EP3368342A1 - Structure de roue - Google Patents

Structure de roue

Info

Publication number
EP3368342A1
EP3368342A1 EP16808554.6A EP16808554A EP3368342A1 EP 3368342 A1 EP3368342 A1 EP 3368342A1 EP 16808554 A EP16808554 A EP 16808554A EP 3368342 A1 EP3368342 A1 EP 3368342A1
Authority
EP
European Patent Office
Prior art keywords
rim
wheel
tire
footprint
bias
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP16808554.6A
Other languages
German (de)
English (en)
Inventor
Klaus Debus
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Debus-Innotech Ug
Original Assignee
Debus-Innotech Ug
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Debus-Innotech Ug filed Critical Debus-Innotech Ug
Publication of EP3368342A1 publication Critical patent/EP3368342A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts

Definitions

  • the invention relates to a device for rolling movement, which has a plurality of profile elements in a drain region.
  • the patent aims with a method and exemplary devices in particular on the improvement of today's tires.
  • exemplary mechanical structural members which provide active thrust bias to the contact surface of the radial lobes / profiles of resilient material throughout the vehicle's life.
  • four types are provided.
  • the measures for the lateral shear stress force when cornering which always negative, so acts as braking, but always depends on the curve, in left or right curve respectively opposite, short curve thrust bias, vector 1-180 °, 181-360 ° Das Action band made possible by its two-dimensional suspension and Agility that both in acceleration and braking, the lateral guidance with the optimum value (friction circle) of the curve bias takes place, vector 1-180 °, 181-360 °, ie between zero and 360 ° degrees.
  • the most important object of the method is to bend each individual radial tread element individually before touching the rolling surface / road with respect to the perpendicular / normal (to the tangent of the element at the circumference) and thus to bias it in the elastic material to the extent that as the vehicle movement currently requires: acceleration, rolling motion (small drive torque) or braking or cornering. Not always with the highest value, but if necessary.
  • Fig. 1 50% Theory sketches A: thrust zero; B: 0- max. C: prestressed max.- max + F2 Fig. 2: Security contour with locking ring
  • Fig. 3 Emergency running rim horns with wide rim base for function thrust prestressing + 5:
  • Fig. 4 biasing rake as a plate and bias rake with radial rake
  • Fig. 5 Stems with two bearings and eyelets connection (mechanics)
  • Fig. 5b bias as close as possible to the contact part e with side view
  • Fig. 6a model rake
  • Fig. 6b Action element as a role for positive thrust bias
  • Fig. 6c Action element as impeller for neg. Thrust bias
  • Fig. 6d Another sketch to illustrate a use of a Vorspannrechens with short stems, which engage in activators
  • Fig. 7 External action on tires (high speed, e.g., AS tires)
  • Fig. 8 Action band with engagement in rim handles +/- twisting unit
  • Fig. 9 Action band laid in plane, band with funnels, v synchron +/- adjustment
  • Fig. 12 Prolonged footprint, memory of Fig. 1A; B; C;
  • Fig. 13 Thrust bias of a rubber pad of tank chain link, hydraulic
  • Fig. 16 Hydraulic gentle control of the bias by elastic
  • each profile element eg a stud.
  • the stem of the Vorspannrechens a twist, a moment is generated.
  • Rake because the linkage must be thin and light, the impact on the profile element, which is usually made of elastic material but therefore wider, as in a rake (garden rake) must be.
  • the bias occurs in relation to the considered as motion neutral belt zone in cycloid representation.
  • the very stiff belt serves as an abutment for the Pretension rake via a belt eyelet that serves as a bearing.
  • This rake can consist both of a plate perpendicular to the stem of the rake on which the element is firmly anchored, and of a plate which is directed radially outward and protrudes into the element to the tip / contact zone and firmly on both sides with the Element is connected (see Fig. 4, 5).
  • the advantage of the vertical (perpendicular to the style) plate is that the wear is hardly considered, but has the great disadvantage that when you put the rest of the plate to the contact zone still needs to be biased. Preference is therefore given to the radial plate, so that the bias succeeds better because it biases the profile to the contact surface. But then you have to choose a material for the rake that does not significantly change the general ⁇ value when worn.
  • this exemplary mechanical solution requires, in any case, high-tech materials that embody the highest level of technology in weight and strength, including the belt eyelet through the belt, a low-rotational bearing.
  • high-tech materials that embody the highest level of technology in weight and strength, including the belt eyelet through the belt, a low-rotational bearing.
