AERODYNAMIC TIRE TREAD

• US 20150258859A1
• Filed: 06/01/2015
• Published: 09/17/2015
• Est. Priority Date: 03/13/2013
• Status: Abandoned Application

• Current Assignee: Garth L. Magee
• Original Assignee: Garth L. Magee
• Inventors: Magee, Garth L.
• Application Number:
  US14/727,832
• Publication Number:
  US 20150258859A1
• Time in Patent Office: Days
• US Class Current: 1/1
• CPC Class Codes: B60B 1/003 specially adapted for bicycles B60B1/041 takes precedence
• CPC Class Codes: B60B 1/02 Wheels with wire or other tension spokes
• CPC Class Codes: B60B 1/0246 characterised by cross-section of the spoke, e.g. polygon or elliptic shape
• CPC Class Codes: B60B 1/0261 characterised by spoke form
• CPC Class Codes: B60B 1/041 of bicycle wheels bicycle rims characterised by means for attaching spokes B60B21/062
• CPC Class Codes: B60B 1/06 Wheels with compression spokes wheels of high resiliency B60B9/00
• CPC Class Codes: B60B 2900/1216 due to air-drag
• CPC Class Codes: B60B 3/00 Disc wheels, i.e. wheels with load-supporting disc body non- metallic B60B5/00; wheel cover discs B60B7/00 ; disc wheels comprising rail-engaging elements B60B17/0006
• CPC Class Codes: B60B 3/007 in the intermediate section
• CPC Class Codes: B60B 3/08 with disc body formed by two or more axially spaced discs comprising rail-engaging elements formed by two or more axially spaced discs B60B17/0013
• CPC Class Codes: B60B 3/10 apertured to simulate spoked wheels
• CPC Class Codes: B60B 7/00 Wheel cover discs, rings, or the like, for ornamenting, protecting , venting, or obscuring, wholly or in part, the wheel body, rim, hub, or tyre sidewall , e.g. wheel cover discs, wheel cover discs with cooling fins wheels with cooling fins not provided on the wheel cover disc B60B19/10; apparatus or tools for removing or attaching cover discs hub caps or the like B60B31/06
• CPC Class Codes: B60B 7/0006 for cycle wheels or similar
• CPC Class Codes: B60B 7/0066 the dominant aspect being the surface structure
• CPC Class Codes: B60C 11/0302 directional pattern, i.e. with main rolling direction
• CPC Class Codes: B60C 11/0306 Patterns comprising block rows or discontinuous ribs
• CPC Class Codes: B60C 11/0327 characterised by special properties of the tread pattern
• CPC Class Codes: B60C 11/11 in which the raised area of the pattern consists only of isolated elements, e.g. blocks B60C11/12, B60C11/13 take precedence
• CPC Class Codes: B60C 2011/0337 characterised by particular design features of the pattern
• CPC Class Codes: B60C 2200/10 for motorcycles, scooters or the like
• CPC Class Codes: B60C 2200/14 : for off-road use
• CPC Class Codes: B60Y 2200/13 : Bicycles; Tricycles
• CPC Class Codes: B62D 25/18 : Parts or details thereof, e.g. mudguard flaps
• CPC Class Codes: B62D 35/00 : Vehicle bodies characterised by streamlining
• CPC Class Codes: Y02T 10/88 : Optimized components or subsystems, e.g. lighting, actively controlled glasses
• CPC Class Codes: Y10T 29/49492 : Land wheel

Abstract

A tire having streamlined tread blocks arranged in an aerodynamic pattern for reduced drag on forward-facing critical vehicle-drag-inducing upper wheel surfaces.

Claims

1. An apparatus for reducing vehicle propulsory counterforces countervailing drag-induced resistive forces upon a terrestrial vehicle employing a wheel assembly, comprising:

a tire disposed on said wheel assembly with said tire oriented for minimal drag when said tire rotates forwardly;

said tire having tread blocks disposed in a patterned arrangement on said tire;

said tread blocks on either side of a centerline of said patterned arrangement positioned largely symmetically therein, with the centerline being perpendicular to the axle;

said tread blocks each having a ground-contacting profile of the same general shape;

said tread blocks each having a convex smoothly-varying aerodynamic ground-contacting profile shape on a predominately leeward-facing surface;

