Abstract:
The present invention provides a vehicle wheel system having an interior wheel half, an exterior wheel half and an integral centering element which are concentrically aligned with each other, where the centering element has a bead lock for securing a bead of a tire to enable vehicle operation during a flat tire. For a heavier, military vehicle wheel system, a varied centering element is used in conjunction with segmented inner tire system to further strengthen the deflated tire.

Description:
RELATED APPLICATION INFORMATION 
       [0001]    The present application is related to, and claims priority from, a U.S. design application, Ser. No. 29/261,652 filed on Jun. 15, 2006 of the same inventor, Ray W. Lipper entitled Integral Centering Element for a Wheel. 
     
    
     BACKGROUND OF THE INVENTION 
       [0002]    1. Field of the Invention 
         [0003]    The present invention relates to vehicle wheels, and more particularly to run flat tires which can be used to operate a vehicle when there is a flat or deflated tire. 
         [0004]    2. General Background and State of the Art 
         [0005]    Lightweight Application—Light Trucks and S.U.V.&#39;s 
         [0006]    There are two main problems that exist in this art. One is that the weight of a single tire and wheel combined for the vehicles at issue here could weigh in excess of 100 pounds. Therefore, depending on the strength and/or gender of the individual confronted with the possible task of dismounting a flat tire and wheel from the vehicle and remounting the spare tire, it is very difficult if not impossible. It is therefore a significant advantage for a vehicle to be able to run on a deflated tire at least for a certain amount of distance to deliver a passenger to a safe place for a repair or to change the vehicle. 
         [0007]    The second problem also relates to safety. When a tire blows out, it can be from a sudden impact or from a faulty tire. Regardless of how a tire blows out, however, it can cause the deflated tire to transverse freely or uncontrollably within the wheel rim and can rapidly result in a rollover of the vehicle at normal speeds. 
         [0008]    The conventional pneumatic tire and wheel combination for automobiles and light trucks are based on a configuration of the rim which includes a tire mounting well or drop smaller in diameter than the actual outer confines of the rim. The well lies in close proximity to the rim edge to facilitate easy mounting of the tire. When one of the tire beads is placed within the drop area, the geometry of the tire with the assistance of tools or equipment will allow the balance of the tire to be mounted within the wheel and rim section, thereby allowing its inflation. Aside from that purpose, the wheel well has no other practical use. However, in the event of a flat or a blow out, the tire would normally drop back into the wheel well which makes the vehicle inoperative. 
         [0009]    Prior solutions to the above problems are now described. Run-flat tires have been manufactured by various parties such as Goodyear which introduced an asymmetrical design to lock the bead in. This was done around 1983. Further, one solution was to introduce a wheel where its solid inner wheel inserts within the tire. A manufacturer introduced “PAV” around 1997. PAV is translated as “Vertical Anchorage Tire.” The acronym PAV was later changed to PAX around 1998. The key elements of the PAX system are special wheels with unique tire bead locks and a solid insert that can fully support its shape of the vehicles weight and let it continue rolling even without any tire pressure. 
         [0010]    Furthermore, in 2002, Bridgestone Corporation and Continental Tire developed a run flat tire. It was later abandoned since the equipment to mount and dismount the tires was specialized. It should be noted that in each of the above developments, the concentration was directed at passenger or sports car type vehicles with low aspect ratio tires (tread width divided by sidewall height.) 
         [0011]    All of the above concepts have seen considerable research and development programs by major tire manufacturers, which suggest that it is an important issue, but to date it has not been met with much success. Additionally, it suggests there is little perfected run-flat technology for large tires (light trucks and S.U.V&#39;s) that pose different geometry and load ratings to that of passenger cars. 
         [0012]    In terms of bead-lock wheel technology, all conventional and automotive tires and rims correspond in the contour of the bead, thereby providing an airtight (wheel to and from tire) combination. The most popular bead-lock wheel/rim concept requires that the rim be altered on the outboard portion to provide for a coaxial ring with a series of threaded holes near the inner circumference. This ring is generally welded to the altered rim. 
