RESISTANT TO THE EFFECTS OF TOTAL PRESSURE LOSS

TECHNICAL FIELD

This invention relates to tire assemblies designed to resist the effects of total pressure loss and particularly refers to run-flat constructions using annular supports incorporated in the wheel rim.

DEFINITIONS

"Housing" is the structure of the pneumatic tire which in technical terms comprises many elements. However, it is used here to mean only the hollow annular body (with internal space or cavity) which is the tire.

"Tire beads" or "beads" are the two annular borders of the tire that secure it to the wheel rim (or only rim) when inflated.

"Tire tread" or "tread" is the central annular band whose inner surface faces the tire cavity and whose outer surface is in contact with the road surface.

"Sidewall", "profile" or "flank" mean the portion of the tire between the tread and the bead.

"Rim flanges" or "flanges" are the two annular ridges of the rim on which the tire beads of an inflated tire are securely sealed.

"Annular well of a wheel rim", "wheel well" or "well" is the annular depression close to the valve orifice on any wheel. During assembly of the tire the well receives the beads enabling the opposite side (180°) of the bead to pass over the flange. This enables the beads to pass over flanges whose diameters are comparatively larger.

The "pair of annular wheel rim protrusions" are two rounded cross-sectional annular protuberances of approximately 8 mm in width on the radially external annular surface of the rim about 15 mm from each flange. These protrusions are of fundamental importance in assembly of the tire since they momentarily secure the beads while the tire is being inflated such that upon reaching a specific pressure the beads shift onto the flanges sealing the tire to the rim prior to complete inflation.

"Axial" and "axially" mean being parallel to the rotation axis of the tire being the same rotation axis of the rim and annular support. "Radial" and "radially" means being perpendicular to the rotation axis of the tire, rim or support.

"Articulating elements" are the means of connection for segments such as pins.

"Elastic elements" are the means used in the invention such as springs, flexible plates or others to make the joints between segments flexible.

Some patents use a flexible band (belt, strap or strip) made of non-stretchable traction material which must evidently be strong enough to maintain the support segments firmly fastened to the rim. These bands are usually made of steel and will henceforth be referred to as "belts".

BACKGROUND

The word run-flat has generally been used to refer to two categories of tire assemblies in which a damaged tire - even upon total pressure loss - can still be used, allowing the vehicle to reach a service station for repairs or replacement.

One such category includes so called self-supporting or self-sustaining constructions. These are tires capable of withstanding the weight of the vehicle and its load even when completely deflated. This is possible because the sidewalls are reinforced during manufacturing, generally using progressive transverse fillers called "wedge or slice inserts" that make the sidewalls thicker and stiffer so that the load can be carried on an empty tire.

Run-flat tires with rigid sidewalls have presented problems both in inflated and deflated conditions. In the run-flat mode, the large amount of rubber used to make the sidewalls more rigid produces heat and fatigue and potential subsequent irreversible damage. In normal inflated operation the weight of the thicker sidewalls increases resistance to rolling, leading to increased fuel consumption and tire wear as well as impaired maneuverability.

The other category of the aforementioned tire assemblies includes tires without reinforced sidewalls that can also be driven in a deflated state. In this case, annular structures installed around the rim are used to withstand the weight on the flat tire. These auxiliary supports have sufficient height and rigidity to support the weight of the vehicle, protecting both tire and wheel rim on the way to repair.

The main challenge in developing a support-aided construction is to install the device inside the cavity of a conventional tire on conventional rims. This explains the large number of patents that describe rims that split in the longitudinal sense, i.e. perpendicularly to the rotation axis of the wheel rim close to one of the flanges in order to make it removable.

Thus, during installation of the annular support, removal of one of the flanges whose diameter is larger than the diameter of the inner annular surface of the support, allows for installation of both tire and support on the wheel rim. The removed flange is then fixed (usually screwed) in place. This feature makes it possible to install a support and a tire between flanges whose diameter is greater than the diameter of the inner annular surface of the support and the beads of the tire.

Among the large number of patents that employ this method for installing a support and a tire on a wheel rim are the most recent publications U.S. Pub. Nos. 2008/0163968, 2009/0095395, 2010/0071824, 2010/0147428; and patents U.S. Pat. Nos. 7,083,238; 7,779,877; 7,882,873 and W.O. 201 1/040940. These constructions require non- conventional rims (split rims) and therefore use principles that differ from those employed in the invention design and method here presented.

Other patents, instead of using rims with removable flanges, redesign the entire tire/wheel assembly. Examples include U.S. Pat. Nos. 5,891 ,279; 7,055,565; 7,188,649; 7,337,814 and W.O. 03/008210. With the use of special equipment, exclusive beads are guided into custom designed flanges and the tire is assembled even with the support already in place. These constructions use special tires and rims and therefore have no resemblance to the subject of this report.

Varying slightly, publications U.S. Pub. Nos. 2006/0196589 and 2007/0272336; patents U.S. Pat. Nos. 6,672,349; 7,472,734; 7,509,986 and E.P. 1974960 refer to the same run-flat device already on the market whose support does not require special rims or tires. However, installation requires exclusively designed equipment along with an experienced operator.

U.S. Pat. Nos. 3,828,836; 3,948,305 and 7,789,1 16 involve constructions that can be installed in conventional tires and rims without removing one of the flanges and without requiring exclusively designed equipment or skilled manpower.

