WO2012171055A1 - Non-pneumatic composite integrated tyre and wheel and method of fabrication thereof - Google Patents
Non-pneumatic composite integrated tyre and wheel and method of fabrication thereof Download PDFInfo
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- WO2012171055A1 WO2012171055A1 PCT/AU2012/000537 AU2012000537W WO2012171055A1 WO 2012171055 A1 WO2012171055 A1 WO 2012171055A1 AU 2012000537 W AU2012000537 W AU 2012000537W WO 2012171055 A1 WO2012171055 A1 WO 2012171055A1
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- Prior art keywords
- wheel
- composite integrated
- fabrication
- internal frame
- tyre
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
- B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
- B29D30/00—Producing pneumatic or solid tyres or parts thereof
- B29D30/02—Solid tyres ; Moulds therefor
-
- 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
- B60C7/107—Non-inflatable or solid tyres characterised by means for increasing resiliency comprising lateral openings
-
- 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
- B60C7/22—Non-inflatable or solid tyres having inlays other than for increasing resiliency, e.g. for armouring
Definitions
- the present invention generally relates to a tyre and wheel construction, and more particularly to a non-pneumatic composite integrated tyre and wheel construction, fabricated from composite layers incorporating interconnected reinforcing internal frame elements. Whilst the present invention is applicable to fabrication of motor vehicle wheels, it is to be appreciated that it is not limited to that application.
- wheels with separate pneumatic tyres have been utilised for load carrying, road shock absorption and force transmission.
- a flat tyre it is common for a flat tyre to occur as it deflates as a result of normal wear-and- tear, a leak, or other damage. It has been found that a pneumatic tyre which has lost sufficient pressure will impair the stability of the vehicle and may damage the wheel and the vehicle and become a major safety issue.
- Non-pneumatic tyres have been developed without the requirement of containing pressurised air to overcome the disadvantage of the escape of air contained under pressure from pneumatic tyres.
- non-pneumatic tyres still have the known associated disadvantages of having to be attached to and detached from a wheel. Further, when being detached from a standard multi- piece rim wheel, will also pose a danger to the person changing the tyre as evidenced by the fatality in 2007 (New York State Department of Health - Fatality Assessment and Control Evaluation, Case Report 07NY137 www.nvhealth.gov/nysdoh/face/face.htm). Construction of composite wheels has developed to address light- weighting of wheels to improve vehicle performance. However there still exist the issues of hysteresis as well as the known associated disadvantages of having to attach and detach the tyre from the wheel.
- the inventors of the present invention have utilised their investigations which support the principles that generally, non-pneumatic wheels are restricted to speed limitations due to heat accumulation in the wheel known as hysteresis. Further, generally deformation of reinforcing elements within an integrated non- pneumatic tyre and wheel occurs as they are not effective and/or efficient at simultaneously being able to opposing forces from all directions including the capacity to resist centrifugal as well as centripetal forces during rotation.
- a non-pneumatic composite integrated tyre and wheel including:
- monolithic composite material form fabricated from layers prepared from a devulcanised and/or activated rubber mass, such as for example from fibre impregnated devulcanised and/or activated rubber powders obtained from a tyre recycling process, the said layers having been laid in a specific order in coordination with the placement of tension allowing reinforcing internal frame elements;
- connective elements supporting the pre-tensioned radial reinforcing internal frame elements which concurrently support the pre-tensioned circumferential reinforcing internal frame elements, the said interconnected pre- tensioned reinforcing internal frame elements thus being capable of simultaneously opposing forces from all directions including the capacity to resist centrifugal as well as centripetal forces during rotation;
- the said connective elements additionally providing a means for stabilisation of the said non-pneumatic composite integrated tyre and wheel along its axis of rotation via a secured assembly;
- the said connective elements additionally acting as a shock-absorption mechanism
- the said pre-tensioned radial reinforcing internal frame elements having an optimal radius of curvature at the interface with the said connective elements to minimise fatigue and prevent disintegration of the said radial reinforcing internal frame elements and their surrounding composite materials from hysteresis whilst still optimising effective load bearing capacity;
- the said non-pneumatic composite integrated tyre and wheel of the invention having geometrically aligned and coordinated apertures and/or false holes to simultaneously enable damping and load distribution by the formed monolithic hub and spoke aspects and their interconnections formed by the barriers between the said apertures and/or false holes, whereby the resultant geometric form of the said spoke aspects, being internally reinforced by the radial reinforcing internal frame elements as well as supported laterally by the interconnecting barriers between the said apertures and/or false holes to reduce the unsupported length of the spoke aspects, allows for optimal flexibility in correlation with the optimal radius of curvature of the pre-tensioned radial reinforcing internal frame elements to further prevent disintegration and hysteresis;
- the surrounding construct walls of the said apertures and/or false holes having a corrugated surface enabling intensified dynamic ventilation of the said non-pneumatic composite integrated tyre and wheel to prevent disintegration and hysteresis;
- weighted pre-tensioned circumferential internal frame elements positioned at the periphery of the central-line fabrication layer to provide a flywheel-like energy storage mechanism as well as additional circumferential reinforcement;
- the said fabrication layers composed of devulcanised and/or activated rubber mass being impregnated with interdispersed, linearly aligned and/or meshed reinforcing materials as required;
- the said pre-tensioned radial and circumferential reinforcing internal frame elements being of a tension allowing single or multiple layered material with elasticity restoring properties such as for example but not limited to carbon fibre or alloy;
- the side aspects of the hub of the said non-pneumatic composite integrated tyre and wheel having a means for fixation of flanges, the said flanges incorporating inwardly sloping finger-like protrusions for entry into the apertures and/or false holes between the spoke aspects of the said non- pneumatic composite integrated tyre and wheel in order to provide additional tension, for the said spoke aspects;
- fabrication layers prepared from a devulcanised and/or activated mass such as for example from fibre impregnated devulcanised and/or activated rubber powders obtained from a tyre recycling process, the said fabrication layers having also been further impregnated with interdispersed, linearly aligned and/or meshed reinforcing materials as required, are laid down in a specific order that enables coordination with the placement of tension allowing reinforcing internal frame elements over a support within a manufacturing device; the said laying order of the fabrication layers is alternated with the corresponding laying order of an interconnecting resin, such as for example epoxy resin, or alternatively the fabrication layers are coated with the said resin prior to being laid;
- an interconnecting resin such as for example epoxy resin
- the said laying order of the fabrication layers is coordinated with the positioning and tensioning of the radial reinforcing internal frame elements which are looped over or threaded around supported connective elements;
- the said radial reinforcing internal frame elements are aligned together with the central-line fabrication layer during the laying process;
- the said central-line fabrication layer incorporates grooves and/or channels in its upper, middle and lower peripheral aspects as required, allowing for the placement of the circumferential reinforcing internal frame elements in its periphery and thus enabling interconnection of the said circumferential reinforcing internal frame ' elements with the radial reinforcing internal frame elements that are aligned together with the central-line fabrication layer;
- a limiting circular guard with an incorporated tread pattern on its internal face is placed into a circumferential groove on the peripheral outer section of the said support of a manufacturing device;
- an enclosing fabrication layer is added within the limits of the limiting circular guard, where the said enclosing fabrication layer can be made up from recycled tyre tread;
- the fabrication process utilising means such as pressure and heat, as well as additive curing agents as necessary, to form the said non-pneumatic composite integrated tyre and wheel with pre-tensioned reinforcing internal frame elements, the said fabrication process enabling the reinforcing internal frame elements to become tensioned and themselves be reinforced by being encased in the layered masses impregnated with interdispersed, linearly aligned and/or meshed reinforcing materials, as required; and
- the manufacturing device for the fabrication process being any known device that can utilise pressure and heat to produce the necessary load rating and tread wear requirements for the non-pneumatic composite integrated tyre and wheel, such as for example but not limited to a moulding device such as a compression mould, or an additive manufacturing device such as for fused depositioning, or flow forming devices, or the like.