those said tread blocks on either one of said sides of the centerline positioned with the predominately longitudinal clearance there-between those said blocks not exceeding the predominately lateral clearance there-between those said blocks, where the longitudinal direction is parallel to the centerline;

those said tread blocks on either one of said sides of the centerline positioned with said predominately longitudinal clearance there-between those said blocks not exceeding half the predominate lateral width of those said tread blocks;

those said tread blocks on either one of said sides of the centerline positioned sufficiently far apart with sufficient clearance to permit minimally-restricted air flow from a headwind flowing there-between those said blocks when said blocks are positioned at the level of a critical elevation which is centered around the primary vehicle-drag-inducing wheel surface in a region of said wheel assembly positioned forward of the axle within a major upper drag-inducing surface of said wheel assembly located wholly above the level of the axle;

the critical elevation positioned not lower than a level equal to 75 percent of the outer diameter of said wheel assembly;

those said tread blocks on either one of said sides of the centerline positioned sufficiently close together with minimal clearance to redirect air flow from the headwind there-between those said blocks onto trailing leeward surfaces of adjacent said tread blocks in sufficient amount to substantially increase aerodynamic pressure on said trailing leeward surfaces in comparison to the aerodynamic pressure on forwardly-oriented windward surfaces of said adjacent tread blocks when said adjacent blocks are positioned at the level of the critical elevation in said forward region; and

said tread blocks located at the critical elevation in said forward region providing reduced drag on the major upper drag-inducing surface.

2. The apparatus of claim 1, further comprising:

a trailing first said adjacent tread block located at least partly rearwardly-offset from a leading second adjacent said tread block when said first and second blocks are positioned in said forward region of said wheel assembly;

said first and second blocks are positioned in said forward region at the level of the critical elevation;

said patterned arrangement of said first and second adjacent blocks adapted to divert the headwind flowing there-between from a windward-facing surface of said first trailing block toward a leeward-facing surface of said second leading block; and

wherein a reduction in the difference in air pressure between a windward-facing surface of said second block and the leeward-facing surface of said second block causes a reduction in drag force on said second block.

3. The apparatus of claim 1, further comprising:

a trailing first said adjacent tread block located at least partly rearwardly-offset from a leading second adjacent said tread block when said first and second blocks are positioned in said forward region of said wheel assembly;

said first and second blocks are positioned in said forward region at the level of the critical elevation;

said patterned arrangement of said first and second adjacent blocks adapted to divert the headwind flowing there-between from a windward-facing surface of said first trailing block toward a leeward-facing surface of said second leading block;

said blocks comprising sharp angular windward-facing surfaces; and

wherein a reduction in the difference in air pressure between a windward-facing surface of said second block and the leeward-facing surface of said second block causes a reduction in drag force on said second block.

4. The apparatus of claim 1, further comprising:

a trailing first said adjacent tread block located at least partly rearwardly-offset from a leading second adjacent said tread block when said first and second blocks are positioned in said forward region of said wheel assembly;

said first and second blocks are positioned in said forward region at the level of the critical elevation;

said patterned arrangement of said first and second adjacent blocks adapted to divert the headwind flowing there-between from a windward-facing surface of said first trailing block toward a leeward-facing surface of said second leading block;

said blocks comprising sharp angular windward-facing surfaces in oblique orientation to the axis of said wheel assembly wherein impinging air flow is directed in part laterally and rearwardly between said blocks toward an exterior lateral side of said tire; and

wherein a reduction in the difference in air pressure between a windward-facing surface of said second block and the leeward-facing surface of said second block causes a reduction in drag force on said second block.

5. The apparatus of claim 1, further comprising:

said tread blocks located at the critical elevation in said forward region providing reduced drag on the major upper drag-inducing surface wherein

the effective traction of said wheel assembly where contacting against the ground is increased and wherein

the upper wheel drag force from the headwind impinging on said tread blocks located in the vicinity of the primary vehicle-drag-inducing wheel surface in said forward region being applied higher on said wheel assembly near the level of the critical elevation than a propulsive counterforce being applied lower on said wheel assembly at the axle, and having a mechanical advantage over the propulsive counterforce since both the upper wheel drag force and the propulsive counterforce are levered in opposition about the same lowermost stationary point of ground contact on said wheel assembly with the moment arm of the upper wheel drag force being longer than the moment arm of the propulsive counterforce, a reduction in the upper wheel drag force from the headwind impinging on said tread blocks located in the vicinity of the primary-vehicle-drag-inducing wheel surface in said forward region, which also has stronger effective headwinds impinging thereon, is magnified by the mechanical advantage.

