WO2021217000A1

WO2021217000A1 - Tire and wheel assembly for machine

Info

Publication number: WO2021217000A1
Application number: PCT/US2021/028841
Authority: WO
Inventors: Chris STRABLEY; Fredrick B. Taylor
Original assignee: Otr Wheel Engineering, Inc.
Priority date: 2020-04-24
Filing date: 2021-04-23
Publication date: 2021-10-28

Abstract

A tire (10) and wheel assembly (12) including a rim (16) and a bead- lock (38, 40) on each side of the tire/wheel. The tire (10) defines a cross-sectional shape and include first and second bead cores (42, 44) which are coupled to the wheel assembly (12) via the rim (16) and the bead-lock (38, 40). The tire (10) includes a carcass layer (60) extending laterally between the first and second bead cores (42, 44).The carcass layer (60) includes first and second turnups (62, 64) extending around the first and second bead cores (42, 44). The tire (10) further includes a material beam layer (74) extending laterally between the first and second bead cores (42, 44) and radially exterior relative to the carcass layer (60). The tire (10) also includes a sidewall stiffening layer (82) extending laterally at least substantially from the first to the second bead core (42, 44). The carcass layer (60), the material beam layer (74), and/or the sidewall stiffening layer (82) are configured such that the cross-sectional shape or the radial height of the tire (10) remains substantially constant when supporting a load.

Description

TIRE AND WHEEL ASSEMBLY FOR MACHINE

CROSS REFERENCE TO RELATED APPLICATION [0001] This application claims the benefit of priority of U.S. Provisional Application No. 63/015,063, entitled “Tire and Wheel Assembly for Machine,” filed April 24, 2020, which is expressly incorporated herein by reference in its entirety.

Technical Field

[0002] The present disclosure relates to tires and wheel assemblies, and more particularly, to tires and wheel assemblies for machines.

Background

[0003] Non-pneumatic tires, such as solid tires or tires not retaining pressurized air or gas, may have advantages relative to pneumatic tires because they do not retain air or gas under pressure for implementation in the desired service application. For example, a pneumatic tire may suffer from punctures, rendering the tire unsuitable for use until repaired or replaced. In addition, tire wear may reduce the ability of a pneumatic tire to resist punctures. In order to temporarily mitigate the effects of punctures, some pneumatic tires may be designed to operate for a limited time with reduced or no internal air pressure. However, such tires are only capable of continued emergency use for a relatively limited time and/or according to reduced operating conditions, such as reduced speed. The tires and wheel assemblies described herein may be directed to addressing one or more of these possible drawbacks.

Summary

[0004] According to a first aspect, a tire and wheel assembly may include a wheel assembly including a rim and a bead-lock system coupled to the rim. The tire and wheel assembly may also include a tire defining a cross-sectional shape and including a first bead core and a second bead core laterally opposite the first bead core. At least one of the first bead core or the second bead core may be coupled to the wheel assembly via the rim and the bead-lock. The tire may also include a carcass layer having a substantially toroidal shape and extending laterally between the first bead core and the second bead core. The carcass layer may include a first turnup extending around the first bead core and a second turnup extending around the second bead core. The tire may further include a material beam layer extending laterally between the first bead core and the second bead core and radially exterior relative to the carcass layer. The tire may also include a sidewall stiffening layer extending laterally at least substantially from the first bead core to the second bead core. The tire and the wheel assembly may define an interior volume substantially devoid of material, and at least one of the carcass layers, the material beam layer, or the sidewall stiffening layer is configured such that the cross-sectional shape of the tire remains substantially constant when supporting a load.

[0005] According to a further aspect, a tire defining a cross-sectional shape may include a first bead core and a second bead core laterally opposite the first bead core. At least one of the first bead core or the second bead core may be configured to be coupled to a wheel assembly. The tire may also include a carcass layer having a substantially toroidal shape and extending laterally between the first bead core and the second bead core. The carcass layer may include a first turnup extending around the first bead core and a second turnup extending around the second bead core. The tire may further include a material beam layer extending laterally between the first bead core and the second bead core and radially exterior relative to the carcass layer. The tire may also include a sidewall stiffening layer extending laterally at least substantially from the first bead core to the second bead core. The tire may be configured to at least partially define an interior volume substantially devoid of material when mounted to a wheel, and at least one of the carcass layer, the material beam layer, or the sidewall stiffening layer is configured such that the cross- sectional shape of the tire remains substantially constant when supporting a load.

