ofboss 220 on each side of theplate 228 and adjacent thereto. Thus, when thelid 60 is in its closed position, each of theconnectors 212 can be locked to thesupport assembly 54 by an actuator 230 of the lockingassembly 78. In particular, for locking eachconnector 212 to thesupport assembly 54, the actuator moves apin 232 of the lockingassembly 78 through the holes 236 (FIG. 7 ) of eachextension 216 of the connector and also through a hole (not shown) in theplate 228 therebetween when the connector is fully received the corresponding one of the lockingenclosures 224. Conversely, for unlocking thelid 60 from thesupport assembly 54, the actuator retracts thepins 232 from theholes 236 so that by activating theactuating cylinder 190, thelid 60 can be raised into its open position, and thesafety pins 178 can then be moved intoholes 138 to lock the lid in the open position. - The
lid 60 further includes lid sides 240 (FIGS. 1 and 2 ), wherein each of the lid sides is approximately 6 millimeters in thickness of steel plate. Eachlid side 240 is attached to a corresponding one of: the side beams 158, and a corresponding one of the lid posts 208, such that eachside 240 is substantially vertically aligned with and overlaps one of thelower side members 98 when thelid 60 is in its closed position. In particular, a diagonal portionadjacent edge 244 overlaps the corresponding one of theside beam 158 as shown inFIG. 1 . Additionally, note that each of the lid sides 240 includes a diagonal reinforcement beam 248 (which may be oftype HSS 102×203×4.8, as one skilled in the art will understand) for providing additional strength to the lid sides 240. - The
lid 60 also includes an energy absorbing structure 252 (FIGS. 1 and 8 ) for absorbing blast energy from atire 58 that malfunctions. In particular, when thecage 50 is closed, theenergy absorbing structure 252 absorbs energy from portions of thesplit rim 157 wherein such portions are propelled vertically toward the cross beams 194 such that these cross beams are able to withstand the remainder of a tire blast force without deformation. Theenergy absorbing structure 252 includes a plurality of energy absorbing assemblies 254 (FIGS. 6 , and 8), each such assembly being separately anchored to the cross beams 194 by a plurality ofanchors 256, such that theseassemblies 254 are spaced apart from one another (such spacing facilitates the expelling of the large air pressures that can develop within thecage 50 when a tire malfunctions). Depending upon the embodiment of the invention, there may be only two such assemblies 254 (e.g., as shown inFIG. 6 in dash-dot-dash outline), wherein each one of the assemblies extends across at least a sufficient amount of the center of the cage immediately above thesplit rim 157 so that it is unlikely that a portion of this rim can contact the cross beams 194, and it is also unlikely that any portion of the split rim will exit thecage 50. However, other arrangements and sizes ofsuch assemblies 256 are within the scope of the invention. For example, in some embodiments there may be as many a larger number ofsuch assemblies 254 occupying substantially the same or a greater area than theassemblies 254 ofFIG. 6 . - Each of the
assemblies 254 includes a 2 to 2½ inch thick steel plate 260 (FIG. 2 ) (also known as a “decoupler plate” herein), wherein the plate may be approximately 28 inches by 74 inches. Eachdecoupler plate 260 is suspended from the cross beams 194 by theanchors 256 such as threaded steel rods. Between each of theplates 260 and the cross beams 194 are one or more energy absorbing subassemblies 262 (FIG. 6 ) for eachassembly 254, wherein thesubassemblies 262 are for absorbing the forces imparted from an explodingtire 58. Although not allsubassemblies 262 are labeled inFIG. 6 , there are sixteen such subassemblies, one for each of the sixteenblocks 264 shown inFIG. 6 . Each of thesubassemblies 262 includes a block, pad, or layer 264 (for simplicity denoted herein as “block”, and crosshatched inFIGS. 1, 2 , 6, and 8) of an energy absorbing material that permanently deforms when absorbing the kinetic energy from, e.g. an exploding tire. Eachsubassembly 262 also includes two metal plates (not shown). One of the metal plates is bonded to (and covers) the side of thesubassembly block 264 wherein this side rests on thedecoupler plate 260. The other of the metal plates is bonded to (and covers) the opposing side of theblock 264 that is faces the cross beams 194. In one embodiment, such metal covering plates protect theblocks 264 from damage during shipping, and installation into theassemblies 254. Additionally, for eachblock 264, its covering plates may provide additional support during tire explosion. In addition, the covering plates and theblock 264 for asubassembly 262 are coated with a non-corrosive material to prevent deterioration of theblock 264. In at least some embodiments, the non-corrosive material is a chemically applied film of Class 1A gold. - In one embodiment, each
