U.S. patent application number 17/389889 was filed with the patent office on 2021-11-18 for wheel for a support structure.
The applicant listed for this patent is The Goodyear Tire & Rubber Company. Invention is credited to Ceyhan CELIK, Steven Amos EDWARDS.
Application Number | 20210354513 17/389889 |
Document ID | / |
Family ID | 1000005752849 |
Filed Date | 2021-11-18 |
United States Patent
Application |
20210354513 |
Kind Code |
A1 |
CELIK; Ceyhan ; et
al. |
November 18, 2021 |
WHEEL FOR A SUPPORT STRUCTURE
Abstract
A wheel assembly includes a plurality of discreet, axially
extending curved friction plates for engaging a first side of a
spoke structure of a tire assembly, a first annular rim piece for
engaging a rotatable axle, and a second annular rim piece for
engaging the first rim piece. The first rim piece and the second
rim piece each have axially extending lugs for engaging opposite
ends of the friction plates.
Inventors: |
CELIK; Ceyhan; (Stow,
OH) ; EDWARDS; Steven Amos; (Akron, OH) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
The Goodyear Tire & Rubber Company |
Akron |
OH |
US |
|
|
Family ID: |
1000005752849 |
Appl. No.: |
17/389889 |
Filed: |
July 30, 2021 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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16043418 |
Jul 24, 2018 |
11110749 |
|
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17389889 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60C 7/06 20130101; B29D
30/02 20130101; B60C 7/14 20130101; B60C 7/146 20210801 |
International
Class: |
B60C 7/06 20060101
B60C007/06; B60C 7/14 20060101 B60C007/14 |
Claims
1. A method for securing a wheel assembly and a tire together, the
method comprising the steps of: laying a first rim piece on a
horizontal surface; lowering the tire on to the first rim piece;
lowering a plurality of discreet friction plates on to lugs of the
first rim piece; lowering a second rim piece on to the friction
plates through the spoke structure of the tire; inserting axially
extending lugs of the second rim piece into corresponding
semi-cylindrical cavities of the friction plates; and securing the
first and second rim pieces both circumferentially and axially to
each other while simultaneously securing the tire to the first and
second rim pieces.
2. The method as set forth in claim 1 further including the step of
sandwiching parts of the tire between the friction plates and
skirts of both the first rim piece and the second rim piece.
3. The method as set forth in claim 1 further including the step of
approximating curvatures of surfaces of the friction plates with
curvatures of parts of the spoke structure of the tire.
4. The method as set forth in claim 1 further including the step of
interlocking the tire with the first rim piece, the second rim
piece, and the friction plates.
5. The method as set forth in claim 1 further including the step of
securing the first rim piece, the second rim piece, the friction
plates, and the tire together for installation on an axle of a
vehicle.
6. The method as set forth in claim 1 further including the step of
constructing the first rim piece and the second rim piece of
metal.
7. The method as set forth in claim 1 further including the step of
sandwiching curved parts of the tire between convex friction plates
of the first rim piece and concave saddle plates of the first rim
piece.
8. The method as set forth in claim 1 further including the step of
inserting threaded bolts through the first rim piece into blind
openings of the second rim piece.
Description
FIELD OF INVENTION
[0001] The present invention relates to wheel/tire assemblies, and
more particularly, to non-pneumatic wheel/tire assemblies.
BACKGROUND OF THE INVENTION
[0002] Radial pneumatic tires rely on the ply reinforcement to
carry and transfer the load between the rim and the belt layer.
These ply cords need to be tensioned to carry the load. Tensioning
of these ply cords is achieved with the pressurized air in the
inner chamber of the tire. If air pressure is lost, load carrying
capacity of a pneumatic tire decreases significantly. Preventing
the slow or sudden air pressure loss has been a challenge for the
tire makers. One proposed solution is to use non-pneumatic tires. A
top loader non-pneumatic tire can perform similar to a pneumatic
tire if its durability, speed rating/limit and load capacity can be
increased to the levels of a pneumatic tire.