Brief Description of the Drawings

[0006] The detailed description is described with reference to the accompanying figures. In the figures, the same reference numbers in different figures indicate similar or identical items.

[0007] FIG. 1 is a schematic perspective view showing an example tire and wheel assembly for an example machine.

[0008] FIG. 2 is a schematic partial section view of the example tire and wheel assembly shown in FIG. 1.

[0009] FIG. 3 is a schematic side view showing an example tire and wheel assembly for an example machine. Detailed Description

[0010] The present disclosure is generally directed to tires and wheel assemblies for tires and related methods. As noted previously herein, pneumatic tires may suffer from a number of possible drawbacks. In some examples described herein, the tire may be configured to mitigate or overcome one or more drawbacks associated with pneumatic tires. In some examples, the tires and/or wheel assemblies described herein may include a structure that results in a cross-sectional shape that remains substantially constant when supporting a load, such as, for example, a load which the tire is configured to support. Such a characteristic may be beneficial, for example, when the tire is mounted to a machine for which the height of the machine above the surface on which it is supported is important. For example, the tire may be mounted to a machine configured to groom, cut, or otherwise modify the surface on which the machine is supported, and deformation of the cross-sectional shape may result in unsatisfactory results provided by the machine. [0011] FIG. 1 is a schematic perspective view showing an example tire 10 and wheel assembly 12 for an example machine 14 with the tire 10 mounted on the wheel assembly 12, which, in turn, may be mounted on the machine 14, for example, to a chassis of the machine 14. The tire 10, the wheel assembly 12, and/or the machine 14 may be intended exclusively for off-road use, for both off-road and on-road use, and/or exclusively for on road use. For example, the machine 14 may include any type of ground-home machine configured to travel across terrain, such as, for example, a machine for use on a lawn, garden, and/or in a recreational facility (e.g., a golf course), such as a mower, tiller, etc., a recreational vehicle, a construction machine, a mining machine, a truck, an agricultural vehicle, an off-highway truck, and/or any other non-highway service machine known to a person skilled in the art. The tire 10 may be a pneumatic tire, a non-pneumatic tire, a hybrid pneumatic/non-pneumatic tire (e.g., a tire able to retain an interior volume air pressure above ambient air pressure, but also able to operate with the interior volume air pressure substantially equal to ambient air pressure), and/or a tire at least partially filled with one or more materials other than fluid or gas compatible with rubber and polymer based constructions.

[0012] As shown in FIGS. 1 and 2, the example wheel assembly 12 may include a rim 16 and a disc 18 coupled to the rim 16 radially interior relative to the rim 16. In some examples, the disc 18 may be coupled to the rim 16 by being integrally formed with the rim 16, for example, via stamping, casting, and/or forging. In some examples, the disc 18 may be coupled to the rim via one of more fasteners 20 (e.g., bolts), for example, as shown in FIGS. 1 and 2, adhesives, and/or welding. One or more parts of the wheel assembly 12 may be formed from aluminum, steel, other metals, polymers, and/or carbon fiber or similar materials.

