WO1994026541A1 - Bandage pneumatique de securite - Google Patents

Bandage pneumatique de securite Download PDF

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Publication number
WO1994026541A1
WO1994026541A1 PCT/US1994/005432 US9405432W WO9426541A1 WO 1994026541 A1 WO1994026541 A1 WO 1994026541A1 US 9405432 W US9405432 W US 9405432W WO 9426541 A1 WO9426541 A1 WO 9426541A1
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WO
WIPO (PCT)
Prior art keywords
sub
safety tire
cavities
pneumatic safety
bolt
Prior art date
Application number
PCT/US1994/005432
Other languages
English (en)
Inventor
Hui Wang
Original Assignee
Hui Wang
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hui Wang filed Critical Hui Wang
Publication of WO1994026541A1 publication Critical patent/WO1994026541A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C5/00—Inflatable pneumatic tyres or inner tubes
    • B60C5/20—Inflatable pneumatic tyres or inner tubes having multiple separate inflatable chambers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C5/00—Inflatable pneumatic tyres or inner tubes
    • B60C5/20—Inflatable pneumatic tyres or inner tubes having multiple separate inflatable chambers
    • B60C5/22—Inflatable pneumatic tyres or inner tubes having multiple separate inflatable chambers the chambers being annular

Definitions

  • the instant invention relates to a pneumatic safety tire. More particularly, this invention relates to pneumatic tires which can safely continue running for a long distance even punctures of tire occur.
  • the non-pneumatic tire is probably a fundamental solution to the puncture of tire.
  • This kind of tires are disclosed in U. S. Pat. No. 4,350,196, U. S. Pat. No. 4,832,098, U. S. Pat. No. 4,934,425, U. S. Pat. No. 4,945,962, U. S. Pat. No. 5,023,040, and U. S. Pat. No. 5,050,656.
  • the performance of those tires are not compatible with that of the conventional pneumatic tire.
  • Especially vibration absorbability of the non-pneumatic tire is poor when running in high speed, and its lifetime is very short compared with pneumatic tire.
  • This kind of safety tire has a supporter within it in order to provide emerge support between the tire tread and the wheel rim when the tire loses inflation pressure.
  • Some examples of this kind of tire are disclosed in U. S. Pat. No. 3,392,772, U. S. Pat. No. 3,949,794, U. S. Pat. No. 4,008,743, and U. S. Pat. No. 4,579,160.
  • those tires have two disadvantages of large weight and complexity of mounting and dismounting the tire.
  • This kind of safety tire consists of an inner chamber with relative smaller diameter and an outer chamber with relative larger diameter.
  • the inner chamber will provide support if out chamber is punctured by a nail etc.
  • Such kind of tires are disclosed in U. S. Pat. No. 2,754,876, U. S. Pat. No. 3,025,902, U. S. Pat. No. 4,153,095, and U. S. Pat. No. 4,246,948.
  • They have the following disadvantages.
  • the inner chamber is still possible to be punctured by the nail which punctured outer chamber because the outer chamber will contact inner chamber after it lost the inflation pressure.
  • the mounting and dismounting this kind of tires are much more complicated than doing conventional tire. Side Wall and/or Shoulder Reinforced Tire
  • This kind of tire has two reinforced side walls and/or shoulders which increase stiffness of the side wall so that the tire can support the vehicle by itself
  • many patents disclose this kind of tires, such as U. S. Pat. No. 3,949,798, U. S. Pat. No. 3,954,131, U. S. Pat. No. 3,964,533, U. S. Pat. No. 4,120,337, U. S. Pat. No. 3,261,405, U. S. Pat. No. 4,405,007, U. S. Pat. No. 4,917,164, U. S. Pat. No. 5,058,646.
  • most of this kind of tires have the problem of easy occurrence of bead/rim separation during puncture of tire.
