WO2017071676A1 - Wheel construction - Google Patents

Abstract

The invention relates to a device for a rolling movement, comprising a plurality of profile elements in a running area. At least some of the profile elements can be changed by at least one adjusting element in accordance with a rolling movement of the running area in the spatial orientation thereof.

Description

 wheel design

The invention relates to a device for rolling movement, which has a plurality of profile elements in a drain region.

The patent aims with a method and exemplary devices in particular on the improvement of today's tires. These include all tires on rims, especially wheel tire units, which move part way around their periphery by friction of their footprints on the road and other surfaces, as well as rolling wheels / rollers with a special extended footprint such as chain drives, tank chain drives, rubber tracks, caterpillars and rubber tracks whose footprint load / area L / F = constant is +/- 10%. All of these rolling elements have to improve this Reibkraftübertragung surveys, profiles, studs, rubber plates and rubber body. To explain the millions used in the field and proven on rim mounted vehicle tires. These tires today have some serious disadvantages.

- The biggest: they have such low mileages that during a vehicle's life due to wear several sets consumed and simply thrown away.

- The adhesion is so poor that profile optimizations for summer and winter, aquaplaning and terrain are necessary or to improve the friction transmission.

- belt constructions such as steel belt tires are required and

- emergency running aids with flat feet

- In addition high rolling resistance due to energy loss during unwinding and

- Strong rolling noise.

Reason is once the today's "4-wheel-compromise tire": It dispenses with a tire for all 4 wheel positions (front or rear wheel drive, steered or pulled), (or including the spare wheel, so-called 5-wheel system) and the separate rim , on any position-oriented optimization, yes, it prevents instead.

The main reason for the purposes of the invention, however, are the physical rolling mechanisms that have been researched since the middle of the last century and are accepted as natural law with an efficiency of about 50% (dissertation Gerresheim Munich 1975). This is where the patent process comes in to achieve 100%, twice the value. Fig. / Fig. Second Dunlop had invented the wheel tire. Because of the many flat feet one then separated in rim, hose and blanket (tires). Another step was Michelin's steel belt tire. Finally, it was simplified to a tubeless tire, which sat with a core (bead core) very close to the rim. This core must be very strong, as it must absorb the pressure forces of the seal and at the same time counteract the high centrifugal forces of the tire. From the viewpoint of product accuracy and quality, however, the tire floats on the rim with an elastic sealing layer and therefore has relatively large tolerances in series operation.

Now, the next stage of development is a process-manipulated roll-off process designed to achieve 100% roll off and frictional transmission efficiency (the Debus Innotech Wheel, "DIR" for short) and described below.

Preferably incorporated into a high quality wheel tire assembly are the exemplary mechanical structural members which provide active thrust bias to the contact surface of the radial lobes / profiles of resilient material throughout the vehicle's life. For the purposes of the invention, four types are provided.

The measures for the drive and the acceleration, the positive torque, in short the positive thrust bias, vector zero.

The measures for the braking, the negative torque, in short the negative thrust bias, vector 180 ° degrees.

The measures for the lateral shear stress force when cornering, which always negative, so acts as braking, but always depends on the curve, in left or right curve respectively opposite, short curve thrust bias, vector 1-180 °, 181-360 ° Das Action band made possible by its two-dimensional suspension and Agility that both in acceleration and braking, the lateral guidance with the optimum value (friction circle) of the curve bias takes place, vector 1-180 °, 181-360 °, ie between zero and 360 ° degrees.

The 4th measure for the tension-free lifting of the individual elements at the end of the footprint, matured technology of the rolling bead, by blocking the immediate back-fasting of the remaining thrust prestress, so that no sliding friction and strong noise can occur, done by means of an action belt acting in reverse. It is a time and place staggering blockade of the relaxation of the profiles by their restoring force R to the normal back and can be done in two ways Fig.11. Blockage to sudden relaxation, the sound vibration remains, or blockage with gradual relaxation, whereby both the eraser effect (wear) and the noise component are significantly reduced.

The most important object of the method is to bend each individual radial tread element individually before touching the rolling surface / road with respect to the perpendicular / normal (to the tangent of the element at the circumference) and thus to bias it in the elastic material to the extent that as the vehicle movement currently requires: acceleration, rolling motion (small drive torque) or braking or cornering. Not always with the highest value, but if necessary.

In the drawings, embodiments of the invention are shown schematically. The figures / sketches show in detail:

In the drawings, embodiments of the invention are shown schematically. Show it:

Fig. 1: 50% Theory sketches A: thrust zero; B: 0- max. C: prestressed max.- max + F2 Fig. 2: Security contour with locking ring

Fig. 3: Emergency running rim horns with wide rim base for function thrust prestressing + 5:

Fig. 4: biasing rake as a plate and bias rake with radial rake

Fig. 5: Stems with two bearings and eyelets connection (mechanics)

Fig. 5b: bias as close as possible to the contact part e with side view

Fig. 6: External intervention in tire-rim model with side elevation

Fig. 6a: model rake

Fig. 6b: Action element as a role for positive thrust bias

Fig. 6c: Action element as impeller for neg. Thrust bias

Fig. 6d: Another sketch to illustrate a use of a Vorspannrechens with short stems, which engage in activators