[0013] Referring to FIG. 2, which is a schematic partial section view of the example tire 10 and wheel assembly 12 shown in FIG. 1, the example disc 18 may be substantially planar and circular-shaped with a plurality of apertures 22 circumferentially spaced around a periphery of the disc 18. In some examples, the rim 16 may define an annular ring 24 presenting an inner surface 26 facing radially inward and an opposite outer surface 28 facing radially outward. In the example shown in FIG. 2, the rim 16 also includes a coupling flange 30 projecting radially inward from the inner surface 26 of the ring 24. The example coupling flange 30 includes a plurality of flange apertures 32 circumferentially spaced around the coupling flange 30 and configured to receive the fasteners 20 for coupling the disc 18 to the rim 16. In the example shown, the rim 16 also includes an inner radial flange 34 and an outer radial flange 36 laterally opposite the inner radial flange 34. In some examples, the inner radial flange 34 and the outer radial flange 36 extend radially outward from the outer surface 28 of the rim 16. As explained in more detail herein, the inner radial flange 34 may be configured to be coupled to an inner bead- lock 38, and the outer radial flange 36 may be configured to be coupled to an outer bead- lock 40. The inner bead-lock 38 and the inner radial flange 34, and the outer bead-lock 40 and the outer radial flange 36, may be configured to couple a first bead core 42 and a second bead core 44 of the tire 10, respectively, to the rim 16 of the wheel assembly 12. For example, an inner side 46 of the rim 16 may define a plurality of circumferentially spaced inner flange apertures 48, and an outer side 50 of the rim 16 may define a plurality of circumferentially spaced outer flange apertures 52. The inner bead-lock 38 and the outer bead-lock 40 may each include a plurality of bead-lock apertures 54, and the inner and outer bead-locks 38 and 40 may be coupled to the inner side 46 and outer side 50 of the rim 16 via a plurality of bead-lock fasteners 56 received through the bead-lock apertures 54 and in the inner flange apertures 50 and the outer flange apertures 52, thereby coupling the inner and outer bead-locks 38 and 40 to the rim 16. Other ways of coupling the inner and outer bead-locks 38 and 40 to the rim 16 are contemplated. As shown in FIG. 2, some examples of the wheel assembly 12 may define a port 58 configured to provide one or more of a pressure monitoring port or a port for receiving a pressure adjustment valve, for example, for tires and wheel assemblies configured to retain an interior pressure greater than ambient pressure.

[0014] As shown in FIG. 2, the example tire 10 includes a carcass layer 60 having a substantially toroidal shape and extending laterally between the first bead core 42 and the second bead core 44. In the example shown, the carcass layer 60 includes a first turnup 62 extending around the first bead core 42 and a second turnup 64 extending around the second bead core 44. In some examples, the first and/or second bead cores 44 and/or 44 may include one or more concentric coils including, for example, one or more metal and/or aramid bead-core wires 66. The carcass layer 60 may include, or be formed from, for example, nylon, an aramid material, apex material, or steel belt that support the design intent and structural characteristics required to address the application and performance expectations. As mentioned above, one or more of the first bead core 42 or the second bead core 44 may be coupled to the rim 16 via the inner bead-lock 38 and the outer bead- lock 40. As shown in FIG. 2, in some examples, the carcass layer 60 may extend radially and laterally interior relative to the first bead-lock 38 and radially and laterally interior relative to the second bead-lock 40, for example, and thereafter extend radially outward relative to the first and second bead-locks 38 and 40 in the form of the first and second turnups 62 and 64. In some examples, one or more of the first and second turnups 62 and 64 may extend outwardly a relatively large radial distance D out the inner side 68 and the outer side 70 of the tire 10 (e.g., up to one-third the radial distance D out the inner and outer sides 68 and 70, up to one-half the radial distance D out the inner and outer sides 68 and 70, or up to two-thirds the radial distance D out the inner and outer sides 68 and 70). In some examples, this may at least partially enhance the resistance of the tire 10 to deform under load (e.g., such that an outer surface 72 of the tire 10 maintains a substantially constant radial distance R from the center C of the wheel assembly 12 (see, e.g., FIG. 3)).

[0015] As shown in FIG. 2, the example tire 10 may also include a material beam layer 74 extending laterally between the first bead core 42 and the second bead core 44 and radially exterior relative to the carcass layer 60. In some examples, the material beam layer 74 may include an elastomeric material having a durometer ranging from about 60 to about 90 on a Shore A scale. It is contemplated that in some examples the material beam layer 74 may be radially interior relative to the carcass layer 60. As shown in FIG. 2, the material beam layer 74 may be adjacent to carcass material 82 and material 60, below the appearance area which may define a tread pattern 78, including, for example, an un-grooved surface, grooves and/or recesses 80 defining an off-road tread pattern, an on-road tread pattern, a hybrid off-road/on-road tread pattern, a tread pattern for an all- terrain vehicle, etc.

