tire

Abstract

1. A tire having an adaptive tread including a plurality of surface sections, each of which can move relative to the other surface sections without deformation to form a tread pattern.

Description

[Technical Field]

[0001] FIELD OF THE DISCLOSURE This disclosure relates to tires for vehicles such as automobiles. [Background technology]

[0002] A conventional tire comprises a rubber surface having grooves in a tread pattern and an inner tube filled with air under pressure. This rubber surface is pressed against the ground by the weight of the vehicle, generating friction with the ground. Additionally, the grooves in the tread pattern are provided to allow water to escape from between the tire and the ground. Furthermore, the inner tube is provided to increase the rigidity of the tire and absorb shock while maintaining friction. Summary of the Invention [Problem to be solved by the invention]

[0003] These conventional tires have several limitations.

[0004] The friction between the tire and the ground is limited, and as the rubber surface slides over the ground, it wears away.

[0005] The rubber surface stretches and deforms to a certain extent, but the grooves in the tread pattern reduce the contact area between the tire and the ground to a certain extent, thereby reducing friction. Therefore, tire designers must make a compromise between the ability to expel water and maximum traction. This has led to a variety of designs that are specialized for different environments, such as slick tires (tires with a smooth surface) for dry conditions and wet tires (tires with wide grooves) for wet conditions. Because tires are so specialized, it is undesirable (and even dangerous) to use the same tire in different environments.

[0006] Furthermore, the rubber surface is usually quite thin and soft, which poses a risk of puncturing the inner tube. A punctured inner tube can cause the tire to lose pressure, reducing vehicle traction and control at the very least, potentially leading to a crash.

[0007] These problems are exacerbated in electric vehicles. Electric engines typically use much more torque than internal combustion engines, so electric vehicles are typically heavier. This means that tire friction and tire wear due to slippage and stretching increase significantly (in some cases by as much as three times). Accordingly, the lifespan of tires used on electric vehicles will be reduced (e.g., from 30,000 miles to 10,000 miles). If electric vehicles are required to be environmentally friendly, the increased frequency of tire replacement and disposal may be seen as a problem.

[0008] It is therefore desirable to provide a tire that can address at least some of the above problems by increasing traction, reducing wear, improving adaptability to various environments, and / or improving puncture resistance. [Means for solving the problem]

[0009] According to a first aspect, there is provided a tire having an adaptive tread comprising a plurality of surface sections, each of which can move relative to the other surface sections without deformation to form a tread pattern.

[0010] By providing a tread that can change its tread pattern without deformation, the contact area between the tire surface and the ground can be altered beyond the elongation and deformation limits of conventional tire treads. This allows the tread to adapt to the ground, increasing traction, reducing wear, improving compliance, and allowing water to escape if present.

[0011] Optionally, the tire comprises an inner body and a protrusion disposed about and extending radially outward from the inner body, the surface section being at a radially distal end of the protrusion.

[0012] By providing the surface sections as the ends of the protrusions, deformation of the protrusions along their radial length allows passive relative motion without deforming the surface sections. This is a relatively simple solution that can be molded and / or cut using conventional tire materials.

[0013] Optionally, said protrusion has a length of at least 10% of the radius of the tire.

[0014] By providing this protrusion with a length that occupies a significant portion of the tire's radius, the likelihood of an object on the ground penetrating the tread completely and reaching the tire is reduced, reducing the risk of a puncture.

[0015] Optionally, said protrusions are arranged in a row extending axially along the tire. In other words, the rows are perpendicular to the direction of rotation of the tire.

[0016] By providing rows that extend axially, the protrusions are able to deform perpendicular to the rows, i.e. along the direction of tire rotation. This allows the row to absorb small variations in torque and reduce wear on the surface sections.

[0017] Optionally, each row includes a plurality of adjacent protrusions.

[0018] By providing a row of adjacent protrusions, a grid-like array of protrusions is formed, and the protrusions can be deformed in either or both directions along the direction of rotation and / or perpendicular to the direction of rotation. This allows the tread to adapt better to uneven ground and improve traction.

[0019] Optionally, the rows are positioned adjacent to one another around the entire circumference of the tire.

[0020] Even if protrusions are used on only a portion of the tread, some of the above-mentioned advantages are still provided. However, it is desirable for the tread to be constant circumferentially around the tire so that the forces on the axle are independent of the angular position of the wheel.