block 264 includes (and may substantially consist of) a rigid energy absorbing material such as what is known in the art as an “open celled foam” material (also denoted herein as simply “foam”). In particular, such open celled foams include a large plurality of small air filled spaces (denoted cells herein), wherein each of the cells is defined by a plurality of small rods of the foam material in a manner whereby the rods connect together to form open polygonal structures such as, e.g., pentagons or hexagons. The open polygonal structures form faces of the 3-dimensional cells. Generally there are 12 to 14 such faces defining the boundary of a cell, and since most of the faces define a portion of the boundary for at least two cells, such rigid open celled foam materials appear upon magnification as similar to a 3-dimensional honeycomb-like structure, as one skilled in the art will understand. Such open celled foam materials may be characterized by: (a) the material of the rods, (b) the relative density of the foam, (c) the face size(s), (d) the rod size(s), and (e) the cell shape(s) as one skilled in the art will understand. However, for absorbing energy, the primary strength characteristics are generally (a) and (b) above. Such foams are particularly effective in absorbing high-energy forces in that these foams will structurally deform their cells when impacted by an object and thereby prevent the transfer of energy beyond the foam. Theenergy absorbing blocks 264 for the present invention may have their rods made substantially of aluminum, an aluminum alloy (e.g., aluminum alloys 6101 or A356 as one skilled in that art will understand), or another metallic alloy such as a nickel or copper alloy. In at least some embodiments of the invention, theblocks 264 are formed from Duocel Aluminum Foam manufactured by ERG Materials and Aerospace Corp., located at 900 Stanford Ave., Oakland, Calif., USA, 94608. - Note that in at least one embodiment of the invention, one or more of the
blocks 264 may include a plurality of layers of an energy absorbing material, and in particular, various layers of one or more metallic foams. Having a plurality of layers for one or more of theblocks 264 allows better control in absorbing forces from a tire explosion. In particular, the size, location, and energy absorbing characteristics of the layers within theblocks 264 may be varied. For example, different layers may be fabricated from different metallic foams, from foams of a different relative density, from foams of a different thickness and/or from foams with different crushing characteristics. Moreover, the layers may be layered upon one another in a particular sequence for enhancing the energy and force absorbing characteristics of theblocks 264. For example, a relatively low crush strength foam layer may be the layer contacting thedecoupler plate 260 with additional layers having progressively higher crush strengths. Thus, in the event that one of theassemblies 254 is not as forcefully impacted during a tire explosion, it may be that only the layer contacting thedecoupler plate 260 must be replaced. - As shown in
FIG. 6 , substantially the entire surface of adecoupler plate 260 for supporting the blocks 264 (or the subassemblies 262), may be covered by the blocks. Allsuch blocks 264 preferably have the same dimensions and energy absorbing capability for a given embodiment of thetire cage 50. However, such block dimensions and energy absorbing capabilities may be different between embodiments of thetire cage 50, depending, e.g., on the explosiveness (stored energy) in the tires to be provided in thetire cage 50. Moreover, note that certain advantages are obtained by providing a larger number ofsmall subassemblies 262 such as shown inFIG. 6 . In particular, if a tire 58 (and its split rim 157) explodes within thecage 50, it can be that not all of thesubassemblies 262 are deformed by the blast. Thus, only thosesubassemblies 262 affected by the blast need be replaced. In the Appendix hereinbelow, tables are provided identifying various arrangements and densities of foam blocks forming thesubassemblies 262, wherein the cross sectional area (parallel to the support surface of the decoupler plate 260) of the foam blocks within eachsubassembly 262 ranges from 24.5 to 36 in2, and wherein the subassemblies are arranged in various configurations, and have different relative densities ranging from 6.3 to 11.3%. The Appendix tables illustrate that a wide range ofsubassembly 262 arrangements, sizes, and block 264 densities can be used within thetire cage 50 to absorb at least approximately atire 58 explosion force of 3500 to 3700 kiloNewtons (as described further in the Appendix hereinbelow), and to absorb approximately 1160 kilojoules (855,853 ft-lbs) of kinetic energy from, e.g., a flange and bead seat band of a split rim tire propelled toward thetire cage 50. Also, note that the collection ofsubassemblies 262 may extend the entire width of thecage 50, or they may be oriented 90 degrees to the orientation inFIG. 6 . Additionally note that theassemblies 254 may be spaced differently for different embodiments. - Since the present invention contemplates that the