Fig. 7: External action on tires (high speed, e.g., AS tires)

Fig. 8: Action band with engagement in rim handles +/- twisting unit

Fig. 9: Action band laid in plane, band with funnels, v synchron +/- adjustment

Fig. 10: Rear relaxation delay for noise and sliding friction reduction Fig. 11: Blocking when lifted by counteracting action element

Fig. 12: Prolonged footprint, memory of Fig. 1A; B; C;

Fig. 13: Thrust bias of a rubber pad of tank chain link, hydraulic

Fig. 14: Special biasing rake for this rubber pad Fig. 15: Schematic drawing for chain drive

Fig. 16: Hydraulic gentle control of the bias by elastic

 Contact between contact roller and chain link pad

Fig. 17: Tire deformation thrust prestress

Considering the single profile element, it must be biased before touching and only be relaxed when it has been placed with the full load (so that an undesirable slip-on slip does not arise). All this, the force / moment generation and the timing, takes over the action band, via the initially described linkage with stems, eyelets, etc.

The necessary preload starts at the foot of each profile element (eg a stud). With a lever, the stem of the Vorspannrechens, a twist, a moment is generated. Rake because the linkage must be thin and light, the impact on the profile element, which is usually made of elastic material but therefore wider, as in a rake (garden rake) must be.

The bias occurs in relation to the considered as motion neutral belt zone in cycloid representation. The very stiff belt serves as an abutment for the Pretension rake via a belt eyelet that serves as a bearing. This rake can consist both of a plate perpendicular to the stem of the rake on which the element is firmly anchored, and of a plate which is directed radially outward and protrudes into the element to the tip / contact zone and firmly on both sides with the Element is connected (see Fig. 4, 5). The advantage of the vertical (perpendicular to the style) plate is that the wear is hardly considered, but has the great disadvantage that when you put the rest of the plate to the contact zone still needs to be biased. Preference is therefore given to the radial plate, so that the bias succeeds better because it biases the profile to the contact surface. But then you have to choose a material for the rake that does not significantly change the general μ value when worn.

The entire construction of this exemplary mechanical solution requires, in any case, high-tech materials that embody the highest level of technology in weight and strength, including the belt eyelet through the belt, a low-rotational bearing. In addition to aluminum, titanium, alloyed special steels, carbon solutions and high-quality plastic compounds and ceramic developments may also be considered. This also applies in particular to the continuation of the biasing torque by means of lever / stem through the compressed air space of the tire to the rim and airtight through the rim eyelet in the rim and the rim through.

In the assumed center of this space, the tire stem is connected to the rim stem via a hinge / eyelet so that a preload of the rim lever / style in the rim creates a bias of the rake in the tread element element (Figure 5). The construction must be designed in such a way that the selected eyelet connection, the center eyelet, allows a change in height as it passes through the lower height of the footprint. This is favored by the fact that after the preload of the prestressed lug element under considerable tension, this, the tension in the joint, immediately returns to zero and is virtually taken over by the road, the sliding or telescoping in the compression in the footprint, so handy takes place without force in the middle eye / joint / hinge. The bias rakes can, as the word rake suggests, also be individual peaks / elevations or, in the case of the vertical plate, a grid or analogous other force and torque transmitting embodiments. Furthermore, it is possible that each tread element in the tread zone receives a single individual calculation prestress, an individual rake, these individual stems, tread styles, inside the tire but find a common Mittenöse, which assigns the forces by means of only one or a few rim handles (rakes of the rim with airtight rim eyelets) forward. This reduces the number of points of attack to initiate the bias with the rim stems to one or a few and thus the variety of acting action band. In today's conventional wide tires / tires this can, because many individual profiles are transverse / perpendicular to the direction of travel in the contact zone, constructive advantage.

Another type of bias correction is shown in FIG. 6. The principle is a vulcanized rake across the entire width, the treads of the stem but the tread are arranged outside of the tire, which is also practically usable for special applications such as demonstrations, special races. Hand model because it is manually movable. He might also serve as a demonstration of the main idea as a demonstration model because it is easier to create. Here is the bias rake across the entire width of the tire connecting the individual rake around then around the outside of the tire to the rim inside extended to Mittenöse, where powerful controlled servo motors, the forward or backward tension, also by means of "rims" stems and a connection eye / Mittenöse It is also conceivable to have a variant of the pretensioning over the entire width of the tire, which on both sides receives very short stems (tire handles) which engage in activators located at the edges / ends of the belt 4, which trigger the preload forces similar to the hydraulic activation in Fig. 4. This takes place in zone I of the process, the desired ideal zone.

Fig.6b shows an interesting variant of the "action element": a simple, adjustable role that determines the bias of their position. The deeper the role the greater the preload but only with drive. So a roller / roller can not only improve the drive in a truck wheel, but also significantly the life.

Fig. 6c shows in the sense of the method for the negative case of the bias = braking a driven impeller. Flat projections on a roller / roller, which can engage in the ends of the rim handles. Again, the depth of Eins-kung the biasing moment can be controlled, but also by the differential speed of the impeller against the stems; that is, a further supplement to the action element: revolving and driven with a differential speed and controllable in two levels impeller or in the sense of Getriebelehre adapted wing contour, which synchronously continuously controls the strength of the bias on the depth of the engagement.