[0016] As shown in FIG. 2, some examples of the tire 10 may also include a sidewall stiffening layer 82 extending laterally at least substantially from the first bead core 42 to the second bead core 44. The sidewall stiffening layer 82 may include, or be formed, for example, of at least one of nylon, an aramid material, apex material, or steel belt. In some examples, the sidewall stiffening layer 82 may include a first sidewall stiffening section 84 associated with the first bead core 42 and a second sidewall stiffening section 86 associated with the second bead core 44. For example, the first sidewall stiffening section 84 may extend substantially to the first bead core 42 (e.g., completely to the first bead core 42), and the second sidewall stiffening section 86 may extend substantially to the second bead core 44 (e.g., completely to the second bead core 44). In some examples, the tire 10 may also include a first intermediate section 88 between the first sidewall stiffening section 84 and the carcass layer 60 and a second intermediate section 90 between the second sidewall stiffening section 86 and the carcass layer 60. In some examples, the first intermediate section 88 and/or the second intermediate section 90 may include an elastomeric material having a durometer ranging from about 60 to about 90 on a Shore A scale. For example, the first intermediate section 88 and/or the second intermediate section 90 may be formed of at least one of nylon, an aramid material, apex material, or steel belt.

[0017] In some examples, the tire 10 may also include an inner liner 92 radially interior relative to the carcass layer 60 and extending laterally between the first bead core 42 and the second bead core 44. In some such examples, the inner liner 92 may include or be formed from a substantially airtight material, for example, an elastomeric material including one or more polymers (e.g., butyl and/or polyurethane) and/or rubber or a rubber-like material. In some such examples, the tire 10 and/or wheel assembly 12 may be configured such that air pressure inside the tire 10 may be adjusted to a pressure greater than the ambient pressure, and the tire 10 and wheel assembly 12 may be operated in manner at least similar to a pneumatic tire. In some examples, the tire 10 and wheel assembly 12 may be operated with the pressure inside the tire 10 that may be substantially the same as the ambient pressure, and the tire 10 and wheel assembly 12 may be operated in a manner at least similar to a non-pneumatic tire. Some examples of the tire 10 may be operated in both conditions. [0018] As shown in FIG. 2, the tire 10 may also include a first sidewall 94 laterally exterior relative to the first turnup 62 and a second sidewall 96 laterally exterior relative to the second turnup 64. In some examples, the first sidewall 94 and/or the second sidewall 96 may include or be formed from an elastomeric material having a durometer ranging from about 60 to about 90 on a Shore A scale. For example, the first sidewall 94 and/or the second sidewall 96 may include or be formed of at least one of nylon, an aramid material, apex material, or steel belt. In the example shown, the first sidewall 94 and the tread region 76 form a first shoulder 98 of the tire 10, and the second sidewall 96 and the tread region 76 form a second shoulder 100 of the tire 10.

[0019] Referring to FIG. 2, some examples of the tire 10 may also include a first inner layer 102 laterally interior relative to the carcass layer 60 and a second inner layer 104 laterally opposite the first inner layer 102 and laterally interior relative to the carcass layer 60. The first inner layer 102 and/or the second inner layer 104 may include or be formed from an elastomeric material having a durometer ranging from about 60 to about 90 on a Shore A scale. For example, the first inner layer 102 and/or the second inner layer 104 may include or be formed of at least one of nylon, an aramid material, apex material, or steel belt.

[0020] As shown in FIG. 2, the tire 10 may also include a first bead filler 106 between the sidewall stiffening layer 82 and the first turnup 62 and a second bead filler 108 laterally opposite the first bead filler 106 and between the sidewall stiffening layer 82 and the second turnup 64. In some examples, the first bead filler 106 and/or the second bead filler 108 may include and/or be formed from, an elastomeric material having a durometer ranging from about 60 to about 90 on a Shore A scale. For example, the first bead filler 106 and/or the second bead filler 108 may include and/or be formed of at least one of nylon, an aramid material, apex material, or steel belt.