- Figure 1 is a general schematic axonometric view of an embodiment of the non-pneumatic composite integrated tyre and wheel.
- FIG. 9 circumferential reinforcing internal frame element
- Figure 2 is a general schematic axonometric view of an embodiment of the reinforcing internal frame elements of the non-pneumatic composite integrated tyre and wheel.
- FIG. 3 is a side-on view of ah embodiment of the non-pneumatic composite integrated tyre and wheel in a plane perpendicular to the axis of rotation (one central band of apertures).
- Figure 4 is a cross-sectional view of an embodiment of the non- pneumatic composite integrated tyre and wheel in a plane along the axis of rotation (one band of false holes).
- Figure 5 is a cross-sectional view of an embodiment of the non- pneumatic composite integrated tyre and wheel in a plane perpendicular to the axis of rotation (two bands of apertures).
- Figure 6 is a cross-sectional view of an embodiment of the non- pneumatic composite integrated tyre and wheel in a plane along the axis of rotation (two bands of apertures) depicting the flywheel-like circumferential internal reinforcing frame element.
- Figure 7 is a general schematic top view of a hub cap for an embodiment of the non-pneumatic composite integrated tyre and wheel.
- Figure 8 is a cross-sectional view of the hub cap attachments for an embodiment of the non-pneumatic composite integrated tyre and wheel.
- Figure 9 is a cross-sectional view of the fabrication layers for an embodiment of the non-pneumatic composite integrated tyre and wheel, utilising moulding fabrication in this embodiment.
- Figure 10 is a view from above of an embodiment of the non-pneumatic composite integrated tyre and wheel (without apertures for illustration purposes) with separately laid reinforcing internal frame elements for radial and perpendicular aspects at their initial position of attachment to the connective elements, utilising moulding fabrication in this embodiment.
- Figure 11 is a view from above of the laid radial reinforcing internal frame elements folded perpendicular to the axis of rotation of an embodiment of the non-pneumatic composite integrated tyre and wheel (without apertures for illustration purposes), utilising moulding fabrication in this embodiment.
- Figure 12 is a cross-sectional view in a plane perpendicular to the axis of rotation of a layer of mass overlaid on top of the laid radial internal reinforcing frame elements folded perpendicular to the axis of rotation for an embodiment of the non-pneumatic composite integrated tyre and wheel (without apertures for illustration purposes), utilising moulding fabrication in this embodiment.
- Figure 13 is a view from above of an embodiment of the non-pneumatic composite integrated tyre and wheel (without apertures for illustration purposes) with separately laid internal reinforcing frame elements for radial and perpendicular aspects being folded back over central-line fabrication layer and reattached to the connective elements, utilising moulding fabrication in this embodiment.
- the present invention provides a non-pneumatic composite integrated tyre and wheel (1) as a monolithic composite material form fabricated from layers (19, 35, 37) prepared from a devulcanised and/or activated rubber mass, such as for example from fibre impregnated devulcanised and/or activated rubber powders obtained from a tyre recycling process, the said layers (19, 35, 37) having been laid in a specific order in coordination with the placement of pre-tensioned reinforcing internal frame elements (7, 8, 9).
- the said non-pneumatic composite integrated tyre and wheel (1) incorporates internal connective elements (2) supporting pre-tensioned radial reinforcing internal frame elements (7) which concurrently support pre- tensioned circumferential reinforcing internal frame elements (9, 22), the said interconnected pre-tensioned reinforcing internal frame elements (7, 8, 9, 22) thus being capable of simultaneously opposing forces from all directions including the capacity to resist centrifugal as well as centripetal forces during rotation.
- the said connective elements (2) additionally provide a means for stabilisation of the said non-pneumatic composite integrated tyre and wheel (1) along its axis of rotation via a secured assembly.
- the said connective elements (2) additionally act as a shock-absorption mechanism.
- the said pre-tensioned radial reinforcing internal frame elements (7) have an optimal radius of curvature at the interface with the said connective elements (2) to minimise fatigue and prevent disintegration of the said radial reinforcing internal frame elements (7) and their surrounding composite materials (3, 4, 13, 16) from hysteresis whilst still optimising effective load bearing capacity.
