Patent Description:
The details and benefits of non-pneumatic wheels are described e.g., in <CIT>; <CIT>; <CIT>; and <CIT>. Some non-pneumatic tire constructions incorporate a shear band, embodiments of which are described in e.g., <CIT> and <CIT>. Such non-pneumatic tires provide advantages in tire performance without relying upon a gas inflation pressure for support of the loads applied to the tire. Other examples of non-pneumatic wheels are disclosed in <CIT>, <CIT> and <CIT>.

In one example of a non-pneumatic wheel, a compliant band with a ground contacting portion can be connected with a plurality of tension-transmitting, web-like elements (also referred to as "spokes") extending radially from a center element or hub. By way of example, such non-pneumatic wheel may be formed by open cast molding in which a material such as e.g., polyurethane is poured into a mold that forms all or part of the non-pneumatic tire. Alternatively the spokes may be formed individually then attached to the outer band and hub. One or more reinforcement structures such as cords may be molded in place in the outer band to increase compressive and tensile stiffness of the outer band.

Tension of the spokes is countered by circumferential compression in the outer band of the wheel. The greater the tension of the spokes, the greater the circumferential compression. Uniform spoke tension be created by a uniform pull of each of the spokes. When the wheel is placed under load, such as when it is supporting weight of a vehicle, a portion of the load is carried through circumferential compression forces in the outer band in the circumferential direction to the top of the outer band. The spokes at the top of the wheel carry a larger amount of tension which is proportional to the load applied to the wheel. This load carrying mechanism is similar to how the radial cords of a pneumatic tire carry the load of the vehicle on the top of the rim and is generally referred to as a "top loading wheels.

Bottom loading wheels, such as solid tires, semi-solid tires, foam filled tires or spring wheels, carry a predominant portion of the load in compression against the hub of the tire.

When a tire encounters an obstacle, such as may be encountered by a tire rolling over a surface that is not smooth or when encountering an obstacle, such as a rock, crack, pothole, or curb, the outer band is momentarily displaced and momentarily deforming the spokes. If the spokes have a high stiffness rate, the deformation caused by the obstacle creates a larger load transmitted to the vehicle than if the spokes have a low stiffness rate. The momentary high load created by the obstacle is perceived by the vehicle, and the operator thereof, as noise, vibration, or an impulse.

Generally, spoke stiffness increases as the spoke is extended. The slope of the stiffness of the spoke compared to the displacement of the spoke will indicate the wheels response to momentary displacements from encountering an obstacle. The greater the slope, the greater the force created as the spoke is displaced while the spoke having a smaller stiffness-displacement slope will exert less force to the vehicle when the tire encounters a momentary displacement.

Longer spokes allow for larger deformation of the spokes to absorb shocks. Longer spokes mitigate the effect of the increasing stiffness rate associated with increased spoke tension. Spoke length, however, is limited by the diameter of the hub and outer band of the tire. Bending of the spokes can also lead to large localized deformations of the spokes, fatigue, and premature breakage.

Accordingly, a spoke structure that is has a stiffness rate that is sufficiently low to reduce noise, vibration and impulses would be useful. A spoke structure that avoids large localized spoke deformations would also be useful. A spoke structure that also minimizes the distance between the hub and outer compliant band would be particularly helpful.

Aspects and advantages will be set forth in part in the following description, or may be obvious from the description, or may be learned through practice of the invention.

A wheel according to the invention is disclosed in claim <NUM>. Particular embodiments are disclosed in the depending claims. For a better understanding, examples are given below which describe further possible non-pneumatic wheels.

In one example, a non-pneumatic wheel has a compliant outer band and an inner hub and a plurality of spokes connecting the outer band to the hub, each spoke having a first spoke portion attached to the outer band, a second spoke portion attached to the hub and at least one shear deforming member joining the first spoke portion and the second spoke portion. In at least one exemplary embodiment, the spoke have a pretension applied during assembly such that the spoke extension in its positive tension state is the same or greater than the displacement distance of the tire bearing against a flat surface under the maximum load it was designed to carry.