  • titanium, alloyed special steels, carbon solutions and high-quality plastic compounds and ceramic developments may also be considered. This also applies in particular to the continuation of the biasing torque by means of lever / stem through the compressed air space of the tire to the rim and airtight through the rim eyelet in the rim and the rim through.
  • the tire stem is connected to the rim stem via a hinge / eyelet so that a preload of the rim lever / style in the rim creates a bias of the rake in the tread element element (Figure 5).
  • the construction must be designed in such a way that the selected eyelet connection, the center eyelet, allows a change in height as it passes through the lower height of the footprint. This is favored by the fact that after the preload of the prestressed lug element under considerable tension, this, the tension in the joint, immediately returns to zero and is virtually taken over by the road, the sliding or telescoping in the compression in the footprint, so handy takes place without force in the middle eye / joint / hinge.
  • the bias rakes can, as the word rake suggests, also be individual peaks / elevations or, in the case of the vertical plate, a grid or analogous other force and torque transmitting embodiments. Furthermore, it is possible that each tread element in the tread zone receives a single individual calculation prestress, an individual rake, these individual stems, tread styles, inside the tire but find a common Mitteninate, which assigns the forces by means of only one or a few rim handles (rakes of the rim with airtight rim eyelets) forward. This reduces the number of points of attack to initiate the bias with the rim stems to one or a few and thus the variety of acting action band. In today's conventional wide tires / tires this can, because many individual profiles are transverse / perpendicular to the direction of travel in the contact zone, constructive advantage.
  • FIG. 6 Another type of bias correction is shown in FIG. 6.
  • the principle is a vulcanized rake across the entire width, the treads of the stem but the tread are arranged outside of the tire, which is also practically usable for special applications such as demonstrations, special races.
  • Hand model because it is manually movable. He might also serve as a demonstration of the main idea as a demonstration model because it is easier to create.
  • Fig.6b shows an interesting variant of the "action element”: a simple, adjustable role that determines the bias of their position. The deeper the role the greater the preload but only with drive. So a roller / roller can not only improve the drive in a truck wheel, but also significantly the life.
  • Flat projections on a roller / roller which can engage in the ends of the rim handles.
  • the depth of Eins-kung the biasing moment can be controlled, but also by the differential speed of the impeller against the stems; that is, a further supplement to the action element: revolving and driven with a differential speed and controllable in two levels impeller or in the sense of Getriebelehre adapted wing contour, which synchronously continuously controls the strength of the bias on the depth of the engagement.
  • Vorspannrechens acting only from the outside and thus a further manifestation of the method is possible with farm tractor tires / construction tires that are mounted on normal rims, which are primarily characterized by large rough studs and profiles possible. He embodies the design goal of the method also relatively vividly, as far as possible to directly bias the contact surface of the run-up studs to bend out of their radial position so to design the biasing rake so that this is largely achieved. He attacks from the outside on the coarse tunnels and spans them before putting on and still when putting on by friction pressing and possible "holding spikes" at the end of Fig. 7.
  • the farm tractor may be the ideal convincing model of the process because it can be used in addition to the usual Gutscherabsenken.
  • Such a drive usually consists of a first and a last pulley or wheel with interposed relatively large support rollers, which distribute the weight over the entire footprint largely uniformly over the individual chain, caterpillar or rubber members.
  • the first roll serves as a pressure roller. It has a controlled hydraulic system with rubber chambers between the chain teeth, which have an elastic surface to the outside. An identical area have the chain links, which press form-fitting and firmly and have elastic surfaces over the rubber cushion / pads. They are designed so that they can support themselves like an abutment with their hydraulic pressure against the direction of travel to bend the rubber cushion over radial biasing rake to the contact zone in the direction of travel and thus bias.