- the said non-pneumatic composite integrated tyre and wheel of the invention (1) has geometrically aligned and coordinated apertures (5, 10, 12c, 12d) and/or false holes (12a, 12b) to simultaneously enable damping and load distribution by the formed monolithic hub (3) and spoke aspects (4) and their interconnections formed by the barriers (16) between the said apertures (5, 10, 12c, 12d) and/or false holes (12a, 12b), whereby the resultant geometric form of the said spoke aspects (4) is both internally reinforced by the radial reinforcing internal frame elements (7) as well as supported laterally by the interconnecting barriers (16) between the said apertures (5, 10, 12c, 12d) and/or false holes (12a, 12b) to reduce the unsupported length of the spoke aspects (4), which allows for optimal flexibility in correlation with the optimal radius of curvature of the pre-tensioned radial reinforcing internal frame elements (7) to further prevent disintegration and hysteresis.
- the surrounding construct walls of the said apertures (5, 10, 12c, 12d) and/or false holes (12a, 12b) have a corrugated surface (18) enabling intensified dynamic ventilation of the said non-pneumatic composite integrated tyre and wheel (1 ) to prevent disintegration and hysteresis.
- the non-pneumatic composite integrated tyre and wheel (1) can also contain weighted pre-tensioned circumferential internal frame elements (22) positioned at the periphery of the central-line fabrication layer (37) to provide a flywheel-like energy storage mechanism as well as additional circumferential reinforcement.
- the said pre-tensioned radial (7, 8) and circumferential (9, 22) reinforcing internal frame elements are composed of a tension allowing single or multiple layered material with elasticity restoring properties such as for example but not limited to carbon fibre or alloy.
- the central aspect of the hub (3) of the said non-pneumatic composite integrated tyre and wheel (1) can have a central aperture (17) for the inclusion of brake and/or suspension mechanisms as required.
- the side aspects of the hub (3) of the said non-pneumatic composite integrated tyre and wheel (1) can have a means for fixation of flanges (14) that incorporate inwardly sloping finger-like protrusions for entry into the apertures (5, 12c) and/or false holes (12a) between the spoke aspects (4) of the said non- pneumatic composite integrated tyre and wheel (1) in order to provide additional tension for the said spoke aspects (4).
- the side aspects of the said non-pneumatic composite integrated tyre and wheel (1 ) can have fixation elements for the attachment of a hub cap (23).
- the fabrication layers (19, 35, 37) which have been prepared from a devulcanised and/or activated mass, such as for example from fibre impregnated devulcanised and/or activated rubber powders obtained from a tyre recycling process, the said fabrication layers (19, 35, 37) have also been further impregnated with interdispersed, linearly aligned and/or meshed reinforcing materials as required, are laid down in a specific order that enables coordination with the placement of tension allowing reinforcing internal frame elements (7, 8, 9, 22) over a support (28) within a manufacturing device.
- the said laying order of the fabrication layers (19, 35, 37) is alternated with the corresponding laying order of an interconnecting resin, such as for example epoxy resin, or alternatively the fabrication layers (19, 35, 37) are coated with the said resin prior to being laid.
- an interconnecting resin such as for example epoxy resin
- the said laying order of the fabrication layers (19, 35, 37) is thus coordinated with the positioning and tensioning of the radial reinforcing internal frame elements (7) which are looped over or threaded around supported connective elements (2).
- the said radial reinforcing internal frame elements (7) are thus aligned together with the central-line fabrication layer (37) during the laying process.
- the said central-line fabrication layer (37) incorporates grooves and/or channels in its upper, middle and lower peripheral aspects as required, allowing for the placement of the circumferential reinforcing internal frame - elements (9, 22) in its periphery and thus enabling interconnection of the said circumferential reinforcing internal frame elements (9, 22) with the radial reinforcing internal frame elements (7, 8) that are aligned together with the central-line fabrication layer (37).
- a limiting circular guard (27) with an incorporated tread pattern on its internal face is placed into a circumferential groove (36) on the peripheral outer section of the said support (28) of a manufacturing device.
- An enclosing fabrication layer (19) is added within the limits of the limiting circular guard (27), where the said enclosing fabrication layer (19) can be made up from recycled tyre tread.
- the fabrication process utilises means such as pressure and heat, as well as additive curing agents as necessary, to form the said non-pneumatic composite integrated tyre and wheel (1) with pre-tensioned reinforcing internal frame elements (7, 8, 9, 22), the said fabrication process enabling the reinforcing internal frame elements (7, 8, 9, 22) to become tensioned and themselves be reinforced by being encased in the layered masses (35, 37) impregnated with interdispersed, linearly aligned and/or meshed reinforcing materials, as required.
- the manufacturing device for the fabrication process can be any known device that can utilise pressure and heat to produce the necessary load rating and tread wear requirements for the non-pneumatic composite integrated tyre and wheel (1), such as for example but not limited to a moulding device such as a compression mould, or an additive manufacturing device such as for fused depositioning, or flow forming devices, or the like.
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Abstract
The present invention generally relates to a tyre and wheel construction, and more particularly to a non-pneumatic composite integrated tyre and wheel construction, fabricated from composite layers incorporating interconnected reinforcing internal frame elements. Whilst the present invention is applicable to fabrication of motor vehicle wheels, it is to be appreciated that it is not limited to that application.
Description
NON-PNEUMATIC COMPOSITE INTEGRATED TYRE AND WHEEL AND METHOD OF FABRICATION THEREOF
Field of the Invention
The present invention generally relates to a tyre and wheel construction, and more particularly to a non-pneumatic composite integrated tyre and wheel construction, fabricated from composite layers incorporating interconnected reinforcing internal frame elements. Whilst the present invention is applicable to fabrication of motor vehicle wheels, it is to be appreciated that it is not limited to that application.
Background of the Invention The following discussion of the background to the present invention is intended to facilitate an understanding of the invention. However, it should be appreciated that the discussion is not an acknowledgement or admission that any of the material referred to was published, known or part of the common general knowledge as at the priority date of the application.
Historically, wheels with separate pneumatic tyres have been utilised for load carrying, road shock absorption and force transmission. However, it is common for a flat tyre to occur as it deflates as a result of normal wear-and- tear, a leak, or other damage. It has been found that a pneumatic tyre which has lost sufficient pressure will impair the stability of the vehicle and may damage the wheel and the vehicle and become a major safety issue.
