Inventor Narrated by: Robert William Thomson
The country: Scotland
Time of invention: June 10, 1846

More than 140 years have passed since the invention of the pneumatic tire. Robert William Thomson is originally from Scotland - the man who first officially registered the creation of a pneumatic tire. Robert was born on June 29, 1822 and already at the age of 22 he was an engineer railway transport, while having an office in London and his own business. It was at that moment that he invented the pneumatic tire.

On June 10, 1846, patent number 10990 was registered, which outlined the essence of a new invention: the use of an additional elastic bearing surface over the entire area of ​​\u200b\u200bthe wheel rims in order to reduce the force applied to the carriage, while reducing noise and facilitating the process of movement.

The patent also included the materials needed for manufacturing and a detailed drawing. This was the design of the first pneumatic wheel: a tire was put on a rim with wooden spokes, which was upholstered with a solid strip of metal along the outer diameter. The tire was also made up of an outer cover and a chamber underneath. The chamber was made by rubber (gutta-percha) impregnation of several layers of canvas. In this case, the outer covering was made of pieces of leather connected with rivets. The tire was fastened to the rim with bolts.

The leather tire had the necessary margin of resistance to bending and wear, and the canvas chamber supported the tire when its material got wet or swelled from internal pressure. In 1873, the creator of the pneumatic tire died and everyone forgot about his brainchild for a long time, despite the fact that the samples are still preserved.

More than twenty years later, brothers Edouard and André Michelin were the first to return to the pneumatic tire, originally from France, who had previously had experience in the production of tires for bicycles. The brothers announced that for the Paris-Bordeaux race in 1985 they would create for all participants pneumatic tires. One of the nine cars in that race, despite many punctures, drove 1200 km and independently reached the finish line.

The real creator of the modern pneumatic tire is Scottish veterinarian John Boyd Dunlop. There are several versions of the answer to the question of why a doctor specializing in the treatment of livestock became interested in tires.

According to the first version, he saw the suffering animals undergo when they are taken to the hospital in a cart with ordinary wooden wheels.

Another version explains everything by the fact that Dunlop had a little son who loved to ride. Allegedly, my father did not like the fact that rough bicycle wheels spoiled the garden paths, and he decided to soften them somehow.

In the third version, both the son and the bicycle also appear, but in this case, the boy asked his father to come up with something to make it more convenient for him to ride. All three versions of the story agree on one thing: Dunlop, after thinking, took a piece of garden hose and tied it to the wheel. First he filled inside the water, but later came to the conclusion that it would be more efficient to inflate the makeshift tire with air.

Curiously, just four days after Dunlop filed a patent for his invention, another person approached the patent office with almost the same idea. The pneumatic tire maker soon resold the rights to an entrepreneur named Harvey du Cros and completely withdrew from any further work on improving tire design, preferring to receive dividends. One of the most famous tire companies in the world (Dunlop) was subsequently named in his honor.

Du Cros was interested in Dunlop's invention because his sons were cyclists. In 1889 they entered a prestigious race that was won by an obscure athlete, William Hush, on a bicycle equipped with Dunlop tires.

Du Cros quickly realized the benefits of this unusual novelty. The very next year, his company began to sell its products, and not in England, but in Europe, because. In England at that time there was a law according to which cars could not travel faster than 6 km/h. This law significantly retarded the development of motoring in the British Isles.

In 1896, Lanchester was first equipped with Dunlop pneumatic tires in Britain. After such success, many manufacturers of pneumatic tires immediately formed, of which many still exist, namely the French company Michelin, which revived the production of pneumatic tires, the English company Dunlop, the German companies Metzeler and Continental, the Italian " Pirelli", "Goodrich", "Goodyear" and "Firestone" from the USA. Most of the tire factories in the USSR were set up during World War II according to Western standards.

Further modifications of the pneumatic tire were mainly aimed at increasing the service life and resistance to physical influences. The tires were also made easier in terms of mounting and dismounting.