[0021] Optionally, the surface section may be raised in the middle relative to the edges to direct water or soft material towards the edges.

[0022] By directing the water or soft material toward the edges of the surface sections, the water or soft material moves into position to apply a force that pushes the surface sections apart, conforming the tread pattern and creating one or more grooves.

[0023] According to a second aspect, there is provided a tire including a tread layer, a wheel interface, and a connecting layer disposed to connect the wheel interface to the tread layer, the connecting layer being formed from a superelastic material and including a cavity.

[0024] The superelastic tie layer replaces the traditional inner tube, allowing for a stronger connection between the tread and wheel interface. This improves torque transfer to the tread and reduces elastic fatigue associated with sidewalls in conventional tires.

[0025] Optionally, in the second aspect, the tire further comprises a gas-filled compressible cushion adapted to fit the cavity.

[0026] The provision of a gas-filled cushion has the advantage of reducing wear on the cavity by preventing opposite sides of the cavity from rubbing against each other.

[0027] Optionally, in a second aspect, the cavity is in fluid communication with the environment outside the tire.

[0028] Providing a fluid connection means that there is no pressure difference between the cavity and the outside environment, meaning that there is no sudden change in the tire's behavior when an object on the ground penetrates the tire. This reduces the risk of more serious injuries from stab wounds.

[0029] Optionally, in a second aspect, the tie layer includes a plurality of cavities distributed circumferentially around the tire.

[0030] By distributing the cavities circumferentially, the uniformity of the connecting layer is improved as the tire rolls, allowing the tire to roll more smoothly.

[0031] Optionally, in a second aspect, the tire further comprises connecting walls attached to axial ends of the tire, the connecting walls covering the tie layer.

[0032] The superelastic connecting layer may be less stiff than the tread. Thus, by covering the tie layer, the connecting wall improves the durability and lifespan of the tire.

[0033] As a further optional feature, the cavity may extend to the axial ends of the tire and said connecting wall may cover the cavity.

[0034] The connecting walls can prevent debris and water from entering the cavities of the connecting layer, reducing the risk of debris increasing friction within the cavities. Additionally, if the cavity contains a gas-filled cushion, the connecting wall reduces the risk of the cushion leaking out of the tire or of debris damaging the cushion.

[0035] Optionally, in a second aspect, the connecting wall may be removable from the tire.

[0036] Removable connecting walls have the advantage that the cavity can be easily cleaned and the buffer material replaced.

[0037] Optionally, in a second aspect, the connecting wall may include a mounting portion for mounting the tire to a wheel hub.

[0038] By allowing the connecting wall to be explicitly attached to the wheel hub, the risk of the tire separating from the wheel in the event of a side impact is reduced, improving safety.

[0039] Optionally, in a second aspect, the tread layer includes a plurality of disc-shaped sections arranged around the consolidating layer along the axis of rotation of the tire.

[0040] By providing a tread layer containing multiple sections, tires of different widths can be built by stacking different numbers of common prefabricated disc-shaped sections, and complex tread patterns can be built by stacking different prefabricated disc-shaped sections.

[0041] As a further optional feature, a spacer is disposed between adjacent pairs of disc-shaped compartments.

[0042] By providing spacers between adjacent pairs of disk-shaped sections (or regularly between adjacent pairs of disk-shaped sections), gaps can be provided between the disk-shaped sections of the tread layer, and this gap can be configured to improve friction, cooling, or water removal from the tread layer.

[0043] Features of the first aspect may be combined with the second aspect as set out in the accompanying claims.

[0044] According to a third aspect, the present disclosure provides a method of assembling a plurality of tires according to the second aspect. The method is: fabricating a plurality of tie layers disposed to connect a wheel boundary to a tread layer, the tie layers being formed from a superelastic material and including voids; fabricating a plurality of tread layers; building a plurality of tires by disposing a tread layer of the plurality of tread layers around a consolidation layer of the plurality of consolidation layers; The method includes:

[0045] In conventional tire manufacturing methods, the tread layer is formed and cured directly on the inner carcass. Similarly, the conventional method of retreading a tire involves curing a new tread layer directly onto a recycled carcass. This means that tread curing, a time-consuming step in production, can only be performed as a later step in the tire assembly, and is complicated by the presence of the carcass. In contrast, according to the present invention, the tread layer can be fully formed before being combined with the tie layer.