Non-pneumatic tyres have been developed without the requirement of containing pressurised air to overcome the disadvantage of the escape of air contained under pressure from pneumatic tyres. However, non-pneumatic tyres still have the known associated disadvantages of having to be attached to and detached from a wheel. Further, when being detached from a standard multi- piece rim wheel, will also pose a danger to the person changing the tyre as evidenced by the fatality in 2007 (New York State Department of Health - Fatality Assessment and Control Evaluation, Case Report 07NY137 www.nvhealth.gov/nysdoh/face/face.htm).
Construction of composite wheels has developed to address light- weighting of wheels to improve vehicle performance. However there still exist the issues of hysteresis as well as the known associated disadvantages of having to attach and detach the tyre from the wheel.
Thus, attempts have been made to overcome these issues by the construction of a non-pneumatic composite integrated tyre and wheel; however these previous attempts have their own disadvantages.
Prior Art
The inventors of the present invention have utilised their investigations which support the principles that generally, non-pneumatic wheels are restricted to speed limitations due to heat accumulation in the wheel known as hysteresis. Further, generally deformation of reinforcing elements within an integrated non- pneumatic tyre and wheel occurs as they are not effective and/or efficient at simultaneously being able to opposing forces from all directions including the capacity to resist centrifugal as well as centripetal forces during rotation.
Known methods of non-pneumatic composite integrated tyre and wheel formation include the following patents:
· CA1227729 A1
• RU2007299C1
• US6170544 B1
• US7523773 B2
• US20040069385 A1
· WO2006116807 A1
However, the prior art have at least one of the following disadvantages:
• complex construction of non-pneumatic composite integrated tyre and wheel;
• radius of curvature of internal radial reinforcing elements not optimised resulting in early onset of hysteresis;
• geometric form of the spoke aspects of the non-pneumatic composite integrated tyre and wheel not optimised for cooling resulting in early onset of hysteresis;
• requires additional means to adhere the internal reinforcing elements to the hub aspect and/or tread aspect of the non-pneumatic composite integrated tyre and wheel;
• requires additional means to attach the non-pneumatic composite integrated tyre and wheel to the axle of a vehicle.
It would therefore be desirable to provide an alternative non-pneumatic composite integrated tyre and wheel that overcomes some or all of the drawbacks of the prior art.
Objectives of the Present Invention
• simplify construction to enable an efficient and cost effective fabrication process;
• optimise the radius of curvature of internal radial reinforcing elements to prevent the early onset of hysteresis;
• optimise the geometric form of the spoke aspects of the non-pneumatic composite integrated tyre and wheel for cooling to further prevent the early onset of hysteresis;
• incorporate simultaneous adherence of the internal reinforcing elements to the hub aspect and tread aspect of the non-pneumatic composite integrated tyre and wheel as part of the fabrication process to ensure a more durable construction;
• incorporate into the design of the non-pneumatic composite integrated tyre and wheel an inclusive means via internal connective elements for attachment of the non-pneumatic composite integrated tyre and wheel to the axle of a vehicle, which provides a means for stabilisation along the axis of rotation via a secured assembly.
Summary of the Present Invention
According to the present invention, there is provided a non-pneumatic composite integrated tyre and wheel including:
monolithic composite material form fabricated from layers prepared from a devulcanised and/or activated rubber mass, such as for example from fibre
impregnated devulcanised and/or activated rubber powders obtained from a tyre recycling process, the said layers having been laid in a specific order in coordination with the placement of tension allowing reinforcing internal frame elements;
connective elements supporting the pre-tensioned radial reinforcing internal frame elements which concurrently support the pre-tensioned circumferential reinforcing internal frame elements, the said interconnected pre- tensioned reinforcing internal frame elements thus being capable of simultaneously opposing forces from all directions including the capacity to resist centrifugal as well as centripetal forces during rotation;
the said connective elements additionally providing a means for stabilisation of the said non-pneumatic composite integrated tyre and wheel along its axis of rotation via a secured assembly;
the said connective elements additionally acting as a shock-absorption mechanism;
the said pre-tensioned radial reinforcing internal frame elements having an optimal radius of curvature at the interface with the said connective elements to minimise fatigue and prevent disintegration of the said radial reinforcing internal frame elements and their surrounding composite materials from hysteresis whilst still optimising effective load bearing capacity;
the said non-pneumatic composite integrated tyre and wheel of the invention having geometrically aligned and coordinated apertures and/or false holes to simultaneously enable damping and load distribution by the formed monolithic hub and spoke aspects and their interconnections formed by the barriers between the said apertures and/or false holes, whereby the resultant geometric form of the said spoke aspects, being internally reinforced by the radial reinforcing internal frame elements as well as supported laterally by the interconnecting barriers between the said apertures and/or false holes to reduce the unsupported length of the spoke aspects, allows for optimal flexibility in correlation with the optimal radius of curvature of the pre-tensioned radial reinforcing internal frame elements to further prevent disintegration and hysteresis;
the surrounding construct walls of the said apertures and/or false holes having a corrugated surface enabling intensified dynamic ventilation of the said
non-pneumatic composite integrated tyre and wheel to prevent disintegration and hysteresis;
weighted pre-tensioned circumferential internal frame elements positioned at the periphery of the central-line fabrication layer to provide a flywheel-like energy storage mechanism as well as additional circumferential reinforcement;
the said fabrication layers composed of devulcanised and/or activated rubber mass being impregnated with interdispersed, linearly aligned and/or meshed reinforcing materials as required;
the said pre-tensioned radial and circumferential reinforcing internal frame elements being of a tension allowing single or multiple layered material with elasticity restoring properties such as for example but not limited to carbon fibre or alloy;
the central aspect of the hub of the said non-pneumatic composite integrated tyre and wheel having a central aperture for the inclusion of brake and/or suspension mechanisms as required;
the side aspects of the hub of the said non-pneumatic composite integrated tyre and wheel having a means for fixation of flanges, the said flanges incorporating inwardly sloping finger-like protrusions for entry into the apertures and/or false holes between the spoke aspects of the said non- pneumatic composite integrated tyre and wheel in order to provide additional tension, for the said spoke aspects; and