In the 1950s, changes were made to the tire design for the first time. Michelin proposed as a main feature a rigid belt, which consisted of several layers. metal cord. The location of the cords was radial from one side to the other. The new tires were called radial. The Michelin company, after testing a new improved tire, noted an improvement in flotation twice as compared with a conventional tire (when the cords were located diagonally).

In the next decade, a change was made in the ratio of the characteristics of the profile width (B) to the height of the tire (H) - H / H. The original shape of the first tires in the section was approximately the same in height and width. Later, the ratio of height and width was reduced to 0.7, and in 1980 even to 0.6.

Many companies have gained experience in the production of cordless tires. Later, technical solutions will be introduced into the technology of creating cordless tires, which will greatly simplify their production. Now the most promising are single-layer radial tubeless tires made of steel cord, which are installed on semi-deep rim with low rims.

In the future, the direction for improving the design of tires was chosen in the direction of reducing the quantitative content in the carcass, using latest materials, increasing the strength of the cord, improving the interaction of rubber and cord, reducing the number of layers in the carcass, reducing the height-to-width ratio of the tire, using more saturated, as well as combined and ribbed tread patterns.

Also, manufacturers are now trying to extend the life of tires, increase the permissible load, vehicle traffic safety, improve technical and economic indicators and simplify tire production technology.

Low profile tires began to be developed to increase the grip area, which also increased lateral stability, service life and traction properties. Radial tires show off their performance better when they are produced with a low profile.

In the 70s, the pneumatic tire reached a level of modernization that was almost impossible to realize in the 50s. Motorists, of course, were also pleased with the reduction in fuel consumption and improved driving safety. Almost all cars in the 70s At the same time, they switched to the use of radial tires, which by the end of the decade were already used for almost all types of transport, which increased the life of tires.

In the first quarter of the 20th century, the design of quick-release wheel fasteners to the hubs began to be used in tires. Such a wheel was mounted on several bolts, and it was possible to remove it along with the tire in just a few minutes, which was a big breakthrough compared to previous options.

During the First World War, people began to develop a new tire design for buses and trucks. cars. America was the first in this direction. By the end of 1925, pneumatic tires were used on approximately 4 million vehicles worldwide, which included almost the entire fleet, excluding some types. trucks.

The first cars that appeared in Russia were already on pneumatic tires - imported. But in the 1900s, their production was established by the Provodnik factories in Riga (Columbus tires) and Triangle in St. Petersburg (Yolka tires with the original tread).

Russian tires, tested in numerous runs and competitions, were distinguished by high durability and strength. On the racing car"Benz" with "Christmas trees" in 1913, the All-Russian speed record was set - 201 km / h. After the October Revolution, tire factories became part of Rezinotrest, which provided all our cars with domestic footwear.

The industry of the USSR in the 1980s annually produced about 70 million tires for cars, motorcycles, and agricultural machines. The tire of the 80s is united with the “great-grandmother” only by the principle. And the design itself has changed, become more complicated, improved to unrecognizability - so that the characteristics of the tires most fully meet the parameters of cars, the conditions of their work.

The first major steps were the division of the tire into a tire and a tube, as well as the advent of a cord tire. It should be noted such important milestones as the invention of the tire low pressure balloon type, tubeless, low profile; arched and wide-profile low-pressure tires for trucks; winter tires with anti-skid studs; tires with a radial arrangement of the cord, as well as with a cord made of synthetic materials and steel cord; "safe" tyres.

The durability of the tires has increased many times over. If at the beginning of the century a mileage of 3-4 thousand kilometers was considered a record, then by the 1920s it increased to 30 thousand, and later - to 100 thousand. The improvement of the tire is still going on today. Its main directions are a further increase in mileage, allowable loads, a reduction in material consumption and a simplification of technology, an improvement in other indicators, and an increase in safety.

The latter direction has been intensively developing since the 60s, and today a number of firms are already mass-producing called safety tyres. They are mounted on a rim of a different design, which helps to keep the tire beads on the shelves of the rim in case of a large air leak. The use of new synthetic materials that can revolutionize tire technology promises serious advantages. In a word, as for a car, the age for a pneumatic tire is an age that opens up tempting prospects.