Another type of Vorspannrechens, acting only from the outside and thus a further manifestation of the method is possible with farm tractor tires / construction tires that are mounted on normal rims, which are primarily characterized by large rough studs and profiles possible. He embodies the design goal of the method also relatively vividly, as far as possible to directly bias the contact surface of the run-up studs to bend out of their radial position so to design the biasing rake so that this is largely achieved. He attacks from the outside on the coarse tunnels and spans them before putting on and still when putting on by friction pressing and possible "holding spikes" at the end of Fig. 7.

For particularly high traction rates of agricultural tractors or construction machinery, this principle is also applicable in practice, especially on arable land, because then the rake with individual rake and the holding mechanism in the soft ground creates no unnecessary resistance. This will only generate drive / acceleration thrust bias (vector zero degrees). Although it is within the meaning of the invention also possible, the tractor as Einheitsrad (tire / rim unit) as proposed to design, but because of the cost of this much cheaper solution could prevail in practice, braking and cornering are not an issue here. In the course of development, the feared damage / wear of the studs could be minimized by the pressure friction of the biasing rake (Figure 7), possibly by a vibrating rake or low friction surfaces, Teflon coated or ball bearings. The great advantage of tractors: it suffices the linear positive bias for the drive.

The farm tractor may be the ideal convincing model of the process because it can be used in addition to the usual Luftdruckabsenken.

For tracked vehicles, crawler tracks, in particular rubber tracks with extended footprint, a variant of the external "biasing rake" is used when a uniform pressure distribution of the entire contact zone / footprint is constructively guaranteed Fig. 12. Such a drive usually consists of a first and a last pulley or wheel with interposed relatively large support rollers, which distribute the weight over the entire footprint largely uniformly over the individual chain, caterpillar or rubber members.

Today's constructions allow zones of reduced pressure between the individual support wheels, where the shear stress also decreases and which must be replaced by constructions that allow an optimally uniform surface pressure over the entire length of the footprint. Only then remains a thrust bias of the incoming element, z. As the rubber pad, a chain link over the entire length of AB obtained. This is mechanically by z. As to achieve countless small pressure rollers / wheels, but also by other pneumatic or hydraulic support, such as a kind Hooverkraft. For thrust bias generation, a hydraulic thrust pretensioning system with contact contact is preferred according to the invention, see FIG. 16. A tank drive with large rubber pads is described by way of example. There are so many smaller idler rollers between the first and the last large idlers that a uniform pressure distribution over the entire contact area is achieved, which changes the normal value only by +/- 10% even at higher speeds. The first roll serves as a pressure roller. It has a controlled hydraulic system with rubber chambers between the chain teeth, which have an elastic surface to the outside. An identical area have the chain links, which press form-fitting and firmly and have elastic surfaces over the rubber cushion / pads. They are designed so that they can support themselves like an abutment with their hydraulic pressure against the direction of travel to bend the rubber cushion over radial biasing rake to the contact zone in the direction of travel and thus bias.

About the amount / volume of the hydraulic pressure in the chambers of the pressure roller, the pressure in the rubber pad of the chain links is increased and reaches the positive direction and the amount of thrust bias, wherein the chambers in the pressure roller / guide roller receive a survey that refers to the chambers in transfers the cushions like a pump. The method is limited to the positive value of the thrust prestress, ie only for the drive. After pressing under the pressure roller / guide roller, the pressure in the rubber pad is automatically reduced to zero by the further rolling, while the thrust prestressing on the ground is maintained, even at strong unevenness of the ground, thanks to the even pressure distribution in the contact area to the rear of the unloading roller.

Two previous publications touch on this proposal. Once the patent specification of the author DE 30 17 184 A1 1980 and the patent CA 1073503 Caterpillar Trac- tor.

In the case of tires with a clear contact patch, the force profiles of the +/- preloads have hitherto been indicated by the leading contact surface of the profile elements via stems with eyelets all the way to the inside of the wheel, tire and rim of the action band. The required forces depend roughly on only two parameters: the rubber material / the rubber compound and the applied tire pressure. The rubber material is relatively uniform in terms of its adhesion, so that essentially only the internal pressure determines the forces to be applied (since roughly the formula applies, the load capacity is equal to the area of the footprint times the internal pressure, P = F x pi). For car tires about 2.5 bar, for trucks 8 -10 bar and more. Only the usual maximum preload forces that occur at the end of the footprint need to be used. The actual value may be somewhat higher in the sense of the invention, work with surplus, in order to compensate for small losses during touchdown and then nevertheless reach the maximum overall.

For the purposes of the invention, the action band is concerned with providing a further fixed part in the relatively protected inner rim of the rim, in which the caliper is firmly fixed, which absorbs the entire braking torque. It is to apply the individual forces for the two-dimensional bias of the leading elements in each case in the positive and negative directions and at the same time for the curves, so that the side forces acting as braking forces, against the centrifugal force (centrifugal force) are negatively biased at right or left turn respectively opposed.