  • the pressure in the rubber pad of the chain links is increased and reaches the positive direction and the amount of thrust bias, wherein the chambers in the pressure roller / guide roller receive a survey that refers to the chambers in transfers the cushions like a pump.
  • the method is limited to the positive value of the thrust prestress, ie only for the drive. After pressing under the pressure roller / guide roller, the pressure in the rubber pad is automatically reduced to zero by the further rolling, while the thrust prestressing on the ground is maintained, even at strong unevenness of the ground, thanks to the even pressure distribution in the contact area to the rear of the unloading roller.
  • the force profiles of the +/- preloads have hitherto been indicated by the leading contact surface of the profile elements via stems with eyelets all the way to the inside of the wheel, tire and rim of the action band.
  • the required forces depend roughly on only two parameters: the rubber material / the rubber compound and the applied tire pressure.
  • P F x pi
  • the action band is concerned with providing a further fixed part in the relatively protected inner rim of the rim, in which the caliper is firmly fixed, which absorbs the entire braking torque. It is to apply the individual forces for the two-dimensional bias of the leading elements in each case in the positive and negative directions and at the same time for the curves, so that the side forces acting as braking forces, against the centrifugal force (centrifugal force) are negatively biased at right or left turn respectively opposed.
  • the so-called action band (in the case of the exemplary mechanical device) serves this purpose. It runs synchronously with the rim via two turning rolls and has funnel-shaped openings (see Fig. 8). These funnel-shaped openings engage the ends of the so-called rim rake handles. For the purposes of the invention, these forces are not built up abruptly but slowly over a longer path (for example from a few centimeters to a quarter to half circular arc.) In order to clarify this process, this process is shown in a horizontal representation in FIG.
  • the action band runs over two equal or different roles, which stand firm against the rolling wheel / rim. One or both are powered.
  • the action band is located with the left larger roll in the area of the casserole zone of the elements (beginning of the footprint / laces).
  • the action band also has a small possibility of change in the transverse direction, ie in the + direction of the roller axes, transversely to the direction of travel.
  • Both controls are independent of each other and can also be used accordingly, that is, in a strong cornering braking or acceleration can take place.
  • both are subject to the famous friction circle, but in the sense of the invention then with the ideal value of 100% and that is then the double value.
  • the above-mentioned actual value detection can be done either directly via suitable sensors, but it is also thought to use a technically implemented control when using programmed technical models from a particular driving behavior on the concretely realized positions and back this information in the context of Evaluate control loops.
  • the implementation of the control and / or the control can be done via a central concept via a central on-board electronics, but it is also thought to assign each wheel individual local control or regulation, if necessary, such locally distributed local elements can be centrally coordinated.
  • the method adapts by a displaceability of the so-called solid action belt body by an easy displaceability (angle change). In Fig. 9, this would be the horizontal / horizontal, which is shown in Fig. 8 as an angular displacement.
  • the control can be done in two ways. Through experiments, the respective optimal control is determined and anchored in the program. Due to the many possible and planned sensors in the new standard wheel (DebusInnotechRad) they could also be determined from case to case at the same time.
  • the action band In order to realize the modes of operation shown in FIG. 9 in FIG. 8, the action band must be guided with highly efficient, low-friction, for example ball-bearing rails in order to ensure correspondingly high forces vibration-free and largely silent at these high speeds and also at the same time in milliseconds to be adapted. If the noise is likely to be too high in the high-frequency range, premium vehicles will also need to use anti-noise methods.
  • highly efficient, low-friction for example ball-bearing rails
  • the method provides as a highlight of the invention with point 4, the noise minimization by suitable measures.
  • the action band for generating the bias has been described, which after the placement of the elements and the transmission of forces on the street in a flash, the force effect by lifting the funnel eyelets on the role over the casserole zone Fig. 10. This is the thrust bias on the Road over.
