Patent Publication Number: US-2023150310-A1

Title: Serviceable non-pneumatic tire and wheel assemblies

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation of U.S. patent application Ser. No. 16/899,203 filed Jun. 11, 2020, which claims priority to and the benefit of U.S. Provisional Application No. 62/861,356 filed Jun. 14, 2019. The disclosures of the above applications are incorporated herein by reference. 
    
    
     FIELD 
     The present disclosure relates to tires, and more particularly to the design aspects and performance features of non-pneumatic tires. 
     BACKGROUND 
     The statements in this section merely provide background information related to the present disclosure and may not constitute prior art. 
     Non-pneumatic tires are increasingly attractive for the next generation of passenger vehicles. Non-pneumatic tires rely on the use of polymeric spokes rather than compressed gas (e.g., compressed air) to provide support to the vehicle. The polymeric spokes connect a tread of the non-pneumatic tire to a wheel and transfer the load from the ground to the wheel and wheel hub area of a vehicle. Also, current designs rely on adhesives to bond the polymeric spokes to the wheel since the polymeric spokes and the wheel are manufactured from different materials. 
     The present disclosure addresses the issues of connecting non-pneumatic tires to wheels or wheel hubs, among other issues related to non-pneumatic tires. 
     SUMMARY 
     This section provides a general summary of the disclosure and is not a comprehensive disclosure of its full scope or all of its features. 
     In one form, a wheel for a non-pneumatic tire includes an inboard side, an outboard side, and an outer surface. The outer surface includes at least one taper extending from the inboard side to the outboard side. 
     In variations of the wheel, which may be implemented individually or in combination: the at least one taper is a single taper extending continuously between the inboard side and the outboard side; the at least one taper is a dual taper with a vertex between a first taper and a second taper; further including a core and an outer flange removably attached to the core, wherein the outer flange includes the at least one taper extending from the inboard side to outboard side. 
     In another form, a wheel assembly for a non-pneumatic tire includes a wheel including an inboard side, an outboard side, and an outer surface, the outer surface including at least one taper extending from the inboard side to the outboard side and a locking ring configured to abut against at least one of the inboard side and the outboard side of the wheel and to secure the non-pneumatic tire to the wheel. 
     In variations of the wheel assembly, which may be implemented individually or in combination: the taper of the wheel is a dual taper with a vertex between a first taper and a second taper; the wheel includes a core and an outer flange removably attached to the core, and the outer flange includes the dual tapers with the vertex between the first taper and the second taper; the core and the outer flange are rigidly fastened to each other; the locking ring is integral with the wheel; the locking ring is formed with the wheel in a same casting; the locking ring is welded to the wheel; the locking ring is not integral with the wheel; the at least one taper extends continuously from the inboard side to the outboard side; a diameter of the wheel at the inboard side is greater than a diameter of the wheel at the outboard side; further including a second locking ring configured to abut the other of the inboard side and the outboard side; the locking ring is configured to secure the wheel to an inner liner of the non-pneumatic tire; the locking ring is configured to extend from an inboard side of the non-pneumatic tire to the inboard side of the wheel; the locking ring is configured to extend from an outboard side of the non-pneumatic tire to the outboard side of the wheel. 
     In another form, a method of serviceably mounting a non-pneumatic tire to a wheel, the non-pneumatic tire comprising an inner liner with a first side, a second side, and at least one taper extending between the first side and the second side, the wheel comprising a core and an outer flange removably attached to the core, the outer flange defining an inboard side, an outboard side, and an outer surface with at least one complementary taper extending between the inboard side and the outboard side, includes removing the core from the outer flange, sliding the inner liner of the non-pneumatic tire onto and across the outer surface of the wheel, and fastening the core to the outer flange. 
     In variations of the method, which may be implemented individually or in combination: the outer surface the taper of the wheel is a dual taper with a vertex between a first taper and a second taper, and the method further comprises sliding a vertex of the non-pneumatic tire into the vertex of the wheel. 
     Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure. 
    
    
     
       DRAWINGS 
       In order that the disclosure may be well understood, there will now be described various forms thereof, given by way of example, reference being made to the accompanying drawings, in which: 
         FIG.  1    is a front view of a non-pneumatic tire and wheel assembly according to the teachings of the present disclosure; 
         FIG.  2    is a cross-sectional perspective view of the non-pneumatic tire of  FIG.  1   , taken along section line  2 - 2  of  FIG.  1   ; 
         FIG.  2 A  is an enlarged partial side view of region  2 A in  FIG.  2   , illustrating one or more layers with a different structure and/or material, according to the teachings of the present disclosure; 
         FIG.  3 A  is a cross sectional view, taken along section line  3 - 3  in  FIG.  1   , illustrating another form of a tire and wheel assembly, according to the teachings of the present disclosure; and 
         FIG.  3 B  is another cross-sectional view, taken along section line  3 - 3  in  FIG.  1   , illustrating still another form of a tire and wheel assembly, according to the teachings of the present disclosure. 
     
    
    
     The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way. 
     DETAILED DESCRIPTION 
     The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features. 
     Referring to  FIGS.  1  and  2   , a tire and wheel assembly  10  according to the teachings of the present disclosure is illustrated. The tire and wheel assembly  10  includes a non-pneumatic tire  100  and a wheel  120 . As used herein the term “wheel” refers to a wheel (e.g., a mag wheel or an alloy wheel) or wheel hub. The non-pneumatic tire  100  includes a tread  102 , a plurality of spokes  104 , and an inner liner  110 . The plurality of spokes  104  extend between the tread  102  and the inner liner  110 . In some variations of the present disclosure, the plurality of spokes  104  are joined to and provide a mechanical connection between the tread  102  and inner liner  110 . The inner liner  110  is defined by an inner surface  112 , an outer surface  114 , a first side  116  (e.g., an inboard side), and a second side  118  (e.g., an outboard side). The wheel  120  has an outer surface  122  ( FIG.  1   ), an inboard side (not shown) and an outboard side (not shown). In some variations of the present disclosure, the wheel  120  has an inner surface  124 . As used herein, the terms “inner”, “inward”, “outer” and “outward” refer to a radial position or direction relative to a center axis ‘C’ of the wheel  120  ( FIG.  1   ), and the phrase “inboard side” refers to a side or an object located proximal to a vehicle brake or engine/motor relative to an “outboard side” of the object located distal to the vehicle brake or engine/motor relative to the inboard side. 
     Referring now to  FIG.  2 A , an enlarged view of a portion ‘ 2 A’ of the inner liner  110  of the non-pneumatic tire  100  is shown. In one form of the present disclosure, the inner liner  110  includes one or more concentric layers that have different characteristics such as different structures, different materials, among others. For example,  FIG.  2 A  depicts the inner liner  110  with a section or layer  111 A comprising fibers or a ply of fibers in a first orientation (e.g., a stackup orientation), a layer  111 B with fibers or a ply of fibers in a second orientation, a layer  111 C with fibers or a ply of fibers in a third orientation, a layer  111 D with fibers or a ply of fibers in a fourth orientation, a layer  111 E with fibers or with fibers or a ply in a fifth orientation, and any additional layer(s)  111 F that may be included in order to provide a desired set of mechanical properties. It should be understood that the layers of the inner liner  110  include materials, fibers, plies, and the like such that desired properties of the inner liner  110  are provided. Non-limiting examples of desired properties include strength, ductility, stiffness, friction coefficient, corrosion resistance, among others. In another form of the present disclosure, the tread  102  and the inner liner  110  are made from an elastomeric material and the plurality of spokes are made from a polymeric material. Non-limiting examples of materials used to make the inner liner  110  include reinforced elastomers such as Styrene-butadiene rubber (SBR), butadiene rubber (BR), natural rubber (NR), ethylene propylene diene monomer (EPDM), butyl rubber, chloro-butyl rubber, bromo-butyl rubber, thermoplastic elastomer (TPE), and functionalized versions of all of the previously named rubber polymers. These materials may be reinforced with nylon, polyester, aramid, steel, glass fiber, carbon fiber or other reinforcement material(s). Also, the plurality of spokes  104  in one form are joined to the tread  102  and the inner liner  110  using known methods or techniques such as adhesives and the like. Also, the plurality of spokes  104  can be molded and/or 3D printed onto or as part of the tread  102  and/or inner liner  110 . 