6. The apparatus of claim 1, further comprising a substantial proportion of those said tread blocks each having a convex smoothly-varying aerodynamic ground-contacting profile shape on a predominately windward-facing surface.

7. The apparatus of claim 1, further comprising:

a substantial proportion of those said tread blocks each having a convex smoothly-varying aerodynamic ground-contacting profile shape on a predominately windward-facing surface;

a trailing first said adjacent tread block located at least partly rearwardly-offset from a leading second adjacent said tread block when said first and second blocks are positioned in said forward region of said wheel assembly;

said first and second blocks are positioned in said forward region at the level of the critical elevation;

said patterned arrangement of said first and second adjacent blocks adapted to divert the headwind flowing there-between from a windward-facing surface of said first trailing block toward a leeward-facing surface of said second leading block; and

wherein a reduction in the difference in air pressure between a windward-facing surface of said second block and the leeward-facing surface of said second block causes a reduction in drag force on said second block.

8. The apparatus of claim 1, further comprising:

a substantial proportion of those said tread blocks each having a convex smoothly-varying aerodynamic ground-contacting profile shape on a predominately windward-facing surface;

a trailing first said adjacent tread block located at least partly rearwardly-offset from a leading second adjacent said tread block when said first and second blocks are positioned in said forward region of said wheel assembly;

said first and second blocks are positioned in said forward region at the level of the critical elevation;

said patterned arrangement of said first and second adjacent blocks adapted to divert the headwind flowing there-between from a windward-facing surface of said first trailing block toward a leeward-facing surface of said second leading block;

said blocks comprising sharp angular windward-facing surfaces; and

wherein a reduction in the difference in air pressure between a windward-facing surface of said second block and the leeward-facing surface of said second block causes a reduction in drag force on said second block.

9. The apparatus of claim 1, further comprising:

a substantial proportion of those said tread blocks each having a convex smoothly-varying aerodynamic ground-contacting profile shape on a predominately windward-facing surface;

a trailing first said adjacent tread block located at least partly rearwardly-offset from a leading second adjacent said tread block when said first and second blocks are positioned in said forward region of said wheel assembly;

said first and second blocks are positioned in said forward region at the level of the critical elevation;

said patterned arrangement of said first and second adjacent blocks adapted to divert the headwind flowing there-between from a windward-facing surface of said first trailing block toward a leeward-facing surface of said second leading block;

said blocks comprising sharp angular windward-facing surfaces in oblique orientation to the axis of said wheel assembly wherein impinging air flow is directed in part laterally and rearwardly between said blocks toward an exterior lateral side of said tire; and

wherein a reduction in the difference in air pressure between a windward-facing surface of said second block and the leeward-facing surface of said second block causes a reduction in drag force on said second block.

10. The apparatus of claim 1, further comprising a substantial proportion of those said tread blocks each having a smoothly-varying aerodynamic ground-contacting profile which is oval in shape.

11. An apparatus for reducing vehicle propulsory counterforces countervailing drag-induced resistive forces upon a terrestrial vehicle employing a wheel assembly exposed to headwinds impinging thereon above the level of an axle of the wheel assembly when the vehicle is in forward motion under a range of external headwind conditions, comprising:

a tire disposed on said wheel assembly with said tire oriented for minimal drag when said tire rotates forwardly;

said tire having tread blocks disposed in a patterned arrangement on said tire;

said tread blocks on either side of a centerline of said patterned arrangement positioned largely symmetically therein, with the centerline being perpendicular to the axle;

a majority of said tread blocks each having a ground-contacting profile of the same general shape;

a majority of said tread blocks each having a convex smoothly-varying aerodynamic ground-contacting profile shape on a predominately leeward-facing surface;

those majority said tread blocks on either one of said sides of the centerline positioned with the predominately longitudinal clearance there-between those said blocks not exceeding the predominately lateral clearance there-between those said blocks, where the longitudinal direction is parallel to the centerline;