The so-called action band (in the case of the exemplary mechanical device) serves this purpose. It runs synchronously with the rim via two turning rolls and has funnel-shaped openings (see Fig. 8). These funnel-shaped openings engage the ends of the so-called rim rake handles. For the purposes of the invention, these forces are not built up abruptly but slowly over a longer path (for example from a few centimeters to a quarter to half circular arc.) In order to clarify this process, this process is shown in a horizontal representation in FIG. The action band runs over two equal or different roles, which stand firm against the rolling wheel / rim. One or both are powered. The action band is located with the left larger roll in the area of the casserole zone of the elements (beginning of the footprint / laces). It almost touches the inside of the rim, while the action band on the right with the smaller pulley is just above the rim stems so that all rim stems can freely enter the intended funnel eyelets. While the action belt and the almost touching inside of the rim run in synchronism with the wheel speed, a small angular displacement is provided for the control in the + direction to the synchronous zero line, namely from zero to the max. Value of the bias voltages, which, as already mentioned, can be slightly above the value required to compensate for losses during touchdown (touchdown slip). The whole thing is controlled by the electronics already described in intimate processing of the vehicle parameters. This funnel eyelets could consist of only linear control and improvement of adhesion (in drive, braking) also from funnel slots. In funnel eyelets, the action band also has a small possibility of change in the transverse direction, ie in the + direction of the roller axes, transversely to the direction of travel. Both controls are independent of each other and can also be used accordingly, that is, in a strong cornering braking or acceleration can take place. However, then both are subject to the famous friction circle, but in the sense of the invention then with the ideal value of 100% and that is then the double value.

However, it is not excluded that this value can be exceeded in the transverse direction by an optimized control. He is also targeted to be expected if the rim flanges get not only the described run flat development, but in the sense of the findings on virtual rim broadening, as in the patent DE 40 03 017 A1, 1990 in the improvement of the CTS wheel of Continental by the inventor on an experimental basis successfully practiced, what to use the design of the wheel tire unit is no problem. When designing the emergency running rim horns, these must be included in the new contour to further improve the lateral guidance.

It has already been briefly explained above that the required controls can be realized, for example, both mechanically and electrically or electronically. In addition, pneumatic, hydraulic or magnetic implementations of the control components had also been considered.

In particular with regard to electrical or electronic controls, different concepts can be used selectively and depending on the respective application requirements. For example, it is possible to carry out an implementation in the form of a conventional control, in which there is no immediate detection of actual values. In addition, however, is also thought to make a positioning of the adjustment and or the profile elements in the context of one or more control loops. In this case, there is an actual value acquisition and a comparison with predetermined target values.

The above-mentioned actual value detection can be done either directly via suitable sensors, but it is also thought to use a technically implemented control when using programmed technical models from a particular driving behavior on the concretely realized positions and back this information in the context of Evaluate control loops. The implementation of the control and / or the control can be done via a central concept via a central on-board electronics, but it is also thought to assign each wheel individual local control or regulation, if necessary, such locally distributed local elements can be centrally coordinated.

Another level of control is provided to adjust the action band to changed casserole zones in the footprint and this time primarily in a linear direction. It is known that changes in internal pressures or loads, such as heavy braking on the front axle, the footprint increased = is extended and thus the important casserole zone of the elements is changed. The method adapts by a displaceability of the so-called solid action belt body by an easy displaceability (angle change). In Fig. 9, this would be the horizontal / horizontal, which is shown in Fig. 8 as an angular displacement. The control can be done in two ways. Through experiments, the respective optimal control is determined and anchored in the program. Due to the many possible and planned sensors in the new standard wheel (DebusInnotechRad) they could also be determined from case to case at the same time.

 In order to realize the modes of operation shown in FIG. 9 in FIG. 8, the action band must be guided with highly efficient, low-friction, for example ball-bearing rails in order to ensure correspondingly high forces vibration-free and largely silent at these high speeds and also at the same time in milliseconds to be adapted. If the noise is likely to be too high in the high-frequency range, premium vehicles will also need to use anti-noise methods.

The direct control by the vehicle data has already been mentioned. Conversely, the method of improving adhesion and performance itself is the best indicator and sensor for optimizing all internal vehicle stability systems brake assist and safety systems. By constantly controlling the actual and target conditions, these systems for the first time obtain the values directly from the footprint and thus generally increase safety far beyond the improvement in liability and generate an enormous increase in safety.

The method provides as a highlight of the invention with point 4, the noise minimization by suitable measures. In the foregoing, the action band for generating the bias has been described, which after the placement of the elements and the transmission of forces on the street in a flash, the force effect by lifting the funnel eyelets on the role over the casserole zone Fig. 10. This is the thrust bias on the Road over. The tensions of the Individual elements are then largely retained until the tread is lifted off after the footprint, at the end of the contact surface, depending on the substrate. But with holes in the contact area, of course, can snap back to zero before. Which is why, as today, poor surfaces reduce the optimum.

An almost same action band as the one described is now used only with shorter dimensions on the left side of the Abhebeseite and also captures by means of funnel eyelets, the rim handles, but now only to hold in their respective voltage position and only for the milliseconds of the lift to them then release it just as fast as lightning. Thus, the recoil process is avoided with a partially still under load friction effect Fig. 11. This special avoidance process has both on the abrasion and the noise minimization a positive influence, which also optimizes the overall process. The reversed action band can be used in two ways: time and place blocking and sudden relaxation, or blocking and slow relaxation. It must be mentioned that the shift to adapt to changed uprising surfaces, especially length adjustments, must occur opposite to the action band. The two action bands remove or approach in unison with the length of the footprint.