[0021] As shown in FIG. 2, the example tire 10 and the wheel assembly 12 define an interior volume 110 substantially devoid of material, and the tire 10 defines a cross- sectional shape 112. In some examples, the tire 10 and/or wheel assembly 12 may be configured, such that the cross-sectional shape 112 remains substantially constant when supporting a load, for example, a load which the tire 10 is configured to support. For example, as shown in FIG. 3, an example tire 10 and wheel assembly 12, having a cross- sectional shape 112 as depicted in FIG. 2, is coupled to a machine 14, which is supported on a surface 114. After bearing a load from machine 14, cross-sectional shape 112 of tire 10 remains substantially constant, i.e. substantially unchanged compared with before being coupled to machine 14. By substantially constant and substantially unchanged, it is meant that the distance D in FIG. 2 is fixed, or deviates by an insignificant amount relative to the operational parameters of tire 10 on a conventional off-road machine, such as changing by less than 1%. In particular, substantially constant means that cross- sectional shape 112 remains constant compared with deviation in cross-sectional shape that occurs with conventional pneumatic tire and wheel systems that rely primarily on air to support and cushion against a load.

[0022] As shown in FIG. 3, the configuration of the tire 10 and/or the wheel assembly 12 may at least partially enhance the resistance of the tire 10 to deform under load, e.g., such that the outer surface 72 of the tire 10 substantially maintains a constant radial distance R from the center C of the wheel assembly 12. This resistance to deformation may include continuing to maintain radial distance R despite changes in the load caused, for instance, by removing, adding, or shifting a haul within machine 14. A tire 10 may resist deformation and remain substantially constant in cross-sectional shape 112 with a substantially constant radial distance R if, for example, distance D does not decrease by more than 1% in response to changing load.

[0023] In some implementations, loading capacity of tire 10 may be enhanced by including air under pressure or another gas or liquid within interior volume 110 (FIG. 2). Tire 10 will have greater loading or carrying capacity compared with a conventional pneumatic tire of comparable size and shape. Adding air or another gas or liquid to tire 10 will further enhance its loading or carrying capacity. In this situation, tire 10 has an additional advantage of substantially maintaining radial distance R despite a puncture or breach to the tire. In a conventional pneumatic tire, a puncture or breach typically will cause a decrease in distance D, and thus radial distance R, ranging from minimal to extreme depending on the conventional tire design as pressure is lost from air escaping the tire. With the design and materials for tire 10, however, a puncture or breach even in implementations having pressurized air within interior volume 110 will not lead to a material decrease in distance D.

[0024] Depending on the implementation, radial distance R may serve as an important parameter to the operation of machine 14 with respect to surface 114. Machine 14 may be, for instance, equipment for mowing or grating surface 114. In these situations, a substantially radial distance R may be directly tied to acceptable performance of machine 14, such as for maintaining above surface 114 a fixed height of blades for mowing grass or blades for grating earth. Tire 10 maintains a substantially constant radial distance R if tire 10 experiences a shift in its load or is filled with air or other pressurized gas or fluid and is punctured or otherwise has internal volume 110 exposed to the environment. Therefore, tire 10 enables machine 14 to continue operating without significantly affecting its intended performance relative to radial distance R.

[0025] In some examples, one or more of the first bead core 42, the second bead core 44, the carcass layer 60, the material beam layer 74, the sidewall stiffening layer 82, the tread region 76, the first sidewall 94, the second sidewall 96, the first sidewall stiffening section 84, the second sidewall stiffening section 86, the first intermediate section 88, the second intermediate section 90, the first inner layer 102, the second inner layer 104, the first bead filler 106, or the second bead filler 108 may at least partially enhance the resistance of the tire 10 to deform under load. In some examples, the inner and/or outer bead locks 38 and/or 40 may at least partially contribute to the resistance of the tire 10 to deform under load, for example, by anchoring and/or stabilizing the structure of the tire 10 creating resistance to deformation.