         [0013]    The tire can be mounted to the wheel by hand or with mounting equipment. However, the outboard portion of the tire must be positioned to lie on top of the attached ring and aligned outside the threaded holes. The unattached ring can now be fastened into position with bolts clamping and compressing the tire beads to a non-leaking state, and then inflated. Used conversely to the tires&#39; original design and concept, this solution may be used for short durations which are required for racing purposes prior to chronic air leaking. However, it is not satisfactory for use with light trucks and S.U.V.&#39;s. 
         [0014]    The present invention is an improvement on the existing bead-lock technology. It is also related to the technology of, and improves upon, a prior modular vehicle wheel as shown in U.S. Pat. No. 4,989,657 by the same inventor, issued on Feb. 5, 1991, entitled “Modular Vehicle Wheel.” In that patent, a two-piece modular automotive wheel is shown including a rear section having a relatively thick center portion and a thinner rim portion. The rear section is produced by a spin forging process to achieve the desired thickness at various locations. A registration surface is machined in the center portion. A front rim section is secured to the rear section at the registration surface. A locking ring, which may also be spun forged, may be secured to the front rim section to lock the bead of the tire. The content of U.S. Pat. No. 4,989,657 is hereby incorporated by reference. 
         [0015]    Military Tactical Vehicle Run Flat Wheels 
         [0016]    Another area of improvement in run flat wheels that the present invention is concerned with is for military tactical vehicle wheels and the like. There are mainly two problems that this area. One is that conventionally, mounting and dismounting and/or inserting and removing a deflated tire from the wheel required skills, specialized equipment and an inordinate amount of time. This is principally due to the obstruction of the existing solid rubber inner (run flat) tire ring which is 30% larger in diameter than the diameter of the hole in which it must fit. It is still possible to fit the run flat tire with the use of specialized equipment and technicians. However, the fact that it requires the specialized equipment and certain skills contributes to the difficulty that arises when a flat or deflated tire occurs. 
         [0017]    Specifically, the solid rubber inner run flat tire ring measures 661.37 mm or 26.0 inches in diameter with a 4.0 inch thick cross section. From a strictly geometrical and physical stand point, it is extremely difficult to insert a 26.0 inch diameter object into a 17.0 inch diameter hole, and it is equally difficult to remove the object intact. However, given sufficient time, manpower and the specialized equipment, it is possible to achieve the task. One way is to compress the existing solid rubber inner tire ring under several tons of static pressure to a contour that is befitting 17.0-inch diameter hole. However, as mentioned above, the fact that the task requires specialized equipment and skills contributes to the difficulty encountered by a flat tire in the first place. 
         [0018]    The second problem is related to time, i.e., the time required to change a deflated, run flat tire under the existing solid rubber ring concept. Currently, the required time to disassemble and re-assemble a deflated or disabled tire is about five hours using existing method. 
         [0019]    It is therefore an object of the present invention to provide an improved wheel system which allows for a safer operation of a vehicle for a longer duration for light trucks and S.U.V.&#39;s on one hand, and military vehicle on the other the like in the event of a flat or blown out tire. 
         [0020]    It is another object of this invention to provide a wheel system which, in the event of a flat or blow out, prevents contortion of the tire in the wheel well. 
         [0021]    It is yet another object of this invention to provide a wheel system which can be mounted and dismounted without specialized equipment and with less time. 
         [0022]    It is yet another object of this invention to provide a wheel system which employs a bead lock system on a coaxial integral centering element. 
         [0023]    These and other objects and advantage of the present invention will become readily apparent from the detailed description taken in conjunction with the accompanying drawings. 