In another example, a non-pneumatic wheel has a compliant outer band and an inner hub, a plurality of first spoke portions, each first spoke portion having a first end and a second end, a plurality of second spoke portions, each second spoke portion having a first end and a second end, the first end of each first spoke portion is connected to the hub and the second end of each second spoke portion is connected to the outer band, the second end of each first spoke portion is connected to a first end of a shear deforming member and the first end of each second spoke portion is connected to a second end of the shear deforming member. In an alternative exemplary embodiment, the first spoke portion and second spoke portions have reinforcements running along their length. In an alternative exemplary embodiment, the second spoke portion is bifurcated and attached at two points at the second end of each second poke portion. In an alternative exemplary embodiment, the second spoke portion is bifurcated and attached at two points at the second end of each second poke portion and possesses a reinforcement.

In another example, a non-pneumatic wheel has a compliant outer band and an inner hub, a plurality of first spoke portions, each first spoke portion having a first end and a second end, a plurality of second spoke portions, each second spoke portion having a first end and a second end, the first end of each first spoke portion is connected to the hub and the second end of each second spoke portion is connected to the outer band, the second end of each first spoke portion is connected to a first end of a shear deforming member and the first end of each second spoke portion is connected to a second end of the shear deforming member, the first spoke portion having reinforcement running from the first spoke portion first end to the first spoke portion second end and second spoke portions having reinforcements running from the second spoke portion first end to the second spoke portion second end.

In another example, a non-pneumatic wheel has a compliant outer band and an inner hub, a plurality of inner spoke portions, each inner spoke portion having a first end and a second end, a plurality of outer spoke portions, each outer spoke portion having a first end and a second end, the first end of each inner spoke portion is connected to the hub and the second end of each outer spoke portion is connected to the outer band, the second end of each inner spoke portion is connected to a first end of a shear deforming member and the first end of each outer spoke portion is connected to a second end of the shear deforming member, wherein each outer spoke portion is connected to the two adjacent inner spoke portions and likewise, each inner spoke portion is connected to the two adjacent outer spoke portions.

In another example, the non-pneumatic wheel as described in any of the exemplary embodiments above, wherein the spoke pretension creates a spoke displacement from a neutral position to an extended position that is equivalent to or greater than the displacement of the tire in the contact patch when it is loaded to the maximum load carrying capacity as specified by the manufacturer, where the neutral position is the position the spoke would assume if it was not connected to the hub structure or outer band and where the extended position is where the spoke is connected to the hub and outer band and the tire is in an unloaded state.

These and other features, aspects and advantages will become better understood with reference to the following description and appended claims. The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments and, together with the description, serve to explain the principles.

A full and enabling disclosure, including the best mode thereof, directed to one of ordinary skill in the art, is set forth in the specification, which makes reference to the appended figures, in which:.

The use of identical or similar reference numerals in different figures denotes identical or similar features.

The present description provides a non-pneumatic tire having a plurality of spokes tensioned by shear deformation of shear deformable blocks connecting the outer band to the hub.

The following terms are defined as follows for this disclosure:.

The maximum load it was designed to carry is understood to be the maximum load that is indicated by the manufacturer that should be carried by the tire under normal operating conditions for the vehicle to which it is attached.

<FIG> provides lateral side view of an exemplary embodiment of a non-pneumatic wheels <NUM> having a plurality of shear deforming spokes <NUM> connecting the inner hub <NUM> to the outer band <NUM>. Here the wheel <NUM> is depicted in an unloaded state, with each of the spokes <NUM> extending an equal distance between the hub <NUM> and outer band <NUM> around the wheel <NUM>. The spokes <NUM> are comprised of a radially inner portion <NUM> and a radially outer portion <NUM>. At least one shear deforming member <NUM> connects the radially inner spoke portion <NUM> to the radially outer spoke portion <NUM>. Here, the shear deforming member <NUM> is a block of rubber extending from a surface of a radially inner spoke portion <NUM> to an opposing surface on the adjacent radially outer spoke portion <NUM>. In this embodiment, each radially inner spoke portion <NUM> is connected to two adjacent radially outer spoke portions <NUM>. The radially outer spoke portions <NUM> are, likewise, connected to two radially inner spoke portions <NUM>.