U.S. Pat. No. 3,828,836 involves alternative run-flat embodiments with annular supports and in all of the suggested modalities the only element it has in common with the present invention is the fact it uses an orifice on the wheel rim to reach the support once assembled inside the cavity of the tire. U.S. Pat. No. 3,948,305 on the other hand, not only has the possibility of maneuvering the support through a valve orifice - in this case the valve orifice on the wheel rim - but also shares a methodological characteristic with the present invention. The first step is to introduce the device into the cavity of the tire with one of the beads installed and then expand it inside the tire. Once mounting of the tire on the wheel rim is complete the device is contracted around the wheel rim by accessing the mechanism through the valve orifice.

U.S. Pat. No. 3,948,305 differs in objective to the present invention as it refers to bead separators and not annular supports. Apart from this there are many differences between both device and method employed. Unlike the present invention, the latter patent uses a belt to connect the tabs and a ratchet mechanism to contract and lock the assembly.

In U.S. Pat. No. 3,948,305 and U.S. Pat. No. 7,789, 1 16, ratchet mechanisms or belt winding means are operated through an orifice in the wheel rim to contract, lock and maintain support segments together around the wheel rim. The present invention however requires no belt as the annular support is either a single element or alternatively segmented where its segments are connected and held together by pins and contraction around the wheel rim uses disposable pull cords.

The utilization of the belt contains flaws and document U.S. Pat. No. 7,789, 1 16 does not explain how to eliminate one of these particular flaws nor is there a figure to clearly illustrate the very stage of support assembly where the problem from the use of the belt arises. Furthermore, the text does not indicate any solution for this. This question will be addressed below.

The insertion of a support divided into segments into a tire cavity such that, during assembly of the tire on the wheel rim the support moves with the tire to the space around the wheel rim - as one step in the installation of the run-flat support - is a method which demands expansion of the support inside the tire cavity otherwise it will not pass over the flange when the tire is installed with the support inside.

However, if contraction of the support around the wheel rim is carried out using a socket wrench introduced to operate a socket that triggers the connecting mechanism of the terminals of a belt with the support already necessarily expanded, it is evident that this socket will not be close enough to the aforementioned orifice to be accessed because once the belt is expanded it will be in contact with, or close to the bottom of the tire housing. Consequently, the socket will be away from the valve orifice, thus hampering access.

As will be seen below in the present invention, pull cords pass through a handle installed on the wheel rim, contracting the annular support into coupling of the locking mechanism components thus keeping the support contracted and very close to the final locking position prior to accessing the locking mechanism (or socket in other patents). The pull cords are removed and only then is the locking mechanism triggered through the valve orifice on the wheel rim. Hence the locking mechanism is easily accessible to the socket wrench required to operate it.

The main difference between the method applied in the present invention and that of U.S. Pat. No. 7,789,1 16 is the way in which the two supports are contracted and locked. The aforementioned patent specifies the use of a belt coupled with a ratchet mechanism that requires the support to be contracted by the same actuator that locks the belt. This results in the aforementioned and still unresolved problem of knowing how to couple the socket wrench to the socket with the socket radially distant from the valve orifice on the wheel rim.

This situation does not occur in the contraction and locking system of the present invention because the contraction movement for coupling opposite terminals of the annular support is carried out in a different way (externally) and not by the locking device itself. The annular support is contracted by pull cords extending through a component (handle) on the wheel rim. This enables alignment of the actuator (socket in other patents) close to the valve orifice on the wheel rim, locking the support only after contraction.

Moreover, beyond resolving the problem of not precisely defining the position of the socket inside the tire, (as occurs in constructions that utilize a belt to join and fix the segments around the wheel rim) the use of an inbuilt support body for this purpose like in the present invention has another advantage. As it does not require a belt the device has one less component and is therefore lighter than other systems that use belts.

Another unexplained point in U.S. Pat. No. 7,789, 1 16 concerns retrieval of the inflation valve from inside the tire on conclusion of the mounting process. No explanation is offered in the document and the figures illustrating the inside of the tire with the locked device are not sufficiently clear to conclude that there is adequate free space between the socket connected to the ratchet or the winding mechanism and the valve orifice on the wheel rim to pull the valve (49 mm in length with a 19 mm diameter bulge at its base) through the aforementioned orifice.

In short, the present invention differs from the last two analyzed in seven fundamental areas:

1) instead of using a belt to secure the annular support to the wheel rim, the support is a single unit even when using the alternative segmented support where the segments are connected by pins and elastic elements so that the body of the support itself secures to the wheel rim - thus being a lighter and simpler approach;

2) instead of using the said belt to contract the opposite support terminals, which is usually more complicated and difficult, the contraction is made by simply using disposable cords through the valve orifice to pull the terminals until coupling mechanisms are locked in. The result is convenience and precision;

3) instead of using the locking mechanism to contract the support around the wheel rim and lock the support in, the locking mechanism first contracts the support using the aforementioned disposable pull cords with the assistance of a handle installed on the wheel rim until it is positioned in the pre-tightening mode making it possible to use the locking mechanism. The result is precise placement of the actuator where it is easily accessible;

4) instead of repositioning the tire with the support already inside in order to align the actuator (socket) with the valve orifice on the wheel rim, it uses a fixed mechanism

(handle or similar) on the wheel rim to curb the rotating movement of the support, resulting in the precise placement of the support in relation to the valve orifice;