[0003] Many top loader non-pneumatic tires rely on the polymeric
spokes to carry the load of the vehicle. Spokes transfer the load
from the rim to the shear band. Due to the characteristics of the
polymeric materials used in the spokes of these tires, performance
of these tires is limited. It is an object of the present invention
to overcome this limitation and increase the load carrying capacity
and durability of these spokes and hence the performance of the top
loader non-pneumatic tire.
SUMMARY OF THE INVENTION
[0004] A wheel assembly in accordance with the present invention
includes a plurality of discreet, axially extending curved friction
plates for engaging a first side of a spoke structure of a tire
assembly, a first annular rim piece for engaging a rotatable axle,
and a second annular rim piece for engaging the first rim piece.
The first rim piece and the second rim piece each have axially
extending lugs for engaging opposite ends of the friction
plates.
[0005] According to another aspect of the wheel assembly, each lug
of the second rim piece has an axial blind threaded bore for
receiving a threaded bolt to secure the tire assembly, the first
rim piece, the second rim piece, and the friction plates
together.
[0006] According to still another aspect of the wheel assembly, the
friction plates each have cylindrical, convex surfaces
corresponding to a shape of the spoke structure of the tire
assembly.
[0007] According to yet another aspect of the wheel assembly, the
lugs of the first rim piece define a semi-cylindrical extension for
receiving ends of the friction plates.
[0008] According to still another aspect of the wheel assembly, the
first rim piece includes an axially extending curved skirt for
engaging a second side of the spoke structure of the tire assembly,
the second side of the spoke structure being radially opposite the
first side of the spoke structure of the tire.
[0009] According to yet another aspect of the wheel assembly, the
second rim piece includes an axially extending curved skirt for
engaging a second side of the spoke structure of the tire, the
second side of the spoke structure being radially opposite the
first side of the spoke structure of the tire.
[0010] According to still another aspect of the wheel assembly,
parts of the spoke structure are secured in a sandwich
configuration with parts of the first rim piece, parts of the
second rim piece, and the friction plates.
[0011] According to yet another aspect of the wheel assembly,
axially outer ends of the skirts of both the first rim piece and
the second rim piece axially extend toward each other when the
wheel assembly and tire assembly are secured by fasteners, such as
bolts.
[0012] According to still another aspect of the wheel assembly, the
first rim piece is constructed as a single integral component with
a spoke structure of the first rim piece.
[0013] According to yet another aspect of the wheel assembly, the
second rim piece is constructed as a single integral component with
the lugs of the second rim piece.
[0014] A method in accordance with the present invention secures a
wheel assembly and a tire together. The method includes the steps
of: laying a first rim piece on a horizontal surface; lowering the
tire on to the first rim piece; lowering a plurality of discreet
friction plates on to lugs of the first rim piece; lowering a
second rim piece on to the friction plates through the spoke
structure of the tire; inserting axially extending lugs of the
second rim piece into corresponding semi-cylindrical cavities of
the friction plates; and securing the first and second rim pieces
both circumferentially and axially to each other while
simultaneously securing the tire to the first and second rim
pieces.
[0015] According to another aspect of the method, a further step
includes sandwiching parts of the tire between the friction plates
and skirts of both the first rim piece and the second rim
piece.
[0016] According to still another aspect of the method, a further
step includes approximating curvatures of surfaces of the friction
plates with curvatures of parts of the spoke structure of the
tire.
[0017] According to yet another aspect of the method, a further
step includes interlocking the tire with the first rim piece, the
second rim piece, and the friction plates.
[0018] According to still another aspect of the method, a further
step includes securing the first rim piece, the second rim piece,
the friction plates, and the tire together for installation on an
axle of a vehicle.
[0019] According to yet another aspect of the method, a further
step includes constructing the first rim piece and the second rim
piece of metal.
[0020] According to still another aspect of the method, a further
step includes sandwiching curved parts of the tire between convex
friction plates of the first rim piece and concave saddle plates of
the first rim piece.
[0021] According to yet another aspect of the method, a further
step includes inserting threaded bolts through the first rim piece
into blind openings of the second rim piece.