The radially outer spoke portion <NUM> is bifurcated, or split, to form a "Y-shape" when viewed from a lateral side of the tire. This provides two attachment points to the outer band <NUM> for each outer spoke portion <NUM> which helps distribute the load more evenly than a single attachment would. Alternatively, more spokes could be used, however, additional spokes would result in circumferentially shorter shear deforming members <NUM> which would result in higher stresses experienced by the shear deforming members <NUM> for the same spoke displacement. The Y-shaped outer spoke portions <NUM> allow for double the number of connection points to the outer band while maintaining the same number of shear deforming members <NUM>. While thirty-two shear deforming members are shown in the present embodiment. Alternatively the wheel could possess ninety shear deforming members <NUM> in a single circumferential row around the wheel, with each adjacent pair connected to forty-five radially inner spoke portions <NUM> and forty-five radially outer spoke portions <NUM> and one-hundred and eighty outer spoke bifurcation connections with the outer band <NUM>. Alternatively, the radially outer spokes <NUM> may lack the bifurcation and for a wheel having ninety radially outer spokes <NUM>, only ninety spoke connections with the outer band <NUM>. Other embodiments having a different number of spokes are possible and within the scope of the embodiments, as the number of spoke may vary depending upon the size of the wheel or desired spoke displacement the tire is designed to accommodate.

A tread <NUM> may be created on the outer band <NUM> as is shown in the present embodiment. The tread <NUM> may be created by a groove or grooves, divots, raised blocks, raised ridges or other surface texture created in the outer band <NUM>. The outer band may possess internal reinforcement including, for example, cable, cord, or a composite such as fiber reinforced plastic, fiberglass or carbon fiber composite.

<FIG> shows the exemplary embodiment of the non-pneumatic wheel bearing upon a generally flat surface <NUM>, such as the ground, under an applied load L. Under the applied load L the tire deforms against the ground <NUM> to form a contact patch which distributes the force across the ground. The displacement of the wheel D is shown in the figure by the dotted line <NUM> which represents the same tire in the unloaded state centered on the center axis of the wheel. As can be seen in the figure, the wheel under load is displaced upward at the top portion of the wheel resulting in the spokes in the upper portion of the wheel to be extended further and placed, therefore, under a greater tension than the spokes in the portion of the wheel that is immediately above the contact patch.

The spokes <NUM> in the contact patch portion of the wheel <NUM> are have an effective length which is shorter in the spokes located elsewhere around the wheel. The shear deforming members <NUM> are deformed, largely in shear, as the radially outer portion <NUM> of the spoke is moved toward the hub <NUM> and the radially inner portion <NUM> of the spoke is moved closer to the outer band <NUM> of the wheel <NUM> as the spokes move into the contact patch as the wheel rotates about its central axis. The shear deforming members <NUM> on the side of the hub opposite to that of the contact patch shear in the opposite direction as the outer portion <NUM> of the spokes <NUM> are displaced away from the hub <NUM> and the effective length is extended.

<FIG> shows a partial side view of a radially inner spoke portion <NUM> and an adjacent radially outer spoke portion <NUM> connected by a shear deforming member <NUM>. Here, the spoke, <NUM>, possesses a first shear deforming member <NUM> connecting the radially outer spoke portion <NUM> to the radially inner spoke portion <NUM> and a second shear deforming member <NUM> which connects the spoke to the adjacent spoke assembly. Alternatively, the spoke <NUM> may possess only one shear deforming member <NUM>. Alternatively, the spoke <NUM> may be connected by a plurality of shear deforming members <NUM>. Here the spoke radially inner portion <NUM>, and spoke radially outer portion <NUM> possess a relatively high tensile modulus compared to the shear modulus of the shear deforming members <NUM> such that the majority of the extension of the spoke <NUM> occurs in shear in the shear deforming members <NUM>.

