Patent Publication Number: US-2023158831-A1

Title: Wheel-internal double beadlock system and methods thereof

Description:
FIELD 
     This technology generally relates to tire beadlock systems and, more particularly, to wheel-internal double beadlock systems and methods thereof 
     BACKGROUND 
     All vehicle wheels use some version of a “beadlock” system. Tires and wheels are designed so that when the tire is inflated, the tire pressure pushes the bead of the tire against the inside of the wheel rim so that the tire stays on the wheel and the two rotate together. The beadlock system is designed to keep the tire in place on the wheel in situations when air pressure is intentionally or unintentionally insufficient, i.e. low or no air pressure, to hold the bead of the tire in place. For example, in certain driving situations, such as certain types of off-roading, drivers may want extremely low tire pressure for traction or other reasons. 
     As such, there are numbers of prior designs of beadlock systems. The most common is a “bump” B1 and B2 adjacent each side on the wheel rim TR1, that requires high air pressure to overcome, and “pop” the tire over as shown in traditional beadlock system illustrated in  FIG.  1   . Once the side of the tire is over the bump B1 and B2 on each side, the bumps B1 and B2 on the wheel rim TR1 keep the tire from slipping back when the pressure is low. Although helpful, this beadlock system is not sufficient for the forces required for many off-road applications. 
     Another common prior design of a beadlock system is to have an external ring ER bolted with an internal ring IR inside the tire, so the tire wall is captured on the tire rim TR2 as shown in the outside beadlock system illustrated in  FIG.  2   . This outside beadlock system functions, but is limited to one side of the tire (the typically outside), and is heavy. 
     SUMMARY 
     An internal double beadlock system includes a centralized inner ring and one or more tire positioners. The one or more tire positioners are coupled to extend out from each side of the centralized inner ring. Each of the tire positioners has a length to detachably engage with a portion of an inner tire wall on each side of a tire positioned on a tire rim while being shorter than a width of the tire rim. 
     A method for making an internal double beadlock system includes providing a centralized inner ring and coupling one or more tire positioners to extend out from each side of the centralized inner ring. Each of the tire positioners has a length to detachably engage with a portion of an inner tire wall on each side of a tire positioned on a tire rim while being shorter than a width of the tire rim. 
     A method for installing a tire on a rim includes coupling a centralized ring of an internal double beadlock system to a central portion of a tire rim. One or more tire positioners extend out from each side of the centralized inner ring. Each of the tire positioners has a length to detachably engage with a portion of an inner tire wall on each side of a tire positioned on a tire rim while being shorter than a width of the tire rim. The end portion of the tire wall on each side of the tire is positioned in a space between each end of the tire positioners and outer edges of the tire rim to form a detachable engagement and then at least partially inflating the tire. 
     Examples of this technology provide a number of advantages including providing a secure, lightweight, and effective wheel-internal double beadlock system suitable for all types of driving applications. With examples of this technology, the wheel-internal double beadlock system is advantageously designed to keep both sides of the tire in place (inside and outside sides) at any tire pressure. As a result, both walls of the tire are supported internally and will not come off their position. Additionally, with examples of the technology the wheel-internal double beadlock system has less weight and overall cost than the outside beadlock systems. Further, with examples of this technology, high air pressure is not required to seat the tire “over” the bumps, as is required for the traditional beadlock system (which can be difficult and dangerous). 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    is a cross-sectional side view of a traditional prior art beadlock system. 
         FIG.  2    is an exploded view of a prior art outside beadlock system. 
         FIG.  3    is a perspective view of an example of a wheel-internal double beadlock system. 
         FIG.  4    is a side view of the example of the wheel-internal double beadlock system shown in  FIG.  3   . 
     
    
    