At present, it is no longer possible to find a person who does not know what tires on cars are intended for. But not everyone knows that tires have become such relatively recently. To trace history car tires, it is necessary to go back almost a century and a half back in history.

The first rubber tires appeared in the middle of the 19th century, almost immediately after the invention of the process of obtaining rubber from rubber by Charles Goodyear. Initially, such tires were wooden wheels, on which a rim made of a solid rubber layer was put on. Molded rubber tires were a breakthrough in ride comfort, allowing for a slightly cushioned ride while absorbing bumps from bumps in the road. However, although the use of molded rubber tires reduced shaking and vibration, the ride on a vehicle with such wheels was still far from comfortable.

It is believed that the idea of ​​using a layer of air to soften shocks and to reduce rolling friction came up with the Scottish engineer Robert Thomson, who received a patent on December 10, 1845 for the invention of an "improved wheel for wagons and other moving objects."

Thomson's "improved wheel" consisted of a wooden rim upholstered with a metal hoop, onto which an outer skin of leather was screwed with bolts. From the outside, pieces of leather were fastened with rivets. Inside the resulting leather tube was placed the prototype of the modern camera, only at Thomson it was made of canvas impregnated with a rubber mixture.

Thomson even conducted tests that showed that the use of an "air wheel" can significantly reduce the force required to move the crew. Thomson intended to use similar wheels on carriages, especially noting that the carriage could now move especially smoothly and that, thanks to the use of air tires, it seemed to hover above the ground. Robert Thomson published his test results on March 27, 1849 in the Mechanics Magazine, attaching detailed drawings and a description of his invention.

However, this invention did not interest anyone, and the production of "air wheels" was never started.

The pneumatic tire was reinvented in 1888 by John Boyd Dunlop in Ireland. Dunlop's first pneumatic wheel consisted of an air-filled piece of garden hose fitted to the wheel rim of his son's children's bicycle. The hose was attached to the rim with a wound tape made of rubberized canvas. To prevent the tape from quickly abrading on the road surface, Dunlop attached a piece of thick rubber tape over the wound canvas tape.

In 1889, a bicycle race was held, which was won by a racer who used an unusual tire for everyone on his bicycle - with a pneumatic chamber.

Realizing the promise of his invention, John Dunlop opened in 1889 a workshop for the production of pneumatic bicycle tires - "Pneumatic Tire and Booth's Bicycle Sales Agency". Now this company has grown from a small workshop into the international Dunlop corporation.

However, in that form, the pneumatic tire could not be used on cars. In addition, the tire was non-removable, which caused great inconvenience during operation. After a very short time, in 1890, the problem was solved with the adaptation of the tire for mounting on cars. Engineer Kingston Welch proposed a new scheme for the wheel: tires were made removable, separate from the camera. Metal wire was inserted into the edges of the tire for strength. Thanks to the recess, the camera was better fixed on the rim. To prevent the tire from slipping off the rim, its edges protruded and held the sides of the tire.

In the same year, methods were developed for relatively convenient mounting and dismounting of the tire. The beginning of the use of pneumatic tires on cars was already a matter of time. It only remained to adapt the design for use on cars with their high (for that time) speeds and heavy wheel loads.

The first automobile pneumatic tires began to be produced by two French brothers Andre and Edouard Michelin, presenting them in 1895 before the Paris-Bordeaux race. The brothers already had experience making bicycle tires. They made car tires specifically for this race. Nowadays, almost everyone knows the name of the brothers - the Michelin company has grown into an international corporation.

Thanks to the use of pneumatic tires in cars, the smoothness of movement and cross-country ability have increased, the trip on rough roads has ceased to be so unpleasant. However, the general distribution of such tires was hampered by their capriciousness in operation, as well as difficulties in mounting and dismantling. Therefore, solid rubber and pneumatic tires were produced in parallel.