       INVENTION SUMMARY 
       [0024]    The wheel configuration according to the present invention is a means to maintain driver or operator control with a deflated tire at slow speeds while minimizing the possibility of a rollover of the vehicle in the event of low tire pressure or a tire blow out on normal light trucks or S.U.V.&#39;s at low speeds. The present invention provides a system which retains or locks the tire bead against the rim with an internal bead lock that disallows any tire movement that can cause abrupt changes in the vehicle direction. 
         [0025]    Specifically, the wheel system employs three main parts, an exterior wheel half, an interior wheel half and a coaxial integral centering element. The coaxial integral centering element is provided with a centering element rim, an inner clamping bead lock, and a collar for centering and aligning with the two wheel halves. The inner clamping bead lock is provided to fix a tire by one of the rims of the tire. Another embodiment of the present invention employs segmented inner tire system in addition to a variation of the centering element above. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0026]    The invention will now be described with reference to the accompanying drawings. 
           [0027]      FIG. 1  shows an exploded view of a wheel according to a present invention with a tire; 
           [0028]      FIG. 2  shows a cross-sectional view of the wheel according to the present invention with an inflated tire; 
           [0029]      FIG. 3  shows a cross-sectional view of the wheel according to the present invention with a deflated tire; 
           [0030]      FIG. 4  shows a cross-sectional view of the assembled wheel for a military vehicle use with inner tire sections; 
           [0031]      FIG. 5   a  shows a cross-sectional view of the integral centering element for a military vehicle; 
           [0032]      FIG. 5   b  shows a cross-sectional view of the inner tire sections; 
           [0033]      FIG. 6  shows a cross-sectional view of the assembled wheel system for the military vehicle tire, including the inner tire sections and a partial cross-sectional view of the tire in two states; 
           [0034]      FIG. 7   a  shows a plan view of an O-ring; 
           [0035]      FIG. 7   b  shows a cross-sectional view of the O-ring of  FIG. 7   a;    
           [0036]      FIG. 7   c  shows another cross-sectional view of the O-ring of  FIG. 7   a;    
           [0037]      FIG. 8  shows a plan view of the inner tire section; 
           [0038]      FIG. 9  shows a cross-sectional view of the inner tire section of  FIG. 8 ; and 
           [0039]      FIG. 10  shows a plan view of the inner tire for the military vehicle tire. 
       
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     Lightweight Application—Light Trucks and S.U.V&#39;s 
       [0040]    The following description is of the best presently contemplated mode of carrying out the invention. This description is made for the purpose of illustrating the general principles of the invention and is not to be taken in limited sense. The scope of the invention is best determined by reference to the appended claims. 
         [0041]    Referring now to the drawings, there is shown in  FIG. 1  in an exploded view, a wheel generally designated  10 , constructed in accordance with the teachings of the present invention. Wheel  10  has three main portions. The outer two portions are both cup-shaped wheel halves  20  and  30 . The exterior wheel half  20  is employed on the exterior side of a tire  40  and the interior wheel half  30  is employed on the interior side thereof. A third element of the wheel is a coaxial integral centering element  50 . 
         [0042]      FIG. 2  shows a partial cross-sectional view of the assembled wheel  10  with a tire  40  mounted and inflated. The exterior and interior wheel halves  20  and  30  are shown sandwiching the coaxial integral centering element  50  therebetween. 
         [0043]    In  FIG. 1 , the wheel halves  20  and  30  have center sections  21  and  31 , respectively, and integral rim sections  22  and  37 , respectively. Thus, each of the wheel halves  20  and  30  is made in one piece, preferably from a material such as aluminum. Furthermore, because of the cup-shaped appearance, each of the wheel halves  20  and  30  may be forged in accordance with known manufacturing procedures. 
         [0044]    The exterior wheel half  20  has the rim section  23  and the center portion  21 . In the center portion  21 , a circular row of multiple lightening holes  25  are provided. These lightening holes  25  lessen the amount of material carried by the wheel  10  and serve to lighten the weight thereof. Another circular row of bolt holes  27  are provided to accommodate bolts  65  ( FIG. 2 ) to hold the exterior wheel half  20 , the integral centering element  50  and the interior wheel half  30  together and are provided radially outside of the row of lightening holes  25 . The rows of bolt holes  27  and the lightening holes  25  are provided concentrically. 