[0046] According to a fourth aspect, the present disclosure provides an electric vehicle comprising a tire according to the first or second aspect.

[0047] As mentioned above, electric vehicle tires experience increased wear due to the high torque used. Electric vehicles therefore particularly benefit from the use of tires of the first or second aspect.

[0048] The tire of the first or second aspect may also be used with an internal combustion engine. [Brief explanation of the drawings]

[0049] [Figure 1A] 1 is a schematic perspective view of a tire according to one embodiment. [Figure 1B] FIG. 1 is a schematic front view of a tire. [Figure 1C] 1 is a schematic detail view of a surface section of a tire. [Figure 1D] 1 is a schematic side view of a tire. [Figure 1E] 1 is a schematic cross-sectional view of a tire. [Figure 2] FIG. 2 is a schematic cross-sectional view of a tire according to another embodiment. [Figure 3] FIG. 10 is a schematic exploded view of a tire according to a third embodiment. [Figure 4] FIG. 10 is a schematic cross-sectional view of a tire according to a fourth embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0050] 1A to 1D are schematic views of a tire 1 according to an embodiment, seen from different perspectives. Tire 1 has a loosely cylindrical shape and can be described by reference to an axis, marked z in Figures 1A to 1D, about which tire 1 is configured to rotate. The axial direction is parallel to the z-axis, the radial direction is toward or away from the z-axis, and the circumferential direction is around the z-axis.

[0051] As shown in FIGS. 1A-1D, the tire 1 includes, about the z-axis, a tread layer 10, a wheel boundary 20, and a tie layer 30.

[0052] Referring to FIG. 1B, tread layer 10 includes a conforming tread 11 that forms the outer surface for tire 1 to roll over the ground. The adaptive tread 11 includes a plurality of surface sections 12, as shown in more detail in FIG. 1C, which is an enlarged view of circle C in FIG. 1B.

[0053] Each of the surface sections 12 may be flat or may have a partial tread pattern.

[0054] In Figures 1B and 1C, each surface section 12 has a partial tread pattern that includes a raised central section surrounded by recessed outer sections. The central section may be, for example, square, circular, oval, diamond shaped, etc. Such a partial tread pattern directs soft material or water on the ground to the joints between the surface sections 12, which exerts a force on the ground, separating the surface sections 12 without requiring deformation of the individual surface sections 12, via a mechanism described below. The difference between the raised and recessed sections may be small, just enough to deflect soft material or water towards the junctions between the surface sections 12 .

[0055] The surface sections 12 are arranged in a grid and form the entire tread surface. In an unstressed state (ie, when no force is applied), the surface sections 12 may be directly adjacent in a grid (as shown in Figures 1B and 1C). Alternatively, in an unstressed state, the "junctions" between the surface sections 12 may include gaps such that an expandable and / or compressible channel exists between the surface sections 12. The presence of the grooves in an unstressed state allows the surface sections 12 to move independently of adjacent surface sections 12 in the grid, thereby reducing the minimum force required to move an individual surface section 12.

[0056] FIG. 1D is a side view of the tire 1. Meanwhile, FIG. 1E is a composite cross-sectional view taken along line BB shown in FIG. 1D, which extends from the top of FIG. 1D to the center of tire 1 and from the center of tire 1 to the right side of FIG. 1D.

[0057] With reference to Figures 1D and 1E, it can be seen that the surface section 12 is present at the radially distal end of a protrusion 13, also called a rod. The radially proximal ends of the protrusions 13 extend outward from the inner body of the tire 1, which in this embodiment is connected to the tread boundary of the tread layer 10, as well as the connecting layer 30 and the wheel boundary 20. The world include.

[0058] The protrusion 13 has a length d that occupies a significant portion of the radius r of the tire 1 (the dimension labeled in FIG. 1E) and is greater than a conventional tread depth (8 mm when new), typically at least 15 mm to 20 mm. In some embodiments, the length of the protrusion 13 may be sufficiently large such that r≦10d (i.e., the protrusion 13 has a length that is at least 10% of the tire radius), or even r≦4d (i.e., the protrusion 13 has a length that is at least 25% of the tire radius). Such a long length d of the protrusion 13 means that the inner body is positioned further away from the road than in conventional tires, which has the effect, among other advantages, of greatly reducing the risk of the ground or objects on the ground penetrating the inner body. Thus, in embodiments where the tread 11 of the present invention is combined with an internal gas cushion (e.g., an inner tube or insert of the type described below), the likelihood of decompression or sudden bursts of air is reduced, improving safety and control performance.