the side aspects of the said non-pneumatic composite integrated tyre and wheel having fixation elements for the attachment of a hub cap;
where in the fabrication process of the said non-pneumatic composite integrated tyre and wheel:
fabrication layers prepared from a devulcanised and/or activated mass, such as for example from fibre impregnated devulcanised and/or activated rubber powders obtained from a tyre recycling process, the said fabrication layers having also been further impregnated with interdispersed, linearly aligned and/or meshed reinforcing materials as required, are laid down in a specific order that enables coordination with the placement of tension allowing reinforcing internal frame elements over a support within a manufacturing device;
the said laying order of the fabrication layers is alternated with the corresponding laying order of an interconnecting resin, such as for example epoxy resin, or alternatively the fabrication layers are coated with the said resin prior to being laid;
the said laying order of the fabrication layers is coordinated with the positioning and tensioning of the radial reinforcing internal frame elements which are looped over or threaded around supported connective elements;
the said radial reinforcing internal frame elements are aligned together with the central-line fabrication layer during the laying process;
the said central-line fabrication layer incorporates grooves and/or channels in its upper, middle and lower peripheral aspects as required, allowing for the placement of the circumferential reinforcing internal frame elements in its periphery and thus enabling interconnection of the said circumferential reinforcing internal frame' elements with the radial reinforcing internal frame elements that are aligned together with the central-line fabrication layer;
a limiting circular guard with an incorporated tread pattern on its internal face is placed into a circumferential groove on the peripheral outer section of the said support of a manufacturing device;
an enclosing fabrication layer is added within the limits of the limiting circular guard, where the said enclosing fabrication layer can be made up from recycled tyre tread;
the fabrication process utilising means such as pressure and heat, as well as additive curing agents as necessary, to form the said non-pneumatic composite integrated tyre and wheel with pre-tensioned reinforcing internal frame elements, the said fabrication process enabling the reinforcing internal frame elements to become tensioned and themselves be reinforced by being encased in the layered masses impregnated with interdispersed, linearly aligned and/or meshed reinforcing materials, as required; and
the manufacturing device for the fabrication process being any known device that can utilise pressure and heat to produce the necessary load rating and tread wear requirements for the non-pneumatic composite integrated tyre and wheel, such as for example but not limited to a moulding device such as a compression mould, or an additive manufacturing device such as for fused depositioning, or flow forming devices, or the like.
Description of the Drawings
The present invention will now be described with reference to the figures of the accompanying drawings, wherein:
Figure 1 is a general schematic axonometric view of an embodiment of the non-pneumatic composite integrated tyre and wheel.
Depicted are the following:
(1) non-pneumatic composite integrated tyre and wheel
(2) connective element
(3) hub facet
(4) spoke facet
(5) aperture
(6) hub facet internal aspect
(7) radial reinforcing internal frame element
(8) perpendicular aspect of radial reinforcing internal frame element
(9) circumferential reinforcing internal frame element Figure 2 is a general schematic axonometric view of an embodiment of the reinforcing internal frame elements of the non-pneumatic composite integrated tyre and wheel.
Depicted are the following:
(2) connective element
(6) hub facet internal aspect
(7) radial reinforcing internal frame element
(8) perpendicular aspect of radial reinforcing internal frame element
(9) circumferential reinforcing internal frame element Figure 3 is a side-on view of ah embodiment of the non-pneumatic composite integrated tyre and wheel in a plane perpendicular to the axis of rotation (one central band of apertures).
Depicted are the following:
(1) non-pneumatic composite integrated tyre and wheel
(2) connective element
(3) hub facet
(4) spoke facet
(5) aperture
(10) additional aperture, as required
(11) tread pattern formed by the internal face of the limiting circular guard (not shown)
Figure 4 is a cross-sectional view of an embodiment of the non- pneumatic composite integrated tyre and wheel in a plane along the axis of rotation (one band of false holes).
Depicted are the following:
(2) connective element
(9) circumferential reinforcing internal frame element
( 1 ) tread pattern formed by the internal face of the limiting circular guard (not shown)
(12 a, 12 b) false holes
(13) lip between the false holes
(14) flange overlaying proximal aspect of the hub facet, as required
(15) axle
(18) corrugated surface for enhanced cooling
Figure 5 is a cross-sectional view of an embodiment of the non- pneumatic composite integrated tyre and wheel in a plane perpendicular to the axis of rotation (two bands of apertures).
Depicted are the following:
(1) non-pneumatic composite integrated tyre and wheel
(2) connective element
(4) spoke facet
(7) radial reinforcing internal frame element
(9) circumferential reinforcing internal frame element
(12 c, 12 d) first and second band of apertures and/or false holes
(16) barrier between the first and second band of apertures
(17) central aperture for brake and/or suspension systems, as required
(18) corrugated surface for enhanced cooling
(19) enclosing circumferential fabrication layer
Figure 6 is a cross-sectional view of an embodiment of the non- pneumatic composite integrated tyre and wheel in a plane along the axis of rotation (two bands of apertures) depicting the flywheel-like circumferential internal reinforcing frame element.
Depicted are the following:
(9) circumferential reinforcing internal frame element
( 1) tread pattern formed by the internal face of the limiting circular guard (not shown)
(12 c, 12 d) first and second band of false holes
(13) lip between the false holes
(14) flange overlaying proximal hub facet, as required
(15) axle
(16) barrier between the first and second band of false holes
(18) corrugated surface for enhanced cooling
(22) weighted flywheel-like circumferential reinforcing internal frame element, as required
(24) nut
Figure 7 is a general schematic top view of a hub cap for an embodiment of the non-pneumatic composite integrated tyre and wheel.
Depicted are the following:
(23) hub cap
(24) nut
(25) indicator for additional connective elements, as required
Figure 8 is a cross-sectional view of the hub cap attachments for an embodiment of the non-pneumatic composite integrated tyre and wheel.
Depicted are the following:
(2) connective element
(3) hub facet
(7) attachment aspect of the radial reinforcing internal frame element in contact with the connective element (2)
(14) flange overlaying distal hub facet, as required
(15) axle
(24) nut
(26) bolt from flange of axle
Figure 9 is a cross-sectional view of the fabrication layers for an embodiment of the non-pneumatic composite integrated tyre and wheel, utilising moulding fabrication in this embodiment.