         [0045]    Similarly, the interior wheel half  30  has the rim section  37  and the center portion  31 . In the center portion  31 , a circular row of multiple lightening holes  33  are defined to lighten the weight. Radially outside of these holes  33 , another circular row of holes, bolt holes  39  are defined to accommodate the above-mentioned bolts  65  ( FIG. 2 ). In addition, an air sensor slot  32 , is provided radially adjacent to an intermediate portion  35  and an integral rim section  37  of the interior wheel half  30 . This air sensor slot  32  is provided to accommodate an air sensor  61  shown in  FIG. 2 . 
         [0046]    The integral centering element  50  as seen in  FIGS. 1-3  has a collar  59  in the center thereof The collar  59  centers different portions of the wheel  50 , namely the exterior and interior wheel halves  20  and  30 . As shown in  FIG. 2 , a disc portion  52  connects the collar  59  in the center and a centering element rim  58  at the outer rim. The centering element rim  58  is substantially flat on the exterior side but has an inner clamping bead lock  51  toward the interior side of the wheel. The bead lock  51  is a part of the integral centering element  50  and forms a ridge or rim which protrudes from a centering element rim surface  71 . The inner clamping bead lock  51  clamps an interior end of a tire  40  between itself and a rim of the interior wheel half  30 . An end  54  is situated on the other side of the centering element rim  58  opposite the inner clamping bead lock  51 . Steel cables  41  are provided in the tire  40  as shown (cross sections shown). 
         [0047]    The provision of the inner clamping bead lock  51  is significant because it is the result of improving by physically extending a portion of a modular vehicle wheel, such as the modular vehicle wheel of the U.S. Pat. No. 4,989,657 which was mentioned above, to what has been considered up till now unobtainable inner reaches of the tire and its bead seat location, which can permanently lock the tire bead in place against the rim upon assembling the tire and wheel. Further, the integral centering element  50  becomes a stationary fixed part of the modular wheel that cannot be introduced to conventional wheels or rims by other permanent means and therefore is not an add-on feature. 
         [0048]    Another feature of the centering element  50  is the shelf, i.e., the centering element rim  58 , over the normal tire mounting well  60 . The centering element rim  58  allows the transition of the deflated inboard tire bead to find its new center without interruption. It provides support for the tire bead and the ultimate contact of the tire&#39;s counter part that is in direct contact with the road. 
         [0049]    The integral centering element surface  71  is tilted at an angle of approximately 4 degrees. A slight variation to this tile angle is, however, permitted to the extent the integral centering element  50  still functions for the purpose it is intended. Further provided on the other side of the centering element rim surface  71  toward the integral centering element end  54  is a step  56 . The step  56  serves to fix the integral centering element  50  with respect to the tire mounting well  60  by wedging the integral centering element rim  58  against a shoulder of the exterior wheel half  20  as shown in  FIG. 2 . It functions as a reinforcement of the integral center element  50  against the inboard portion of the centering element rim  58 . 
         [0050]    In the centering element rim  58  of the centering element  50 , a series of air intake holes  73  are equally spaced and drilled on the outer circumference thereof. In this embodiment, twenty air intake holes are provided. These apertures provide passages for air to inflate the tire. 
         [0051]    All three modular sections of the wheel are forged aluminum (series 6061), then heat-treated and aged to its highest tensile strength. Using the choice of Forged Aluminum material proved superior to that of cast aluminum or steel, thereby resulting in equal or better strength characteristics, and providing less weight and rotating mass. 