energy absorbing structure 252 should, in at least one embodiment, be capable of absorbing the force of approximately 3500 to 3600 kiloNewtons of force imparted to the bead seat band/side ring and lock ring of, e.g., a 96 inch diameter splitrim tire 58, the use of such an energy absorbing foam provides the only known way to absorb this amount of force within, e.g., a relatively small volume (e.g., a volume corresponding to the space in theclosed cage 50 above thetire 58, wherein the distance between the cross beams 194 and thetire 58 is in the range of 12 to 20 inches), and wherein the cage is not so heavy that it becomes difficult to transport with, e.g., a forklift. In particular, it is desirable that thecage 50 be less than approximately 10-15 tons. Additionally, such foams are the only known materials that can absorb such high forces and still be lightweight. Each of thesubassemblies 262 may weigh between 10 and 20 pounds. Thus, in one embodiment, their relative contribution to the weight of thetire cage 50 is approximately less than 2% of the approximate tire cage weight of approximately 7 tons. Moreover, it is believed that if such a light energy absorbing material were not used, the resulting tire cage could weigh as much as 15 tons, require twice the volume for operation, and thus would be very difficult to move between locations without, e.g., dismantling. In particular, it is worthwhile to note that thesupport assembly 54 may includechannels 270 through the “I” beams 70 so that a forklift can transport thetire cage 50 by inserting the forks of the forklift into these channels. Note that in one embodiment, thechannels 70 may be enclosed by steel plates for the channel sides, wherein these plates pierce the “I” beams and are welding thereto. - As mentioned above, various arrangements and relative densities of Duocel manufactured energy absorbing aluminum blocks 264 (more precisely, the subassemblies 262) have been determined to be effective in absorbing a force of approximately 3500 to 3600 kiloNewtons (equivalently, approximately 786,795 to 809,275 lb-ft). Representative arrangements are provided in the Appendix. It is preferred that each of the
blocks 264 have a width “w” (FIG. 6 ) and a length “L” of at least 4 inches. However, it should be noted that, depending on the relative density, crushing properties (i.e., crushing plateaus between 190-538.9 psi), and material used to fabricate the foam, theblocks 264 may have virtually any length and width ranges that can be accommodated within thetire cage 50. Additionally, it is preferred that eachblock 264 have a ratio of thickness “h” (FIG. 2 ) to the smaller of the width “w” and length “L” of no more than 2:1. Accordingly, for blocks 264 (or subassemblies 262) where “h” is eight inches, both the width “w” and the length are at least four inches. - The
tire cage 50 also includes an electronic control subsystem for controllinglid 60 positioning and the inflating of atire 58.FIG. 9 shows an illustrative embodiment of the operator controls for the tire cage. In particular, there is anoperator console 304 that may be fixedly attached totire cage 50 on, e.g., a side thereof, wherein this console includes all of the operator controllable functions for operating thetire cage 50. In addition, aportable controller 308 is operably connected to theconsole 304. Accordingly, an operator can access most of the functionality to control thetire cage 50 via thecontroller 308 while walking around the tire cage and/or staying a safe distance therefrom. The following are brief descriptions of the operator controls shown inFIG. 9 : -
- (a) A key switch 312 for inserting a key to operate the
tire cage 50. - (b) A power on
light 316 indicating whether there is electrical power to theconsole 304. - (c) An
emergency stop button 320 for stopping movement of thelid 60 and/or inflation of atire 58. - (d) An
emergency stop light 324 for showing that an emergency stop has been activated. - (e) A
raise lid button 328 for raising thelid 60 toward the lid position ofFIG. 2 . - (f) An
indicator light 332 for indicating when thelid 60 is fully raised in the open position. - (g) A
lower lid button 336 for lowing thelid 60 toward the lid position ofFIG. 1 . - (h) An
indicator light 340 for indicating when thelid 60 is fully lowered onto thetire support assembly 54. - (i) A
button 344 for retracting thefront plate 202 toward its position inFIG. 2 . - (j) A
button 348 for extending thefront plate 202 toward its position inFIG. 1 . - (k) A
hinge locking button 352 for activating the actuators 182 (FIG. 4 ) for moving thesafety pins 178 from their positions as shown inFIG. 4 to positions of being seated in theircorresponding hole 138 of a post 117 andcorresponding hole 174 of the lid (FIG. 8 ). - (l) A
hinge unlocking button 356 for activating the actuators 182 (FIG. 4 ) for moving thesafety pins 178 from their locked positions (wherein these pins are seated in theircorresponding hole 138, and corresponding hole 174) to their positions as shown inFIG. 4 . - (m) An indicator light 360 for indicating when the
lid 60 locked into the position ofFIG. 2 . - (n) A support
