Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
  • B60B15/00—Wheels or wheel attachments designed for increasing traction
  • B60B15/26—Auxiliary wheels or rings with traction-increasing surface attachable to the main wheel body
  • B60B15/263—Traction increasing surface being located axially beside tyre
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
  • B60B11/00—Units comprising multiple wheels arranged side by side; Wheels having more than one rim or capable of carrying more than one tyre
  • B60B11/10—Emergency wheels
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
  • B60B19/00—Wheels not otherwise provided for or having characteristics specified in one of the subgroups of this group
  • B60B19/04—Wheels not otherwise provided for or having characteristics specified in one of the subgroups of this group expansible

Definitions

• the present invention relates to a device for assisting a light or heavy road vehicle or an off-road vehicle to get out of a stagnation or to approach with a reduced risk of stagnation a portion of sandy, muddy, snowy track, or any other non-consistent support.
• the term "stagnation” here encompasses the notions of silting, silting, snowmaking or any other form of penetration of the wheels in the upper layer of a track (or terrain) associated with the difficulty of adherence and movement of the vehicle. whether on a beach, in the desert, on land, mud, snow or other. It also takes depending on the conditions of the ground and the slopes of the tracks part of the difficulties of displacement related to the overall lack of attachment of the vehicle on its support.
• the device according to the invention overcomes these disadvantages. It consists of placing an additional running surface in parallel with the already existing surface of the vehicle.
• This rim Lightweight consists of a flange (Rep 1.1) support on the plane of the wheel rim and fixing the clamping bolts, a rim profile (1.2 rep) on which will rest the room (rep 2), an end reinforcement (Rep 1.3).
• the space formed by the profile of this rim (1.2) and the outer side of the wheel tire will be filled by a thick air chamber (2) which constitutes a rolling surface additional to that of the wheel tire.
• the outer diameter of this chamber will be less than that of the tire which remains the main carrier.
• This difference in diameter allows easy mounting of the anti-sink rim on the wheel at the onset of the risk of sinking with slight penetration of the tire into the ground. It also makes it possible to reduce the possibilities of interference of the rims mounted on steered wheels with the body of the vehicle.
• the structure of the thick chamber made of a mixture of rubbers, reinforcements of fibers and bandages allows a good lateral plating, good adhesion and maintains the shape of tread for pressures of the order of one to two bars .
• the chamber is mounted at the time of mounting the anti-wear rim on the wheel. However, for chambers with fixed diameter reinforcement on the tread only, it is possible to mount after securing the anti-sink rim on the wheel.
• a protective strip (item 7) shall be placed on the rim edge (item 5.2) of the wheel.
• the flange (1.1) will be pierced with holes for the passage of clamping bolts (Rep 6) facing holes or cavities generally available on the wheel rim.
• the number of bolts will generally be 3, 4 or 5 and the number of holes or spaces generally corresponds to a multiple of one of these numbers.
• the stop on a bearing face is either on a shoulder at the center of the anti-sink rim (Rep 1.4 and 5.2), or at a level of contact plane between the faces of the anti-sink rims (Rep 1.1) and wheel rim (Rep 5.1).
• the position of the clamping bolts relative to the position of this stop governs the stresses on the flange (1.1) and its central portion.
• the wheel comprises balancing weights fixed on its rim
• the rims will be marked to be always mounted on the same wheel.
• the inclined or conical shape of the rim profile allows a stiffening of the structure and a stack of 2, 4 or more rims for a volume of minimum storage.
• the thick air chamber (Rep 2) will be replaced by a light inner tube assembly (Rep 9) mounted in a light tire (8 rep).
• the tire of the type of a moped tire will be centered on a shoulder (Rep 1.5) of the rim profile (Rep 1.2) on one side and mounted free side of the tire of the vehicle.
• the internal pressure of the chamber (ref 9) will ensure sufficient plating of the rods and flanks of the light tire which will allow torque transmission without twisting of this light tire (Rep 8).
• the free side shape of this shoulder will be slightly tapered so as not to interfere with the stacking of the rims for their storage.
• the anti-sink rim will be enlarged. His profile
• Rep 1.2 can be broken down into several segments (Rep 1.2a and 1.2b) to maintain a good ratio of width, stiffness and possibility of stacking rims for storage.
• the tread will consist of several strands or chambers (Rep 10a and 10b). This type of bundle provides sufficient lift on several types of soil such as sand dunes.
• the centering of the anti-sink rim will be done by a cylindrical part (item 1.7) of the flange fitted into the external bore of the bottom of the wheel rim (Rep 5.2 and 5.4).