  • the tensions of the Individual elements are then largely retained until the tread is lifted off after the footprint, at the end of the contact surface, depending on the substrate. But with holes in the contact area, of course, can snap back to zero before. Which is why, as today, poor surfaces reduce the optimum.
  • the action levels Zone I + Zone II are preferred, the relatively stiff belt serving as an abutment of the reaction forces for both zones.
  • the pretensioning rakes can contribute to the thrust prestressing also within the height the elements / profiles as far out to the contact surface out. The loss at touchdown will be reduced as described.
  • the Action Band understands that measures will be taken to prevent excessive pollution from environmental pollution such as water, sand, mud, snow, slush and ice. This can be done by elastic or solid elements, optionally with rotating seals. Since these measures are always on the inside of the vehicle, they can be optimized without regard to aesthetic considerations.
  • the emergency training is designed only with the rim-horns, so that space is created in the foot of the rim.
  • the wheel receives the necessary cheap sensors such as temperature indicators, air pressure gauges, indicators indicating overstress in the carcass, as well as high molecular weight gas such as SF6 (sulfur hexafluoride) to minimize diffusion and thus pressure loss.
  • sensors such as temperature indicators, air pressure gauges, indicators indicating overstress in the carcass, as well as high molecular weight gas such as SF6 (sulfur hexafluoride) to minimize diffusion and thus pressure loss.
  • SF6 sulfur hexafluoride
  • the wheel-tire unit to a wheel tire is necessary for several reasons. Once to achieve a simplification, relief, increase in stability and safety improvement and, above all, a leap in quality. There is an increase in the product accuracy from the previously 1 / 10th orientation to the 1/100 to 1/1000 mark and production method including the RKS and SKS values for the dynamic balancing.
  • the new proposal A / experienced all emergency operations are side the surface projected by the belt onto the rim to keep the center clear for the design measures for influencing the running lugs / profile elements, see FIG. 3.
  • this corresponding area of the rim may vary if the measures for influencing the outer lugs from the center are also possible obliquely, so that the emergency running measures can then extend further inward to the center.
  • the freedom of design also increases when, instead of the exemplary MECHANICAL, a solution by means of hydraulic or compressed air or an electromagnetic, see above, is selected, Fig. 4.
  • Such an IT-controlled aggregate can be made available to the final carmaker as a preassembled and self-sufficient unit, in particular by suppliers. This results for the car manufacturer to use the electronic competence of suitable suppliers and to use different suppliers for different requirements. In particular, it is possible, for example, for units that are provided for example for passenger cars or trucks, different to consider competent suppliers. Likewise, other suppliers can be included in the manufacturing concept for special chain drives.
  • the level of the invention results from the first-time possibilities, not only to double the liability level, but to improve important other benefits such as longevity, unit unit, noise minimization and extremely low rolling resistance compared to today's tires, which promises the economic benefit of each individual process steps, such as Examples: Farm tractors or trucks or track drives shown. Furthermore, the simplification to only four new aggregates per platform. Furthermore, the enormous resource conservation and energy reduction. As a result, everything is far outstripped.
  • the method provides as a further solution also the mechanical utilization of the tire deformation when passing through the footprint:
  • the height H in the interior of the tire from the rim to the inside of the tread is in the footprint first smaller to h ⁇ H, and then return to H again ,
  • Figure 17 shows a possible mechanical solution.
  • the outer circumference 75 changes as a result of the pressing into the contour 76.
  • the cap is designed so that in this position, the biasing rake pops out and is released and now by the internal pressure with this bias to the road is pressed.
  • a restoring moment in pivot point 69 provides, for example, again for the starting position.
  • the levers have low sliding / sliding movements on the inner rubber layer of the tire.
  • a lubricant can be used, as developed in the CTS system by Continental for emergency operation.
  • Fig. 15 shows link chain drive with pressure roller and hydraulic control for the extended footprint.