assembly locking button 364 for activating the hydraulic locking members 78 (FIG. 3 ) for moving thepins 232 from their positions as shown inFIG. 3 to positions of being seated in their corresponding hole 236 (FIG. 7 ) of thelid 60 andcorresponding boss 220 of the support assembly 54 (FIG. 3 ). - (o) A support
assembly unlocking button 368 for activating the hydraulic locking members 78 (FIG. 3 ) for moving thepins 232 from their locked positions (wherein these pins are seated in their corresponding hole 236 (FIG. 7 ), and corresponding boss 220 (FIG. 3 )) to their positions as shown inFIG. 3 . - (p) An
indicator light 372 for indicating when thelid 60 is locked to thesupport assembly 54. - (q) A
button 376 on thecontroller 308, the button for lowing the table 159 (by hydraulics or other well-known techniques such as pneumatics, screw jacks and electro/mechanical actuators, etc.). - (r) A
button 380 on thecontroller 308 for raising the table 159. - (s) A
button 384 on thecontroller 308 for rotating thetire support center 160 inspection of the tire. - (t) A
button 388 on thecontroller 308 for deflating atire 58. - (u) A
button 392 on thecontroller 308 for inflating atire 58.
- (a) A key switch 312 for inserting a key to operate the
- To operate the
tire cage 50, atire 58 must be positioned on thetire pedestal 156 as shown in, e.g.,FIGS. 1 and 2 . Accordingly, to provide thetire 58 in this position, thelid 60 must in the position shown inFIG. 2 with the safety pins 178 (FIG. 4 ) seated within their correspondingholes 138 of each of theposts 118 and their correspondingholes 174 in the lid. Additionally, thefront plate 202 should also be in its retracted position as shown inFIG. 2 , and thepedestal 156 should be in its lower position (FIG. 10B ). Subsequently, atire 58 that is suspended in the air via, e.g., a hoist (not shown) lowers the tire onto thepedestal 156. Once thetire 58 is positioned on thepedestal 156, the table 159 can be raised (via button 380) so that the tire is supported on thesupport center 160. Thetire support center 160 can then be rotated (via button 384) for inspection. Note that the control subsystem will not allow thetire 58 to be inflated or deflated unless thecage 50 is frilly secured about the tire. Accordingly, the operator must disengage thesafety pins 178 from their correspondingholes 174 in the lid 60 (via the button 356), and then lower the lid 60 (via button 336) by activating thehydraulic cylinder 190. Additionally, the operator must extend the front plate 202 (via button 348) so that when thelid 60 is in the position ofFIG. 1 , the front plate is also in the position shown in this figure. The operator then locks thelid 60 to thesupport assembly 54 via thebutton 364, and may then commence inflating or deflating thetire 58. - During the inflation or deflation process, the
tire 58 may explode thereby propelling tire fragments in various directions, and in particular, portions of thesplit rim 157 may be propelled toward thelid 60. Upon impact by a portion of, e.g., thesplit rim 157 during atire 58 explosion, eachplate 260 disperses the impact of the various portions of the tire 58 (and in particular portions of the split rim 157) the over thesubassemblies 262 that reside between thedecoupler plate 260 and the cross beams 194. Accordingly, the kinetic forces of the tire fragments projected toward thelid 60 are effectively absorbed by the even distribution of such blast forces on thesubassemblies 262 which would otherwise not occur if there were nodecoupler plate 260. Additionally, theplate 260 acts as a large kinetic energy reflecting mass to “decouple” at least a portion of the kinetic energy, e.g., of thesplit rim 157 during tire explosion, from being transmitted to thesubassemblies 262. Note that thedecoupler plates 260 are reusable in subsequent tire explosions. - Note that after a tire explosion has occurred within the
tire cage 50, the cage may then be opened and the remnants of the tire and itssplit rim 157 can be removed. Since most of the blast impact was absorbed by theenergy absorbing structure 252, the remainder of thetire cage 50 is reusable by replacing the damaged portions of the energy absorbing structure. In particular, one or more of theanchors 256, and one or more of thesubassemblies 262 will likely require replacement. However, thetire cage 50 is constructed so that such replacement being relatively straightforward. - The foregoing discussion of the invention has been presented for purposes of illustration and description. Further, the description is not intended to limit the invention to the form disclosed herein. Consequently, variation and modification commiserate with the above teachings, within the skill and knowledge of the relevant art, are within the scope of the present invention. The embodiment described hereinabove is further intended to explain the best mode presently known of practicing the invention and to enable others skilled in the art to utilize the invention as such, or in other embodiments, and with the various modifications required by their particular application or uses of the invention.
