Active Transformation Tires

Abstract

The present invention provides a tire that deforms in such a way that frictional resistance increases only when the tire is subjected to a load and deforms. [Solution] By incorporating a high-friction rubber material into the sidewalls and treads of currently available tires, the tire deforms in such a way that friction resistance increases only when it is subjected to load and deforms. Consequently, normal rolling resistance is significantly reduced, contributing to improved fuel efficiency. Furthermore, performance in areas such as braking and cornering can also be improved to a greater extent than before.

Description

Technical Field

[0001] The present invention relates to a tire that changes the conventional concept of tires and deforms such that frictional resistance increases only when a load is applied to the tire. Background Art

[0002] Currently used tires have been developed by making every effort to address the conflicting challenge of increasing frictional resistance while reducing rolling resistance, through approaches such as researching rubber materials and tread patterns.

[0003] However, no matter how much research and development has been conducted, since the shape of the tire is fixed, it has been difficult to achieve groundbreaking improvements in fuel efficiency, braking performance and other aspects.

[0004] As an improvement measure, deforming the tire itself has been considered. However, it is difficult with current technology to utilize information technology and high-tech fields to achieve such tire deformation. Summary of the Invention Problem to be Solved by the Invention

[0005] The problem to be solved is to allow the tire to deform and increase frictional resistance only when a large load is applied, such as when cornering or braking, through physical force. Means for Solving the Problem

[0006] The most primary feature of the present invention is that a rubber material with high frictional resistance is disposed on the sidewalls and tread of currently mainstream tires, and the tire deforms such that frictional resistance increases only when the tire is deformed under an applied load. Effect of the Invention

[0007] This invention offers the advantage of significantly improving fuel efficiency and braking performance. The conventional tire portion is reduced to the bare minimum necessary to support the vehicle's weight and create a comfortable ride, while the performance required in emergencies is entrusted to the additional portion made of rubber material with a high coefficient of friction. Consequently, rolling resistance under normal conditions is greatly reduced, contributing to improved fuel efficiency. Furthermore, performance in areas such as braking and cornering can also be improved to a greater extent than before. [Brief explanation of the drawing]

[0008] [Figure 1] Figure 1 shows the basic structure of the present invention. Conventional tires are used during normal driving. Only when a load is applied to the tire does the portion made of rubber with a high coefficient of friction make contact with the ground. Although not shown in this cross-sectional view, the tread portion of the tire also has a rubber layer with a high coefficient of friction when angled, so that the coefficient of friction is high even under angled loads. This patent also includes cases where rubber is not filled into the pattern portion. It also includes cases where rubber is filled only into the pattern portion. Furthermore, adjustments such as using rubber with a higher coefficient of friction towards the outside of the conventional tire should also be considered. In addition, it is necessary to adjust the size of the contact surface during deformation by adjusting the hardness of the rubber and the components of the tire.

[0009] [Figure 2] Figure 2 shows a diagram that considers how the coefficient of friction increases in stages when a load is applied to the tire.

[0010] [Figure 3] Figure 3 shows an example where an air-filled tire section is added to the conventional tire to increase the coefficient of friction on the sidewall. In this case, it may be necessary to add an air valve to the tire to accommodate the added air layer.

[0011] [Figure 4]Figure 4 shows an example of changing the shape of the tire itself in order to further reduce rolling resistance during normal driving.

[0012] [Figure 5] Figure 5 shows a design that more aggressively reduces tire rolling resistance or increases frictional resistance under load than Figure 3. In this case as well, it is conceivable to add an air valve to the tire to accommodate the added air layer. [Modes for carrying out the invention]

[0013] Embodiments of the present invention will be described below. [Examples]

[0014] In the case of Figure 1, it would simply involve adding rubber with a high coefficient of friction to the current manufacturing line, and it is thought that there would be relatively few changes to the manufacturing line compared to the following cases. However, considering normal driving conditions, many items would change, such as reducing the tire width to lower rolling resistance, changing the tire pattern, and adjusting tire strength, driving stability, and ride comfort. Therefore, in order to maximize the effect, the costs of research, prototyping, and development would likely be high. [Examples]

[0015] This patent applies only to the groove portion. It involves using existing tires as they are and adding rubber with a high coefficient of friction to the grooves. However, since drainage must be carried out as before, the grooves of the existing tires need to be enlarged. [Examples]

[0016] This patent will be applied only to the side of the tire. No changes to the tire pattern or other components are necessary; only the side portion will be modified, which is expected to result in the lowest development costs. In this case, values ​​such as rolling resistance during normal driving will not change, and the effect will only be realized in situations such as avoiding danger. [Examples]

[0017] As shown in FIG. 3 and FIG. 5, when an air layer is provided, the coefficient of friction can be adjusted, so this arrangement has the advantage that a corresponding effect can be expected. However, since it is necessary to modify or add a production line, it is expected that the production cost will increase significantly. It is contemplated to apply the present invention to tires that have high performance requirements, such as large tires for special vehicles and tires for aircraft. [Example]

[0018] As shown in FIG. 4, it is considered that dividing the tire makes it easier to obtain the effect of the present patent. This arrangement is also expected to have a great impact on the production line including research and development, leading to a significant increase in cost. [Description of Reference Numerals]

[0019] 1 Rubber material having a large coefficient of friction 2 Drainage groove 3 Air layer or foamed rubber, etc. 4 Conventional tire portion

Claims

1. Add a material with a high coefficient of friction to the sidewall of the tire.

2. Add a material with a high coefficient of friction to the sides of the drain.

3. When adding materials with a high coefficient of friction, consider gradually changing the coefficient from the inside out.

4. Even if the drainage ditch is angled, a material with a high coefficient of friction will be added to the drainage ditch to increase the coefficient of friction of the tire in the angled direction.

5. In addition to the case shown in Figure 2, where the coefficient of friction changes linearly, we also consider a method like the one shown in Figure 1, where the coefficient of friction increases only when a load is applied to the tire. This also applies to the treatment of the drainage groove.

6. To improve tire performance, consider dividing the tire into sections, as shown in Figure 4, to increase its effectiveness.

7. As shown in Figures 3 and 5, consider creating an air layer within the additional material with a high coefficient of friction.

8. This patent is also valid for tires on two-wheeled vehicles such as racing bicycles and motorcycles, as well as four-wheeled vehicles such as large trucks and buses. In the case of racing bicycles and motorcycles, the rubber layer should be made even thinner than shown in the diagram.

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