Depicted are the following:
(2) connective element
(9) circumferential reinforcing internal frame element
(27) limiting circular guard
(28) lower support die on lower plate of moulding device
(29) lower plate of moulding device
(30) upper plate / puncheon of moulding device
(31 a, 31 b) detachable protuberances on upper plate / puncheon of moulding device for apertures and/or false holes, as required
(32 a, 32 b) detachable protuberances on lower plate of moulding device for apertures and/or false holes, as required
(33) detachable protuberance for central aperture, as required
(34) protrusion for slide-on connective element (2) Figure 10 is a view from above of an embodiment of the non-pneumatic composite integrated tyre and wheel (without apertures for illustration purposes) with separately laid reinforcing internal frame elements for radial and perpendicular aspects at their initial position of attachment to the connective elements, utilising moulding fabrication in this embodiment.
Depicted are the following:
(2) connective element
(7a - 7e) radial reinforcing internal frame elements depicting their radial as well as perpendicular linking aspects
(28) lower support die on lower plate of moulding device
(35) underlying fabrication layer
(36) circumferential groove on the peripheral outer section of the support die on lower plate of moulding device for placement of limiting circular guard (27)
Figure 11 is a view from above of the laid radial reinforcing internal frame elements folded perpendicular to the axis of rotation of an embodiment of the non-pneumatic composite integrated tyre and wheel (without apertures for illustration purposes), utilising moulding fabrication in this embodiment.
Depicted are the following:
(2) connective element
(7a - 7e) radial internal reinforcing frame element folded perpendicularly (9) circumferential internal reinforcing frame element
(28) lower support die on lower plate of moulding device
(35) underlying fabrication layer
(36) insertion groove for limiting circular guard (27)
Figure 12 is a cross-sectional view in a plane perpendicular to the axis of rotation of a layer of mass overlaid on top of the laid radial internal reinforcing frame elements folded perpendicular to the axis of rotation for an embodiment of the non-pneumatic composite integrated tyre and wheel (without apertures for illustration purposes), utilising moulding fabrication in this embodiment.
Depicted are the following:
(2) connective element
(3) hub facet
(7a - 7e) radial internal reinforcing frame element
(9) circumferential internal reinforcing frame element
(28) die on lower plate
(36) insertion groove for limiting circular guard
(37) central-line fabrication layer
Figure 13 is a view from above of an embodiment of the non-pneumatic composite integrated tyre and wheel (without apertures for illustration purposes) with separately laid internal reinforcing frame elements for radial and
perpendicular aspects being folded back over central-line fabrication layer and reattached to the connective elements, utilising moulding fabrication in this embodiment.
Depicted are the following:
(2) connective element
(3) hub facet
(7a - 7e) radial internal reinforcing frame element, having been folded back and reattached to the connective elements (2)
(28) die on lower plate
(36) insertion groove for limiting circular guard (27)
(37) central-line fabrication layer
Description of the Non-Pneumatic Composite Integrated Tyre and Wheel with reference to the Drawings
The present invention provides a non-pneumatic composite integrated tyre and wheel (1) as a monolithic composite material form fabricated from layers (19, 35, 37) prepared from a devulcanised and/or activated rubber mass, such as for example from fibre impregnated devulcanised and/or activated rubber powders obtained from a tyre recycling process, the said layers (19, 35, 37) having been laid in a specific order in coordination with the placement of pre-tensioned reinforcing internal frame elements (7, 8, 9).
The said non-pneumatic composite integrated tyre and wheel (1) incorporates internal connective elements (2) supporting pre-tensioned radial reinforcing internal frame elements (7) which concurrently support pre- tensioned circumferential reinforcing internal frame elements (9, 22), the said interconnected pre-tensioned reinforcing internal frame elements (7, 8, 9, 22) thus being capable of simultaneously opposing forces from all directions including the capacity to resist centrifugal as well as centripetal forces during rotation.
The said connective elements (2) additionally provide a means for stabilisation of the said non-pneumatic composite integrated tyre and wheel (1) along its axis of rotation via a secured assembly. The said connective elements (2) additionally act as a shock-absorption mechanism.
The said pre-tensioned radial reinforcing internal frame elements (7) have an optimal radius of curvature at the interface with the said connective elements (2) to minimise fatigue and prevent disintegration of the said radial reinforcing internal frame elements (7) and their surrounding composite materials (3, 4, 13, 16) from hysteresis whilst still optimising effective load bearing capacity.
The said non-pneumatic composite integrated tyre and wheel of the invention (1) has geometrically aligned and coordinated apertures (5, 10, 12c, 12d) and/or false holes (12a, 12b) to simultaneously enable damping and load distribution by the formed monolithic hub (3) and spoke aspects (4) and their interconnections formed by the barriers (16) between the said apertures (5, 10, 12c, 12d) and/or false holes (12a, 12b), whereby the resultant geometric form of the said spoke aspects (4) is both internally reinforced by the radial reinforcing internal frame elements (7) as well as supported laterally by the interconnecting barriers (16) between the said apertures (5, 10, 12c, 12d) and/or false holes (12a, 12b) to reduce the unsupported length of the spoke aspects (4), which allows for optimal flexibility in correlation with the optimal radius of curvature of the pre-tensioned radial reinforcing internal frame elements (7) to further prevent disintegration and hysteresis.
The surrounding construct walls of the said apertures (5, 10, 12c, 12d) and/or false holes (12a, 12b) have a corrugated surface (18) enabling intensified dynamic ventilation of the said non-pneumatic composite integrated tyre and wheel (1 ) to prevent disintegration and hysteresis.
The non-pneumatic composite integrated tyre and wheel (1) can also contain weighted pre-tensioned circumferential internal frame elements (22) positioned at the periphery of the central-line fabrication layer (37) to provide a flywheel-like energy storage mechanism as well as additional circumferential reinforcement.
All the said fabrication layers (19, 35, 37) that are composed of devulcanised and/or activated rubber mass that can be impregnated with interdispersed, linearly aligned and/or meshed reinforcing materials as required.