- In order to test various combinations of metallic foams for absorbing energy from a tire explosion, tests of various arrangements of various types of metallic foams was conducted. It was assumed that the total impact force of an energy absorption structure 252 (
FIGS. 1 and 8 ) should be approximately 3,546 kiloNewtons or equivalently 797,136 foot-pounds. With 16 subassemblies 262 (FIG. 6 ) per energy for the energy absorbing structure 252 (each having a single unitary foam block 264), this equates to 49,821 lb-feet of energy absorption persubassembly 262. Moreover, the tests were configured using various arrangements of a plurality ofsubassemblies 262, wherein for most of the arrangements the subassemblies hadblocks 264 of differing characteristics (e.g., such characteristics as block length, block width, block foam density, and crush plateau, i.e., the maximum crushing force that can be absorbed before substantially all subsequently applied forces are entirely transferred through the block). Accordingly, an arrangement could include: (i) one or more “primary blocks” having particular block characteristics, (ii) one or more “second blocks” having different block characteristics, and in some tests (iii) one or more “tertiary blocks” having yet another different set of block characteristics. - In performing the tests, the following additional constraints were imposed on the arrangements:
-
- (a) Neither the length nor the width of any
individual subassembly 262 was be less than four inches in order to maintain at least a 1:2 ratio with the eight inch height (i.e., thickness) of eachblock 264. Note that it is believed that by maintaining such a ratio, a global buckling of the blocks during compression can be prevented. - (b) The primary blocks were located at substantially the four corners of the
decoupling plate 260. - (c) Any adjustments in the arrangement were accomplished by rearranging the blocks not located at substantially the four corners of the
decoupling plate 260. - (d) All metallic foams were aluminum foams.
- (a) Neither the length nor the width of any
- Thirty-two different arrangements were tested, all arrangements providing substantially identical energy absorbing performance and having substantially identical overall dimensions. The following three tables describe the thirty-two arrangements tested, wherein the first table describes the how the primary blocks were arranged for each of the thirty-two arrangements, the second table describes the how the (any) secondary blocks were arranged for each of the thirty-two arrangements, and the third table describes the how the (any) tertiary blocks were arranged for each of the thirty-two arrangements.