Thus, the exemplary mechanical device is comprehensively described, the effect level for the Vorspannungskrafterzeugung (action band) in the interior of the rim, z. B. zone in the context of the invention, and Zone II inside of the tread in the inner region of the belt = air pressure range, the zone I the actual tread with its contact surface to the road to the belt.

For the purposes of the further method, the action levels Zone I + Zone II are preferred, the relatively stiff belt serving as an abutment of the reaction forces for both zones. In the sense of the method, it is desired to bring the plane of action as close as possible to the area of the actual action, the tread and the individual elements of frictional force transmission, into zone I. Also, the pretensioning rakes can contribute to the thrust prestressing also within the height the elements / profiles as far out to the contact surface out. The loss at touchdown will be reduced as described.

There have already been mentioned other variants of the method, such as the hydraulic, even with high-tension liquid gas, which turns into gas at pressure drop and can escape as gas, such as electrical, which may use materials from biomechanics, which increase their volume under power or or electromagnetically or highly explosive gases that are electrically ignited prior to placement to collapse immediately after the explosion, touchdown (similar to the airbag, also the use of ferroites, nanostructures under the influence of electric fields and others).

It is ideal if the necessary prestressing takes place at the foot of the respective lug element. Therefore, according to this patent / method, there are several other possibilities. If small tubes in the rubber are visible to the right and left of the center of the element, they can be inflated by hydraulics in the high-pressure or high-pressure air in zone II and I, to relieve them immediately to zero during emergence. FIG. 4. It is also proposed a special gas, which is liquid under high pressure at the usual temperatures, is pressed as such, at the moment of relaxation in milliseconds turns into gas and escapes. For the purposes of the method, a material is also to be used in the foot of the elements, which immediately increases or decreases its volume under electric shock / power supply. Both causes, if used unilaterally as described above, a bias or back tension of the individual element. A similar effect is also possible with an electromagnetic material. Or in the small tubes explosive gases are introduced, which are ignited. It may be useful to start with truck wheels because the max. Speeds at 80-100 km / h and they have larger cleats and possibly the increase in liability for cross-country increase sufficient to achieve a multiplication of the life. Braking and cornering remain at the same level.

The Action Band understands that measures will be taken to prevent excessive pollution from environmental pollution such as water, sand, mud, snow, slush and ice. This can be done by elastic or solid elements, optionally with rotating seals. Since these measures are always on the inside of the vehicle, they can be optimized without regard to aesthetic considerations.

The ultimate goal of the invention is best achieved by improved wheel-tire units. Only with such can now the vehicle life-long use can be guaranteed to achieve the decisive active thrust bias, positive for drive, negative for braking and side for cornering rational and economical, so that a doubling of total liability and performance is achieved with the ultimate goal of Halving the system costs.

The raised in the sense of the method level and the necessary wheel tire or better the new firmly attached wheel tire unit as a tire wheel (DIR) therefore requires several levels to be described improvement over all previous and already known wheel-tire units or tires wheels.

As a starting point, the EURAD published in the professional world and specialist journals can serve: elimination of tire beads and rim flanges, elimination of the spare wheel, for emergency running zones, lifetime of the wheel tire related to the life of the vehicle. During this time several simple renaturations are provided, for. B. traditional retreading, retreading of the wheel with prefabricated treads, injection molding of the wheels, once the respective own wheels or but by cheap RU spare wheels in exchange, covering a prefabricated tread with subsequent heating, using a 3D printing process on the tire. Use on the vehicle as before on any wheel position, mounting as before with 4-5 screws.

In the next stage, all wheels are designed to optimize position and are bound to this function and position: VR + VL and HR + HL. Intensive development of the position-bound wheels increases the overall performance and significantly lengthens the intervals necessary to re-unnaturate the wear surface (simplification of logistics). The 4-5 point fixation is omitted in favor of center centering and fixation. Raising the manufacturing process from 1 / tenths to 1 / hundredths to 1 / thousandths. Refinement of re-renaturation procedures in small compact automaton units, 3-4 basic procedures see above, with final target on the vehicle itself.

Furthermore, the emergency training is designed only with the rim-horns, so that space is created in the foot of the rim. Furthermore, the wheel receives the necessary cheap sensors such as temperature indicators, air pressure gauges, indicators indicating overstress in the carcass, as well as high molecular weight gas such as SF6 (sulfur hexafluoride) to minimize diffusion and thus pressure loss. In addition, when bonding (vulcanization) of the side walls with the rim (rim flange) a safety contour with a locking ring is provided, Fig.2.

The wheel-tire unit to a wheel tire is necessary for several reasons. Once to achieve a simplification, relief, increase in stability and safety improvement and, above all, a leap in quality. There is an increase in the product accuracy from the previously 1 / 10th orientation to the 1/100 to 1/1000 mark and production method including the RKS and SKS values for the dynamic balancing. The new proposal A / experienced all emergency operations are side the surface projected by the belt onto the rim to keep the center clear for the design measures for influencing the running lugs / profile elements, see FIG. 3.