  • the pressure roller with ring gear for engaging in the individual chain links ensures the thrust-biasing of the individual superimposed links, which is transmitted to the substrate along the entire path of the extended footprint thanks to the constant surface pressure and tension of the chain, so that the chain works with a much lower slip and develops the double traction of the drive when reaching the 00% percent efficiency.
  • the pressure roller is drawn very large only for demo reasons, could really have the size of the other deflection rollers / rollers.
  • FIG.1 shows with the sketches A, B and C the basic physical thought, which is essentially based on the dissertation Gerresheim Kunststoff in 1955.
  • the tire which rolls to the right without any drive forces, shows tension-free vertical profiles over the entire contact area.
  • the same tire drives with the drive torque M.
  • the driving forces are transmitted to the road via the profile.
  • the sum of these individual shear stresses is represented in the area F1 by S as shear stress and represents the total driving force with which the tire is supported above its static friction value on the road.
  • the area F2 represents the theoretical part of the transmission that was previously unusable, resulting in a theoretical frictional efficiency of 50%. In practice, this varies slightly depending on the drive and braking and the design parameters, but less on the static friction coefficient.
  • Fig. 2 shows the junction of a wheel tire unit on the rim flange, which is provided with a Notlauf rate.
  • Figure 5 shows the gluing zone on an optimal rope curve contour reaching to 8. 6 the main area of the gluing zone and 7 the safety ring, which may be made of metal but preferably made of hard rubber, or both.
  • Fig. 3 shows a wheel tire unit with the space for the mechanics. 9 + 10 the rim flange with the carcass connection, 11 the mechanism for thrust pretension, as illustrated in FIG. 5, 12 the belt and 13 a profile.
  • Fig. 4 bias rake as a plate and as a radial rake and alternative hydraulic use.
  • 14 is the tread and 12 the belt.
  • 17 shows the stem of the rake with radial plate 8 or horizontal plate on which the profile sits.
  • 13 a small and a large tubular elastic member that could exert a bending moment on the style 17 as an alternative to the described mechanism by one-sided pressures, once in positive and vice versa in negative biasing direction.
  • section B-B is the plate 19, the radial plate 18 in section A-A, which may also be formed as a net-like structure.
  • the forces can also be generated hydraulically on the right or left by unilateral filling with hydraulic fluid or gases, etc., which are filled up at 20, for rotation of the rake 17. It is understood that the stems are adjusted.
  • Fig. 5 shows the operation of the mechanics of rim 21 to belt 12 and tread 14 to the profile 13.
  • a force acting on the upper part of the rim stem 22 acts on the rim eye 23 and center eye 24 on the rim style 17 and the belt eyelet 25 on the radial plate of the Vorspannrechens on the profile 13 in the same direction.
  • Fig. 5b shows another variant of the Vorspannrechens.
  • Section AA shows on the stem 17 a pronounced calculation form, so that the bias effect almost reaches the contact zone, the outer skin.
  • Fig. 6 shows the model of a hand-operated pretensioning that extends over the entire width of a normal tire with indicated belt, comes in from the tire and leads upwards.
  • he can be coupled by means of eyelet to the boom of a servomotor, which allows small +/- movements that biases the biasing rake in a positive or negative direction and thus the individual profiles.
  • Fig. 6a shows the bias rake of Fig. 6 in an indicated 3D simulation.
  • Fig. 6b shows the simplest embodiment of an action element in the form of a roller 2 7, which in only one direction, which can bias the positive, the propulsion, vector zero.
  • the arm 28 is radially movable, it sits on a rotatable center mount 29 in the interior 30 of the wheel.
  • a plurality of center eyelets 24 are shown symbolically, all of which have only the goal to transmit the forces without loss and thereby
  • Fig. 6c shows an impeller 32 instead of the roller, which can bias in the negative direction, that is for braking. It rotates in the direction of rotation 33 and transmits over the middle eyelets 24 and the belt eyelets 25, the bias on the individual profiles or studs.
  • Fig. 6d shows another sketch to illustrate a use of a Vorspannrechens with short stems, which engage in activators
  • Fig. 7 shows a combatstolligen tire, such as a tractor tires on a normal rim, which causes by a special rake 34 from the outside, the bias in the casserole zone 35. It is three-dimensionally controllable and is pressed with high pressure against the incoming tire, so that the friction on the special rake the individual profiles biases until they are so biased fixed by the contact pressure of the tire in the footprint itself on the ground and this positive bias (drive ) is maintained over the entire surface until lifted off.