TABLE 1 Primary Block Block Number of Position of Crush Subassembly Foam Density Heat Lot Length (in.) Width (in.) Blocks Blocks Plateau (PSI) Subassembly 1* 9.6 10223-1 5.505 6.000 4 All Corners 377.07 1* 2 8.1 10223-1/5320-1 5.796 6.000 2 Opposite Corners 289.86 2 3 7.8 10223-1/5320-1 4.752 7.000 4 All Corners 272.42 3 4 7.7 10223-1/5320-1 6.000 6.000 2 Opposite Corners 266.61 4 5 10.0 10223-1 5.000 7.000 2 Opposite Corners 400.33 5 6 10.0 10223-1 5.000 7.000 2 Opposite Corners 400.33 6 7 10.0 10223-1 5.000 7.000 2 Opposite Corners 400.33 7 8* 9.7 8186-1 5.351 6.000 2 Opposite Corners 382.89 8* 9 9.8 8186-1 6.000 6.000 2 Opposite Corners 388.70 9 10 9.7 8186-1 6.000 6.000 2 Opposite Corners 382.89 10 11 8.3 10223-1/5320-1 6.000 6.000 2 Opposite Corners 301.49 11 12 9.9 8186-1 5.000 7.000 2 Opposite Corners 394.52 12 13 8.5 10223-1 5.000 7.000 2 Opposite Corners 313.12 13 14 8.2 10223-1/5320-1 6.000 6.000 4 All Corners 295.68 14 15 8.1 10223-1/5320-1 5.000 7.000 4 All Corners 289.86 15 16 9.6 10223-1/5320-1 6.000 6.000 2 Opposite Corners 377.07 16 17 8.3 10223-1 6.000 6.000 2 Opposite Corners 301.49 17 18 9.7 10223-1/5320-1 4.000 6.942 4 All Corners 382.89 18 19 9.1 10223-1/5320-1 4.000 6.848 4 All Corners 348.00 19 20 8.2 10223-1/5320-1 4.000 6.910 4 All Corners 295.68 20 21 8.3 8186-1 4.000 6.776 4 All Corners 301.49 21 22* 8.6 10223-1/5320-1 4.000 6.904 4 All Corners 318.93 22* 23 7.8 10223-1/5320-1 5.000 7.000 4 All Corners 272.42 23 24 8 10223-1/5320-1 4.000 6.739 4 All Corners 284.05 24 25 8 10223-1/5320-1 4.000 6.856 4 All Corners 284.05 25 26 8 10223-1/5320-1 4.000 6.856 4 All Corners 284.05 26 27 8 10223-1/5320-1 4.000 6.769 4 All Corners 284.05 27 28 8 10223-1/5320-1 6.000 6.000 4 All Corners 284.05 28 29 8.1 10223-1/5320-1 5.000 6.866 4 All Corners 289.86 29 30 8.1 10223-1/5320-1 5.000 6.866 4 All Corners 289.86 30 31 8.2 10223-1 6.000 6.000 4 All Corners 295.68 31 32 8.3 10223-1/5320-1 5.000 6.775 4 All Corners 301.49 32 -
TABLE 2 Secondary Block Block Number of Position of Crush Plateau Subassembly Foam Density Heat Lot Length (in.) Width (in.) Blocks Blocks (PSI) 1* 2 10.2 8186-1 6.000 6.000 2 Opposite Corners 411.96 3 9.6 10223-1/5320-1 6.000 6.000 1 Center 377.07 4 7.6 10223-1 6.000 6.000 2 Opposite Corners 260.79 5 8.7 10223-1 4.794 7.000 2 Opposite Corners 324.75 6 8.5 10223-1/5320-1 5.801 6.000 2 Opposite Corners 313.12 7 8.4 10223-1/5320-1 5.911 6.000 2 Opposite Corners 307.31 8* 6.3 10223-1 6.000 6.000 2 Opposite Corners 185.21 9 8.4 10223-1/5320-1 5.921 6.000 2 Opposite Corners 307.31 10 10.6 10223-1/5320-1 4.000 6.391 2 Opposite Corners 435.21 11 8.0 10223-1/5320-1 6.000 6.000 2 Opposite Corners 284.05 12 6.6 10223-1 6.000 6.000 2 Opposite Corners 202.65 13 8.4 10223-1/5320-1 6.000 6.000 2 Opposite Corners 307.31 14 7.4 10223-1/5320-1 4.466 7.000 1 Center 231.72 15 8.4 10223-1 4.295 7.000 1 Center 307.31 16 6.8 8186-1 6.000 6.000 2 Opposite Corners 214.28 17 10.5 10223-1/5320-1 4.000 6.121 2 Opposite Corners 429.40 18 6.6 10223-1 6.000 6.000 1 Center 202.65 19 8.7 10223-1/5320-1 6.000 6.000 1 Center 324.75 20 11.3 8186-1 6.000 6.000 1 Center 475.91 21 11.3 8186-1 6.000 6.000 1 Center 475.91 22* 6.6 10223-1 6.000 6.000 2 Top/Bottom Center 202.65 23 8.7 10223-1/5320-1 5.995 6.000 1 Center 324.75 24 7.7 10223-1/5320-1 6.000 6.000 2 Top/Bottom Center 266.61 25 7.8 10223-1/5320-1 5.000 6.850 2 Top/Bottom Center 272.42 26 7.7 10223-1/5320-1 5.000 7.000 2 Top/Bottom Center 266.61 27 7.9 10223-1 5.000 6.850 2 Top/Bottom Center 278.24 28 7.4 10223-1 5.965 6.000 1 Center 249.17 29 7.9 10223-1 6.000 6.000 1 Center 278.24 30 7.9 10223-1 6.000 6.000 1 Center 278.24 31 6.6 10223-1 6.000 5.957 1 Center 202.65 32 7.1 10223-1 6.000 6.000 1 Center 249.17 -