those majority said tread blocks on either one of said sides of the centerline positioned with said predominately longitudinal clearance there-between those said blocks not exceeding half the predominate lateral width of those said tread blocks;

those majority said tread blocks on either one of said sides of the centerline positioned sufficiently far apart with sufficient clearance to permit minimally-restricted air flow from a headwind flowing there-between those said blocks when said blocks are positioned at the level of a critical elevation which is centered around the primary vehicle-drag-inducing wheel surface in a region of said wheel assembly positioned forward of the axle within a major upper drag-inducing surface of said wheel assembly located wholly above the level of the axle;

the critical elevation positioned not lower than a level equal to 75 percent of the outer diameter of said wheel assembly;

those majority said tread blocks on either one of said sides of the centerline positioned sufficiently close together with minimal clearance to redirect air flow from the headwind there-between those said blocks onto trailing leeward surfaces of adjacent said tread blocks in sufficient amount to substantially increase aerodynamic pressure on said trailing leeward surfaces in comparison to the aerodynamic pressure on forwardly-oriented windward surfaces of said adjacent tread blocks when said adjacent blocks are positioned at the level of the critical elevation in said forward region; and

those majority said tread blocks located at the critical elevation in said forward region providing reduced drag on the major upper drag-inducing surface wherein the vehicle propulsory counterforce needed to countervail an effective vehicle drag force comprising a mechanically magnified upper wheel drag force from the headwind impinging thereon is reduced when the vehicle is operated nominally under a range of external headwind conditions including null wind conditions.

12. The apparatus of claim 11, further comprising:

a trailing first majority said adjacent tread block located at least partly rearwardly-offset from a leading second adjacent majority said tread block when said first and second blocks are positioned in said forward region of said wheel assembly;

said first and second blocks are positioned in said forward region at the level of the critical elevation;

said patterned arrangement of said first and second adjacent blocks adapted to divert the headwind flowing there-between from a windward-facing surface of said first trailing block toward a leeward-facing surface of said second leading block; and

wherein a reduction in the difference in air pressure between a windward-facing surface of said second block and the leeward-facing surface of said second block causes a reduction in drag force on said second block.

13. The apparatus of claim 11, further comprising:

a trailing first majority said adjacent tread block located at least partly rearwardly-offset from a leading second adjacent majority said tread block when said first and second blocks are positioned in said forward region of said wheel assembly;

said first and second blocks are positioned in said forward region at the level of the critical elevation;

said patterned arrangement of said first and second adjacent blocks adapted to divert the headwind flowing there-between from a windward-facing surface of said first trailing block toward a leeward-facing surface of said second leading block;

said blocks comprising sharp angular windward-facing surfaces; and

wherein a reduction in the difference in air pressure between a windward-facing surface of said second block and the leeward-facing surface of said second block causes a reduction in drag force on said second block.

14. The apparatus of claim 11, further comprising:

a trailing first majority said adjacent tread block located at least partly rearwardly-offset from a leading second adjacent majority said tread block when said first and second blocks are positioned in said forward region of said wheel assembly;

said first and second blocks are positioned in said forward region at the level of the critical elevation;

said patterned arrangement of said first and second adjacent blocks adapted to divert the headwind flowing there-between from a windward-facing surface of said first trailing block toward a leeward-facing surface of said second leading block;

said blocks comprising sharp angular windward-facing surfaces in oblique orientation to the axis of said wheel assembly wherein impinging air flow is directed in part laterally and rearwardly between said blocks toward an exterior lateral side of said tire; and

wherein a reduction in the difference in air pressure between a windward-facing surface of said second block and the leeward-facing surface of said second block causes a reduction in drag force on said second block.

15. The apparatus of claim 11, further comprising a substantial proportion of those majority said tread blocks each having a smoothly-varying aerodynamic ground-contacting profile which is oval in shape.

16. The apparatus of claim 11, further comprising a substantial proportion of those majority said tread blocks each having a convex smoothly-varying aerodynamic ground-contacting profile shape on a predominately windward-facing surface.