However, this corresponding area of the rim may vary if the measures for influencing the outer lugs from the center are also possible obliquely, so that the emergency running measures can then extend further inward to the center. The freedom of design also increases when, instead of the exemplary MECHANICAL, a solution by means of hydraulic or compressed air or an electromagnetic, see above, is selected, Fig. 4.

There are many proposals for wheel tire units, also with runflat surfaces, also from the inventor of the 80s (see Innovation Award of the German Economy 1988 or a Porsche development EURAD March 1988 for the Gulf as well as in publications of the author can be found, 7/1994 Rubber tires: Neue Reifenwelt and FAZ Nov. 22, 1994, way with the 5th wheel in the car). Creating a high-quality integrated wheel tire element is a handicraft design and production problem for tire builders, not a fundamental issue and no hurdle.

For the car maker results in a new IT-controlled aggregate of tires with suspension position-bound to the four wheel positions VL; VR; HL; HR; which, by virtue of its great advantages over previous developments, allows for sole platform equipment so that larger car companies can get along with the development for their platforms rather than their many types.

Such an IT-controlled aggregate can be made available to the final carmaker as a preassembled and self-sufficient unit, in particular by suppliers. This results for the car manufacturer to use the electronic competence of suitable suppliers and to use different suppliers for different requirements. In particular, it is possible, for example, for units that are provided for example for passenger cars or trucks, different to consider competent suppliers. Likewise, other suppliers can be included in the manufacturing concept for special chain drives.

The level of the invention results from the first-time possibilities, not only to double the liability level, but to improve important other benefits such as longevity, unit unit, noise minimization and extremely low rolling resistance compared to today's tires, which promises the economic benefit of each individual process steps, such as Examples: Farm tractors or trucks or track drives shown. Furthermore, the simplification to only four new aggregates per platform. Furthermore, the enormous resource conservation and energy reduction. As a result, everything is far outstripped.

The economic benefits are so great that Michelin's "steel belt tire", which has doubled its life and increased its adhesion by 15 years, became the world's best-selling Debus Inno tire "DIR" with an expected lifetime extension by a multiple and an increase of the liability by double, to prevail (after the first argument, see above) within 10 years world-wide.

The method provides as a further solution also the mechanical utilization of the tire deformation when passing through the footprint: The height H in the interior of the tire from the rim to the inside of the tread is in the footprint first smaller to h <H, and then return to H again , Figure 17 shows a possible mechanical solution. The outer circumference 75 changes as a result of the pressing into the contour 76. A lever 68 which can pivot about the point 69 has turned by a certain angle when the position Ao is reached. He has reached with the cap 70, the symbolic biasing rake 64 by the rotation in the position A1 and changed in the direction of a positive = Antriebsschubvorspannung.

The cap is designed so that in this position, the biasing rake pops out and is released and now by the internal pressure with this bias to the road is pressed. A restoring moment in pivot point 69 provides, for example, again for the starting position. For the purposes of the invention, the entire suspension 82 and 77 can be moved on the rim 81 so that the opposite side of the cap 70 is used and also a negative thrust bias = braking can be done. It is understood that the levers have low sliding / sliding movements on the inner rubber layer of the tire. Here, a lubricant can be used, as developed in the CTS system by Continental for emergency operation.

The method is also applicable to extended footprint wheels and rollers employing special biasing racks which are radially aligned and bend in an elastic body to which rubber buffers / rubber pads / rubber bodies of chain links bias parts, thus biasing the contact surface with respect to the mounting plane Although only positive for the propulsion. Fig. 15 shows link chain drive with pressure roller and hydraulic control for the extended footprint.

The pressure roller with ring gear for engaging in the individual chain links ensures the thrust-biasing of the individual superimposed links, which is transmitted to the substrate along the entire path of the extended footprint thanks to the constant surface pressure and tension of the chain, so that the chain works with a much lower slip and develops the double traction of the drive when reaching the 00% percent efficiency. The pressure roller is drawn very large only for demo reasons, could really have the size of the other deflection rollers / rollers.

Fig.1 shows with the sketches A, B and C the basic physical thought, which is essentially based on the dissertation Gerresheim Munich in 1955. A: A rim 1 mounted with a tire has the tread 2, which forms a footprint by means of the load / force P on the road. Due to the internal pressure creates a pressure mountains 3 (dashed lines), which is simplified as a rectangle 4 is shown. The tire, which rolls to the right without any drive forces, shows tension-free vertical profiles over the entire contact area.

B: The same tire drives with the drive torque M. The driving forces are transmitted to the road via the profile. The profiles run with the angle x = 0 and the horizontal shear stress zero and are built up over the length of Aufstandsfsläche over X / 2 to the maximum value X as the angle of the tension. The sum of these individual shear stresses is represented in the area F1 by S as shear stress and represents the total driving force with which the tire is supported above its static friction value on the road. The area F2 represents the theoretical part of the transmission that was previously unusable, resulting in a theoretical frictional efficiency of 50%. In practice, this varies slightly depending on the drive and braking and the design parameters, but less on the static friction coefficient.

C: Here the profiles with the maximum thrust prestressing x run up and thus remain until lifting, the sum of the shear stress forces F1 + F2 gives the theoretical efficiency of 100%.