     The inner diameter and properties of the inner liner  110  provide a secure and removable mounting of the tread  102  and plurality of spokes  104  to the wheel  120 . For example, in one form of the present disclosure, the inner liner  110  and wheel  120  have an interference fit therebetween such that after the inner liner  110  is disposed onto the wheel  120 , with or without use of an adhesive  140 , the non-pneumatic tire  110  does not rotate relative to the wheel  120  during operation or use of the tire and wheel assembly  10 . Accordingly, the inner liner  110  is disposed on the wheel  120  such that the non-pneumatic tire  100  is serviceably mounted to the wheel  120 . As used herein, the phrase “serviceably mounted” refers to being securely and removably mounted or attached to an object. That is, the non-pneumatic tire  100  can be mounted to the wheel  120 , removed, mounted onto the wheel  120  again, replaced with another non-pneumatic tire  100 , and the like, for example with a conventional pry bar/mechanism. In this manner, a vehicle with the tire and wheel assembly  10  can drive along a road, drive in traffic, among others, until inspection, repair, and/or replacement of the non-pneumatic tire  100  is desired and performed. 
     Referring now to  FIG.  3 A , in one form of the present disclosure, a tire and wheel assembly  12  includes the non-pneumatic tire  100 ′ and the wheel  120 ′ with the inner liner  110 ′, and the inner liner  110 ′ has a taper between the first side  116 ′ and the second side  118 ′. Also, the wheel outer surface  122 ′ has a complementary taper between an inboard side  126 ′ and an outboard side  128 ′. That is, a diameter ‘D 1 ’ of the inner surface  112 ′ of the inner liner  110 ′ and a complementary diameter ‘D 2 ’ of the outer surface  122 ′ of the wheel  120 ′ both change with distance along the center axis C (z-direction) as shown in the figures. As shown in  FIG.  3 A , the non-pneumatic tire  100 ′ has a single taper between the first side  116 ′ and second side  118 ′, and the wheel  120 ′ has a single taper between an inboard side  126 ′ and an outboard side  128 ′. That is, the diameters of the inner surface  112 ′ and the outer surface  122 ′ increase continuously in the +z direction. 
     In one form of the present disclosure, one side (e.g., the second side  118 ′) of the inner liner  110 ′ includes a wheel flange  119  extending inwardly from the inner liner  110 ′. The wheel flange  119  bounds or abuts against a side (e.g., the outboard side  128 ′) of the wheel  120 ′ when the non-pneumatic tire  100 ′ is serviceably mounted on the wheel  120 ′. In the alternative, or in addition to, a side (e.g., the inboard side  126 ′) of the wheel  120 ′ includes a locking ring  127  as shown in  FIG.  3 A  that locks the wheel  120 ′ within the inner liner  110 ′. It should be understood that the locking ring  127  locks the wheel  120 ′ within the inner liner  110 ′ by fastening to the inner liner  110 ′ and/or fastening to the inner liner  110 ′ and the wheel  120 ′. That is, in some variations, the locking ring  127  is integral with the wheel  120 ′. While in other variations, the locking ring  127  is not integral with the wheel  120 ′. Also, the locking ring  127  can fasten to the inner liner  110 ′ and/or the wheel  120 ′ using known fastening techniques such as threaded fastners  127   a , adhesives (not labeled), slotted apertures (not shown) and locking pins (not shown), among others. As used herein, the term “integral” refers to a part or feature that permanently attached another part. Non-limiting examples of the locking ring  127  being integral with the wheel  120 ′ include the locking ring  127  and the wheel  120 ′ being formed from the same casting, and the locking ring  127  being welded to the wheel  120 ′. While not shown in  FIG.  3 A , it should be understood that the wheel flange  119  can be replaced with a locking ring  127 . For example, in some variations, the tire and wheel assembly  12  includes a first locking ring configured to abut against the inboard side  126 ′ of the wheel  120 ′ and the first side  116 ′ of the inner liner  110 ′, and a second locking ring configured to abut against the outboard side  128 ′ of the wheel  120 ′ and the second side  118 ′ of the inner liner  110 ′. 