5) instead of using a ratchet mechanism or belt winding system for locking the support, it uses a worm gear mechanism or screw locking (as will be demonstrated) ensuring simplicity and secure locking of the support around the wheel rim;

6) instead of using lining between the support and the wheel rim to prevent the support from rotating in relation to the wheel rim (U.S. Pat. No. 7,789,1 16) in run-flat mode, the present invention uses a pin fixed to the wheel rim where the support is precisely connected thus efficiently blocking the support; finally

7) instead of having to disengage a latch to release a lever in the actuator to enable removal of the support after a run-flat operation, unscrewing the locking mechanism until the screw and claw are released is enough, avoiding possible problems in releasing the lever as occurs in U.S. Pat. No. 7,789, 1 16 which goes as far as suggesting cutting the tire to gain access to the lever.

SUMMARY OF THE INVENTION

A device and method to make a tire resistant to the effects of total pressure loss, comprising a run-flat type annular support designed to be installed in conventional tires and rims without requiring specialized equipment or skilled labor, characterized by the following elements:

- the support is divided into segments connected by articulating elements (like pins) and elastic elements (like springs or flexible plates) with the exception of two segments which form opposite terminals;

- the support is a single body with a transversal section forming opposite terminals being flexible, malleable and moldable such that the support can be rolled up - though is naturally expanded and open (with the opposite terminals apart);

- interlinking segment terminals where, in the longitudinal sense, the support becomes a single stabilized block against the lateral forces resulting from rim dynamics in curves during run-flat use;

- once connected by pins and elastic elements, the segments expand through the opening between the two unconnected segments thus defining the opposite and coupling terminals up to the limit determined by mutual contact of the connected segments (shown below). The result is a single, articulated, flexible body separated at a circumferential point of its annular body, positioned precisely at the bottom of the tire housing when expanded;

- a handle installed on the wheel rim through which disposable pull cords are passed. These pull cords are connected to the opposite terminals of the segments not connected by pins and pass through the valve orifice on the wheel rim;

- when contracted by the pull cords the support is positioned in such a way that the actuator (hexagonal head or socket) is aligned with the valve orifice on the wheel rim using the said handle installed on the wheel rim or some other component (shown below) as a curbing support;

- a lock (which can be the handle if reinforced) or another component (to be demonstrated) fixed to the wheel rim anchors the support so that it is able to resist vehicle traction and braking forces against rotation in relation to the wheel rim when in run-flat use should the tightening pressures of the locking mechanism be insufficient for that purpose;

- coupling components (claw and pin) associated to the locking mechanism, installed on the two terminals of the segments not connected by pins so that the claw and pin couple due to the action of the disposable pull cords;

- a gear system (which may include a worm gear) for definitive locking of the opposite terminals using an actuator which can be an axis with a hexagonal head or socket activated through the valve orifice on the wheel rim;

- the annular support sits onto the tire/wheel assembly, partly on the wheel rim (on the annular wheel rim protrusions) and partly on the internal surface of the beads which in turn sit on the flanges thus providing enhanced immobilization of the beads;

- the beads are maintained firmly on the flanges during deflated use and the annular support has concave sides that fit tightly into the internal convex surface of the beads which in turn are sat on the flanges;

- the very design and installation method enable the construction of broader, light and hollow constructions supporting the entire tread in run-flat mode. The system results in greater vehicle stability as will be demonstrated;

- fabrication may use materials such as resistant plastic, polypropylene, polyurethane, polyester, nylon, rubber, light fiber, or materials made of two or more metallic or non- metallic elements obtained by fusion or even porous or spongy materials;

- a cradle is provided for provisional accommodation of the inflation valve in the annular support so that on contraction the said cradle is positioned in such a way that the valve stays close to the orifice in the wheel rim to facilitate later retrieval;

- as part of pre-installation, the inflation valve is installed in its provisional cradle; - the support coils up for placing into the tire cavity (when as a single body) or is alternatively inserted in parts or segments with only one of the beads assembled on the rim;

- when segmented, segments are connected inside the tire cavity with pins and elastic elements with only one of the beads of the tire assembled on the wheel rim;

- the terminals of the segments not connected by pins are fastened by pull cords which pass through the handle installed on the wheel rim. These cords extend through the valve orifice with only one of the beads of the tire assembled on the wheel rim; - the support is shifted along with the tire to the space around the wheel rim for installation of the second bead and completion of the tire assembly;

- as part of the installation method, partial inflation of the tire in the stage following mounting of the tire joins the beads to the flanges and frees space for contraction of the support. This can be done by firmly holding another valve against the edges of the orifice on the wheel rim thus avoiding installation of the valve solely for this purpose;

- the annular support is contracted from the outside of the wheel rim through the valve orifice on the wheel rim by the use of two disposable pull cords linked to the terminals of the segments not connected and pass through a handle installed at a specific place on the wheel rim;

- the support is locked with a socket wrench or another extended socket wrench that uses the valve orifice to activate a worm gear system, a crown and a screw which contracts the support until final locking;

- alternatively it can be locked with a socket wrench or another extended socket wrench that uses the valve orifice to activate a central screw attached to the terminal opposite the screw terminal which contracts until final locking;

- once the support is installed, a threaded socket wrench compatible with the valve thread or a magnetized tip or tape attached to the valve can be used to retrieve the valve and place it into its orifice on the wheel rim for the tire to be inflated;

- it is unlocked using the same socket wrench for disassembly through the same valve orifice by loosening the worm gear system until the screw is completely released from the crown;

- alternatively it is unlocked using the socket wrench through the valve ^' orifice, activating the central screw until the screw terminal is released thereby disengaging from the opposite terminal to which it was fitted.