         [0052]    Manufacturing process for all three components of the wheel is similar and is described herein. First, the aluminum material is cut from 8-inch or 9-inch diameter×20-foot length into cylinder lengths with a predetermined volume. The cylinder is then heater to a temperature over 900° F. The heater cylinder is placed within a forge die that is exclusively designed and constructed to manufacture this forged component of the wheel to a predetermined shape. The forge die coupled with a 4000-ton forge press then compresses the aluminum cylinder, converting its material properties and shape. Subsequent to the above conversion, there are other machine processes requiring punch presses and C.N.C. spinning equipment that further convert each component. The components are then heat treated and aged to a predetermined hardness. Then, the components are staged for their finish machine process. Subsequent processes are cosmetic as well as assembly processes. 
         [0053]    In  FIG. 1 , the coaxial integral centering element  50  has a circular row of lightening holes  53 , an air sensor slot  57 , to accommodate an air sensor  61  for sensing the tire air pressure, and a circular row of bolt holes  55 . The bolt holes  55  are positioned to coincide with the bolt holes  27  of the exterior wheel half  20  and the bolt holes  39  of the interior wheel half  30 . Similarly, a circular row of lightening holes  53  are provided to coincide with the lightening holes  25  and  33  of the exterior wheel half  20  and the interior wheel half  30 , respectively, when the three parts  20 ,  30  and  50  of the wheel  10  are assembled. 
         [0054]    The centering element  50  aligns the two wheels halves  20  and  30  without any shearing movement of the mating components. Having been bolted together with a series of fasteners or bolts  65 , the strength of these three components is such that the wheel reacts and operates as a solid state object. In addition, the provision of the collar  59  of the centering element  50  absorbs any adverse impact of the fasteners and lug bolts that under normal circumstance may rely on them to maintain stability. 
         [0055]      FIG. 3  shows the wheel  10  of  FIG. 2  with the tire  40  in a deflated condition. In such a state, if the automobile is continued to be driven, the deflated tire can become twisted and form an “8” shape without the integral centering element  50 . With the conventional wheel without the integral centering element  50  of the present invention, the twisted deflated tire can then end up in a tire mounting well  60 . In such a condition, the automobile cannot be driven to a safe location. In contrast, having the integral centering element  50  enables the driver to continue driving for a longer distance than he would otherwise. 
       Military Tactical Run-Flat Wheel 
       [0056]      FIG. 4  shows a cross-sectional view of an assembled wheel  10   a  for use with a military vehicle. The elements of similar parts will bear the same number as those used for the wheel for the light weight trucks and S.U.V.&#39;s of  FIGS. 1-3  but have a&#39;s to distinguish them for use with military vehicle. Unless otherwise noted, the parts will be generally equivalent in configuration. An interior wheel half  30   a  and exterior wheel half  20   a  are centered by an integral centering element  90  for the military vehicle. A series of bolts  11  a fix the parts of the wheel, i.e., the exterior wheel half  20   a  through equal number of bolt holes  27   a  in a centering portion  21   a , the centering element  90  and the interior wheel half  30   a , through its bolt holes  39   a  in an intermediate portion  35   a . Lightening holes  25   a  and  33   a  are provided to lighten the weight of the wheel. The lightening holes  25   a  are positioned in a centering portion  21   a  of the exterior wheel half  20   a . On the exterior wheel half  20   a , an integral rim section  23   a  defines the lip portion of the outer circumference. A peripheral edge of the interior wheel half  30   a  is defined as an integral rim section  37   a . An air sensor slot  32   a  is provided on the interior wheel half  30   a.    
         [0057]    A cross-sectional figure of the military vehicle centering element  90  is provided in  FIG. 5   a  which shows it independently of the wheel halves  20   a  and  30   a . The centering element  90  is set next to a military tactical run flat inner tire, or inner tire  80 . The outer circumference of the centering element  90  has two prominent flanges, a first flange  91  and a second flange  92 , which protrude away from the center of the centering element  90 . On the side of the second flange  92 , a series of air passages  105  are provided in a similar fashion as in the assembled wheel for light weight application. A bead lock  99  is provided near the second flange  92 . The inner tire  80 , specifically one of four sections  81  ( FIG. 8 ) of the inner tire  80 , is designed to lodge between the two flanges  91  and  92  of the centering element  90 . The inner tire section  81  is then fixed with a series of attachment screws  94  ( FIG. 6 ) which fit through attachment screw holes  93  provided in the first and second flanges  91  and  92 .  FIG. 8  shows one of the four inner tire sections  81 , with a series of small apertures, attachment screw holes  85 , and another series of larger apertures for lightening  83 . The small attachment screw holes line up with the attachment screw holes  93  of the centering element  90  to accommodate the attachment screws  94 . 