BRIEF DESCRIPTION OF THE DRAWINGS
[0022] The present invention will be more clearly understood by the
following description of some examples thereof, with reference to
the accompanying drawings, in which:
[0023] FIG. 1 is a schematic side axial view of a first part of an
example wheel assembly in accordance with the present
invention;
[0024] FIG. 2 is a schematic reverse side axial view of the first
part of the wheel assembly of FIG. 1;
[0025] FIG. 3 is a schematic perspective view of the first part of
the wheel assembly of FIG. 1;
[0026] FIG. 4 is another schematic perspective view of the first
part of the wheel assembly of FIG. 1;
[0027] FIG. 5 is a schematic side axial view of a second part of
the example wheel assembly in accordance with the present
invention;
[0028] FIG. 6 is a schematic reverse side axial view of the second
part of the wheel assembly of FIG. 5;
[0029] FIG. 7 is a schematic perspective view of the second part of
the wheel assembly of FIG. 5;
[0030] FIG. 8 is another schematic perspective view of the second
part of the wheel assembly of FIG. 5;
[0031] FIG. 9 is a schematic side axial view of the entire wheel
assembly of FIGS. 1 & 5 attached to an example tire;
[0032] FIG. 10 is a schematic reverse side axial view of the wheel
assembly and example tire of FIG. 9;
[0033] FIG. 11 is a schematic exploded side lateral view of the
wheel assembly of FIGS. 1 & 5 and the example tire; and
[0034] FIG. 12 is a schematic exploded perspective view of the
entire wheel assembly of FIGS. 1 & 5 and the example tire.
DESCRIPTION OF EXAMPLES OF THE PRESENT INVENTION
[0035] A conventional wheel/tire assembly may have an outer ring,
such as a shear band, flexibly connected to a central hub by means
of lightweight composite springs. The springs may be plates fixed
to the ring and to the hub. The hub may contain a speed reduction
gear unit and/or an electric motor and may have a suspension
mechanism for connecting a vehicle chassis to each wheel. The ring
may be constructed from a flexible composite material, such as
carbon fiber reinforced nylon material and have twin rubber tires
and a plurality of circumferentially spaced-apart radial cleats
which engage the ground and provide improved traction. The hub may
also be formed from a carbon fiber reinforced composite material.
Another conventional wheel may have a rubber strip with a molded
tread bonded to a composite ring for improved grip. Further, the
springs interconnecting the ring and hub may be S-shaped
lightweight composite springs.
[0036] Another conventional wheel/tire assembly may be formed from
a lightweight composite material, such as carbon fiber reinforced
polyamide. The assembly may have a cylindrical central hub and a
circular outer flexible rim mounted on the central hub by an
endless looped spring band extending between the central hub and
the circular rim. Six radial loops may be defined by the spring
band. The spring band may be attached to the central hub and to the
circular rim by any suitable means, such as adhesion, cohesion,
soldering and/or mechanical fixing by means of bolts, rivets,
and/or clamps.
[0037] As shown in FIGS. 9-12, an example tire assembly 140, such
as that described in Applicant's U.S. patent application Ser. No.
15/938,486, filed Mar. 28, 2018, incorporated herein by reference
in its entirety, may be formed from a lightweight polymer material,
such as, for example, a standard tire rubber compound, a
thermoplastic polymer, polyethylene terephthalate (PET), polyether
ether ketone (PEEK), a cross-linking polymer like natural rubber,
synthetic rubber-like polymers, epoxy resins, and/or phenolic
resins. The assembly 140 may have an inner central rim, such as an
automobile wheel (not shown), and a circular outer flexible ring,
which may include a shear band and tread structure, mounted on the
inner central rim by a continuous cord/fabric reinforced spoke
structure 110 extending between the inner central rim and the outer
ring.