[0059] Each of the protrusions 13 is capable of bending over its length when a force is applied to it, either by friction between the ground and the tire 1 or by the presence of soft material or water. Such bending translates into movement of the corresponding surface section 12 in a circumferential direction around the tire 1 (in use, a direction parallel to the direction of vehicle motion) or in an axial direction (in use, a direction perpendicular to the direction of vehicle motion).

[0060] The combined circumferential and axial bending allows the protrusions 13, and thus the tire 1, to adapt to uneven ground and maintain maximum traction. Furthermore, when the ground is wet or contains soft material, forces are generated at the edges of the surface sections 12 or individual surface sections 12 slide to maintain maximum grip and contact area with the ground, creating channels to drain water or soft material from between the tire 1 and the ground. The ability of the protrusions 13 to bend in two directions allows these grooves to extend either parallel to the direction of motion (as in conventional tires with fixed grooves) or perpendicular to the direction of motion.

[0061] The length d of the protrusion 13 may be selected depending on the application of the tire 1 .

[0062] For example, if travelling over rocky terrain is anticipated, the length d of the tire 1 may be increased to allow the protrusion 13 to flex significantly over its length and accommodate relatively large objects on uneven ground. Nevertheless, unlike conventional tires with large tread grooves for grip, the tire 1 of this embodiment can be driven back onto a smooth surface (such as a road), and when the protrusions 13 return to their unbent configuration, the tire 1 can make extensive surface contact, unlike fixed grooves.

[0063] Similarly, if high speeds are expected, increasing the length d of the tire 1 will reduce the overall stiffness of the protrusion 13, allowing the surface section 12 to move faster in response to changes in the ground. Furthermore, the temperature of the surface section 12 generally increases at high speeds, causing the material forming the protrusions 13 to expand and become more rigid. These cause the protrusions 13 to shorten and stiffen during use. This means that a tire 1 that is expected to run at high speeds can be advantageously designed before use (e.g., by making the protrusions 13 longer) to reduce stiffness, in anticipation of an increase in stiffness during use.

[0064] The projections 13, and more generally the tread layer 10, may be formed by any known method of forming rubber or another suitable viscoelastic or resilient material, including synthetic rubber. For example, the tread layer 10 may be formed by molding and curing, by compressing recycled materials, and / or by punching or cutting. Some manufacturing techniques impose a minimum length on protrusion 13; for example, if protrusion 13 is molded, protrusion 13 must be long enough to allow release from the mold.

[0065] Referring again to FIGS. 1D and 1E, the tie layer 30 is positioned at the tread boundary of the tread layer 10. The world It is connected to the wheel boundary 20. Unlike conventional tires, where the inner tube accounts for a large portion of the interior volume, the interconnecting layer 30 is made from a solid superelastic material that contains at least one cavity 31 . A superelastic material is a material that has a higher elasticity than the material of the tread layer 10 . The superelastic material may include, for example, viscoelastic (uncured) rubber, which is inherently superelastic, or may include a wire frame where the superelasticity is imparted by the frame structure, or may be a combination of inherently and structurally elastic materials, such as a wire frame embedded in rubber.

[0066] When the tire 1 is placed in place on the wheel of a vehicle, the connecting layer 30 and wheel interface 20 provide a substantially continuous connection between the wheel and the tread layer 10 . It transfers torque from the wheel to the tread better than a conventional tire sidewall and, unlike tires with conventional inner tubes, does not compromise frictional efficiency to keep the tire attached to the wheel. Additionally, improved torque transmission means that the tire body stretches less between the wheel interface and the tread layer during use, reducing elastic fatigue compared to conventional tires.

[0067] Replacing a conventional inner tube with the connecting layer 30 also means that the tire 1 is heavier than conventional tires, which helps improve the tire's traction and the controllability of the vehicle using the tire.