  • FIG. 8 shows the action band 36, which according to the invention can generate three biases for drive, braking and lateral guidance, vector 0-360 degrees. It sits in a wheel tire unit, which is characterized by the rim 21 and the tread 14.
  • the wheel tire unit runs to the right in the direction of v, which produces the peripheral speed v2 and the inner rim speed vi, which is also the synchronous speed of the action band.
  • the action band always sits in the incoming part, right in the picture.
  • the tread 14 with the profiles 13 surrounds with the rim 21 the pressure-filled interior tires with center eyelets 24.
  • the belt 37 passes through two end rollers synchronously with the speed vi of the rim inside and has to act on the rim handles hopper 38. Between the two end rollers The contact with the rim stems always solid. A change in position and thus a force is effected by the turning unit 39 in order to get the bias of the profiles 13 with the angle ⁇ .
  • Fig. 10 shows the process of a lifting profile 41 without showing the vibrations occurring.
  • Profile 41 is in the moment of taking off. It still has the angle ⁇ and still has the full restoring force R, with which the profile snaps back into the normal. Since the profile is elastic, an additional frictional effect arises, while the oscillations of the sudden, high-speed recoil make up part of the rolling noise.
  • Fig. 11 shows schematically the function of an action belt 42 acting in reverse. In point B, shortly before take-off, the rim stems are fixed in their spatial position with their bias and the relaxation is shifted to the point C.
  • the rim stems are fixed in their spatial position with their bias and the relaxation on alfa zero over the sector or the route BC gradually completed.
  • the underlying wheel tire unit is indicated by the references to zones I tread, II pressure filled interior and III inner rim.
  • Fig. 12 shows the principle of a wheel A with an extended footprint of A-B.
  • the link chain 45 runs with their hinges 46 and the rubber pad 47.
  • the spring-loaded pressure rollers 48 ensure by their number and division that the pressure on the individual chain links is always the same over the entire contact length 49.
  • Die Total load P corresponds to the sum of all part loads from o (zero) to Xn in the graph-like representation 50 with force P in the Y-axis.
  • FIG. 13 shows the bias of a rubber pad on a chain link 51 with three rows of bias rakes that can rotate in the brackets 52.
  • a small rotational movement is initiated, which biases the rubber cushion in the direction of travel.
  • Fig. 14 shows three rakes 26 which are mounted on the plate 55 at an angle-stable angle 54 through the hydraulic access 53, introducing a slight rotational movement ⁇ , so that the rake also obtains an angle ⁇ for prestressing the rubber pad.
  • the link chain runs over the lift-off wheel 44 via the deflection rollers 56, one of which is driven.
  • Fig. 16 shows the exemplary thrust bias of rubber pad of a chain drive by the Anpressrad by means of gentle transmission through elastic membranes 58 which are hydraulically controlled 59 and the angle ⁇ produce 57.
  • the chain link 51 shows 47 not yet biased Gummmipolster 47.
  • area III begins the approach of the two membranes, in area II causes the higher pressure in the pressure wheel, the deformation in the rubber pad of the chain link 51.
  • the section in area I shows in 57 the effect in the sense of bias with the angle a.
  • the areas -II and -III show the relaxation, in the membranes 58, the old contour is reached again. The preload on the ground is maintained.
  • Fig. 17 shows the exemplary possibility of generating thrust bias by the change in the footprint itself.
  • the tire is running to the left in the direction v. This produces a positive thrust prestress.
  • the original contour of the tire 60 is transformed into 61 by the deformation.
  • the theoretical footprint zone III is thereby increased by the zone II with the length A1-A2 and mirror image by zone IV, while the zones I and V are outside.
  • a lever 66 with extended grinding contour rotates about the point 65 a front part with a ratchet 64.
  • In the tread 62 sits a small biasing rake 63rd
  • the lever generates by its arc (dashed) a rotation of the Vorspannrechens in zone II which corresponds to an angle y.
  • the torque-rotation of the rim in the tire represented by the drive angle a 0 and the length Ao-Aa.
  • zone II the lever has reached its highest twist of the lead rake and is moving back.
  • the ratchet must release the preload rake.
  • the braking range with ß and Ao-Ab remains unconsidered, but it could be with a much more complicated in the context of the invention execution.