  • a pneumatic safety tire comprising a main cavity; a matrix of sub-cavities, each sub-cavity in the first row being connected with the main cavity by a valving means, respectively, or each sub-cavity in the first row being connected with a valve mounted on a rim wheel by a inflating pipe, respectively, and sub-cavities in the same column being connected each other by valving means if the number of rows is larger than one, respectively; two bead portions, each bead portion having one bead wire inside; two side walls; a tread portion, the tread portion having reinforced belt piles inside, the tread portion being separated from the main cavities by the sub-cavities, and the sub-cavities being separated from rim wheel and the bead portions by the main cavity, all the valving means being in cutting off state during the tire rotating, which make all cavities including the main cavity disconnect each other, so when a sub-cavity being punctured by a nail etc,
  • the pneumatic safety tire disclosed in this invention has a number of advantages, including: 1) being able to run for a long distance or long time without losing its major performance after puncture of the tire, especially at high speed running; 2) being easily mounted on or dismounted from rim wheel used currently; 3) having a simple structure; 4) being low cost.
  • Fig,l is a schematic cross-sectional view of a pneumatic safety tire in accordance with the present invention.
  • Fig.2A - 2D are schematic cross-sectional views of four embodiments of a pneumatic safety tire in accordance with the present invention.
  • F.3A - 3D are schematic cross-sectional views of four alternative embodiments of a pneumatic safety tire in accordance with the present invention.
  • Fig.4A - 4C are schematic cross-sectional views of another three alternative embodiments of a pneumatic safety tire in accordance with the present invention.
  • Fig. 5 A - 5B are schematic cross-sectional views of two different embodiments of valving means 22 for the connection between the cavities in accordance with the present invention.
  • Fig. 6 is a schematic cross-sectional view of another embodiment of a valving means 22 for the connection between the cavities in accordance with the present invention.
  • Fig.7A - 7C are schematic cross-sectional views of another three alternative embodiments of a pneumatic safety tire in accordance with the present invention.
  • Fig.8A, 8B are schematic cross-sectional views of another two alternative embodiments of pneumatic safety tire in accordance with the present invention.
  • Fig.l is a schematic cross-sectional view illustrating the principles of the pneumatic safety tire disclosed in the present invention.
  • the pneumatic tire 1 is provided with a main cavity 20; two sub-cavity 26 and 36; a ground-engaging tread portion 32; a pair of side wall portions 24, 24 extending from the tread portion 32 and terminating in a pair of bead portions 23, 23 having annular inextensible bead wires 21 , 21 , respectively.
  • Main cavity 20 is connected with sub-cavities 26 and 36 by valving means 22, 22, respectively.
  • Main cavity 20 is inflated by compressing air through a valve mounted on rim wheel (not shown), and sub-cavities 26 and 36 are inflated by compressing air in main cavity 20 through valving means 22, 22, respectively.
  • valving means 22 is disconnecting main cavity 20 with sub-cavity 26 if the valving means with the configuration shown in Fig. 6 is used, or let inflation air in main cavity slowly leak to sub-cavity 26 if the valving means with configuration shown in Fig. 5A or Fig. 5B is used.
  • This will hold the inflation pressure in main cavity 20 and unpunctured sub-cavity 36, and prevent the tire separating from the rim wheel, which make the tire be able to continue supporting the vehicle running for a reasonable time and distance even at a high speed, thus reducing the possibility of accidents, injury and loss of life.
  • Fig. 2A is a schematic cross-sectional view of one embodiment in accordance with the principle of pneumatic safety tire described in Fig.l .
  • Sub-cavities 26 and 36 are included in a toroidal member 38.
  • Toroidal member 38 is adhered integrally by vulcanizing together with inner surface of tread portion 32 and inner surfaces of sidewall portions 24, 24.
  • Toroidal member 38 may be made of elastic materials, and preferably low heat build-up rubber.
  • a reinforced belt pile 40 is included in the tread portion 32.