The spokes radially inner portion <NUM> and outer portion <NUM> may be constructed of a material having reinforcements embedded along the radial direction to prevent extension, or alternatively, or in addition, be constructed of a material having a relatively high tensile stiffness. In this embodiment, the spokes are constructed of a rubber embedded with a reinforcement which provides tensile stiffness.

In the current embodiment the shear deforming members <NUM> are constructed from rubber and are symmetric about the spokes <NUM>, <NUM>, repeating in groups of two. The shear deforming members <NUM> here are depicted in a relaxed, unextended state. When the spokes are connected to the hub and outer band, the spokes are in a positive tension state. In the embodiment shown, when attached to the hub <NUM> and outer band <NUM> as shown in <FIG> and <FIG>, the spoke tension maintains a positive state throughout the rotation of the tire during the majority of rolling conditions, particularly when rolling over level ground under loads that are equal to or less than the maximum loads that the tire is designed to carry.

The shear deforming members <NUM> in the embodiment shown possess a thickened middle section to prevent buckling. The thickness of the shear deforming member <NUM> is measured in the radial direction R and the length of the shear deforming member is measured in the circumferential direction C.

<FIG> shows the shear deforming members <NUM> in an extended, positive shear state (solid lines) and in a relaxed or neutral shear state (dotted lines). Tension applied to the spokes, shown by the arrows T cause the shear deforming members <NUM> to shear as the spokes <NUM> to extend. The displacement between the undeformed state and the tensioned state may vary by design depending upon the designed use and loading conditions of the wheel. In the embodiment shown, the target displacement designed into the spoke assembly between the undeformed state and the pretensioned state is approximately equal to the maximum displacement D of the tire in the contact patch under normal loading conditions.

<FIG> shows an alternative embodiment of a partial perspective view of spoke <NUM> attached at the radially outer spoke <NUM> to the outer band <NUM>. This embodiment possesses a circumferential reinforcement <NUM> in the outer band <NUM>. The radially inner spoke portion <NUM> in this embodiment are mechanically attached to the hub <NUM>. The radially inner end of the radially inner spoke portion <NUM> has a thickened portion <NUM> which engages a retaining slot <NUM> formed in the hub <NUM>.

<FIG> shows the embodiment of a partial perspective view of spoke <NUM> attached to the hub <NUM>. Here the shear deforming member <NUM> is extended in a positive shear state. The radially inner spoke portion is retained in the hub retaining slot <NUM>.

<FIG> shows an alternative embodiment having trapezoidal shear deforming members <NUM> attached to a reinforced spoke structure <NUM>, <NUM>. Here, the spoke radially outer structure <NUM> reinforcement is formed by a circumferentially continuous reinforcement that extends around the outer band <NUM> of the tire. The spoke structure reinforcement is attached to the outer band <NUM> at the inner surface of the outer band. Here, the spokes are made of a material such that their stiffness in tension is at least ten times the rubber block stiffness when in tension, and equal to or less than the rubber block stiffness when in compression. As an alternative to a continuous reinforcement, a fabric yarn type reinforcement could be woven circumferentially around the wheel such that in the axial direction a plurality of layers complete the spoke reinforcement. In at least one such alternative embodiment, one hundred layer of yarn, as measured along the axial direction, are woven circumferentially around the mold forming the radially outer spoke reinforcement.

The spoke radially inner portions <NUM> may be connected to the hub by a mechanical connection, such as a slot and corresponding thickened radially inner end of the radially inner spoke portion <NUM>. Alternatively, the radially inner spoke portion <NUM> may be attached to the hub by adhesive bonding. After assembly, the outer band, spokes, rubber blocks and hub are permanently mechanically linked as a mechanical unit.

As an alternative embodiment, the wheel possesses forty-five spoke units with a total of ninety shear deforming members and ninety connections with the outer band and forty-five spoke connections with the hub.

Experimental tests using a finite element model of the spoke structure reveals a time domain response that is similar to that of a pneumatic tire. Vibration, noise and other impact forces are similar to that of pneumatic tires when the test was conducted at simulated velocities of <NUM> to <NUM> kilometers per hour.