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

Abstract

L'invention concerne un dispositif pour le mouvement roulant présentant une pluralité d'éléments profilés dans une zone de roulement. L'orientation spatiale de certains éléments profilés au moins peut être modifiée au moyen d'au moins un élément de réglage en fonction d'un mouvement de roulement de la zone de roulement.
EP16808554.6A 2015-10-29 2016-09-30 Structure de roue Withdrawn EP3368342A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015014132.5A DE102015014132A1 (de) 2015-10-29 2015-10-29 Radkonstruktion
PCT/DE2016/000362 WO2017071676A1 (fr) 2015-10-29 2016-09-30 Structure de roue

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EP3368342A1 true EP3368342A1 (fr) 2018-09-05

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WO (1) WO2017071676A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102017219520A1 (de) * 2017-11-02 2019-05-02 Ford Global Technologies, Llc Anordnung aus einem Luftreifen und einer Radfelge für ein Fahrzeug
CN110039957B (zh) * 2019-04-24 2023-11-03 北京化工大学 一种安全绿色节能降噪非充气轮胎
CN114379291B (zh) * 2022-03-24 2022-06-07 山东玲珑轮胎股份有限公司 一种轮胎内支撑安全锁紧装置

Family Cites Families (7)

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Publication number Priority date Publication date Assignee Title
US4058352A (en) 1976-08-09 1977-11-15 Caterpillar Tractor Co. Track-type vehicle wheel having impact resistance means
DE3017184A1 (de) 1980-05-05 1981-11-12 Klaus Dipl.-Ing. 2070 Ahrensburg Debus Hochleistungs-ketten-laufwerk
DE4003017A1 (de) 1989-12-21 1991-08-29 Klaus Dipl Ing Debus Hornringe zu "virtuelle felgenverbreiterung bei innen montierten reifensystemen"
DE19620759A1 (de) * 1995-05-31 1996-12-05 Intertractor Ag Fahrwerk für Kettenfahrzeuge, insbesondere für Fahrzeuge mit Ketten oder Bändern aus elastischem Material
KR100211743B1 (ko) * 1995-12-12 1999-08-02 가노 다다가쯔 무한궤도식 자기주행장치
US6263989B1 (en) * 1998-03-27 2001-07-24 Irobot Corporation Robotic platform
US9428231B2 (en) * 2013-02-13 2016-08-30 James Walter Beard Climbing vehicle with suspension mechanism

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DE102015014132A1 (de) 2017-05-04
WO2017071676A1 (fr) 2017-05-04

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