[0068] As shown in FIG. 1D, the cavity 31 extends axially across the tire 1 and is therefore capable of fluid communication with the environment outside the tire 1 (e.g., the ambient air) at one or both of the axial ends of the tire 1. The presence of voids 31 allows the superelastic material of interconnect layer 30 to further compress, thereby dampening the transmission of vibrations from uneven ground to the vehicle, similar to the purpose of an inner tube in a conventional tire. However, safety and control are improved by eliminating the need for pressurized gas in the tire and the risk of it decompressing or exploding.

[0069] The cavity may have various cross-sectional shapes, such as the inverted aerofoil shape shown in FIG. 1D, and is adapted to provide outward lift to the tire 1 in a sense as pressure flows around the wheel as the tire 1 rotates. Alternatively, a simpler circular or half-moon shape may also increase the compression of the tie layer 30 . The shape of the cavity can be optimized to maintain balance and smoothness during rotation.

[0070] In some embodiments, cavity 31 may include a compressible cushioning material that is adapted to fit the cavity and filled with gas. The provision of such a cushioning material has the effect of reducing friction between the walls of the cavity when the cavity distorts as the wheel rotates, thereby extending the life of the coupling layer 30 . The cushioning then works in conjunction with the superelastic material of the interconnect layer 30 to dampen vibrations as a combination of conventional tire construction and the superelastic interconnect of the present invention.

[0071] The buffer may be filled with air, nitrogen, or another gas, and the pressure and material (or molar mass) of the gas within the buffer is selected to match the superelastic material to optimize durability, torque transmission, and vibration damping of the coupling layer 30. For example, nitrogen has a lower molar mass (14) than ambient air (28.8), making it an option when it is desirable to minimize tire weight while maximizing pressure within the cushion, as required over rough ground or at high speeds.

[0072] In embodiments with cushioning, it may be desirable to provide separate cushioning for each of the cavities 31 so that reduced pressure does not affect the entire tire at once. In the embodiment shown in FIG. 1D, six cavities 31 are arranged symmetrically around the tire 1. Multiple cavities 31 may be arranged even if no cushioning is included to spread the effect of the cavities more evenly around the wheel and provide a smoother rolling of the tire 1.

[0073] The tie layer 30 may be attached to the tread layer 10 in a variety of ways, including mechanical interference, adhesives, or by the application of curing, heat and / or pressure. Alternatively, the connecting layer 30 and tread layer 10 may be molded from a single superelastic material, but this requires a compromise between the durability of the material in contact with the ground and the elasticity of the connecting layer 30, and is therefore desirably avoided.

[0074] Furthermore, in conventional carcass and inner tube construction, the tire sidewalls are curved, requiring the tread layer 10 to be formed directly onto the curved carcass. On the other hand, the sidewalls of the tie layer 30 can be flat and the tread layer 10 can simply be placed around the tie layer 30 .

[0075] In particular, conventional methods of manufacturing tires require that the tread layer be cured directly onto the inner carcass. Similarly, the conventional method of retreading a tire requires that a new tread layer be cured directly onto the recycled carcass. This means that tread curing, a time-consuming step in production, can only be performed as a later step in the tire assembly, and is complicated by the presence of the carcass.

[0076] In contrast, in accordance with the present invention, the tread layer 10 can be fully formed before being attached to the tie layer 30, and the required pre-cure step can be a simple process of curing only the tread layer 10.

[0077] FIG. 2 is a schematic cross-sectional view of a tire 1 according to a second embodiment. The location of the cross section corresponds to the line DD shown in FIG. 1D. This embodiment is similar to the embodiment described above with reference to FIGS. 1A to 1E, except that the tire 1 further comprises connecting walls 40 attached to the axial ends of the tire 1.

[0078] The connecting wall 40 can be positioned to cover and protect the tie layer 30 . More specifically, connecting wall 40 can be positioned to cover the ends of one or more cavities 31, thereby preventing debris from entering cavity 31 and / or preventing gas-filled buffer material (if present) from leaking out of cavity 31. To prevent this, the connecting wall 40 does not need to seal the cavity 31, and the cavity 31 may be in fluid contact with the external environment as described above in the first embodiment.

[0079] The connecting wall 40 may also protect, in use, the wheel on which the tire 1 is mounted, as an alternative to a hubcap. Specifically, the connecting wall 40 may be shaped to increase airflow over the caliper, disc, and brake components while reducing water spray.