[0026] In some examples described herein, the tire 10 may be configured to mitigate or overcome one or more drawbacks associated with pneumatic tires and/or non-pneumatic tires, for example, that deform under a load. In some examples, the tires 10 and/or wheel assemblies 12 described herein may include a structure that results in a cross-sectional shape 112 that remains substantially constant when supporting a load, such as, for example, a load which the tire is configured to support. Such a characteristic may be desirable, for example, when the tire is mounted to a machine for which the height of the machine above the surface on which it is supported is important. For example, the tire 10 may be mounted to a machine configured to groom, cut, or otherwise modify the surface on which the machine is supported, and deformation of the cross-sectional shape may result in unsatisfactory results during normal operation by the machine.

[0027] While aspects of the present disclosure have been particularly shown and described with reference to the embodiments above, it will be understood by those skilled in the art that various additional embodiments may be contemplated by the modification of the disclosed machines, systems, and methods without departing from the spirit and scope of what is disclosed. Such embodiments should be understood to fall within the scope of the present disclosure as determined based upon the claims and any equivalents thereof.

Claims

Claims What is claimed is:

1. A tire and wheel assembly comprising: a wheel assembly comprising a rim and a bead-lock coupled to the rim; and a tire defining a cross-sectional shape and comprising: a first bead core and a second bead core laterally opposite the first bead core, at least one of the first bead core or the second bead core coupled to the wheel assembly via the rim and the bead-lock; a carcass layer having a substantially toroidal shape and extending laterally between the first bead core and the second bead core, the carcass layer comprising a first turnup extending around the first bead core and a second turnup extending around the second bead core; a material beam layer extending laterally between the first bead core and the second bead core and radially exterior relative to the carcass layer; and a sidewall stiffening layer extending laterally at least substantially from the first bead core to the second bead core, wherein the tire and the wheel assembly define an interior volume substantially devoid of material, and wherein at least one of the carcass layer, the material beam layer, or the sidewall stiffening layer is configured such that the cross-sectional shape of the tire remains substantially constant when supporting a load.

2. The tire and wheel assembly of claim 1, wherein the sidewall stiffening layer comprises at least one of nylon, an aramid material, apex material, or steel belt.

3. The tire and wheel assembly of claim 1, wherein the material beam layer comprises an elastomeric material having a durometer ranging from about 60 to about 90 on a Shore A scale.

4. The tire and wheel assembly of claim 1, wherein: the bead-lock is a first bead-lock; the wheel assembly further comprises a second bead-lock coupled to the rim laterally opposite the first bead-lock; and another of the first bead core or the second bead core of the tire is coupled to the wheel assembly via the rim and the second bead-lock.

5. The tire and wheel assembly of claim 1, wherein the tire further comprises an inner liner radially interior relative to the carcass layer and extending laterally between the first bead core and the second bead core, the inner liner comprising a substantially airtight material.

6. The tire and wheel assembly of claim 1, wherein the tire further comprises a tread region radially exterior relative to the material beam layer and defining a tread pattern.

7. The tire and wheel assembly of claim 1, further comprising a first sidewall laterally exterior relative to the first turnup and a second sidewall laterally exterior relative to the second turnup.

8. The tire and wheel assembly of claim 7, wherein at least one of the first sidewall or the second sidewall comprises an elastomeric material having a durometer ranging from about 60 to about 90 on a Shore A scale.

9. The tire and wheel assembly of claim 1, wherein the sidewall stiffening layer comprises a first sidewall stiffening section associated with the first bead core and a second sidewall stiffening section associated with the second bead core, the tire further comprising: a first intermediate section between the first sidewall stiffening section and the carcass layer; and a second intermediate section between the second sidewall stiffening section and the carcass layer.

10. The tire and wheel assembly of claim 9, wherein at least one of the first intermediate section or the second intermediate section comprises an elastomeric material having a durometer ranging from about 60 to about 90 on a Shore A scale.

11. The tire and wheel assembly of claim 1, further comprising a first inner layer laterally interior relative to the carcass layer and a second inner layer laterally opposite the first inner layer and laterally interior relative to the carcass layer.

12. The tire and wheel assembly of claim 11, wherein at least one of the first inner layer or the second inner layer comprises an elastomeric material having a durometer ranging from about 60 to about 90 on a Shore A scale.