[0038] The spoke structure 110 may define a plurality of cavities
disposed concentrically about the inner central rim allowing the
spoke structure to deflect under load thereby defining a suitable
balance between flexibility for ride comfort and traction within a
footprint of the assembly 140 and stiffness for vehicle handling,
low rolling resistance, and low heat build-up within the spoke
structure. The cavities of the spoke structure 110 may further
define openings for arms of the inner central rim to extend
therethrough and secure the spoke structure to the inner central
rim. The arms may engage portions in a mechanical interlocking
arrangement. The inner central rim may further include plates that,
along with the arms may sandwich the portions of the spoke
structure 110 and create a further frictional and/or adhesive
securement between the inner central rim and the spoke structure.
The spoke structure 110 may comprise a homogenous or heterogeneous
polymer and/or a filled polymer.
[0039] Spokes of the spoke structure 110 may be curved inwardly or
outwardly for mitigating or enhancing buckling of the spokes. The
spokes may include one or more reinforcing layers. The layer(s) may
be constructed of single end dipped cords, conventional pneumatic
tire ply/cord arrangements, short fibers, and/or polymeric film.
Further, these constructions may be PET, nylon 6, nylon 6,6, rayon,
steel, glass fibers, carbon fiber, aramid, and/or a hybrid
construction of these materials. The cords may be from 400 denier
to 9000 denier. The polymeric film may be from 0.1 mm to 2.0 mm
thick. The spokes may be oriented at angle between 0 degrees and 90
degrees. The reinforcement of the spokes may be continuously
reinforced across their entire axial length. Continuous
reinforcement layer(s) may extend radially outward to multiple
locations adjacent to a shear band at the outer flexible ring.
[0040] Each cavity may have a common cross-sectional profile about
the axis of rotation of the assembly. Further, each cavity may have
a common axial length equal to a uniform axial thickness of the
spoke structure 110. Each cavity may be curvedly shaped to prevent
"pinch" points on the reinforcement layer(s) and mitigate
compressive stress concentrations on the reinforcement layer(s).
The number of cavities may be between 2 and 60 for large scale tire
assemblies 140. The inner central rim may include steel, cast iron,
aluminum, aluminum alloys, magnesium allows, and/or iron
alloys.
[0041] FIGS. 1-12 show a wheel assembly 200 in accordance with the
present invention for use with pneumatic and/or non-pneumatic tire
assemblies, such as the tire assembly 140. The wheel assembly 200
may include a first annular rim piece 210 and a second annular rim
piece 220, both for engaging a rotatable axle or similar structure
(not shown).
[0042] The first rim piece 210 may have first axially extending
linear attachment lugs 212 (10 shown) and corresponding second
axially extending curved attachment lugs 214 (10 shown) for
engaging a first axial end 231 of axially extending, individual,
partially cylindrical friction plates 230 (10 shown). The first
lugs 212 and second lugs 214 may extend from a first annular main
body 216 of the first rim piece 210 toward the second rim piece
220. The first and second lugs 212, 214 may form a single solid lug
(FIG. 4). A skirt 211 may extend axially from the first main body
216 toward the second rim piece 220. The skirt 211 may extend
circumferentially entirely around the first main body 216. The
first main body 216 may have circumferentially spaced openings 217
(10 shown) extending axially through, and circumferentially aligned
with, the single piece lugs 212, 214 for receiving fasteners
219.
[0043] An integral spoke structure 240 may extend radially from the
first annular main body 216 to a second annular inner rim body 218.
The spoke structure 240 may be defined several groups of openings
for reducing the weight of the spoke structure. A first group may
include a plurality of pentagonal openings 311 (10 shown) arranged
concentrically around the spoke structure 240. A second group may
include a plurality of triangular openings 312 (10 shown) arranged
concentrically around the spoke structure 240 at a first radius. A
third group may include a plurality of mirror image triangular
openings 313 (10 shown) arranged concentrically around the spoke
structure 240 at a second radius less than the first radius.
[0044] The second inner rim body 218 may include several groups of
openings for attaching the wheel assemble 200 to a hub (not shown).