[0080] The connecting wall 40 may be of various shapes, including a solid disc or a vented disc having one or more holes that allow air to flow to the wheel on which the tire 1 is mounted and / or to the connecting layer 30.

[0081] The connecting wall 40 may be molded as part of the tread layer 10 or the tie layer 30 and may be made of the same material as the associated layer. Alternatively, the connecting wall 40 may be a separate element that is removable from the rest of the tire 1 . For example, the connecting wall 40 may be adapted to engage the ends of one or more cavities 31, or may include one or more through holes for fasteners to engage the connecting layer 30 (as shown in FIG. 3). By designing the connecting wall 40 to be removable, the gas-filled buffer material within the cavity 31 can be easily replaced if it becomes punctured or naturally deteriorates.

[0082] The connecting wall 40 may also comprise a mounting portion for mounting the tire 1 to a wheel hub. By fixedly attaching the tire 1 to the wheel hub, there is an advantage that safety is improved by preventing the tire 1 from coming off the wheel in the event of a side impact on the tire 1.

[0083] In the above example, the protrusions 13 are arranged in a grid pattern around the entire circumference and axial direction of the tire 1. However, in other embodiments, a hybrid tire may include a mixture of conventional tread and the improved tread 11 according to the above embodiments. For example, across the axial length of the tire, the outer portions of the tread may be as described above, while the central portion of the tread may be smooth as in a conventional dry tire. In this case, the smooth center section increases the tire's contact area, while the outer sections are able to maintain some traction even in wet conditions. A mixture of a conventional tread and the tread 11 according to the above-described embodiments may partially increase the friction, reduce wear and / or improve flexibility compared to a conventional tire, without fully enjoying the advantages of the improved tire according to the above-described embodiments.

[0084] Furthermore, the movable surface section 12 can be achieved by means other than the protrusion 13 . For example, the adaptive tread 11 may have a continuous surface that includes different sections with different elasticities. The sections with higher stiffness can correspond to the surface sections 12 of the above-mentioned embodiments, while the sections with lower stiffness can be stretched to provide adaptive spacing between the surface sections 12 as an alternative to the bending protrusions 13 described above. If the difference in elasticity is large enough, the less stiff sections may form channels and behave similarly to the embodiments described above.

[0085] Furthermore, rather than relying on completely passive bending or elasticity differences of the protrusions 13, the adaptive tread 11 may be actively controlled, for example, using dielectric elastomer sections and control circuitry that applies voltage to the dielectric elastomer sections. This configuration may be used in conjunction with any of the alternatives discussed above, by varying the elasticity (bendability) of the protrusion 13 in the illustrated embodiment, or by varying the elasticity of the less rigid section in alternative embodiments.

[0086] The tread layer 10 described above can be used without being combined with the tie layer 30 described above. The protrusions 13 of the tread layer 10 may be implemented in other conventional tires, such as tires having inner tubes.

[0087] Likewise, the tie layer 30 described above can be used without being combined with the tread layer 10 described above. The superelastic material tie layer 30 may be used in tires with conventional treads.

[0088] Although the second embodiment described above includes two connecting walls 40, the advantage of the connecting walls 40 may be provided to only one axial end of the tire 1. For example, depending on the position of the tire 1 when used on a vehicle, the connecting wall 40 may be provided to protect the inside of the tire 1, and a conventional wheel hub cap may be used to provide similar partial protection on the outside of the tire 1.

[0089] FIG. 3 is a schematic exploded view of a tire 1 according to a third embodiment. The third embodiment differs from the second embodiment in that the tread layer 10 includes a plurality of disc-shaped compartments 100 .

[0090] Each disc-shaped section 100 may be similar to the tread layer 10 described above. However, the coupling layer 30 of the third embodiment has a length in the axial direction (z direction) longer than one disk-shaped section 100 , and multiple disk-shaped sections 100 are arranged along the periphery of the coupling layer 30 . In other words, the tread layer 10 of the second embodiment is divided axially into a plurality of disc-shaped compartments 100 of the third embodiment.

[0091] Each disk-shaped section 100 may be adapted to interlock with an adjacent disk-shaped section 100 . For example, each disk-shaped section 100 may include one or more axial sockets or protrusions that fit together. This may reduce shear forces at the attachment between the disc-shaped section 100 and the tie layer 30 . Alternatively, the disc-shaped sections 100 may be bonded together by a variety of means, such as vulcanization, application of heat or pressure, or the use of adhesives.