  • bead wire 21 which is composed of a well- known material having a high rigidity such as steel wire, is laid in a ring form in the circumferential direction of the tire 2.
  • middle walls 38a, 38b, and 38c may be enhanced by employing elastic materials with larger rigidity, such as rubber reinforced with glass fiber, plastic material reinforced with glass fiber, etc..
  • the number of sub-cavities may be larger than two, and sub-cavities with other cross-section shapes, such as triangle, rectangle, trapezoid, or polygon, etc. may be used to form toroidal member 38, as shown in Fig. 2B - 2D.
  • the requirements for the materials of toroidal member 38,bead wire 21, and middle walls are the same as those in the embodiment of Fig. 2A.
  • Fig. 2A In Fig.
  • middle walls 38b and 38c are rectangles, and should have a certain thickness in order to bear the load without large deformation so as to prevent nails which punctured sub-cavities further puncturing main cavity 20 in the emergency case that all sub-cavities 26, 36, and 44 are punctured at the same time.
  • middle walls 38b and 38c are triangles, so that, they can more stably hold the distance between main cavity 20 and tread portion 32 to prevent nails which punctured sub ⁇ cavities further puncturing main cavity 20 in the emergency case that all sub-cavities 26, 36, and 44 are punctured at the same time.
  • FIG. 3A - 3D are schematic cross-sectional views of another four embodiments in accordance with the principle of pneumatic safety tire described in Fig.l.
  • the embodiment of Fig. 3A is similar to that of Fig. 2A except that sub-cavities 26 and 36 are formed by a toroidal member 38, part inner surface of tread portion 32 and part inner surfaces of side walls 24, 24.
  • the embodiments of Fig. 3B, Fig.3C, and Fig.3D are similar to those of Fig. 2B, Fig. 2C, and Fig. 2D, respectively except that sub ⁇ cavities 26, 36 and 44 are formed by a toroidal member 38, part inner surface of tread portion 32 and part inner surfaces of side walls 24, 24.
  • Fig. 4A - 4C are schematic cross-sectional views of another three embodiments in accordance with the principles of pneumatic safety tire described in Fig.l.
  • the embodiment of Fig. 4A is similar to that of Fig. 2A except that sub-cavities 26 and 36 are formed by a toroidal member 38, part inner surface of tread portion 32 and part inner surfaces of side walls 24, 24.
  • the formation of sub-cavities shown in Fig. 4A is similar to that in the embodiment shown in Fig. 3A except that tread portion 32 has a projection 32a.
  • the embodiments of Fig. 4B and Fig.4C are similar to those of Fig. 2B and Fig. 2D, respectively except that sub-cavities 26, 36 and 44 are formed by a toroidal member 38, part inner surface of tread portion 32 and part inner surfaces of side walls 24, 24.
  • Fig. 5 A is a schematic cross-sectional view of one embodiment of valving means 22 for connecting the main cavity with sub-cavities in accordance with the present invention.
  • Valving means 22 comprises a bolt 108 with a vent hole 108a inside, a washer 102, and two nuts 104 and 106.
  • the materials for making bolt 108, washer 102, and nuts 104 106 includes, metal, alloy, plastic, and ceramics, etc..
  • Nut 106 is used for prevent nut 104 loosing from bolt 108.
  • the conductance of vent hole 108a is determined by its diameter D and length L. This conductance, the volume and the inflation pressure of main cavity will determine the leak time of the tire, i.e.
  • This leak time may be selected according to the requirements, varying from several minutes to tens of minutes. From the point of safety, the longer the leak time is, the better it is. However, a too long leak time will increase the time to inflate the tire in mounting tire, which is not efficient. This problem can be solved by using a valve to be described in Fig. 6
  • Fig. 5 B is schematic cross-sectional view of another embodiment of valving means 22 for connecting the main cavity with sub-cavities in accordance with the present invention.
  • the embodiment of Fig. 5B is similar to that of Fig. 5A except that vent hole 108a is filled with a porous column 1 10.
  • Porous column 1 10 is made of porous, sintered metal, alloy, or ceramics, etc., which can pass air through its body. The conductance is determined by the length, diameter, porosity of porous column 110.