Fig. 2 shows the junction of a wheel tire unit on the rim flange, which is provided with a Notlaufausbildung. Figure 5 shows the gluing zone on an optimal rope curve contour reaching to 8. 6 the main area of the gluing zone and 7 the safety ring, which may be made of metal but preferably made of hard rubber, or both. Fig. 3 shows a wheel tire unit with the space for the mechanics. 9 + 10 the rim flange with the carcass connection, 11 the mechanism for thrust pretension, as illustrated in FIG. 5, 12 the belt and 13 a profile.

Fig. 4 bias rake as a plate and as a radial rake and alternative hydraulic use. 14 is the tread and 12 the belt. 17 shows the stem of the rake with radial plate 8 or horizontal plate on which the profile sits. 13 a small and a large tubular elastic member that could exert a bending moment on the style 17 as an alternative to the described mechanism by one-sided pressures, once in positive and vice versa in negative biasing direction. In section B-B is the plate 19, the radial plate 18 in section A-A, which may also be formed as a net-like structure. For example, the forces can also be generated hydraulically on the right or left by unilateral filling with hydraulic fluid or gases, etc., which are filled up at 20, for rotation of the rake 17. It is understood that the stems are adjusted.

Fig. 5 shows the operation of the mechanics of rim 21 to belt 12 and tread 14 to the profile 13. A force acting on the upper part of the rim stem 22 acts on the rim eye 23 and center eye 24 on the rim style 17 and the belt eyelet 25 on the radial plate of the Vorspannrechens on the profile 13 in the same direction.

Fig. 5b shows another variant of the Vorspannrechens. Section AA shows on the stem 17 a pronounced calculation form, so that the bias effect almost reaches the contact zone, the outer skin. Fig. 6 shows the model of a hand-operated pretensioning that extends over the entire width of a normal tire with indicated belt, comes in from the tire and leads upwards. Here he can be coupled by means of eyelet to the boom of a servomotor, which allows small +/- movements that biases the biasing rake in a positive or negative direction and thus the individual profiles.

Fig. 6a shows the bias rake of Fig. 6 in an indicated 3D simulation.

Fig. 6b shows the simplest embodiment of an action element in the form of a roller 2 7, which in only one direction, which can bias the positive, the propulsion, vector zero. The arm 28 is radially movable, it sits on a rotatable center mount 29 in the interior 30 of the wheel. In the pressure-filled interior of the tire 31 a plurality of center eyelets 24 are shown symbolically, all of which have only the goal to transmit the forces without loss and thereby

Fig. 6c shows an impeller 32 instead of the roller, which can bias in the negative direction, that is for braking. It rotates in the direction of rotation 33 and transmits over the middle eyelets 24 and the belt eyelets 25, the bias on the individual profiles or studs.

Fig. 6d shows another sketch to illustrate a use of a Vorspannrechens with short stems, which engage in activators

Fig. 7 shows a hochstolligen tire, such as a tractor tires on a normal rim, which causes by a special rake 34 from the outside, the bias in the casserole zone 35. It is three-dimensionally controllable and is pressed with high pressure against the incoming tire, so that the friction on the special rake the individual profiles biases until they are so biased fixed by the contact pressure of the tire in the footprint itself on the ground and this positive bias (drive ) is maintained over the entire surface until lifted off. FIG. 8 shows the action band 36, which according to the invention can generate three biases for drive, braking and lateral guidance, vector 0-360 degrees. It sits in a wheel tire unit, which is characterized by the rim 21 and the tread 14. To ensure this, it must be three-dimensionally controllable in all planes, including the vertical. The wheel tire unit runs to the right in the direction of v, which produces the peripheral speed v2 and the inner rim speed vi, which is also the synchronous speed of the action band. The action band always sits in the incoming part, right in the picture.

9 shows the action band 36 schematically projected into the plane / straight line in order to better clarify the function. The tread 14 with the profiles 13 surrounds with the rim 21 the pressure-filled interior tires with center eyelets 24. The belt 37 passes through two end rollers synchronously with the speed vi of the rim inside and has to act on the rim handles hopper 38. Between the two end rollers The contact with the rim stems always solid. A change in position and thus a force is effected by the turning unit 39 in order to get the bias of the profiles 13 with the angle α.

Fig. 10 shows the process of a lifting profile 41 without showing the vibrations occurring. In the footprint of AB are prestressed profiles such as 40 with the angle a. Profile 41 is in the moment of taking off. It still has the angle α and still has the full restoring force R, with which the profile snaps back into the normal. Since the profile is elastic, an additional frictional effect arises, while the oscillations of the sudden, high-speed recoil make up part of the rolling noise. Fig. 11 shows schematically the function of an action belt 42 acting in reverse. In point B, shortly before take-off, the rim stems are fixed in their spatial position with their bias and the relaxation is shifted to the point C. Or: in point B shortly before take-off, the rim stems are fixed in their spatial position with their bias and the relaxation on alfa zero over the sector or the route BC gradually completed. The underlying wheel tire unit is indicated by the references to zones I tread, II pressure filled interior and III inner rim.

Fig. 12 shows the principle of a wheel A with an extended footprint of A-B. About the Anpressrad 43 and the Abheberad 44, the link chain 45 runs with their hinges 46 and the rubber pad 47. The spring-loaded pressure rollers 48 ensure by their number and division that the pressure on the individual chain links is always the same over the entire contact length 49. Die Total load P corresponds to the sum of all part loads from o (zero) to Xn in the graph-like representation 50 with force P in the Y-axis.