<FIG> shows a computer model finite element test model of an embodiment of a wheel <NUM> having forty-five spoke elements, ninety shear deforming members <NUM> connected to the outer band <NUM>. Here the outer band is shown to be compliant as it rolls over an obstacle, shown here as a cleat. The computed test results were compared then to test results from tires of other construction.

<FIG> depicts the experimental data obtained from the computer model test of an embodiment having shear deforming spokes (SDP) and compared to data obtained from the experimental results of test tires having a similar size and designed for similar loading conditions, i.e.: passenger vehicle tires having roughly the same diameter and load carrying capacity. Each tire was loaded with an unsprung force of <NUM> Newtons and driven over a cleat <NUM> at rotational velocities equivalent to a wheel traveling at <NUM> to <NUM> KPH at <NUM> KPH increments. The cleat <NUM> is a raised portion above the ground surface <NUM> over which the tire rolls. The maximum additional force in the vertical direction Fz was measured and reported in Newtons. A non-pneumatic tire (NPP) with spokes connected to the hub at one end and the outer band at the other, a non-pneumatic tire with interconnected spokes (INP) with spokes having one connection to an adjacent spoke on either side, a hybrid non-pneumatic tire (HT1) having an air filled cavity similar to pneumatic tires having thickened sidewalls, a hybrid non-pneumatic tire (HT2) having an air filled cavity similar to pneumatic tires having reduced thickness sidewalls, a traditional non-pneumatic witness tire (WT2) inflated to <NUM> bar, a traditional non-pneumatic witness tire (WT3) inflated to <NUM> bar, and a traditional non-pneumatic witness tire (WT1) inflated to <NUM> bar were compared to the model of the embodiment of the non-pneumatic tire having shear deforming spokes (SDP).

The collected data demonstrated a surprising similar frequency response results for tires that have run over a finite element model cleat. The maximum additional force in the vertical direction Fz when the shear deforming spoke wheel (SDP) was rolled over a cleat was surprisingly similar to the maximum additional forces recorded with pneumatic tires (WT1, WT2, WT3) that were run over the cleat. It was particularly surprising that the maximum additional force in the vertical direction Fz of the shear deforming spoke wheel (SDP) model was noticeably less than that observed with non-pneumatic tires having spokes deforming in tension (NNP, INP) and closer to the values of the pneumatic tires (WT1, WT2, WT3), particularly at higher speeds.

It should be understood that other web element configurations and geometries may be used within the scope of the embodiments, including web elements which possess multiple shear deforming members <NUM> between the radially inner spoke portions <NUM> and the radially outer spoke portions <NUM>, or multiple rows of web elements such that multiple laterally adjacent spokes may be present in the wheel.

Claim 1:
, A non-pneumatic wheel (<NUM>) which rolls about a central axis, a radial direction (R) extending perpendicular to the central axis, and a circumferential axis extending perpendicular to the radial direction (R) and perpendicular to the central axis, the non-pneumatic wheel (<NUM>) possessing a compliant outer band (<NUM>) and an inner hub (<NUM>) and
at least one spoke (<NUM>) comprising:
a first spoke portion (<NUM>) attached to the outer band (<NUM>), the first spoke portion (<NUM>) possessing a length in the radial direction (R) and a thickness extending in the circumferential direction (C);
a second spoke portion (<NUM>) attached to the hub (<NUM>), the second spoke portion (<NUM>) possessing a length in the radial direction (R) and a thickness extending in the circumferential direction (C); and
at least one shear deforming member (<NUM>, <NUM>, <NUM>) joining the first spoke portion (<NUM>) and the second spoke portion (<NUM>), the shear deforming member (<NUM>, <NUM>, <NUM>) possessing a thickness in the radial direction (R) and a length extending in the circumferential direction (C),
the wheel (<NUM>) being characterized in that the at least one spoke (<NUM>) is pretensioned, wherein the spoke pretension creates a spoke displacement (D) from a neutral position to an extended position, where the neutral position is the position the spoke (<NUM>) would assume if it was not connected to the hub structure or the outer band and the tire is in an unloaded state.