TABLE 3 Tertiary Block Block Number of Position of Crush Plateau Crush Force Subassembly Density Heat Lot Length Width Blocks Blocks (PSI) (lbf) 1* 49821 2 49821 3 49821 4 9.6 10223-1/5320-1 5.237 6.000 1 Center 377.07 49821 5 49821 6 49821 7 49821 8* 8.8 10223-1 6.000 6.000 1 Center 330.56 49821 9 49821 10 49821 11 7.0 10223-1/5320-1 5.000 6.783 1 Center 225.91 49821 12 7.0 10223-1/5320-1 5.000 6.741 1 Center 225.91 49821 13 6.4 10223-1/5320-1 5.040 6.000 1 Center 191.03 49821 14 49821 15 49821 16 7.1 10223-1/5320-1 4.466 7.000 1 Center 231.72 49821 Total (lbf): 797136 (3546 kN) 17 6.5 8186-1 6.000 6.000 1 Center 196.84 49821 18 49821 19 49821 20 49821 21 49821 22* 49821 23 49821 24 49821 25 49821 26 49821 27 49821 28 49821 29 49821 30 49821 31 49821 32 49821
Claims (11)
1. A method of controlling debris from an exploding tire, comprising:
providing the tire within an interior of an enclosure, said enclosure having at least one rigid member;
moving a lid of said enclosure from an open position to a closed position, so that in said closed position said enclosure at least substantially prevents debris from the tire from exiting the interior when a tire explosion occurs;
wherein when the debris is projected toward the rigid member, at least part of the debris's kinetic energy is absorbed by permanent deformation of an energy absorbing material; and
replacing said deformed energy absorbing material after the tire explosion so that said enclosure is operable for containing another tire explosion;
wherein said energy absorbing material is capable of absorbing at least 900 kilojoules of kinetic energy imparted to the energy absorbing material by the debris.
2. The method of claim 1 , wherein said rigid member includes at least one metal beam of said enclosure.
3. The method of claim 1 , wherein said energy absorbing material includes a metallic open celled material.
4. The method of claim 3 , wherein said metallic open celled material includes one of aluminum or an aluminum alloy.
5. The method of claim 1 , wherein said debris includes portions of a split rim of the tire.
6. The method of claim 1 , wherein said step of replacing includes:
removing crushed portions of the energy absorbing material; and
replacing said crushed portions with additional portions of the energy absorbing material without replacing said rigid member.
7. The method of claim 1 , wherein said step of moving includes at least one of the following:
(a) releasing a safety component that holds the lid in an open position;
(b) closing the lid about the tire; and
(c) locking the lid in the closed position.
8. The method of claim 7 , wherein at least said locking step is performed, and further including preventing a deflation or inflation of the tire before said locking step is performed.
9. The method of claim 7 , where at least said releasing step is performed, and said releasing step includes unlocking a hinge for the lid.