BRIEF DESCRIPTION OF THE DRAWINGS

The figures in this report are intended solely to demonstrate the feasibility of the principles underlying the invention which can operate in several ways. For example the drawings show parts of coupling mechanism 20 and worm gear mechanism 40 fixed on bars 107 and 108 screwed onto the terminals of two segments (120 and 140) but other constructions could use single piece bars and segments to the same ends. Another example concerns coupling mechanism 20 where, in addition to the merely illustrative means hereby presented, there are countless ways to couple opposite terminals.

Simplifications and changes may be made without deviating from the spirit or scope of the invention.

Hence, in the attached drawings:

FIG. 1 is a perspective of wheel rim 200 and pneumatic tire 300 from which 1/3 of the housing was occluded for partial visualization of annular support 100 and valve 207 as well as of the coupling and locking mechanisms (20, 40);

FIG. 2 is a perspective of support 100 divided into four segments in order to demonstrate the following parts: radial column 101, curved face 102 of a column, radially internal pair of parallel rings 103, radially external pair of parallel rings 104, radially internal bar 105, radially external bar 106, concave end 112 of a segment and convex end 113 of a segment;

FIG. 3 is a perspective of segments 120, 140 and 160 (two) disassembled with coupling mechanism 20 and locking mechanism 40 installed in segments 120 and 140 respectively;

FIG. 4 is a view of a segment construction and its parts in four orthographic drawings feasible where one can see the following: column 101, curved face 102, radially internal rings 103, radially external rings 104, radially internal bar 105, radially external bar 106, concave end 112 of a segment and convex end 113 of a segment;

FIG. 5 is an orthographic frontal view of two support segments (160) made of plastic just as in the previous version except for radially external rings 104 which are made of metal such as aluminum for example. In this segment, columns 101 are split into two parts and radially external rings 104 have terminals 114 of pointed and rounded extremities. In the example below we see that columns 101 are bifurcate and terminals of radially external rings 104 show alternative beveled edges. The intention here is to demonstrate the possibilities for columns and terminals 114 of the radially external rings (104) in each segment;

FIG. 6 shows a perspective of the same segment 160 as FIG. 5 providing better visualization of the segment made of two materials. One of the metallic radially external rings (104) was removed in order to demonstrate the structure of the segment. Thus, one can see bifurcate columns 101 and their curved faces 102, radially internal rings 103, radially external rings 104, radially internal bar 105, radially external bar 106 and terminal bevels 114 at the ends;

FIG. 7 is a perspective of support segment 180 to demonstrate locking pin 111, bifurcate columns 101, curved faces 102 of the columns, radially internal rings 103, radially external rings 104, radially internal bars 105 and radially external bars 106;

FIG. 8 is an orthographic drawing of support segment 160 in which radially external rings 104 are supported solely on two pairs of columns 101. For this version of annular support, columns 101 are more resistant and possibly wider. Radially external rings 104 should be made of metal;

FIG. 9 is a perspective of the same support segment 160 seen in FIG 8. However, being a perspective this figure shows four columns 101, radially internal bar 105 and radially external bars 106;

FIG. 10 is a lateral orthographic view of support 100 in the five segment version with radially external rings 104 supported on four columns 101 in each segment. Since it is a lateral view it is only possible to see two of the four radial columns in each segment;

FIG. 11 is a perspective of support 100 seen in FIG. 10. Four columns (101) of each segment are shown along with all of the pieces that form an annular support divided in five segments with four radial columns in each segment;

FIG. 12 is a frontal orthographic view of sectioned tire 300 and rim 200 with support 100 ready to be contracted around it. The objective of this figure is to demonstrate the feasibility of the passage of locking pin 111 over the first rim flange (201) when the tire is shifted to the space around the rim with support 100 inside it. The construction shown is one with 5 segments with bifurcate columns 101 and radially external rings 104 with beveled terminal 114;

FIG. 13 is a transparent perspective of support segment 160 showing an example of a reinforcing structure (116) inside it;

FIG. 14 is a cross-section of support 100, rim 200 and tire 300 to show the following parts: column 101, curved face 102, radially internal rings 103, radially external rings

104, radially internal bar 105, radially external bar 106, profile height of support 117, first flange 201 (close to well 205), second flange 202 (away from the well 205), radially external annular surface 203 of rim 200, pair of annular protrusions 204 in rim 200, well

205, bead 301, sidewall of tire 302, tread 303 and tire cavity 304; FIG. 15 is a perspective of rim 200 and tire 300 showing the following parts respectively: first flange 201 (close to well 205), second flange 202 (away from the well), rim surface 203, annular protrusions 204, well 205, valve orifice 206, bead 301, sidewall of tire 302, tread 303 and tire cavity 304;

FIG. 16 is a perspective of rim 200 with a close-up of the handle/curbing support 208; FIG. 17 is an orthographic view of tire 300 in cross-section on supports 6 (wooden blocks for example) to demonstrate its position after passing one of the beads 301 over the first flange (201) with tire cavity 304 exposed, allowing for insertion of the segments. One can also see handle/curbing support 208 set on rim 200;