  • FIG. 6 is a schematic cross-sectional view of another embodiment of valving means 22 for connecting the main cavity with sub-cavities in accordance with the present invention.
  • Valving means 22 comprises a bolt 200 with a vent hole 200a inside; a stopper 208 connected with a damper 216, which comprises a damping plate 222 and a damping oil 226, by a universal joint 210; a spring 206 for pushing stopper 208 against element 212 and keeping the valve in the opening state.
  • Bolt 200 is fixed on the toroidal member 28 by a washer 230, a nut 232, and a cap 234.
  • a column 228 with a diameter smaller than that of vent hole 200a is used for guiding stopper 208 moving up and down.
  • Damper 216 is used for reducing shock force applying on stopper 208 when stopper 208 rapidly open or cut off. Damper 216 is fixed on the hood 218 by nut 220. There are several holes such as 218a, 218b on the side wall of hood 218 for passing inflation air.
  • the valve has two functions, one is to cut off inflation air from main cavity to a sub-cavity during the vehicle running, the other one is to pass inflation air from main cavity to a sub-cavity when inflating the tire in the still state.
  • stopper 208 will be more strongly pushed to contact disk 202 by a force generated by differential pressure between main cavity 20 and the punctured sub-cavity. It should be mentioned that this differential pressure will still hold the stopper in cutting off position of the valve even after centrifugal force disappeared, i.e. the vehicle stopped. By this way, the vehicle can not only run for a long distance and a long time after the tire is punctured, but also stop and run alternatively like a unpunctured tire.
  • the second function is made possible by spring 206. Because the tire is inflated in its still state, there is no centrifugal force applying on stopper 208 during the inflating tire. So that stopper 208 will be pushed to the opening position of the valve by spring 206 as shown in Fig. 6. When compressing air into main cavity 20 through valve mounted on rim wheel (not shown), a force, which tends to push stopper 208 to the cutting off position of the valve, will be generated by the differential pressure between main cavity 20 and a sub-cavity. So, the force generated by spring 206 must be larger than the force generated by the differential pressure to keep stopper 208 staying in opening position of the valve.
  • Fig.7A is a schematic cross-sectional view of another embodiment of a pneumatic safety tire in accordance with the present invention. The embodiment of Fig.
  • FIG. 7A is similar to that of Fig.l except that one row of sub-cavities is replaced by a matrix of sub-cavities with two rows of sub ⁇ cavities and three columns of sub-cavities.
  • the sub-cavities in the first row are 46, 48, and 50, and in the second row are 26, 44, and 36.
  • Main cavity 20 is connected with each sub-cavity in the first row by valving means 22, 22, 22, respectively.
  • Each sub-cavity in the first row is further only connected with the sub-cavity in the same column and in the second row by valving means 22, 22, 22, respectively.
  • sub-cavity 46 is only connected with sub-cavity 26
  • sub-cavity 48 is only connected with sub ⁇ cavity 44
  • sub-cavity 50 is only connected with sub-cavity 36.
  • valving means 22 is the same as that showing in Fig. 5 or Fig. 6.
  • Fig. 7B is a schematic cross-sectional view of one embodiment in accordance with the principle of the pneumatic safety tire described in Fig.7A.
  • the configuration of Fig. 7B is similar to that shown in Fig.2B except that one row of sub-cavities is replaced by a matrix of sub-cavities with two rows of sub-cavities and three columns of sub-cavities.
  • Sub ⁇ cavities 26, 44, 36, 46, 48, and 50 are included in a toroidal member 38.
  • Toroidal member 38 is adhered integrally by vulcanizing together with inner surface of tread portion 32 and inner surfaces of sidewall portions 24, 24.
  • the requirements for the material of toroidal member 38, bead wire 21 , and middle walls 38b and 38c are also the same as those in the embodiment of Fig. 2B.
  • Fig. 7C is a schematic cross-sectional view of another embodiment in accordance with the principle of the pneumatic safety tire described in Fig.7A.
  • the configuration of this embodiment is similar to that shown in Fig. 3C except that one row of sub-cavities is replaced by a matrix of sub ⁇ cavities with two rows of sub-cavities and three columns of sub-cavities.
  • Sub-cavities 26, 44, 36, 46, 48, and 50 are formed by two toroidal members 38, 39, part inner surfaces of tread portion 32 and part inner surfaces of sidewalls 24, 24.
  • Toroidal member 38 is adhered integrally by vulcanizing together with inner surface of tread portion 32 and inner surfaces of sidewall portions 24, 24.
  • Toroidal member 39 is adhered integrally by vulcanizing together with toroidal member 38, inner surfaces of sidewall portions 24, 24.
  • the requirements for the material of toroidal member 38, bead wire 21 , and middle walls 38b and 38c are also the same as those in the embodiment of Fig. 3C.
  • the cross-sectional shapes of sub-cavities are rectangles and trapezoid, of course the other cross-sectional shape such as triangle, polygon or circle as shown in Fig. 2 - Fig. 4 can also be used.
  • the matrix of sub-cavities may comprise more than two rows of sub ⁇ cavities and more than three columns of sub-cavities, according to the requirement.
  • Fig.8A is a schematic cross-sectional view of another embodiment of a pneumatic safety tire in accordance with the present invention.
  • the embodiment of Fig. 8A is similar to that of Fig. l except that valving means 22, 22 are replaced by valves 56, 58 mounted on a rim wheel 51 and inflating pipes 54, 52, respectively.
  • Main cavity 20 is inflated through valve 60 mounted on rim wheel 51
  • sub-cavities 26, 36 are inflated through valves 56, 58, and inflating pipes 54, 52.
  • main cavity 20 sub-cavities 26 and 36 are disconnected or isolated each other. So that, puncture of a sub-cavity will not affect the inflation pressures in main cavity 20 and the other unpunctured sub-cavities.
  • Inflating pipe 52, 54 comprise elastic materials, preferably rubber, rubber reinforced with glass fiber, and plastic material reinforced with glass fiber.
  • elastic materials preferably rubber, rubber reinforced with glass fiber, and plastic material reinforced with glass fiber.
  • toroidal members 38 shown in Fig. 2A - 2D, Fig. 3A - 3D, and 4A - 4D can be used in the embodiment of Fig. 8A.
  • Fig.8B is a schematic cross-sectional view of another embodiment of a pneumatic safety tire in accordance with the present invention.
  • the embodiment of Fig. 8B is similar to that of Fig.7A except that three valving means 22, 22, 22 on the first row of sub-cavities 46, 48, and 50 are replaced by valves 62, 64, and 66 mounted on a rim wheel 51 and inflating pipes 68, 70, 72, respectively.
  • Main cavity 20 is inflated through a valve 60 mounted on the rim wheel, and the first row of sub-cavities 46, 48, and 50 are inflated through valves 62, 64, and 66, and inflating pipes 68, 70, and 72.
  • the second row of sub-cavities are inflated by compressing air in the first row of sub-cavities 46, 48, 50 through valving means 22, 22, and 22, respectively.
  • valving means 22 is the same as that showing in Fig. 5 or Fig. 6.
  • main cavity 20 is isolated from all sub-cavities, sub-cavities in the different columns are also isolated each other, and sub-cavities in the same column are disconnected each other during the tire rotating if a valve shown in Fig. 6 is used, or are weakly connected each other if a valve shown in Fig. 5A or Fig. 5B is used.
  • Inflating pipes 68, 70, 72 comprise elastic materials, preferably rubber, rubber reinforced with glass fiber, and plastic material reinforced with glass fiber.
  • Various detailed structures of toroidal members 38 shown in Fig. 2A - 2D, Fig. 3A - 3D, Fig. 4A - 4D and Fig. 5B - 5C can be used in the embodiment of Fig. 8B.
  • the matrix of sub-cavities may comprise more than two rows of sub-cavities and more than three columns of sub ⁇ cavities, according to the requirement.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

Un bandage pneumatique de sécurité est constitué de deux talons (23), deux flancs (24), d'une bande de roulement renforcée (32), d'une cavité principale (20) et d'une matrice de sous-cavités (26, 36, 44, 46, 48, 50). Chaque sous-cavité de la première rangée est reliée à la cavité principale par un moyen à valve (22) ou est reliée à une valve sur la jante par un tuyau de gonflage. Lorsque le nombre de rangées de sous-cavités est supérieur à un, les sous-cavités dans la même colonne sont reliées par des moyens à valve. Lorsqu'une sous-cavité est crevée, par exemple par un clou (29), la cavité principale et les autres cavités non crevées sont capables de conserver leur pression de gonflage et de supporter un véhicule, ce qui réduit le risque d'accident.
PCT/US1994/005432 1993-05-17 1994-05-16 Bandage pneumatique de securite WO1994026541A1 (fr)

Applications Claiming Priority (2)

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US6228293A 1993-05-17 1993-05-17
US08/062,282 1993-05-17

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WO1994026541A1 true WO1994026541A1 (fr) 1994-11-24

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999054154A1 (fr) 1998-04-23 1999-10-28 Natale Barone Pneu muni d'une structure porteuse interne et de chambres a air internes differenciees
EP1029711A2 (fr) * 1999-02-16 2000-08-23 Continental Aktiengesellschaft Dispositif apte à modifier les propriétés d'un pneumatique et bandage pneumatique pour véhicule
US6571845B1 (en) * 1997-11-14 2003-06-03 Pirelli Pneumatici S.P.A. Low-section tire and mould and process for manufacturing a tire air tube
GB2575269A (en) * 2018-07-03 2020-01-08 Automotive Fusion Ltd Tyre
CN114161881A (zh) * 2020-09-11 2022-03-11 深圳市道瑞轮胎有限公司 一种多重弹性支撑的电摩力车胎

Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US509193A (en) * 1893-11-21 Christopher carey
US600828A (en) * 1898-03-15 Vehicle-tire
US1622332A (en) * 1925-10-07 1927-03-29 Marrazzo Domenico Inner-tire valve
US1962143A (en) * 1931-11-16 1934-06-12 James B Ford Shock absorbing tire
US2152131A (en) * 1938-09-28 1939-03-28 Benson Benjamin Howard Pneumatic tire
US2200916A (en) * 1938-11-22 1940-05-14 Joseph P Crowley Pneumatic safety tire
US2343828A (en) * 1940-01-26 1944-03-07 Wingfoot Corp Safety tube
US2917096A (en) * 1958-02-24 1959-12-15 Goodrich Co B F Tire safety wall
US2933118A (en) * 1957-11-12 1960-04-19 Waber James Warren Pneumatic tire
US2937684A (en) * 1955-06-13 1960-05-24 Dayton Rubber Company Pneumatic tire
US3942572A (en) * 1974-01-15 1976-03-09 Crandall Azel L Multicelled, tubeless safety tire with air activated snow and ice studs

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US509193A (en) * 1893-11-21 Christopher carey
US600828A (en) * 1898-03-15 Vehicle-tire
US1622332A (en) * 1925-10-07 1927-03-29 Marrazzo Domenico Inner-tire valve
US1962143A (en) * 1931-11-16 1934-06-12 James B Ford Shock absorbing tire
US2152131A (en) * 1938-09-28 1939-03-28 Benson Benjamin Howard Pneumatic tire
US2200916A (en) * 1938-11-22 1940-05-14 Joseph P Crowley Pneumatic safety tire
US2343828A (en) * 1940-01-26 1944-03-07 Wingfoot Corp Safety tube
US2937684A (en) * 1955-06-13 1960-05-24 Dayton Rubber Company Pneumatic tire
US2933118A (en) * 1957-11-12 1960-04-19 Waber James Warren Pneumatic tire
US2917096A (en) * 1958-02-24 1959-12-15 Goodrich Co B F Tire safety wall
US3942572A (en) * 1974-01-15 1976-03-09 Crandall Azel L Multicelled, tubeless safety tire with air activated snow and ice studs

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6571845B1 (en) * 1997-11-14 2003-06-03 Pirelli Pneumatici S.P.A. Low-section tire and mould and process for manufacturing a tire air tube
WO1999054154A1 (fr) 1998-04-23 1999-10-28 Natale Barone Pneu muni d'une structure porteuse interne et de chambres a air internes differenciees
EP1029711A2 (fr) * 1999-02-16 2000-08-23 Continental Aktiengesellschaft Dispositif apte à modifier les propriétés d'un pneumatique et bandage pneumatique pour véhicule
EP1029711A3 (fr) * 1999-02-16 2001-10-31 Continental Aktiengesellschaft Dispositif apte à modifier les propriétés d'un pneumatique et bandage pneumatique pour véhicule
GB2575269A (en) * 2018-07-03 2020-01-08 Automotive Fusion Ltd Tyre
CN114161881A (zh) * 2020-09-11 2022-03-11 深圳市道瑞轮胎有限公司 一种多重弹性支撑的电摩力车胎

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Designated state(s): AT BE CH DE DK ES FR GB GR IE IT LU MC NL PT SE

121 Ep: the epo has been informed by wipo that ep was designated in this application
122 Ep: pct application non-entry in european phase