• the centering of the anti-sink rim will be by the internal cylindrical portion (Rep 1.8) of a machined groove (or other method) in the flange, itself being in correspondence and nested on the outer diameter of the edge of the wheel rim (5.2).
• This is suitable for commercial rim models that do not have bore shapes.
• the stop on a bearing face is either at this centering or at a plane contact between the faces of the anti-sink rims (1.1) and wheel rim (5.1).
• the anti-sink rim will be enlarged and allow the mounting of a conventional shaped tire in the automobile.
• the profile of rim (Rep 1.2) will have a very little flared angle but still allowing the stacking of several rims for storage.
• the outer reinforcement (item 1.3) will be replaced by a housing edge of the anti-sink rim tire rod (item 1.9).
• Side wheel, another rim of tire rod housing created by the removable inner edge of the anti-sink rim (Rep 1.10) will be mounted on an extension of the flange (Rep 1.1).
• This rim will generally be removable for storage of anti-stagnant rims by stacking, and for ease of mounting the tire (Rep 11) and the chamber (Rep 12).
• a rotational locking lug (item 1.11) or other system will be necessary.
• the risk of leakage at the screw connection makes it necessary in principle to use the chamber (Rep 12) in the tire (item 11).
• the entire anti-sink rim is fully assembled before mounting on the wheel.
• the inner tube and the tire are replaced by a cellular strip (Rep 13) made of solid rubber encircled on the anti-sink rim.
• This band fits inside the form between the rim profile (1.2) and the wheel tire (Rep 4) and has a succession of hollow shaped spherical caps on the outer portion facing the track. This has the shape that would have a slice cut on a golf ball diameter.
• the hollows of the band reduce its weight, and allow, by imprisoning it, to make use for the lift, the sand surface sand tracks.
• the pallet effect of these spherical caps adds to the overall grip of the wheels on the sand.
• the inner tube and the tire are replaced by a solid band of compact foam rubber (Rep 14) circled on the anti-sink rim.
• This band matches the shape between the rim profile (1.2) and the wheel tire (4) and has a tread on the part facing the track.
• This system is indestructible.
• the inner tube and the tire are replaced by a solid band (Rep 15) of compact, semi-rigid and light material with pallets which is circled on the anti-sink rim.
• This band conforms to the shape between the rim profile (1.2) and the wheel tire (4) and has a running surface with a set of pallets on the part facing the track. This system adds to the effect of the crampons of the wheel tire (Rep 4).
• Fig. 1 Section of the anti-sink rim mounted on a wheel following first layout.
• Fig. 1 the rim (set of marks 1) is placed on the outer face of its flange (Item 1.1) on the outer rim of the wheel (Rep 5.2).
• the outer cylindrical part of the flange (item 1.4) is centered in the rim edge (item 5.2).
• Clamping bolts (item 6) press the flange onto the rim face of the wheel (item 5.1).
• These bolts consist of the nut assembly, washer, rod (6.1) and the hooking part or lug (6.2) placed in the holes of the rim of the wheel.
• the flange of rim supports the conical side profile (Rep 1.2) of the rim antienlisement, itself finished by a reinforcement rim (Rep 1.3).
• the thick chamber (item 2) is supported between the lateral profile (item 1.2) and the wheel tire (item 4). It is protected from contact with the wheel rim edge (Item 5.2) by a protective tape (item 7).
• the tire is mounted on the wheel rim bottom (Rep 5.4) and between the rim edges
• the chamber (Rep 2) is inflated by the valve (Rep 3) passing through a hole of the rim profile (1.2).
• Fig. 2 Section of the anti-sink rim mounted according to the first and the second arrangement.
• Fig. 2 anti-sink rim (set of Rep 1), external cylindrical part of the flange (Item 1.4) for centering, clamping bolts (Rep 6) consisting of the nut, washer, rod assembly (Item 6.1) and the part d hooking or lug (Ref 6.2), flange of rim (Rep 1.1) supporting the conical side profile (Rep 1.2) of the anti-sink rim, itself terminated by a reinforcement rim (Rep 1.3), the centering shoulder (Rep 1.5) of the tire rod (Rep 8).
• the thin chamber (Rep 9) is supported between the lateral profile (1.2) and the tire wheel, and contained by the lightweight rim tire anti-bog (Rep 8). It is protected from contact with the rim edge of the wheel by a protective tape (Rep 7).
• Plate # 3 Section of the anti-sink rim mounted on a wheel following first and third layout.
• Fig. 3 the anti-sink rim (set of marks 1) is placed on the outer face of its flange (Item 1.1) on the outer rim of the wheel (Ref 5.2).
• the outer cylindrical part of the flange (item 1.4) is centered in the rim edge (item 5.2).
• Clamping bolts (item 6) press the flange onto the rim face of the wheel (item 5.1).
• the flange of rim (Rep 1.1) supports the conical side profile (Rep 1.2a) of the anti-sink rim, extended by another profile (Rep 1.2b), itself finished by a reinforcement rim (Rep 1.3).
• the reinforcement chambers (Rep 10a and 10b) are supported between the lateral profiles (Rep 1.2a and 1.2b) and the wheel tire (Rep 4).
• the tire is mounted on the wheel rim bottom (Rep 5.4) and between the rim edges (Rep 5.2 and 5.3).