FIG. 18 is a perspective of rim 200, tire 300, segments 120, 140 and 160 (two) and supports 6 (wooden blocks) where it is possible to see the first segment (160) being inserted into tire cavity 304;

FIG. 19 is a perspective of tire 300 on supports 6 (wooden blocks) with the complete support 100 still open inside, waiting for the next step which is completion of the assembling of tire 300;

FIG. 20 is an open orthographic view of support 100, coupling mechanism 20, worm gear mechanism 40, rim 200 and tire 300. For better visualization of contracted pins 2 and spring 3, the inset is a perspective of the convergence 115 of segments 160 and not an orthographic view of the drawing it refers to. It is possible to see that the support segments are connected by pins 2 and springs 3 which keep support 100 open and seated at the bottom of tire cavity 304. Coupling mechanism 20 is disconnected and close up one can see pins 2, contracted spring 3 and convergence 115 of two segments at maximum aperture of support 100, parts of rim 200 and tire 300;

FIG. 21 is a piece by piece perspective of coupling mechanism 20 and worm gear mechanism 40 to show its parts where one can see screws 1, worm gear bar 108, the appendage with handle and provisional cradle 110 for valve, worm gear crown 41, worm gear axis 42, actuator (hexagonal head) 43 of worm gear axis, worm gear axis bushing 44, central screw 45, crown and central screw bushing 46, retractable pin coupling bar 107, central screw claw 21, stud or retractable coupling pin 22 and retractable coupling pin flexible element 23;

FIG. 22 is the same perspective as FIG. 21 with the parts in place. The tire along with part of segment 140 is occluded thus revealing rim 200 and valve 207 installed in provisional cradle 110. It is also possible to see screws 1, worm gear bar 108, appendage with handle and provisional cradle 110, crown 41, worm gear axis 42, bushing 44, central screw 45, bushing 46, segment 120, retractable pin coupling bar 107, claw 21, coupling pin 22, flexible element 23, white pull cord 4, striped pull cord 5 and valve orifice 206;

FIGS. 23 A, 23B and 23C show perspectives of the three steps of the final contraction movement of support 100 by pull cords 4 and 5. The tire along with parts of segment 120 of retractable pin coupling bar 107 and of coupling pin 22 are occluded in order to demonstrate the coupling of claw 21 with coupling pin 22 resulting from the movement of pull cords 4 and 5. Also shown is a part of segment 140 with worm gear bar 108, worm gear axis 42, actuator 43, bushing 44, central screw 45, bushing 46 and appendage with handle and provisional cradle 110 for valve 207, flexible element 23, part of rim 200, valve 207 and handle/curbing support 208;

FIG. 24 is a fragmentary view of support 100 and rim 200. The tire and the valve are occluded to reveal worm gear mechanism 40 and socket wrench 7 that was removed immediately after locking support 100. The tire valve was occluded to show appendages 110 (connected to segment 140) and 109 (connected to segment 120) meeting the handle/curbing support 208 set on rim 200. It is also possible to see worm gear bar 108, worm gear crown 41, worm gear axis 42, actuator 43, bushing 44, central screw 45, part of valve orifice 206 and screws 1;

FIG. 25 is an orthographic view of support 100, coupling mechanism 20, worm gear mechanism 40 and rim 200. The tire was occluded so support 100 can be seen locked around the rim as if the tire was present. Inset, it is possible to see coupling and locking mechanisms 20 and 40 and their parts: worm gear bar 108, worm gear crown 41, worm gear axis 42, bushing 44, central screw 45, claw 21, bushing 46, appendage 110, valve 207 and screws 1 - all belonging to segment 140; and retractable pin coupling bar 107, coupling pin 22, flexible element 23 and screws 1 belonging to segment 120. The figure also shows two springs (3);

FIG. 26 is a rear inferior perspective of rim 200 in which the tire was occluded to show locking pin 111 before insertion into socket 209 (set on the rim) with support 100 still open. Inset, one can see that locking pin 111 is in the center of a segment at 180° in relation to valve orifice 206 and not inserted into socket 209 set on rim 200. The "M" shape of socket 209 facilitates the coupling of pin 111 even when support 100 is not perfectly aligned in relation to the valve orifice upon insertion of the pin; FIG. 27 is the same perspective as FIG. 26 with support 100 contracted around rim 200. The contracting movement of support 100 inserts pin 111 into socket 209;

FIG. 28A is a perspective to show a locking mechanism with crown 41b and gear 42b. Support 100 is contracted around rim 200 (with the tire occluded). White pull cord 4 already contracted a terminal of support 100 and striped cable 5 will pull the other terminal thus coupling claw 21b to retractable coupling pins 22b installed on a bar (107b). The top of this bar was lifted to demonstrate claw 21b and pins 22b before coupling. (Flexible elements of coupling pins 22b are not shown);

FIG. 28B is the same as FIG. 28A seen from the other side of locking mechanism 40. The figure shows crown 41b, the tip of screw 45b in the hammerhead nut of claw 21b and coupling pins 22b in bar 107b. A lock washer (47) is used at the base of screw 45b at bar 108 preventing loosening of the system. Once again the top of bar 107b was lifted to demonstrate claw 21b and pins 22b before coupling. (The flexible elements of coupling pins 22b are not shown);

