Sumitomo Airless Tire Concept

OVERVIEW

This airless tire concept comprises of a tread ring, spokes and a hub which is attaches to the axle. Radially arranged
multiple fin-type spoke blades connect the tread ring and the hub. The design of the spokes is such that it is able to
carry required load without considerable vibrations.

SPOKE DESIGN

Spoke fins are inclined with respect to tire axis of rotation. The distribution of axial component length varies
significantly along the circumferential direction. So, as the tire rolls, a change in load exerted on the axle is significant
causing vibration.

Factor 1: Regarding a tire axial component length (tx) of the tread connection portion at each point (x) in a
circumferential direction of the tread ring, when the distribution of component lengths (tx) along the entire tire
circumference is divided into

 a first region (Y1) where tx = 0

 a second region (Y2) where 0 < tx < 0.6W
 a third region (Y3) where 0.6W < tx <W

where W is the tread width with along tire axis direction

A ratio (E1) of the first region (Y1), a ratio (E2) of the second region (Y2) and a ratio (E3) of the third region (Y3) that
respectively occupy the entire circumference of a tire are characterized by satisfying the following formulas:

0 ≤ 𝐸1 ≤ 0.5

0 ≤ 𝐸2 ≤ 1

0 ≤ 𝐸3 ≤ 0.3

If E3 exceeds 0.3, tire ceases to be lightweight. In the second region (Y2), the tire axial component length (tx) is set
appropriately, thus the distribution of the component lengths (tx) is made uniform and suppressed from varying.
Accordingly, a change in the load on the axle when the tire rolls is suppressed, and the vibration reduction
performance of the tire is improved. If E1 exceeds 0.5, E2 will inevitably decrease, thereby decreasing the effect of
reducing vibration. From the viewpoints above, E2 of the second region (Y2) along the entire tire circumference is
preferred to be set at no less than 0.5, more preferably at no less than 0.7, and most preferably at 1.0. Furthermore,
ratios E1 and E3 of the first and third regions (Y1) and (Y3) are preferred to be smaller within the above range.

Factor 2: If the volume of the space between the inner-circumferential surface of the tread ring and the outer-
circumferential surface of the hub is set as Va, and an entire volume of the spoke is set as Vs, a ratio Vs/Va is
preferred to be 0.001 - 0.4. If it’s below 0.4, spoke structure becomes too weak. If its above 0.4, the tire mass
increases beyond what is needed, offsetting the advantages of a spoke structure. Considering these viewpoints, the
minimum value of ratio Vs/Va is more preferred to be set at no smaller than 0.01, and the maximum value at no
greater than 0.2.

Factor 3: In the airless tire, the longitudinal spring constant of the tread ring is preferred to be in a range of 0.01 to
100.00 kN/mm. If the longitudinal spring constant is below 0.01 kN/mm, the tire cannot support the vehicle load
sufficiently, resulting in lowered steering stability and durability. On the other hand, if the longitudinal spring
constant (K) exceeds 100.00 kN/mm, riding comfort is lowered. From those viewpoints, the minimum value of the
longitudinal spring constant (K) is more preferred to be set at no less than 1.0 kN/mm, and the maximum value at no
greater than 50 kN/mm (The longitudinal spring constant is obtained by measuring the longitudinal deflection
amount ε (mm) when a longitudinal load F (kN) is exerted from above in a single tread ring. When the longitudinal
deflection amount ε (mm) is within a range of 0% to 10% of the outer diameter of the tread ring, such a value is
used).

The spoke is integrally molded with tread ring and hub by cast molding.

SPOKE MATERIAL

Spoke can be made of thermoplastic resin or thermosetting resin. Thermosetting resins like epoxy resin, phenolic
resin, urethane resin, silicone resin or melamine resins are preferred. Due to excellent elastic properties of urethane
resin, it is most preferred.

TREAD RING DESIGN

The tread ring comprises of a tread rubber layer, a first reinforcing cord layer, a second reinforcing cord layer and a
shear rubber layer between the first two layers. The ratio of the tensile modulus of the cord layers to the shear
modulus of the shear layer is 100 or greater (most preferably 1000 or more). As a result, the deformation amount of
the tread ring is kept low, and rolling resistance is reduced and excellent steering stability is ensured.

Higher shear modulus for the shear layer increases the load bearing capacity of the tire (it is preferred to have a
shear modulus of 30 MPa or more). This allows for the ratio of tensile modulus of reinforcing layer to shear modulus
of shear layer to be increased which decreases rolling resistance and improves steering stability.

Each cord layer has a topping rubber having loss tangent tan δb of 0.03 to 0.10 (preferably less than 0.05) and tensile
modulus Eb of 4 to 20 MPa (preferably 12MPa or more). Influence of the properties of rubber in airless tires is 10
times more than in the case of pneumatic tires. Hence it is preferred to have topping rubbers of small loss tangent
and high tensile modulus which leads to lower rolling resistance and weight. When the loss tangent exceeds 0.10, it
becomes difficult to sufficiently reduce the rolling resistance. On the other hand, in a sulfur vulcanized rubber
composition, it is technically difficult to reduce the loss tangent to below 0.03. Further, when the tensile modulus is
less than 4 MPa, the topping rubbers become weak, and it is difficult to ensure sufficient rigidity in the tread ring. On
the other hand, in a sulfur vulcanized rubber composition, it is difficult in manufacturing to increase the tensile
modulus to above 20 MPa.

The reinforcing cords, cord formation density and the angle of the reinforcing cord layer are set according to a
tensile modulus (Eb) in the tire circumferential direction of the reinforcing cord layer. The first and second
reinforcing cord layers are respectively formed to be line-symmetric with respect to a tire equator line. When there
is no line symmetry, when a load is applied, torsion occurs in the reinforcing cord layer(s), and the tread ring
deforms by distortion, and thus smooth rolling becomes difficult.

It is acceptable for the ratio of tensile modulus of the cord layers to lie between 0.8 and 1.2 but It is preferred to
have equal tensile modulus (for cost and weight reduction).

SUMMARY

Spokes for the tire are designed according to the certain conditions such that vibration generated can be reduced.

Preferred design conditions:

Tire axial component length(tx) – 0 to 0.6W (where W is the tread width along the tire axis direction)

Ratio of volume between tread band and hub to volume occupied by spoke - 0.01 to 0.2.

Longitudinal spring constant (K) - 1.0 kN/mm and 50 kN/mm.

Shear modulus for the shear layer – Greater than 30 MPa

Ratio of the tensile modulus of the cord layers to the shear modulus of the shear layer – Greater than 1000

Cord layer topping rubber loss tangent tan δb – Less than 0.05

Tensile modulus of cord layer – 12MPa to 20MPa