FIG. 13 shows the bias of a rubber pad on a chain link 51 with three rows of bias rakes that can rotate in the brackets 52. By the hydraulic access 53, a small rotational movement is initiated, which biases the rubber cushion in the direction of travel.

14 shows three rakes 26 which are mounted on the plate 55 at an angle-stable angle 54 through the hydraulic access 53, introducing a slight rotational movement α, so that the rake also obtains an angle α for prestressing the rubber pad. Fig. 15 shows the nip roller 43 as it provides in a normal link chain drive for the thrust bias, which complies with the condition of the extended tread with the formula L / F = constant. The link chain runs over the lift-off wheel 44 via the deflection rollers 56, one of which is driven.

Fig. 16 shows the exemplary thrust bias of rubber pad of a chain drive by the Anpressrad by means of gentle transmission through elastic membranes 58 which are hydraulically controlled 59 and the angle α produce 57. The chain link 51 shows 47 not yet biased Gummmipolster 47. In area III begins the approach of the two membranes, in area II causes the higher pressure in the pressure wheel, the deformation in the rubber pad of the chain link 51. The section in area I shows in 57 the effect in the sense of bias with the angle a. The areas -II and -III show the relaxation, in the membranes 58, the old contour is reached again. The preload on the ground is maintained.

Fig. 17 shows the exemplary possibility of generating thrust bias by the change in the footprint itself. The tire is running to the left in the direction v. This produces a positive thrust prestress. The original contour of the tire 60 is transformed into 61 by the deformation. The theoretical footprint zone III is thereby increased by the zone II with the length A1-A2 and mirror image by zone IV, while the zones I and V are outside. A lever 66 with extended grinding contour rotates about the point 65 a front part with a ratchet 64. In the tread 62 sits a small biasing rake 63rd

The lever generates by its arc (dashed) a rotation of the Vorspannrechens in zone II which corresponds to an angle y. Add in one Phenomenon of each tire, the torque-rotation of the rim in the tire, represented by the drive angle a ₀ and the length Ao-Aa. In zone II, the lever has reached its highest twist of the lead rake and is moving back. Here the ratchet must release the preload rake. The braking range with ß and Ao-Ab remains unconsidered, but it could be with a much more complicated in the context of the invention execution.

Claims

Patent claims

1. A device for rolling movement, which has a plurality of profile elements in a drain region, characterized in that at least some of the profile elements are variable in their spatial orientation by at least one adjusting element in response to a rolling movement of the drain region.

2. Apparatus according to claim 1, characterized in that an embodiment of the device is present as a wheel.

3. A device according to claim 1, characterized in that an embodiment of the device is present as a chain drive.

4. Device according to one of claims 1 to 3, characterized in that the change in position for generating a bias voltage is performed.

5. Device according to one of claims 1 to 4, characterized in that the adjusting element is mechanically formed.

6. Device according to one of claims 1 to 4, characterized in that the adjusting element is hydraulically formed.

7. The device according to claim 1, characterized in that rolling drive elements which move on the road and other surfaces by touching part of their surface by friction on footprints such as roads and other surfaces such as all types of tires, tires, wheel tire units as well those with longer footprints such as crawler tracks, tank tracks, rubber tracks, etc. with methods to improve the contact with the ground such as profiles, rubber blocks, plates, etc., characterized in that the individual elements that should come into contact with the footprint, previously with a internal or external force acting on the normal of these elements are biased with a vector from zero to 360 degrees, zero degrees in the direction of travel for propulsion, 180 degrees for braking and the remaining scales for the partial or full lateral guidance according to the friction circle, preferably in improved Radreifeneinhei by means of built-in biasing rake in the profiles / elements, which are mechanically connected via two bearings, in the belt and the rim, to be there by means of a revolving action band on the inside of the rim to be placed in the desired biasing vector before the element has reached the footprint to Immediately break the force (reduce to zero) after putting it all on and achieving the full contact force of the associated tread, transferring it to the ground to maintain this tension on the ground throughout the footprint / landslide, and lifting on the ground End of the footprint (z. B. in the rolling bead) to be prevented by a counteracting action band on the snap back and associated harmful chutes at the beginning of lifting, so that the relaxation takes place to the normal place and time delay.

8. Device according to one of claims 1 to 7, characterized in that at least one of the profile elements is positionable with respect to its inclination with respect to a radial direction.

9. Device according to one of claims 1 to 8, characterized in that at least some of the profile elements are spatially positionable before hitting a ground.

10. Device according to one of claims 1 to 9, characterized in that at least some of the profile elements are prestressed.

11. Device according to one of claims 1 to 10, characterized in that at least one adjusting element is connected to a controller.

12. Device according to one of claims 1 to 11, characterized in that at least one adjusting element is connected to a control.

13. Device according to one of claims 1 to 12, characterized in that the positionable profile elements are arranged in the region of a wheel that consists of a frame-like support and a tire.

14. The apparatus in claim 13, characterized in that at least one adjusting element coupled to at least one profile element is arranged in the region of the wheel.

15. The apparatus in claim 13 or 14, characterized in that at least one coupled to the adjusting control is arranged in the region of the wheel.