         [0058]      FIG. 7   a  shows a plan view of an O-ring  101 . The O-ring  101  is fitted in an O-ring track  96 . The O-ring  101  is especially configured to have four O-ring platforms  103  placed at equal interval from adjacent O-ring platforms  103  as shown. In  FIG. 7   b  and  FIG. 7   c , the O-ring platforms&#39; profile can be seen. 
         [0059]    The cross-sectional view of the inner tire segment  81  and the centering element  90 , along with the interior and exterior wheel halves  30   a  and  20   a , can be seen in an assembled state in  FIG. 6 . In the military tactical run flat tire application, a military tire  95  is used. And, the military tire  95  is seen in its normal inflated state A as well as in a deflated run flat state B. Military vehicle tire beads  97 ,  98  are positioned against the integral rim sections  23   a  and  37   a  of the exterior and interior wheel halves  20   a  and  30   a , respectively, in a normal inflated state of the tire. As can be seen in the figure, the bead lock  99  of the centering element  90  firmly locks the military vehicle tire bead  98  against the integral rim section  37   a  in a small section defined between the integral rim section  37   a  and a bead lock stop  111 . The bead lock  99  is held securely in place by the bead lock stop  111 . 
         [0060]    A number of advantages of the military tactical run flat wheel according to the present invention will herein be explained. The first problem stated above under background of invention for the military tactical run flat tire can be solved by employing the wheel system of the present invention. It is accomplished by employing the military vehicle integral centering element  90  as shown above, as well as segmenting the inner tire  80  into four equal 90° sections  81 , in  FIG. 8 . A variation in the shapes and cuts of the sections may be made within the spirit of the present invention. The four inner tire sections  81  are separately inserted into the air chamber of the surface tire without obstructions of specialized equipment or tools prior to the insertion of the remaining two modular wheel halves,  20   a  and  30   a . The modular wheel halves  20   a  and  30   a , when assembled with the inner tire  80  and the centering element  90 , are designed to interlock concentrically. During the course of this assembly, the O-ring  101  is also to be inserted on the inner circumference of the inboard modular half  30   a . An additional O-ring  28  is also provided in a channel  29  provided in the exterior wheel half  20   a . These O-rings  28  and  101  together block and seal substantially all air passage due to the four segmented inner tire sections  81  through the inner tire assembly. When all of the above is located on the military vehicle integral centering element  90 , thereby locking and eliminating any lateral movement, the twenty attachment screws  94  are then tightened and torqued to no more than 100 lbs each. In the end, the assembly results in a concentric rigid solid state object.  FIG. 10  shows a plan view of the wheel system showing the inner tire segments  85  in place. 
         [0061]    One of the advantages of the wheel system designed for the military vehicle use is that the time required to disassemble and re-assemble it when it becomes deflated and disabled is approximately thirty minutes as opposed to about five hours required for an existing conventional method. 
         [0062]    In addition, similar to the case of light weight application, the run flat wheel for the military use has the advantage of the tire beads  97  staying in their places when the military vehicle tire  95  is deflated, unlike the conventional tire without the use of the present invention. 
         [0063]    In summary, the present invention provides a wheel structure which avoids many of the problems associated with prior art designs. 
         [0064]    Various changes and modifications of the present invention may be made in carrying out the present invention without departing from the spirit and scope other of Insofar as these changes and modifications are within the purview of the appended claims, they are to be considered part of the present invention.