17. The apparatus of claim 11, further comprising:

a substantial proportion of those majority said tread blocks each having a convex smoothly-varying aerodynamic ground-contacting profile shape on a predominately windward-facing surface;

a trailing first majority said adjacent tread block located at least partly rearwardly-offset from a leading second adjacent majority said tread block when said first and second blocks are positioned in said forward region of said wheel assembly;

said first and second blocks are positioned in said forward region at the level of the critical elevation;

said patterned arrangement of said first and second adjacent blocks adapted to divert the headwind flowing there-between from a windward-facing surface of said first trailing block toward a leeward-facing surface of said second leading block; and

wherein a reduction in the difference in air pressure between a windward-facing surface of said second block and the leeward-facing surface of said second block causes a reduction in drag force on said second block.

18. The apparatus of claim 11, further comprising:

a substantial proportion of those majority said tread blocks each having a convex smoothly-varying aerodynamic ground-contacting profile shape on a predominately windward-facing surface;

a trailing first majority said adjacent tread block located at least partly rearwardly-offset from a leading second adjacent majority said tread block when said first and second blocks are positioned in said forward region of said wheel assembly;

said first and second blocks are positioned in said forward region at the level of the critical elevation;

said patterned arrangement of said first and second adjacent blocks adapted to divert the headwind flowing there-between from a windward-facing surface of said first trailing block toward a leeward-facing surface of said second leading block;

said blocks comprising sharp angular windward-facing surfaces; and

wherein a reduction in the difference in air pressure between a windward-facing surface of said second block and the leeward-facing surface of said second block causes a reduction in drag force on said second block.

19. The apparatus of claim 11, further comprising:

a substantial proportion of those majority said tread blocks each having a convex smoothly-varying aerodynamic ground-contacting profile shape on a predominately windward-facing surface;

a trailing first majority said adjacent tread block located at least partly rearwardly-offset from a leading second adjacent majority said tread block when said first and second blocks are positioned in said forward region of said wheel assembly;

said first and second blocks are positioned in said forward region at the level of the critical elevation;

said patterned arrangement of said first and second adjacent blocks adapted to divert the headwind flowing there-between from a windward-facing surface of said first trailing block toward a leeward-facing surface of said second leading block;

said blocks comprising sharp angular windward-facing surfaces in oblique orientation to the axis of said wheel assembly wherein impinging air flow is directed in part laterally and rearwardly between said blocks toward an exterior lateral side of said tire; and

wherein a reduction in the difference in air pressure between a windward-facing surface of said second block and the leeward-facing surface of said second block causes a reduction in drag force on said second block.

20. In combination, a terrestrial vehicle employing a wheel assembly exposed to headwinds impinging substantially unimpeded above the level of an axle directly upon a forward-facing circumferential surface of a tire of said wheel assembly when the vehicle is in forward motion under a range of external headwind conditions and a means for reducing vehicle propulsory counterforces countervailing drag-induced resistive forces upon said wheel assembly by reducing drag from a headwind impinging substantially unimpeded directly on a critical wheel surface comprising a substantial proportion of a primary drag-inducing circumferential portion of a major upper drag-inducing surface comprising the primary vehicle-drag-inducing wheel surface which is centered about a critical elevation of said wheel assembly located wholly above the level of the axle,

with said drag-inducing circumferential portion also being located in a region of said wheel assembly positioned forward of the axle and being centered extending both above and below centered around the level of the critical elevation,

and with the critical wheel surface comprising a substantial proportion of the primary vehicle-drag-inducing wheel surface,

and with the critical elevation positioned not lower than a level equal to 75 percent of the outer diameter of said wheel assembly,

and with the critical wheel surface extending downwards both to include surfaces thereof positioned substantially lower than the critical elevation and to include the substantial proportion of said circumferential portion of the major upper drag-inducing surface while not extending lower than a minimum level located midway between the critical elevation and the axle,

and with the critical wheel surface also extending above the level of the critical elevation,

and with said means attached to and rotating with said wheel assembly,

and with said means providing said wheel assembly with tractional contact with the ground when said means is positioned at the lowermost point on said wheel assembly,

and with said means providing reduced drag on a front-facing upper circumferential surface of a tire of said wheel assembly from the headwind impinging thereon when said means is positioned both forward of the axle and at the critical elevation within an upper region of said wheel assembly comprising the major upper drag-inducing surface wherein the vehicle propulsory counterforce needed to countervail a mechanically magnified upper wheel drag force from the headwind impinging on the critical wheel surface is reduced when the vehicle is operated nominally under a range of external headwind conditions including null headwind conditions.