10. The method of claim 1 , further including raising a pedestal within said enclosure for supporting the tire thereon.
11. The method of claim 1 , further including preventing a deflation or inflation of the tire before the tire is enclosed in a predetermined configuration of the enclosure.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/627,813 US20070113760A1 (en) | 2004-10-21 | 2007-01-26 | Method and Apparatus For Controlling Debris From An Exploding Tire |
US13/088,244 US20110192548A1 (en) | 2004-10-21 | 2011-04-15 | Method of manufacture of an energy absorbing tire cage |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/971,819 US7240713B2 (en) | 2004-10-21 | 2004-10-21 | Energy absorbing tire cage and method of use |
US11/627,813 US20070113760A1 (en) | 2004-10-21 | 2007-01-26 | Method and Apparatus For Controlling Debris From An Exploding Tire |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
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US10/971,819 Division US7240713B2 (en) | 2004-10-21 | 2004-10-21 | Energy absorbing tire cage and method of use |
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Application Number | Title | Priority Date | Filing Date |
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US13/088,244 Continuation-In-Part US20110192548A1 (en) | 2004-10-21 | 2011-04-15 | Method of manufacture of an energy absorbing tire cage |
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US20070113760A1 true US20070113760A1 (en) | 2007-05-24 |
Family
ID=36202650
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US10/971,819 Active 2025-01-30 US7240713B2 (en) | 2004-10-21 | 2004-10-21 | Energy absorbing tire cage and method of use |
US11/627,813 Abandoned US20070113760A1 (en) | 2004-10-21 | 2007-01-26 | Method and Apparatus For Controlling Debris From An Exploding Tire |
US11/695,962 Expired - Fee Related US7530383B2 (en) | 2004-10-21 | 2007-04-03 | Method of manufacture of an energy absorbing tire cage |
US12/342,010 Expired - Fee Related US7870883B2 (en) | 2004-10-21 | 2008-12-22 | Method of manufacture of an energy absorbing tire cage |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
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US10/971,819 Active 2025-01-30 US7240713B2 (en) | 2004-10-21 | 2004-10-21 | Energy absorbing tire cage and method of use |
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Application Number | Title | Priority Date | Filing Date |
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US11/695,962 Expired - Fee Related US7530383B2 (en) | 2004-10-21 | 2007-04-03 | Method of manufacture of an energy absorbing tire cage |
US12/342,010 Expired - Fee Related US7870883B2 (en) | 2004-10-21 | 2008-12-22 | Method of manufacture of an energy absorbing tire cage |
Country Status (5)
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US (4) | US7240713B2 (en) |
AU (1) | AU2005297371B2 (en) |
CA (1) | CA2583674C (en) |
MX (1) | MX2007004796A (en) |
WO (1) | WO2006042413A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20090172937A1 (en) * | 2004-10-21 | 2009-07-09 | Goldcorp Canada Ltd. | Method of manufacture of an energy absorbing tire cage |
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US20110192548A1 (en) * | 2004-10-21 | 2011-08-11 | Goldcorp Inc. | Method of manufacture of an energy absorbing tire cage |
CA2816663C (en) | 2012-10-12 | 2016-02-16 | Centre De Recherche Industrielle Du Quebec | Tire explosion safety system |
US9166943B2 (en) | 2013-03-12 | 2015-10-20 | International Business Machines Corporation | Systems and methods for using social network analysis to schedule communications |
DE102015213496A1 (en) * | 2015-07-17 | 2017-01-19 | Continental Reifen Deutschland Gmbh | Vehicle tires |
US10217556B2 (en) | 2015-11-03 | 2019-02-26 | Carte International Inc. | Fault-tolerant power transformer design and method of fabrication |
CN106739863B (en) * | 2017-03-03 | 2018-11-30 | 万通智控科技股份有限公司 | The locking device and locking means of device for monitoring tyre pressure |
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Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20090172937A1 (en) * | 2004-10-21 | 2009-07-09 | Goldcorp Canada Ltd. | Method of manufacture of an energy absorbing tire cage |
US7870883B2 (en) | 2004-10-21 | 2011-01-18 | Goldcorp Canada Ltd. | Method of manufacture of an energy absorbing tire cage |
Also Published As
Publication number | Publication date |
---|---|
AU2005297371B2 (en) | 2011-04-21 |
US20090172937A1 (en) | 2009-07-09 |
CA2583674C (en) | 2013-05-21 |
US20070175592A1 (en) | 2007-08-02 |
US7530383B2 (en) | 2009-05-12 |
MX2007004796A (en) | 2007-12-12 |
US7240713B2 (en) | 2007-07-10 |
AU2005297371A1 (en) | 2006-04-27 |
CA2583674A1 (en) | 2006-04-27 |
WO2006042413A1 (en) | 2006-04-27 |
US20060086465A1 (en) | 2006-04-27 |
US7870883B2 (en) | 2011-01-18 |
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Legal Events
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AS | Assignment |
Owner name: GOLDCORP CANADA LTD., CANADA Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:MUNROE, SCOTT TROY, MR.;WILSON, DONALD KENT, MR.;REEL/FRAME:020791/0203 Effective date: 20061023 |
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STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |