WO2010007636A1 - Ensemble roue non pneumatique pour véhicules - Google Patents

Ensemble roue non pneumatique pour véhicules Download PDF

Info

Publication number
WO2010007636A1
WO2010007636A1 PCT/IT2008/000483 IT2008000483W WO2010007636A1 WO 2010007636 A1 WO2010007636 A1 WO 2010007636A1 IT 2008000483 W IT2008000483 W IT 2008000483W WO 2010007636 A1 WO2010007636 A1 WO 2010007636A1
Authority
WO
WIPO (PCT)
Prior art keywords
annular body
assembly according
tie
tread
rod means
Prior art date
Application number
PCT/IT2008/000483
Other languages
English (en)
Inventor
Stefano Re Fiorentin
Giovanni Monfrino
Mario Palazzetti
Original Assignee
Fiat Group Automobiles S.P.A.
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 Fiat Group Automobiles S.P.A. filed Critical Fiat Group Automobiles S.P.A.
Priority to PCT/IT2008/000483 priority Critical patent/WO2010007636A1/fr
Publication of WO2010007636A1 publication Critical patent/WO2010007636A1/fr

Links

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
    • B60C7/00—Non-inflatable or solid tyres
    • B60C7/10—Non-inflatable or solid tyres characterised by means for increasing resiliency
    • B60C7/14—Non-inflatable or solid tyres characterised by means for increasing resiliency using springs
    • B60C7/16—Non-inflatable or solid tyres characterised by means for increasing resiliency using springs of helical or flat coil form
    • B60C7/18—Non-inflatable or solid tyres characterised by means for increasing resiliency using springs of helical or flat coil form disposed radially relative to wheel axis

Definitions

  • the present invention relates to a wheel assembly for vehicles, specifically for motor vehicles.
  • the known tyres of the above-described type further comprise at least one tubular reinforcing body coupled to the tread and made of material other than the elastomeric material, normally harmonic steel or fiber- reinforced plastic material, which is of the either corrugated or ribbed type and has a length essentially equal to that of the tread so as to extend between one sidewall and the other of the tyre.
  • the portion of the tread arranged in contact with the road surface acts as an oscillating body about a fulcrum or hinge instantaneously defined by the mentioned different intersection points.
  • the tyre - responds by deforming but, above all, by moving sideways and partially lifting from the ground in an unpredictable manner, compromising at a certain point the vehicle stability.
  • the tubular reinforcing body associated to the tread is difficult to be dimensioned because, on one hand, it must have high stiffness to support the radially directed load without exceeding predetermined deformation limits but, on the other hand, it must be as flexible as possible to allow to easily overcome any obstacle in the absence of load peaks.
  • the result of the dimensioning always arises from accommodations or choices with the consequence that the tread is not often able to adapt and behave in a different manner according to the type of obstacle and/or curvature of the line travelled by the tyre.
  • the pressure distribution on the ground is all but homogenous, as desirable for an optimal grip, and however has a relatively high average value .
  • tubular body increases the weight of the tyre and as it is normally complex from a constructive point of view and made of specific materials, it considerably contributes to raise the final cost of the tyre.
  • a wheel assembly for vehicles comprising a wheel rim having a symmetry axis and two reciprocally and axially spaced peripheral annular portions, an annular body comprising a tread adapted to roll in contact with a road surface and a reinforcing band of said tread and made of elastomeric material, and structural connecting means connecting said wheel rim to said annular body, characterized" in that said structural connecting means comprise at least first and second tie-rod means extending from said peripheral portions of said wheel rim and converging towards an annular intermediate band of said annular body spaced from both axial end edges of said annular body.
  • said first and second tie-rod means are firmly connected to said intermediate band of said annular body and conveniently to a middle band of said annular body.
  • - figure 1 is a perspective view of a preferred embodiment of a wheel assembly according to the present invention mounted on a vehicle;
  • - figure 2 is a diagrammatic perspective view, with parts removed for clarity, of the wheel assembly in figure 1;
  • figure 3 diagrammatically shows the tyre in figure 1 partially in section,
  • - - figures 4 and 5 are figures similar to figure 3 and show two different variants of a detail in figure 3 ;
  • figure 6 shows a chart comparing the force pattern exchanged between a hub and a tread in the presence of an obstacle defined in the case of the wheel assembly in figure 1 and in the case of a traditional wheel assembly;
  • figure 7 shows a chart comparing the side displacement pattern of the tread according to the side load transmitted to the tread itself in the case of the wheel assembly in figure 1 and in the case of a traditional wheel assembly.
  • numeral 1 indicates as a whole a wheel assembly for a vehicle 2, specifically a motor vehicle.
  • the wheel assembly 1 which is able to support the vehicle 2 without needing to be pressurized with air or other pressurized fluids, has a rotation axis 3 and comprises a wheel rim 4 (figures 1 and 2) coaxial to the axis 3 and, in turn, comprises a central attachment portion to a hub of the vehicle 2 and two annular radial flanges 6 with axial ends (only one of which is shown in figure 19) protruding from the portion 5.
  • the whole assembly 1 further comprises an annular body 7 made of elastomeric material, which in the absence of stress extends coaxially to the axis 3 in a position radially spaced from the wheel rim 4 and comprises a tread 8 externally delimited by a rolling surface 9 in contact with the road surface, and a tubular reinforcing portion 10 (figure 2) , per se known and described in detail in patent application WO 2005/082643 Al, which is therein integrally quoted for completeness of description for the necessary parts.
  • the tubular reinforcing portion 10 is arranged within the tread 8 and has a dimension parallelly measured to the axis 3 essentially equal to that of the tread 8 measured in the same direction, and a differentiated, predetermined stress strength, i.e.
  • the tubular reinforcing portion 10 comprises (figure 2) a continuous, external annular belt 12 integrally connected to. the internal surface of the tread 8, in a manner known per se, and provided with a plurality of threads or fibers, either weaved or not, embedded in the elastomeric material to support the circumferential tensioning actions.
  • the tubular reinforcing portion 10 further comprises a plurality of plugs 13 (figure 2) , which are carried by the belt 12 and which protrude towards the wheel rim 4 to exert a resisting action with respect to the circumferential compression actions when the tread 8 is rolling.
  • the annular body 7 is directly connected to the wheel hub 4 by means of a structural tie-rod assembly 15.
  • the structural assembly 15 is of the type with wires or cables, either pre- tensioned or not, and comprises, for each radial flange 6, a corresponding crown 16 of fastening portions 18, conveniently eyelet-shaped, coupled to an external peripheral edge of the corresponding flange 6 in reciprocally and equally spaced positions.
  • the structural assembly 15 also comprises a further crown 19 of attachment elements 20, which are anchored to the annular body 7, extend towards the wheel rim 4 from an internal surface of the tubular body 7 and lay on a common radial middle plane M orthogonal to the axis 3 and arranged at the same distance from the opposite axial edges 7a of the external annular body 7.
  • the fastening portions 18 of the same flange 6 are connected to the attachment elements 20 by means of a single continuous wire element 21, conveniently either a plied steel wire or other equivalent elongated element, which has an end firmly connected to the wheel rim 4 and, for the whole circumference of the corresponding flange 6, in sequence, passes through a first fastening portion 18, extends towards the mentioned middle plane M, is either coupled or firmly connected to a corresponding first attachment element 20, and returns towards the corresponding flange 6 to cross a second fastening portion 18 of the corresponding crown 16 which is consecutive to the first fastening portion 18, and to advance, as previously shown, towards a second attachment element 20 adjacent to the first attachment element 20 to form a corresponding continuous seam 22 to be then blocked on the wheel rim 4.
  • a single continuous wire element 21 conveniently either a plied steel wire or other equivalent elongated element, which has an end firmly connected to the wheel rim 4 and, for the whole circumference of the corresponding flange 6, in sequence, passes through a
  • the two continuous wire elements form corresponding series 23 of inclined spokes 24 each forming a varying angle A between 5 and 85 degrees with a plane parallel to the middle plane M according to the variation of the distance between the wheel rim and the tread.
  • each spoke 24 of one of said series 23 of spokes converges towards a point thereof, indicated by numeral 25 in figure 3, where it intersects a corresponding spoke 24 of the other series of spokes 23.
  • the points 25 " are part of a crown 19 of points which all lay on the middle plane M and on the annular body 7 (figure 3) .
  • the wheel assembly 1 finally comprises two non-structural membranes 27 each arranged between a corresponding radial flange 6 and a corresponding edge 7a of the annular body 7 only to isolate the seams and the space defined therebetween from the outside.
  • two crowns 19 of attachment elements 20 are provided, which are spaced from the middle plane M and lay on corresponding intermediate planes Pl and P2 always orthogonal to the axis 3 and parallel to the middle plane M itself.
  • the intermediate planes Pl and P2 are arranged at the same distance B from the edges 7a of the annular body 7 and thus from the middle plane M.
  • the intermediate planes Pl and P2 are arranged at different distances from the corresponding edges 7a.
  • the two intermediate planes Pl and P2 reciprocally separate an intermediate limit attachment zone 30 of the wire elements 21 from two side zones 31 and 32, which are free from any structural connection with the wheel rim 4, and thus extend freely and protrudingly from the corresponding intermediate planes Pl and P2, unlike the anchoring solution on the middle plane M where such side zones 31 and 32 extend from the middle plane M itself.
  • the variant shown in figure 5 differs from the solution, shown in figure 4 and just described in that a further intermediate crown 35 of fastening portions 36 arranged between the two flanges 6 is provided in addition to the two crowns 19 of attachment elements 20, through which a further connected, continuous wire element 21 extends, as the other wire elements 21, to the attachment elements 20 laying on the intermediate planes Pl and P2.
  • the wire elements 21 are always connected to the annular body 7 within the intermediate annular band, the boundaries of which are always spaced by a predetermined amount from the opposite axial edges 7a of the annular body 7 itself, so that the annular body 7 always has two annular axial end portions free from any structural connection to the wheel assembly 4.
  • the construction features of the described wheel assembly 1 are, in essence, consequent to the fact that opposite axial end portions of the annular body 7, and thus of the tread 8, are no longer connected to the wheel rim 4 as in the known solutions, but are connected to an intermediate zone of the annular body 7, thus leaving the side portions arranged on axially opposite sides of the mentioned intermediate portion free from the mentioned structural connection.
  • the anchoring of the intermediate portion of the annular body 7 makes the contrast of the lateral slip of the tread more effective.
  • the curve H indicates ' the variation of the side displacement according to the variation of the side load in the case of the described wheel assembly 1
  • the curve K indicates the variation of the side displacement according to the variation of the side load in the case in which the axial end portions are connected to the wheel rim, such as in the known wheel assemblies.
  • the specific anchoring on the middle plane M produces an instantaneous virtual hinge for each anchoring point which allows the annular portion 7, and thus the tread 8, to rotate about an axis orthogonal to the axis 3 of the wheel assembly 1. In other words, upon oscillations of the wheel rim 4 about the mentioned longitudinal axis, the tread 8 is kept always essentially parallel to the rolling plane of the tread 8 itself .
  • connection of the wheel rim 4 in the intermediate position of the tread allows to keep the tread 8 essentially ⁇ flat', i.e. not curved, even in the presence of high side loads.
  • the bending moment of inertia of the annular body with respect to an axis parallel to the rolling axis is clearly lower than a traditional omega- shaped tyre. Since such a bending moment of inertia opposes to the bending which the tread is subject to when is rolling, it results that the described wheel assembly 1 has a clearly low rolling friction, again as compared to traditional wheel assemblies .
  • the particular mode used to make the stiffening portion 10 associated to the particular seam mode of the annular body 7 onto the wheel rim allow to overcome obstacles of different shape and size generating variations of vertical and longitudinal load on the vehicle hub, which variations are considerably lower than those generated by a traditional tyre.
  • elastomeric material specifically of reinforced elastomeric material, is used in the described wheel assembly, again as compared to traditional tyres, considerably reducing the problem of the disposal of the worn parts , which may be further facilitated by covering the worn parts instead of replacing the whole wheel assembly.
  • the l seam' of the intermediate portion of the annular body to the wheel plate may be made by arranging the wire element or another equivalent elongated element, e.g. of the tape type, along different paths, but always so that the exchanged action are directed along inclined directions which essentially and reciprocally intersect on the annular body or in a position close to the same.
  • the elastomeric stiffening portion 10 of the tread 8 could be made in a different manner from that described, and similarly the shape of the tread 8 could also be different.

Landscapes

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

Abstract

L'invention porte sur un ensemble roue (1) qui ne nécessite pas de pressurisation au moyen d'un fluide pressurisé, dans lequel ensemble un corps annulaire (7) réalisé en un matériau élastomère comprend une bande de roulement (8) et une bande (10) renforçant la bande de roulement (8), et est couplé à une jante de roue (4) au moyen d'un dispositif de liaison structurel (18, 20, 21) ayant des premier et second moyens formant tirant (21) s'étendant à partir de parties périphériques axialement espacées (6) de la jante de roue (4) et convergeant vers une bande annulaire intermédiaire (30) du corps annulaire (7), espacée des deux bords d'extrémité axiale (7a) du corps annulaire (7) en lui-même.
PCT/IT2008/000483 2008-07-15 2008-07-15 Ensemble roue non pneumatique pour véhicules WO2010007636A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/IT2008/000483 WO2010007636A1 (fr) 2008-07-15 2008-07-15 Ensemble roue non pneumatique pour véhicules

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/IT2008/000483 WO2010007636A1 (fr) 2008-07-15 2008-07-15 Ensemble roue non pneumatique pour véhicules

Publications (1)

Publication Number Publication Date
WO2010007636A1 true WO2010007636A1 (fr) 2010-01-21

Family

ID=40445436

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IT2008/000483 WO2010007636A1 (fr) 2008-07-15 2008-07-15 Ensemble roue non pneumatique pour véhicules

Country Status (1)

Country Link
WO (1) WO2010007636A1 (fr)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014118128A (ja) * 2012-12-19 2014-06-30 Bridgestone Corp 非空気入りタイヤ
CN106573504A (zh) * 2014-08-08 2017-04-19 株式会社普利司通 非充气轮胎
EP3162589A4 (fr) * 2014-06-24 2017-08-16 Bridgestone Corporation Pneu non pneumatique
US11167593B2 (en) 2015-12-22 2021-11-09 Compagnie Generale Des Establissements Michelin Reinforcement structure for non-pneumatic wheel
US11260695B2 (en) 2016-10-03 2022-03-01 Compagnie Generale Des Etablissements Michelin Reinforced rubber spoke for a tire
JP2022517547A (ja) * 2019-01-04 2022-03-09 ブリヂストン アメリカズ タイヤ オペレーションズ、 エルエルシー バンド層を有するタイヤトレッド
EP4046823A1 (fr) * 2021-02-18 2022-08-24 Sumitomo Rubber Industries, Ltd. Pneu sans air
US11571925B2 (en) 2016-12-30 2023-02-07 Compagnie Generale Des Etablissements Michelin Resilient composite structural support

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB704637A (en) * 1951-10-04 1954-02-24 Nicholas Peter Sorrell Strauss Improvements in or relating to pneumatic wheels for vehicles
US3646983A (en) * 1968-12-12 1972-03-07 Bataafsche Rubber Ind Radium N Wheel comprising a tire of rubber or synthetic material and a method for manufacturing said wheel
WO2005063505A1 (fr) * 2003-12-22 2005-07-14 Pieter Johannes Labuschagne Bandage non pneumatique

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB704637A (en) * 1951-10-04 1954-02-24 Nicholas Peter Sorrell Strauss Improvements in or relating to pneumatic wheels for vehicles
US3646983A (en) * 1968-12-12 1972-03-07 Bataafsche Rubber Ind Radium N Wheel comprising a tire of rubber or synthetic material and a method for manufacturing said wheel
WO2005063505A1 (fr) * 2003-12-22 2005-07-14 Pieter Johannes Labuschagne Bandage non pneumatique

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014118128A (ja) * 2012-12-19 2014-06-30 Bridgestone Corp 非空気入りタイヤ
EP3162589A4 (fr) * 2014-06-24 2017-08-16 Bridgestone Corporation Pneu non pneumatique
US10486462B2 (en) 2014-06-24 2019-11-26 Bridgestone Corporation Non-pneumatic tire
CN106573504A (zh) * 2014-08-08 2017-04-19 株式会社普利司通 非充气轮胎
EP3178667A4 (fr) * 2014-08-08 2017-08-23 Bridgestone Corporation Pneu non pneumatique
US11167593B2 (en) 2015-12-22 2021-11-09 Compagnie Generale Des Establissements Michelin Reinforcement structure for non-pneumatic wheel
US11260695B2 (en) 2016-10-03 2022-03-01 Compagnie Generale Des Etablissements Michelin Reinforced rubber spoke for a tire
US11571925B2 (en) 2016-12-30 2023-02-07 Compagnie Generale Des Etablissements Michelin Resilient composite structural support
JP2022517547A (ja) * 2019-01-04 2022-03-09 ブリヂストン アメリカズ タイヤ オペレーションズ、 エルエルシー バンド層を有するタイヤトレッド
JP7187102B2 (ja) 2019-01-04 2022-12-12 ブリヂストン アメリカズ タイヤ オペレーションズ、 エルエルシー バンド層を有するタイヤトレッド
EP4046823A1 (fr) * 2021-02-18 2022-08-24 Sumitomo Rubber Industries, Ltd. Pneu sans air

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