13. The tire and wheel assembly of claim 1, further comprising: a first bead filler between the sidewall stiffening layer and the first turnup; and a second bead filler laterally opposite the first bead filler and between the sidewall stiffening layer and the second turnup.

14. The tire and wheel assembly of claim 13, wherein at least one of the first bead filler or the second bead filler comprises an elastomeric material having a durometer ranging from about 60 to about 90 on a Shore A scale.

15. The tire and wheel assembly of claim 1, wherein the rim comprises a first radial flange and a second radial flange laterally opposite the first radial flange, and the at least one of the first bead core or the second bead core is coupled to the wheel assembly via the bead-lock and at least one of the first radial flange or the second radial flange.

16. The tire and wheel assembly of claim 1, wherein the rim comprises at least one of a pressure monitoring port or a pressure adjustment valve.

17. The tire and wheel assembly of claim 1, wherein the wheel assembly further comprises a disc coupled to the rim.

18. The tire and wheel assembly of claim 1, wherein the tire is a non-pneumatic tire.

19. A tire defining a cross-sectional shape and comprising: a first bead core and a second bead core laterally opposite the first bead core, at least one of the first bead core or the second bead core configured to be coupled to a wheel assembly; a carcass layer having a substantially toroidal shape and extending laterally between the first bead core and the second bead core, the carcass layer comprising a first turnup extending around the first bead core and a second turnup extending around the second bead core; a material beam layer extending laterally between the first bead core and the second bead core and radially exterior relative to the carcass layer; and a sidewall stiffening layer extending laterally at least substantially from the first bead core to the second bead core, wherein the tire is configured to at least partially define an interior volume when mounted to a wheel.

20. The tire of claim 19, wherein at least one of the carcass layers, the material beam layer, or the sidewall stiffening layer is configured such that the cross-sectional shape of the tire remains substantially constant when supporting a load.

21. The tire of claim 19, wherein the sidewall stiffening layer comprises at least one of nylon, an aramid material, apex material, or steel belt.

22. The tire of claim 19, wherein the beam layer comprises an elastomeric material having a durometer ranging from about 60 to about 90 on a Shore A scale.

23. The tire of claim 19, wherein the tire further comprises an inner liner radially interior relative to the carcass layer and extending laterally between the first bead core and the second bead core, the inner liner comprising a substantially airtight material.

24. The tire of claim 19, wherein the tire further comprises a tread region radially exterior relative to the material beam layer and defining a tread pattern.

25. The tire of claim 19, further comprising a first sidewall laterally exterior relative to the first turnup and a second sidewall laterally exterior relative to the second turnup.

26. The tire of claim 25, wherein at least one of the first sidewall or the second sidewall comprises an elastomeric material having a durometer ranging from about 60 to about 90 on a Shore A scale.

27. The tire of claim 19, wherein the sidewall stiffening layer comprises a first sidewall stiffening section associated with the first bead core and a second sidewall stiffening section associated with the second bead core, the tire further comprising: a first intermediate section between the first sidewall stiffening section and the carcass layer; and a second intermediate section between the second sidewall stiffening section and the carcass layer.

28. The tire of claim 27, wherein at least one of the first intermediate section or the second intermediate section comprises an elastomeric material having a durometer ranging from about 60 to about 90 on a Shore A scale.

29. The tire of claim 19, further comprising a first inner layer laterally interior relative to the carcass layer and a second inner layer laterally opposite the first inner layer and laterally interior relative to the carcass layer.

30. The tire of claim 29, wherein at least one of the first inner layer or the second inner layer comprises an elastomeric material having a durometer ranging from about 60 to about 90 on a Shore A scale.

31. The tire of claim 19, further comprising: a first bead filler between the sidewall stiffening layer and the first turnup; and a second bead filler laterally opposite the first bead filler and between the sidewall stiffening layer and the second turnup.

32. The tire of claim 31, wherein at least one of the first bead filler or the second bead filler comprises an elastomeric material having a durometer ranging from about 60 to about 90 on a Shore A scale.

33. The tire of claim 19, wherein the tire is a non-pneumatic tire.