FIG. 29 is a perspective of support 100 assembled and locked around rim 200. Coupling pins 22b are coupled to claw 21b bolted to central screw 45b which is fitted to crown 41b. Once more, the top of bar 107b was lifted to demonstrate claw 21b and pins 22b after coupling. (Flexible elements of coupling pins 22b are not shown);

FIG. 30 is a perspective of tire 300 on supports 6 (wooden blocks for example) and partially assembled on a rim (200). Single pieced support 100 is rolled up for insertion into the tire because in its original form it is open and radially expanded by the tension of the radially internal parallel rings (103) until it meets the limit established by the radially external parallel rings (104). DETAILED DESCRIPTION OF THE INVENTION

Preferred Embodiment

Annular Support

Support 100 of the preferred embodiment of the invention is segmented and is locked to rim 200 by a worm gear system. In the second modality however the support is whole (not segmented) and the locking system uses a crown (41b) and gear (42b) instead of a worm gear system. Other constructions can also be applied, recombining any of the features of the present invention. In order to be as light as possible, this version of support 100 was designed completely hollow and as a bridged annular body based on a pair of radially internal rings 103 inserted inside another pair of radially external rings 104 (tracks). They are aligned radially and joined together by two rows of radial columns 101 whose height is equivalent to the difference between the radii of radially internal rings 103 and radially external rings 104 (FIGS. 2 and 3).

Radially internal rings 103 are connected and stabilized by bars called radially internal bars 105 and radially external rings 104 are also connected and stabilized by bars hereby called radially external bars 106. The diameter of the internal rings (103) is the same as that of the pair of annular protrusions 204 in rim 200 and external rings 104 determine the profile height 117 of support 100 (FIGS. 2, 4 and 14).

A variety of materials can be used in manufacturing support 100 such as resistant plastic, polypropylene, polyurethane, polyester, nylon, rubber, light fiber or any material made up of two or more metallic or non-metallic elements. This includes those obtained by fusion of components considered suitable for the intended purposes or any other equally light material with suitable strength and flexibility. Porous or spongy plastic material can equally be used for this purpose.

FIGS. 1 to 4 show support segments forming one single piece. This means radially internal rings 103, columns 101, radially external rings 104, radially internal bar 105 and radially external bar 106 are made of the same material. This material must be relatively flexible so that support 100 absorbs the natural impacts of the road during run-flat use.

FIGS. 5 to 12 show an alternative segment construction using a pair of radially external rings 104 (tracks) made of light metal (possibly aluminum). In this case, as support 100 uses rigid tracks, columns 101 are split or bifurcate to increase flexibility of the assembly. However, many possibilities exist for columns 101.

Appropriate light and strong material like aluminum can be used as support reinforcement (116) to sustain the weight of the vehicle (FIG. 13). Many other reinforcement possibilities exist including the use of structures smaller than columns 101 in such a way that these have one rigid part and one flexible part (without reinforcement) thus providing some degree of flexibility to support 100 during run-flat use.

Installed in the tire assembly, support 100 rests both on rim 200 and tire 300. On the rim this is done by radially internal rings 103 closing around annular protrusions 204 in the rim; and on the tire by curved faces 102 of the columns which close against the internal surfaces of beads 301 anchored in turn to flanges (201 and 202) (FIGS. 1, 14 and 15).

FIG. 3 shows parts of the locking mechanism (20 and 40) installed in the terminals of segments 120 and 140. Segment 120 holds coupling mechanism 20 and segment 140 holds locking mechanism 40. FIGS. 21, 22 and 23 show all the parts that connect these two terminals in detail. The other connections are performed by pins 2 and springs 3 as shown in FIG. 20.

So that the segments form an articulated and flexible support (100) which expands to a pre-established aperture (such that the diameter of support 100 is greater than that of the first flange 201), terminals of the segments united by pins 2 and springs 3 are provided in such a way that with support 100 contracted there is angular space between the segments enabling support 100 to open (upon action of the springs) at the terminals not connected by pins thereby closing the angular spaces between the segments connected by pins until these converge (FIGS. 12 and 20).

In FIGS. 1 to 4, each support segment possesses a concave terminal 112 and another convex 113 so that all of the segments remain together after being connected with pins 2 and springs 3 thus forming a single and very stable body.

Two disposable pull cords 4 and 5 are used to contract support 100 around rim 200. One of the tips of white pull cord 4 is inserted into the orifice of appendage 110 and united to its other tip and both are then passed through handle/curbing support 208. The same thing happens with striped pull cord 5 but through appendage 109. The four tips of the two pull cords are then passed through valve orifice 206 and pulled out of the rim (FIGS. 22 and 23).

Handle/curbing support 208 has three purposes: it is a handle for pull cords 4 and 5, a support for the first contraction movement of support 100 performed by white pull cord 4 and firmly locks support 100 on rim 200 once the locking mechanism has been activated. (These three purposes of handle 208 will be explained in the topic "The Annular Support Installation Method"). Handle 208 is fixed (with a rivet, a screw or superglue) at a specific place of rim surface 203 and can be made of the same material as the rim: aluminum or another light alloy or even resistant light plastic (FIGS. 16, 23 and 24).

The use of handle/curbing support 208 in conjunction with appendages 109 and 110 for the purposes of preventing support 100 from rotating in relation to rim 200 in run-flat mode as shown in FIG. 24 should only be used when necessary. Practical tests may show that tightening of the locking mechanism is enough for this.