     During servicing of the tire and wheel assembly  12 , the locking ring  127  is removed or unfastened from the inner liner  110 ′ and/or wheel  120 ′ and the non-pneumatic tire  100 ′ is removed from the wheel  120 ′, for example by pulling the non-pneumatic tire  100 ′ in the −z direction shown in  FIG.  3 A . The same non-pneumatic tire  100 ′, or another non-pneumatic tire (not shown), is then serviceably mounted onto the wheel  120 ′, for example by pushing the inner liner  110 ′ in the +z direction until the wheel flange  119  abuts against the outboard side  128 ′ and fastening the locking ring  127  to the inner liner  110 ′ and/or the wheel  120 ′. 
     Referring now to  FIG.  3 B , in another form of the present disclosure, a tire and wheel assembly  14  includes the non-pneumatic tire  100 ″, the wheel  120 ″ with an inner liner  130 , and dual tapers between the non-pneumatic tire  100 ″ and the wheel  120 ″. Particularly, an inner surface  132  of the inner liner  130  has a first taper  132 A and a second taper  132 B between a first side  136  and a second side  138 , and the wheel outer surface  122 ″ has a complementary first taper  122 A and a complementary second taper  122 B between an inboard side  126 ″ and an outboard side  128 ″. That is, diameters (not labeled) of the inner surface  132  of the inner liner  130  and the outer surface  122 ″ of the wheel  120 ″ decrease and then increase with distance along the z direction as shown in  FIG.  3 B . For example, the diameters of the inner surface  132  and the outer surface  122  can decrease continuously in the +z direction until reaching a vertex  135 ,  125 , respectively, and then increase continuously in the +z direction until reaching the first side  136  and inboard side  126 ″, respectively. In some variations of the present disclosure, a wheel flange and a locking ring are not included in the tire and wheel assembly  14  and the inner liner  130  is centered and serviceably mounted onto the wheel  120 ″ via the dual tapers, a friction fit and/or an adhesive. In other variations, a wheel flange and/or a locking ring(s) can be included as described above with respect to  FIG.  3 A . 
     Still referring to  FIG.  3 B , in one form of the present disclosure, the wheel  120 ″ with the dual tapers  122 A,  122 B is made from an inner part or core  120 A and an outer flange  120 B, and the outer flange  120 B includes the dual tapers  122 A,  122 B. The core  120 A is rigidly attached to the outer flange  120 B using fasteners, joining techniques, and the like. For example, the core  120 A can be rigidly attached to the outer flange  120 B using one or more threaded fasteners  113 . It should be understood that making the wheel  120 ″ from more than one part can enhance manufacturing of the wheel  120 ″, enhance designing the wheel  120 ″, among others. 