The said pre-tensioned radial (7, 8) and circumferential (9, 22) reinforcing internal frame elements are composed of a tension allowing single or multiple
layered material with elasticity restoring properties such as for example but not limited to carbon fibre or alloy.
The central aspect of the hub (3) of the said non-pneumatic composite integrated tyre and wheel (1) can have a central aperture (17) for the inclusion of brake and/or suspension mechanisms as required.
The side aspects of the hub (3) of the said non-pneumatic composite integrated tyre and wheel (1) can have a means for fixation of flanges (14) that incorporate inwardly sloping finger-like protrusions for entry into the apertures (5, 12c) and/or false holes (12a) between the spoke aspects (4) of the said non- pneumatic composite integrated tyre and wheel (1) in order to provide additional tension for the said spoke aspects (4).
The side aspects of the said non-pneumatic composite integrated tyre and wheel (1 ) can have fixation elements for the attachment of a hub cap (23). Description of the Method of Fabrication of the Non-Pneumatic Composite Integrated Tyre and Wheel with reference to the Drawings
In the fabrication process of the said non-pneumatic composite integrated tyre and wheel (1) the fabrication layers (19, 35, 37) which have been prepared from a devulcanised and/or activated mass, such as for example from fibre impregnated devulcanised and/or activated rubber powders obtained from a tyre recycling process, the said fabrication layers (19, 35, 37) have also been further impregnated with interdispersed, linearly aligned and/or meshed reinforcing materials as required, are laid down in a specific order that enables coordination with the placement of tension allowing reinforcing internal frame elements (7, 8, 9, 22) over a support (28) within a manufacturing device.
The said laying order of the fabrication layers (19, 35, 37) is alternated with the corresponding laying order of an interconnecting resin, such as for example epoxy resin, or alternatively the fabrication layers (19, 35, 37) are coated with the said resin prior to being laid.
The said laying order of the fabrication layers (19, 35, 37) is thus coordinated with the positioning and tensioning of the radial reinforcing internal frame elements (7) which are looped over or threaded around supported connective elements (2). The said radial reinforcing internal frame elements (7)
are thus aligned together with the central-line fabrication layer (37) during the laying process. The said central-line fabrication layer (37) incorporates grooves and/or channels in its upper, middle and lower peripheral aspects as required, allowing for the placement of the circumferential reinforcing internal frame - elements (9, 22) in its periphery and thus enabling interconnection of the said circumferential reinforcing internal frame elements (9, 22) with the radial reinforcing internal frame elements (7, 8) that are aligned together with the central-line fabrication layer (37).
A limiting circular guard (27) with an incorporated tread pattern on its internal face is placed into a circumferential groove (36) on the peripheral outer section of the said support (28) of a manufacturing device. An enclosing fabrication layer (19) is added within the limits of the limiting circular guard (27), where the said enclosing fabrication layer (19) can be made up from recycled tyre tread.
The fabrication process utilises means such as pressure and heat, as well as additive curing agents as necessary, to form the said non-pneumatic composite integrated tyre and wheel (1) with pre-tensioned reinforcing internal frame elements (7, 8, 9, 22), the said fabrication process enabling the reinforcing internal frame elements (7, 8, 9, 22) to become tensioned and themselves be reinforced by being encased in the layered masses (35, 37) impregnated with interdispersed, linearly aligned and/or meshed reinforcing materials, as required.
The manufacturing device for the fabrication process can be any known device that can utilise pressure and heat to produce the necessary load rating and tread wear requirements for the non-pneumatic composite integrated tyre and wheel (1), such as for example but not limited to a moulding device such as a compression mould, or an additive manufacturing device such as for fused depositioning, or flow forming devices, or the like.
Claims
Claims defining the invention are as follows:
1. A non-pneumatic composite integrated tyre and wheel including:
a monolithic like composite material form fabricated from layers of polymeric materials that incorporate and/or are adhered with connective substances such as for example scaffolding matrices and/or interconnecting resins, such as for example epoxy resin, as required; internal pre-tensioned radial reinforcing internal frame elements positioned with concurrently supported internal pre-tensioned circumferential reinforcing internal frame elements; and
internal fixated connective elements supporting the said pre-tensioned radial reinforcing internal frame elements and the said concurrently supported pre-tensioned circumferential reinforcing internal frame elements from within, resulting in an interconnected pre-tensioned reinforcing internal frame structure which simultaneously opposes forces from all directions and simultaneously resists centrifugal as well as centripetal forces during rotation, as well as providing a means for stabilising the said non-pneumatic composite integrated tyre and wheel along its axis of rotation via the pre-tensioned reinforcing internal frame structure secured assembly, the said internal connective elements additionally acting as a shock-absorption mechanism.
2. A non-pneumatic composite integrated tyre and wheel according to claim 1 , wherein the said incorporated pre-tensioned radial reinforcing internal frame elements have an optimal radius of curvature at the interface with the said internal connective elements to minimise fatigue and prevent disintegration of the said internal pre-tensioned radial reinforcing internal frame elements and their surrounding composite materials from hysteresis whilst still optimising effective load bearing capacity.
3. A non-pneumatic composite integrated tyre and wheel according to claim 1 , wherein the said fabrication layers of materials are impregnated with interdispersed, linearly aligned and/or meshed reinforcing materials.
4. A non-pneumatic composite integrated tyre and wheel according to claims 1 and 2, wherein the said pre-tensioned radial and circumferential reinforcing internal frame elements are composed of a tension allowing single or multiple layered material with elasticity restoring properties such as for example but not limited to alloy or carbon fibre.
5. A non-pneumatic composite integrated tyre and wheel according to claim 1 , wherein the said monolithic like composite material form has geometrically aligned and coordinated apertures and/or false holes that simultaneously enable damping and load distribution by the formed monolithic hub and spoke aspects and their interconnections formed by the barriers between the said apertures and/or false holes, whereby the resultant geometric form of the said spoke aspects is both internally reinforced by the said incorporated pre-tensioned radial reinforcing internal frame elements as well as supported laterally by the interconnecting barriers between the said apertures and/or false holes to reduce the unsupported length of the spoke aspects to allow.for optimal flexibility in correlation with the optimal radius of curvature of the incorporated pre-tensioned radial reinforcing internal frame elements to further assist in the prevention of disintegration and hysteresis.