FIGS. 12 and 26 show locking pin 111 which blocks support 100 against rotation in relation to rim 200 (the tire was occluded for visualization of support 100). Pin 111 is an alternative to the use of curbing support/handle 208 in conjunction with appendages 109 and 110 and FIG. 12 displays that it can freely pass over flange 201 when the tire is shifted to the space around the rim on completion of its assembly. Contraction of support 100 around the rim inserts pin 111 into socket 209 (FIG. 27).

In FIGS. 22 and 23 it is possible to see that the striped pull cord (5) which performs the second contraction movement of support 100 around rim 200 by pulling the free terminal of segment 120 is hooked on bar 107 of segment 120. This demonstrates the invention with handle/curbing support 208 used only for the functions of a handle for pull cords 4 and 5 so that actuator 43 aligns with valve orifice 206.

FIG. 23 and the details shown in FIG. 24 demonstrate how handle/curbing support 208 not only has the functions of hooking the fastening pull cords 4, 5 and aligning the actuator 43 but also securing support 100 on rim 200. These figures illustrate tightened worm gear mechanism 40. The valve is occluded to show that with support 100 locked, appendages 109 and 110 are secured on handle/curbing support 208 thus blocking support 100 so that it does not rotate in relation to rim 200. In such a situation, both handle 208 and appendages 109 and 110 must be reinforced. In addition, fixing of the handle to the rim requires special care for safety considerations.

FIGS. 22 and 23 show how the coupling and locking mechanism is installed in the terminals of segments 120 and 140 (segments not connected by pins 2 and springs 3). Segment 120 holds retractable pin coupling bar 107 made of aluminum or another resistant light material which holds coupling pin 22 and flexible element 23. Coupling pin 22 has the function of coupling to central screw claw 21 of worm gear 40 installed in segment 140.

Coupling occurs as a consequence of the second contraction movement of support 100 around rim 200 caused by striped pull cord 5. Once white pull cord 4 has positioned support 100 and secured appendage 110 to handle/curbing support 208, striped pull cord 5 is pulled until coupling pin 22 meets claw 21 causing flexion along with the flexible element 23 making coupling pin 22 couple to central screw claw 21 of worm gear mechanism 40 installed in the opposite terminal - that of segment 140 (FIG. 23). The locking mechanism can be considered in two parts: one that operates as a means of coupling 20 and one as a means of tightening and locking 40. The first comprises a claw 21 at one of the tips of central screw 45 located at the free end (disconnected) of segment 140 along with coupling pin 22 which is in turn located at the free end of segment 120; besides the coupling components, the second part also includes parts of the worm gear installed at the free end of segment 140 which performs tightening and locking of support 100 (FIGS. 21, 23 and 24).

The actuator (hexagonal head) 43 is the means through which the worm gear installed on bar 108 tightens and locks support 100 around rim 200. The actuator 43 is an extension of worm gear axis 42 pointed towards valve orifice 206. Worm gear axis 42 is engaged with worm gear crown 41 which in turn engages and triggers central screw 45 which is axially chamfered in two parallel poles of its transverse section and works tightly inside bushing 46. Thus when triggered by the crown 41, screw 45 is prevented from rotating by bushing 46 and only moves longitudinally - tightening/loosening support 100 (FIGS. 22 to 25).

Bushing 46 for the crown and central screw 45 is an "L" shaped piece which is both bushing/support for worm gear crown 41 and central screw 45 and can be made of nylon, plastic or any suitable material. FIGS 21 and 23 show how the bushing is fitted on bar 108 by pressure alone.

Besides providing a provisional accommodation for valve 207 and working as a handle for white pull cord 4 - which pulls the first free extremity of support 100 - the appendage with a handle and a provisional cradle (110) also has the function of ensuring the placement of support 100 so that the actuator 43 aligns with valve orifice 206. This happens when appendage 110 meets handle/curbing support 208 in turn set on rim surface 203. Moreover, together with appendage 109, appendage 110 secures support 100 against rotation in relation to the rim during run-flat use (FIGS. 21 to 24).

In the present embodiment, the provisional cradle (110) of the inflation valve is only a pin which is part of the appendage with handle 110 (FIGS. 21 and 22). Valve 207 is fixed on this pin through the orifice in the bulge of the valve. For other valve constructions (such as those which monitor pressure) the cradle for provisional accommodation can have another shape. In this case a suitable plastic fitting fixed on worm gear bar 108 could also be used in which the valve receives enough pressure to secure it. Preferred Embodiment

Installation Method

The first step in installing support 100 is the definitive fastening (using rivet, screw or superglue) of handle/curbing support 208 on rim surface 203 of the rim near valve orifice 206 (FIG. 16) for pull cords 4, 5 and to curb the first contraction of support 100 (FIG. 23).

On a work station, with the aid of well 205, one of the beads 301 is passed over the first flange 201 (FIGS. 15 and 17).

With the first bead 301 between the flanges (201 and 202), tire 300 is supported as shown in FIG. 17 so that tire cavity 304 allows for the introduction of the segments, pins, springs and pull cords. The support segments are then inserted into the tire which means that coupling mechanism 20 and worm gear mechanism 40, the inflation valve 207 (FIG. 22) along with a pressure monitoring system are inserted (FIGS. 18 and 19). Pins 2 and springs 3 are then installed in the segments except in the terminals where coupling and locking mechanisms are installed. Once fitted, springs 3 expand support 100 until the radially external semi-circumferences of the segments meet so that support 100 reaches maximum aperture thus being positioned at the bottom of the housing of the tire 300 (FIGS. 19 and 20).