A first group may include a plurality of circular openings 411 (5
shown) arranged concentrically around the spoke structure 240. A
second group may include a plurality of circular openings 412 (5
shown) arranged concentrically around the spoke structure 240. The
openings 411, 412 may be arranged at equal distances or radii from
the axis of rotation of the wheel assembly 200 (not shown) or at
differing distances from the axis of rotation of the wheel assembly
(FIGS. 1-4 & 9-10).
[0045] The second rim piece 220 may have first axially extending
linear attachment lugs 222 (10 shown) and corresponding second
axially extending curved attachment lugs 224 (10 shown) for
engaging a second axial end 232 of the axially extending,
individual, partially cylindrical friction plates 230 (10 shown).
The first and second lugs 222, 224 may form a single solid lug
(FIG. 8). A skirt 221 may extend axially from an annular main body
226 of the second rim piece 220 toward the first rim piece 210. The
skirt 221 may extend circumferentially entirely around the main
body 226. The single piece lugs 222, 224 may have circumferentially
spaced blind openings 227 (10 shown) extending axially through, and
aligned with, the single piece lugs 222, 224 for receiving the
fasteners 219. The blind openings 227 may or may not be threaded
for receiving the fasteners 219.
[0046] FIGS. 1-12 represent an example method for securing the
wheel assembly 200 and the tire assembly 140 together for
installation on a vehicle. FIGS. 1-4 show the first rim piece 210
by itself. FIGS. 5-8 show the second rim piece 220 by itself. FIGS.
9-10 show the wheel assembly 200 and tire assembly 140 secured to
each other and ready for mounting on a vehicle. In this
configuration, the hollow outer ends 231, 232 of the friction
plates 230 may axially engage the solid lugs 212, 214 of the first
rim piece 210 and the solid lugs 222, 224 of the second rim piece
220 such that both rim pieces are aligned radially for rotation
upon installation on a vehicle. FIGS. 11-12 show an exploded view
of the parts of the wheel assembly 200 and the example tire
assembly 140.
[0047] A method in accordance with the present invention may secure
the wheel assembly 200 and the tire 140 together. The method may
include the steps of: laying a first rim piece 210 on a horizontal
surface; lowering the tire 140 on to the first rim piece 210;
lowering a plurality of discreet friction plates 230 on to lugs
212, 214 of the first rim piece 210; lowering a second rim piece
220 on to the friction plates 230 through the spoke structure 110
of the tire 140; inserting axially extending lugs 222, 224 of the
second rim piece 220 into corresponding semi-cylindrical cavities
of the friction plates 230; and securing the first and second rim
pieces 210, 220 both circumferentially and axially to each other
while simultaneously securing the tire 140 to the first and second
rim pieces 210, 220.
[0048] A further step of the method may include sandwiching parts
110 of the tire 140 between the friction plates 230 and skirts 211,
221 of both the first rim piece 210 and the second rim piece 220. A
further step of the method may include approximating curvatures of
surfaces of the friction plates 230 with curvatures of parts of the
spoke structure 110 of the tire 140. A further step of the method
may include interlocking the tire 140 with the first rim piece 210,
the second rim piece 220, and the friction plates 230. A further
step of the method may include securing the first rim piece 210,
the second rim piece 220, the friction plates 230, and the tire 140
together for installation on an axle of a vehicle.
[0049] A further step of the method may include constructing the
first rim piece 210 and the second rim piece 220 of metal. A
further step of the method may include sandwiching curved parts 110
of the tire 140 between convex friction plates 230 concave parts of
the skirts 211, 221. A further step of the method may include
inserting threaded bolts 219 through the first rim piece 210 into
blind openings 227 of the second rim piece 220.
[0050] Variations in the present invention are possible in light of
the description of it provided herein. While certain representative
examples and details have been shown for the purpose of
illustrating the present invention, it will be apparent to those
skilled in this art that various changes and/or modifications may
be made therein without departing from the scope of the present
invention. It is, therefore, to be understood that changes may be
made in the particular examples described herein, which will be
within the full scope of the present invention as defined by the
following appended claims. Further, the present invention is not
limited to the examples hereinbefore described, which may be varied
in construction and/or detail within the full scope of the appended
claims.
* * * * *