6. A non-pneumatic composite integrated tyre and wheel according to claims 1 and 4, where the surrounding construct walls of the said apertures and/or false holes have a corrugated surface enabling intensified dynamic ventilation of the said non-pneumatic composite integrated tyre and wheel to also further assist in the prevention of disintegration and hysteresis.
7. A non-pneumatic composite integrated tyre and wheel according to claim 1 , where the periphery of the central-line fabrication layer incorporates weighted pre-tensioned circumferential internal frame elements positioned at the said periphery to provide a flywheel-like energy storage mechanism as well as additional circumferential reinforcement.
8. A non-pneumatic composite integrated tyre and wheel according to claim
1, where the central aspect of the hub of the said non-pneumatic composite integrated tyre and wheel have a central aperture for the inclusion of brake and/or suspension mechanisms as required.
9. A non-pneumatic composite integrated tyre and wheel according to claim 1 , where the side aspects of the hub of the said non-pneumatic composite integrated tyre and wheel has a means for fixation of flanges that incorporate inwardly sloping finger-like protrusions for entry into the apertures and/or false holes between the spoke aspects of the said non- pneumatic composite integrated tyre and wheel in order to provide additional tension for the said spoke aspects.
10. A non-pneumatic composite integrated tyre and wheel according to claim 1 , where the side aspects of the said non-pneumatic composite integrated tyre and wheel have fixation elements for the attachment of a hub cap.
11. A non-pneumatic composite integrated tyre and wheel according to claim 1 , wherein the said fabrication layers of material integrate a scaffolding matrix and/or interconnecting resin, such as for example epoxy resin, structure to enable sustainable manufacturing via incorporation of a recycled devulcanised and/or activated polymeric mass, such as for example devulcanised and/or activated rubber powders obtained from polymeric waste processing such as for example but not limited to a tyre recycling process, the said polymeric mass also allowing for impregnation with interdispersed, linearly aligned and/or meshed reinforcing materials as required enabling additional reinforcement as required.
12. A non-pneumatic composite integrated tyre and wheel substantially as herein described in accordance with the accompanying drawings.
13. A method for fabricating a non-pneumatic composite integrated tyre and wheel for which the fabrication polymeric material layers are purposely prepared and laid down in a specific order that enables coordination with the placement of tension allowing reinforcing internal frame elements over a support within a manufacturing device, the fabrication method comprising the steps of,
(1) coordinating the laying order of the fabrication layers onto a manufacturing device with the positioning and tensioning of the internal radial reinforcing internal frame elements which are looped over and/or threaded around the internal fixated connective elements,
(2) aligning the internal pre-tensioned radial reinforcing internal frame elements together with the central-line fabrication layer which incorporates grooves and/or channels in its upper, middle and lower peripheral aspects as required, thereby allowing for the placement and tensioning of the circumferential reinforcing internal frame elements which enables interconnection of the said circumferential reinforcing internal frame elements with the said radial reinforcing internal frame elements that are aligned together with the central-line fabrication layer in the said manufacturing device,
(3) placing a limiting circular guard into a circumferential groove on the peripheral outer section of a support of the said manufacturing device, with an incorporated requisite tread pattern on the internal face of the said limiting circular guard, and
(4) utilising means such as pressure and heat, together with additive curing agents as necessary, to form the said non-pneumatic composite integrated tyre and wheel with resultant pre-tensioned reinforcing internal frame elements, the said fabrication process enabling the reinforcing internal frame elements to simultaneously become tensioned during the fabrication process and themselves be reinforced by being encased in the fabrication layer masses.
14. A method according to claim 13 where the fabrication polymeric material layers have been impregnated with interdispersed, linearly aligned and/or meshed reinforcing materials, for additional reinforcement as required.
15. A method according to claim 13 where the fabrication polymeric material layers have been prepared together with a scaffolding matrix and/or interconnecting resin, such as for example epoxy resin, structure to enable the bonding of a recycled devulcanised and/or activated polymeric mass to enable sustainable manufacturing, such as for example incorporating devulcanised and/or activated rubber powders obtained from polymeric waste processing such as for example but not limited to a tyre recycling process, the said polymeric mass also allowing for impregnation with interdispersed, linearly aligned and/or meshed reinforcing materials for additional reinforcement as required.
16. A method according to claim 13 where the said laying order of the fabrication layers in step (1) includes further additionally coating the fabrication layers with connective substances such as for example scaffolding matrices and/or interconnecting resins prior to the fabrication layers being laid. 7. A method according to claim 13 where the said laying order of the fabrication layers in step (1) includes additionally laying a corresponding interconnecting resin layer, such as for example an epoxy resin layer, in between each of the fabrication layers.
18. A method according to claim 13 where step (3) includes adding an enclosing fabrication layer within the limits of the limiting circular guard, where the said enclosing fabrication layer can be made up from for example recycled tyre tread.
19. A method according to any one of the preceding claims 13 to 18 wherein the manufacturing device for the fabrication process can be any known device that can utilise pressure and heat to produce the necessary load rating and tread wear requirements for the non-pneumatic composite integrated tyre and wheel, such as for example but not limited to a moulding device such as a compression mould, or an additive manufacturing device such as for fused depositioning, or flow forming devices, or the like.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AU2011902326A AU2011902326A0 (en) | 2011-06-15 | Non-pneumatic composite integrated tyre and wheel and method of fabrication thereof | |
| AU2011902326 | 2011-06-15 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| WO2012171055A1 true WO2012171055A1 (en) | 2012-12-20 |
Family
ID=47356420
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/AU2012/000537 WO2012171055A1 (en) | 2011-06-15 | 2012-05-16 | Non-pneumatic composite integrated tyre and wheel and method of fabrication thereof |
Country Status (1)
| Country | Link |
|---|---|
| WO (1) | WO2012171055A1 (en) |
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| US11707947B2 (en) | 2018-06-14 | 2023-07-25 | Bridgestone Americas Tire Operations, Llc | Pre-strained non-pneumatic tire and method of making same |
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