• Plate # 4 Section of the anti-sink rim mounted on a wheel following the first, fourth and seventh provision.
• Fig. 4 The rim (set of marks 1) is placed on the outer face of its flange (Item 1.1) on the outer rim edge of the wheel (Item 5.2).
• the cylindrical centering portion of the flange (item 1.7) is centered in the rim bottom (item 5.4).
• a reinforcement (Rep 1.6) is in the center of the flange (Rep 1.1).
• the clamping bolts (item 6) press the flange onto the rim side of the wheel (item 5.1).
• the crazy flange (1.1) supports the conical side profile (1.2) of the anti-wear rim, itself terminated by a reinforcement rim (1.3).
• the alveolar strip of the anti-sink rim, (Rep 13) is supported between the lateral profile (Rep 1.2) and the wheel tire (Rep 4).
• the tire is mounted on the wheel rim bottom (Rep 5.4) and between the rim edges (Rep 5.2 and 5.3).
• Plate # 5 Section of the anti-sink rim mounted on a wheel following the first, fifth, eighth and ninth provisions.
• Fig. 5 the rim (set of marks 1) is placed on the groove of the inner outer face of its flange (Item 1.1) on the outer edge of the wheel (Ref 5.2).
• the inner cylindrical portion of the flange groove (Item 1.8) is centered on the outer portion of the rim edge (Item 5.2).
• Clamping bolts (item 6) press the flange onto the wheel rim (item 5.1).
• These bolts consist of the nut assembly, washer, rod (6.1) and the hooking part or lug (6.2) placed in the holes of the rim of the wheel.
• the crazy flange (1.1) supports the conical side profile (1.2) of the anti-wear rim, itself terminated by a reinforcement rim (1.3).
• the rim (set of marks 1) is placed on the inside of its flange (Item 1.1) on the outer rim of the wheel (Item 5.2).
• the cylindrical centering portion of the flange (item 1.4) is centered in the rim edge (item 5.2).
• Clamping bolts (item 6) press the flange onto the rim face of the wheel (item 5.1).
• the rim flange (Item 1.1) supports the conical side profile (item 1.2) of the anti-sink rim, itself terminated by a flange (item 1.9) which can accommodate a tire rod wide of the anti-sink rim (item 11). ).
• the wide tube (Rep 12) is supported between the lateral profile (Item 1.2) and the removable inner edge of the anti-sink rim (Item 1.10).
• the detachable connection between (Rep 1.1) and (Rep 1.10) is a screwed system with locking pin in rotation (Rep 1.11).
• the tire is mounted on the wheel rim bottom (5.4) and between the rim edges (5.2 and 5.3).
• the chamber (Rep 2) is inflated by the valve (Rep 3) passing through a hole of the rim profile (1.2).
• Board N ° 7 Examples of anti-sink squeeze clamp bolts usable according to the shape of the wheel rim, according to all provisions.
• Fig. 7 The tightening bolts (item 6) consist of the nut, washer, rod (item 6.1) and a hooking stud (item 6.2).
• Fig. 8 The tightening bolts (Rep 6) consist of the nut, washer, rod (Rep 6)
• the anti-sink rim will be made of folded sheet steel 2 mm thick with a doubling of this thickness at the flange by adding a thickness welded by point on the first.
• the flat contact surfaces of the wheel rim (Rep 5.1 and 5.2) being coplanar, there is no need for a flange reinforcement (Rep 1.6) on the recessed central portion.
• the reinforcement (Rep 1.3) is made by simply folding the end of the sheet of the profile (Rep 1.2).
• the protective strip (Rep 7) is a rubber band 2 mm thick and 20 mm wide for a circumference corresponding to a diameter of 380 mm.
• the diameter of the tread of the chamber (ref 2) at the inflation pressure of 1.5 bar is 550 mm for a diameter of 600 mm to the wheel tire (Rep 4).
• the width is about 100 mm. Possibility of industrial applications.
• the system allows a passenger vehicle to access spaces normally reserved for specialized vehicles. It also allows specialized vehicles for difficult terrain to increase their efficiency to overcome specific obstacles. This makes it possible to indulge in ecologist recreation normally requiring purchase or rental investments, and also increases its security and independence on isolated tracks by having a means of reacting effectively to a stagnation. However, it is not an alibi to venture without other means of safety on any track.
• the vehicle easily resumes its characteristics on a small section of normal road without disassembly of the system in that only main tire will be on the road because of the smaller diameter of the system.
• the system thus gives a universal character of access compared to sandy, muddy, snowy, etc. Stony ground must be avoided.
• the possibility of interference of system elements with vehicle bodywork can be reduced by adjustments to existing vehicles or by anticipation in the design of the models to be created.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Tires In General (AREA)

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• 2005
  • 2005-05-17 FR FR0504952A patent/FR2885844B1/fr not_active Expired - Fee Related
• 2006
  • 2006-05-12 WO PCT/FR2006/001086 patent/WO2006123044A2/fr not_active Ceased
  • 2006-05-12 EP EP06764625A patent/EP1943107A2/de not_active Withdrawn
  • 2006-05-12 US US11/914,623 patent/US8251458B2/en not_active Expired - Fee Related

Non-Patent Citations (1)

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