[0092] With the above configuration, a complex tread layer 10 can be assembled in a modular manner by combining a plurality of disc-shaped sections 100 having different tread patterns. For example, the inner (second and third) tread sections may include a conventional tread pattern, and the outer (first and fourth) tread sections may include the adaptive tread 11 described above. More generally, pre-fabricated disc-shaped sections 100 can be combined to form any combination of tread patterns.

[0093] Furthermore, multiple disc-shaped sections 100 can be combined with corresponding connecting layers 30 to form a tire of any width. This means that a single type of disc-shaped section 100 can be used to manufacture tires of various widths.

[0094] FIG. 4 is a schematic cross-sectional view of a tire 1 according to a fourth embodiment. The fourth embodiment differs from the third embodiment in that the tread layer 10 includes spacers 50 disposed between adjacent pairs of disc-shaped sections 100 .

[0095] The spacer 50 is a tread section having a smaller radius than the disk-shaped sections 100 and is configured to define the axial spacing between the disk-shaped sections 100 .

[0096] The spacers 50 may be configured to connect adjacent disc-shaped sections 100 .

[0097] As shown in FIG. 4, different spacers 50 can have different radii to define different spacings between the disk-shaped sections 100 . The radius and spacing of the spacers 50 may be optimized according to the expected load of the tire 1 and the expected road conditions.

[0098] For example, in winter environments, increased spacing between the disc-shaped sections 100 may be used to increase traction, similar to the use of multiple narrow tires or snow chains. Similarly, in summer, increasing the spacing between the disc-shaped sections 100 can improve ventilation, reducing the operating temperature of the tire surface and reducing the risk of hydroplaning.

Claims

1. A tire comprising a tread layer, a wheel boundary layer, and a connecting layer, the tread layer having flexible protrusions disposed about the tire circumference and an accommodating tread having a plurality of surface sections; the bendable protrusion extends radially outward; a plurality of surface sections of the compliant tread at radially distal ends of the flexible protrusions; The tire wherein the connecting layer is formed from a superelastic material having a higher elasticity than the material of the tread layer and includes cavities.

2. 2. The tire of claim 1, wherein said protrusion has a length of at least 10% of the radius of said tire.

3. 2. The tire of claim 1, wherein the projections are arranged in a row extending axially along the tire.

4. 3. The tire of claim 2, wherein each row includes a plurality of adjacent lobes.

5. 5. A tire according to any one of claims 1 to 4, characterized in that the surface section is raised in the middle relative to the edges in order to direct water or soft material towards the edges.

6. 10. The tire of claim 1, further comprising a gas-filled compressible cushion adapted to fit within said cavity.

7. 2. The tire of claim 1, wherein the cavity is in fluid communication with the environment outside the tire.

8. 8. The tire according to claim 1, wherein the connecting layer comprises a plurality of cavities distributed around the tire.

9. a connecting wall attached to an axial end of the tire; 9. A tire according to any one of claims 1 to 8, characterized in that the connecting wall covers the tie layer.

10. the cavity extends to an axial end of the tire; 10. The tire of claim 9, wherein said connecting wall covers said cavity.

11. 11. The tire of claim 10, wherein the connecting wall is removable from the tire.

12. 12. A tire according to any one of claims 9 to 11, characterized in that the connecting wall includes a mounting portion for mounting the tire to a wheel hub.

13. 13. The tire according to any one of claims 1 to 12, wherein the tread layer includes a plurality of disc-shaped sections arranged around the consolidation layer along the axis of rotation of the tire.

14. 14. The tire of claim 13, wherein a spacer is disposed between a pair of adjacent disk-shaped sections.

15. 15. A method of assembling a plurality of tires according to any one of claims 1 to 14, comprising the steps of: fabricating a plurality of tie layers disposed to connect a wheel boundary to a tread layer, the tie layers being formed from a superelastic material and including voids; fabricating a plurality of tread layers; building a plurality of tires by disposing a tread layer of the plurality of tread layers around a consolidation layer of the plurality of consolidation layers; 1. A method for assembling a plurality of tires, comprising:

16. An electric vehicle comprising a tire according to any one of claims 1 to 14.

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