     DETAILED DESCRIPTION 
     An example of a wheel-internal double beadlock system  100  is illustrated in  FIGS.  3  and  4   . In this particular example, the wheel-internal double beadlock system  100  includes a centralized inner ring  102  and four tire positioners, two of the tire positioners  104 ( 1 )- 104 ( 2 ) which are visible in  FIG.  3   , although the system could have other types and/or numbers of these and/or other components and/or elements in other configurations. Examples of this technology provide a number of advantages including providing a secure, lightweight, and effective wheel-internal double beadlock system suitable for all types of driving applications at any tire pressure. 
     Referring more specifically to  FIGS.  3  and  4   , the centralized inner ring  102  comprises a band which in this example is detachably secured within a centralized groove  206  of a surface  202  of a tire rim  200 , although the centralized inner ring  102  could comprise other types and/or numbers of components and/or elements in other configurations and be connected in other manners. Additionally, the centralized inner ring  102  extends out from the surface  202  of the tire rim  200  in this example to provide a convenient surface area to permanently or detachably secure the tire positioners. 
     This example of the wheel-internal double beadlock system  100  has four tire positioners, two of the tire positioners  104 ( 1 )- 104 ( 2 ) are visible in  FIG.  3   , although other types and/or lesser or greater numbers of tire positioners may be used. The four tire positioners are equally spaced about the centralized inner ring  102  and, if other numbers of tire positioners are used, then the tire positioners would be equally spaced about the centralized inner ring  102 . Additionally, in this example, the tire positioners are detachably coupled to the centralized inner ring  102  to allow customization with respect to the number of tire positioners used as well as with respect to the positioning of each of the tire positioners to enable further customization for adjusting to different driving conditions and requirements, although the attachment of one or more of the tire positioners could be fixed. 
     In this example, the structure and operation of the four tire positioners is the same, so for ease of discussion the following exemplary description references tire positioners  104 ( 1 )- 104 ( 2 ) and that description is applicable to the other tire positioners not visible in these figures. Each of the tire positioners  104 ( 1 )- 104 ( 2 ) are coupled to extend out perpendicularly from each side of the centralized inner ring  102 , although the tire positioners  104 ( 1 )- 104 ( 2 ) could be coupled to extend out in other orientations. Each of the tire positioners  104 ( 1 )- 104 ( 2 ) also has a length shorter than a width of the tire rim  200 , but long enough to detachably engage with a portion of an inner tire wall on each side of a tire (not shown). An outer wall of on each side of the tire (not shown) engages with tire rim edges  204 ( 1 ) and  204 ( 2 ) of tire rim  200  to provide the double beadlock on both sides of the tire. Further, each portion of the tire positioners  104 ( 1 )- 104 ( 2 ) extending out from the centralized inner ring  102  is spaced from the surface of the tire rim  200  and comprises on each side an elongated arm  106 ( 1 ) and  106 ( 2 ) with an end engagement section  108 ( 1 ) and  108 ( 2 ) that each extend in a different direction from the elongated arm  106 ( 1 ) and  106 ( 2 ) and the surface  202  of the tire rim  200  to be positioned to face a portion of an inner tire wall on each side of the tire (not shown) and provide a matching surface size, in this example, to engage and retain the tire. In this example, the elongated arms  106 ( 1 ) and  106 ( 2 ) and end engagement section  108 ( 1 ) and  108 ( 2 ) comprise one piece, although in other could be separate elements which are coupled together. Each of the tire positioners  104 ( 1 )- 104 ( 2 ) is also sized and shaped to provide a level of spring tension on an inner wall of each side of a tire (not shown) that in conjunction with the engagement of the tire rim edges  204 ( 1 ) and  204 ( 2 ) of tire rim  200  with an outer wall of each side of the tire (not shown) retains the tire on the rim under any tire pressure including for example no pressure. By way of example, the shape and/or size of the elongated arms  106 ( 1 ) and  106 ( 2 ) could be customized to provide different levels of spring tension. With these elongated arms  106 ( 1 ) and  106 ( 2 ) with a customized level of spring tension, one or more of the tire positioners could be replaced to customize a level of spring tension for particular applications and conditions. 
     An example of a method for making a wheel-internal double beadlock system  100  will now be described with reference to  FIGS.  3  and  4   . In this example, a centralized inner ring  102  which can be attached to a surface  202  of a tire rim  200  is provided. Four tire positioners, two of the tire positioners  104 ( 1 )- 104 ( 2 ) are visible in  FIG.  3   , are detachably coupled to extend out from each side of the centralized inner ring  102 . The tire positioners may be coupled to the centralized inner ring  102  before or after installation of the centralized inner ring  102  on the tire rim  200 . As discussed above, each of the tire positioners has a length to detachably engage with a portion of an inner tire wall on each side of a tire (not shown) positioned on a tire rim  200  while being shorter than a width of the tire rim  200 . 
     An example of a method for installing a tire on a rim will now be described with reference to  FIGS.  3  and  4   . In this example, a centralized inner ring  102  of a wheel-internal double beadlock system  100  is detachably secured to a surface  202  of a tire rim  200 , although the system could be secured in other locations and manner, such as a fixed securement to the tire rim  200  by way of example. One or more tire positioners, two of the tire positioners  104 ( 1 )- 104 ( 2 ) are visible in  FIG.  3   , are detachably coupled to extend out from each side of the centralized inner ring  102  and are equally spaced about the centralized inner ring  102 , although other attachments and configurations may be used. With examples of this technology, the number of and position of each of the tire positioners on the centralized inner ring  102  can be customized to suit the particular driving application. As discussed earlier, each of the tire positioners has a length to detachably engage with a portion of an inner tire wall on each side of a tire (not shown) positioned on a tire rim  200  while being shorter than a width of the tire rim  200 . The end portion of the tire wall on each side of the tire is positioned in a space between each end of the tire positioners, two of the tire positioners  104 ( 1 )- 104 ( 2 ) are visible in  FIG.  3   , and outer rim edges  204 ( 1 ) and  204 ( 2 ) of the tire rim  200  to form a detachable engagement and then at least partially inflating the tire. 
     Accordingly, as illustrated and described herein, examples of this technology provide a number of advantages including providing a secure, lightweight, and effective wheel-internal double beadlock system suitable for all types of driving applications. Additionally, with examples of this technology, the wheel-internal double beadlock system is advantageously designed to keep both sides of the tire in place (inside and outside sides) at any tire pressure. As a result, both walls of the tire are supported internally and will not come off their position. Further, with examples of the technology the wheel-internal double beadlock system has less weight and overall cost than the outside beadlock systems. Even further, with examples of this technology, high air pressure is not required to seat the tire “over” the bumps, as is required for the traditional beadlock system (which can be difficult and dangerous) 
     Having thus described the basic concept of the invention, it will be rather apparent to those skilled in the art that the foregoing detailed disclosure is intended to be presented by way of example only, and is not limiting. Various alterations, improvements, and modifications will occur and are intended to those skilled in the art, though not expressly stated herein. These alterations, improvements, and modifications are intended to be suggested hereby, and are within the spirit and scope of the invention. Additionally, the recited order of processing elements or sequences, or the use of numbers, letters, or other designations therefore, is not intended to limit the claimed processes to any order except as may be specified in the claims. Accordingly, the invention is limited only by the following claims and equivalents thereto.