     During servicing of the tire and wheel assemblies  10 ,  12 ,  14 , the non-pneumatic tire  100 ,  100 ′,  100 ″ is removed from the wheel  120 ,  120 ′,  120 ″ for example by using a tire changing machine (not shown) with a lever that pries and/or pulls the non-pneumatic tire  100 ,  100 ′,  100 ″ in the +z or −z direction shown in  FIGS.  3 A,  3 B . The same non-pneumatic tire  100 ,  100 ′,  100 ″, or another non-pneumatic tire (not shown), is then serviceably mounted onto the wheel  120 , for example by using the same tire changing machine and pushing the inner liner  110  in the −z or +z direction until the inner liner  110  is positioned on the wheel  120 . In at least one example, removing the non-pneumatic tire  100 ′ from the wheel  120 ′ of the tire and wheel assembly  12  can include removing and/or unfastening the locking ring  127  from the inner liner  110 ′ and/or wheel  120 ′ and sliding the inner liner  110 ′ off the wheel  120 ′ (−z direction) such that the non-pneumatic tire  100 ′ can be repaired, inspected, among others. Then, the same non-pneumatic tire  100 ′ or another non-pneumatic tire  100 ′ is mounted onto the wheel  120 ′ by sliding the inner liner  110 ′ onto the wheel  120 ′ (+z direction) until the wheel flange  119  of the inner liner  110 ′ abuts against the outboard side  128 ′ of the wheel  120 ′. Then, the locking ring  127  is fastened to the wheel  120 ′ such that sliding of the inner liner  110 ′ relative to the wheel  120 ′ is inhibited. 
     In at least one other example, removing the non-pneumatic tire  100 ″ from the wheel  120 ″ of the tire and wheel assembly  14  can include sliding the inner liner  130  off the wheel  120 ″ (−z direction) such that the non-pneumatic tire  100 ″ can be repaired, inspected, among others. Then, the same non-pneumatic tire  100 ″ or another non-pneumatic tire  100 ″ is mounted onto the wheel  120 ″ by sliding the inner liner  130  onto the wheel  120 ″ (+z direction) until the vertex  135  is aligned with or nested within the vertex  125  as shown in  FIG.  3 B  and sliding of the inner liner  130  relative to the wheel  120 ″ is inhibited. In some variations, one or more locking rings (e.g., one or more locking rings  127 ) are included and enhance mounting of the non-pneumatic tire  100 ″ to the wheel  120 ″. In such variations, the one or more locking rings are removed and/or unfastened before sliding the inner liner  130  off the wheel  120 ″ and re-fastened to the wheel  120 ″ after mounting the same non-pneumatic tire  100 ″ or another non-pneumatic tire  100 ″ onto the wheel  120 ″. Also, in at least one variation, the wheel  120 ″ with the dual tapers (i.e., first taper  132 A and second taper  132 B) is made from the inner part or core  120 A and the outer flange  120 B with the dual tapers  132 A,  132 B. In such a variation, the core  120 A can be removed from the outer flange  120 B before, during and/or after the sliding the inner liner  130  off the wheel  120 ″ and re-attached to the outer flange  120 B before, during and/or after the sliding the inner liner  130  onto the wheel  120 ″. For example, removing the core  120 A from the outer flange  120 B before sliding the inner liner  130  off the wheel  120 ″ can result in an increase in flexibility or elastic deformation of the outer flange  120 B during sliding of the inner liner  130  off the outer flange  120 B. Similarly, re-attaching the core  120 A to the outer flange  120 B after sliding the inner liner  130  onto the wheel  120 ″ can result in an increase in flexibility or elastic deformation of the outer flange  120 B during sliding of the inner liner  130  onto the outer flange  120 B. 
     While the inner liner and wheel discussed above have been described in relation to non-pneumatic tires, it should by understood that such parts, aspects, features, techniques and the like may be employed with other types of tires and the present disclosure is not necessarily limited to non-pneumatic tires. 
     As used herein, the phrase at least one of A, B, and C should be construed to mean a logical (A OR B OR C), using a non-exclusive logical OR, and should not be construed to mean “at least one of A, at least one of B, and at least one of C.” 
     The description of the disclosure is merely exemplary in nature and, thus, variations that do not depart from the substance of the disclosure are intended to be within the scope of the disclosure. Such variations are not to be regarded as a departure from the spirit and scope of the disclosure.