At this moment, support 100 is open inside tire 300 like a broken ring (in one section), hinged, flexible and expanded to the bottom of tire cavity 304. The white pull cord 4 is passed through the orifice of appendage 110 of segment 140 and the striped pull cord 5 through the retractable pin coupling bar 107 of segment 120. Then the two pull cords are passed through handle/curbing support 208 through valve orifice 206 and out of the tire/wheel (FIGS. 19 and 23).

With support 100 assembled and expanded by springs 3 inside tire cavity 304, the second bead 301 is installed with the aid of well 205 thus completing the assembly of tire 300 (FIGS. 14 and 20).

A common valve is then used to inflate tire 300 and extend beads 301 beyond annular protrusions 204 in such a way that they will adjust themselves to flanges (201 and 202) releasing the space in tire cavity 304 so that support 100 can be contracted around rim 200 (FIGS. 14 and 15).

This operation does not require installation of valve 207 on rim 200. As tire 300 requires only partial inflation until beads 301 settle on the rim while the tire is inflated the installer can hold the rubber bulge of a common valve against the external edges of the valve orifice 206 while inflating the tire until the beads settle onto flanges (201 and 202) thus avoiding installation of a valve specifically for this purpose.

After the space between the beads (301) is released, support 100 can be contracted (FIG. 14). For the contraction of annular support around rim 200 the installer first pulls white pull cord 4 fastened to segment 140 until appendage 110 meets handle/curbing support 208. Support 100 is kept in this position while the installer pulls striped pull cord 5 fastened to segment 120 until coupling pin 22 bends and fixes onto claw 21. The installer pulls the cords by the tips and disposes of them, thereafter proceeding to the definitive locking of annular support around the rim (FIG. 23, 24 and 25).

In this position, with worm gear axis 42 aligned to valve orifice 206 and coupling pin 22 connected to claw 21 - hereby called "pre-tightening position" - the installer starts the definitive locking of support 100 (FIGS. 24 and 25). Locking is the last step in the assembly of the annular support (100) as a single body around rim 200 which is the run- flat feature of the present invention (FIG. 1).

This is the moment in which curved faces 102 of the columns of support 100 simultaneously close over beads 301 and under pressure, immobilize these beads against the flanges (201 and 202) (FIGS. 14 and 25).

After completing tightening of support 100, valve 207 is retrieved from appendage 110 (FIGS. 21 and 22) in one of three ways: by using a socket wrench with the same internal thread as valve cap; a magnetic socket wrench; or using tape on the tip of the valve.

With valve 207 definitively installed into valve orifice 206, tire 300 is inflated and the valve cap is screwed on, thus completing the tire/wheel and run-flat annular support installation procedures of the present invention (FIG. 1).

Second Modality

Annular Support

This second modality of the invention differs from the preferred modality in two aspects: support 100 is secured on rim 200 using crown 41b and gear 42b instead of a worm gear mechanism as in the preferred modality; and support 100 is a single non- segmented piece. FIGS. 28A and 28B show the locking mechanism just after white pull cord 4 contracted the first terminal of support 100 around rim 200 and before striped pull cord 5 contracts the second terminal.

Retractable coupling pin bar 107b has an opening (window) that gives access to coupling pins 22b secured to flexible elements (not shown). When striped pull cord 5 contracts the second terminal, coupling pins 22b meet claw 21b through the opening in bar 107b and the claw couples to the pins under pressure of the flexible elements thus completing the coupling of the opposite terminals of support 100.

Claw 21b is screwed on the tip of screw 45b and is aligned with coupling pins 22b located on the other terminal. To prevent misalignment of claw 21b during contraction of support 100, a bushing ring possibly of nylon (not shown) can be used on the tip of screw 45b so that claw 21b fits to it under pressure.

FIG. 29 shows the locking mechanism of this second modality with support 100 installed. Crown 41b rotated central screw 45b and this triggered claw 21b which moved coupling pins 22b along the length of the screw until definitive securing of support 100.

In the final phase of installation of support 100 of the preferred modality, when central screw 45 is triggered by crown 41, it moves longitudinally and claw 21 (fixed to its tip) contracts coupling pin 22 (FIG. 23C). In this second modality, central screw 45b is fixed to crown 41b and not threaded as in the preferred modality. Thus, instead of moving screw 45b, crown 41b rotates the screw and this screw then moves claw 21b.

FIG. 30 shows a single piece annular support 100 sectioned in transverse section and rolled up for introducing into the tire. The radially internal parallel rings (103) are whole and flexible while the radially external parallel rings (104) are segmented and rigid. When support 100 is unrolled it becomes radially expanded by the internal rings 103 up to the limit established by the external rings 104. Once introduced into tire 300 it returns to its original and naturally open radially expanded form (with opposite terminals apart).

Second Modality

Installation Method

The only difference in the installation method of this modality from the preferred modality of the invention is that in the preferred modality, support 100 is inserted piece by piece into tire 300 before being assembled with pins 2 and springs 3. Support 100 of this second modality has neither pins nor springs because it is a single piece and as such is inserted into the tire in one go.