Further research by engineers to improve pneumatic tires was aimed at eliminating the above shortcomings. Soon, special strips of various reinforcing materials - cords - were introduced into tires, which increased the service life and unpretentiousness of the tire. The appearance of special assembly machines significantly accelerated the installation / dismantling of wheels. Among other things, the wheels themselves are removable. Now they were attached to the hubs with a few bolts.

Soon, the strength of pneumatic tires became sufficient for their use on trucks. The number of tires produced already numbered in the millions.

To improve handling, various tread patterns were developed, research was carried out with various rubber compounds. Synthetic rubber has been developed to reduce dependence on countries that supply natural rubber used to make rubber. This made it possible to reduce the cost of tires, as well as to stabilize the chemical composition of rubber, which made it possible to achieve constancy of chemical and physical characteristics for each tire in the series.

Chemical companies took an active part in improving the quality of tires, not only by selecting new additives for rubber, but also by searching for the best cord material. Initially, the cord was made of textiles, but it had low strength, which is why there were frequent cases of tire ruptures. Company engineers began to experiment with synthetic materials - the latest viscose and nylon. The use of these materials made it possible to significantly increase the strength characteristics of tires. Now cases of tire explosions have become a very rare occurrence.

In the middle of the 20th century, Michelin developed a completely new type of tire: the cords were made of metal and were located radially - from bead to bead. Tires with this type of cord are called radial. The use of a radial cord made it possible to increase the strength and service life of the tire several times with the same weight. Or, while maintaining the previous strength and speed characteristics, have a much smaller mass.

For all its merits, the traditional tube tire has one significant disadvantage- when punctured, it is almost instantly blown away and movement becomes impossible. To get rid of this shortcoming, it was necessary to find a way to do without a camera. And therefore, tubeless tires were developed, which, even in the event of a puncture, made it possible to drive some distance without a significant loss of their strength qualities. However, tubeless tires are more demanding on the quality of both the tire itself and the disc. All this is due to the fact that in such wheels the tire must fit as tightly as possible in the disk machine to ensure the necessary level of tightness in order to keep the air inside.

It will seem surprising to modern car owners, but until the 60s of the 20th century, the tire profile was almost a circle. Further, the tire height decreased all the time, sometimes reaching 50 percent of the profile width. Low profile tires have better traction due to the larger contact surface. In addition, due to the reduction of the profile height, improved directional stability, since such a tire is less deformed under lateral loads. A low-profile tire has many advantages, including a custom look that gives a car with such wheels a certain sporty aggression. But we must remember that in this case it is necessary to sacrifice the maximum load capacity. Although it's for sports cars far from the most important criterion. When tuning, car owners often put "sporty" low-profile tires even on cars that do not have "sporty" appearance. But here it is already a matter of taste.

Since the advent of the first "air wheel" and until today, research has not stopped that would improve consumer qualities pneumatic tires. If earlier research was mainly in the direction of increasing the strength of tires and improving grip on the road surface, now this has been added to the desire to create a tire that causes minimal environmental damage. This includes not only environmental friendliness in manufacturing (tire production has historically been very environmentally dirty), but also minimal harm in operation (flaking pieces of rubber and escaping gases are important polluting factors for the ecosystem). In addition, do not forget that after the termination of use, the tires must be disposed of somehow. This process is also far from safe for the environment.

Previously, people did not think about the damage caused by humanity to the environment. But now, fortunately, things are changing for the better. Research is underway that would not only minimize the harm from classic rubber tires, but also aimed at finding a completely different, environmentally friendly material for making shoes for cars. In addition, a way is being sought to somehow move away from the need to use the air chamber as a shock-absorbing means. For example, there are already proposals to produce tires that instead of an air "cushion" would have a layer in the form of a sponge or in the form of large cells.

More than 140 years have passed since the invention of the pneumatic tire, without which the very existence of a modern car is unthinkable. Today it is hard to even believe that at first the tire was not intended for a car at all. On horseless carriages, she replaced massive molded rubber tires (the so-called cargo belts or gummatics) only many years after her birth.

The first person to officially register the invention of the pneumatic tire was Robert William Thomson, who was born in Scotland on June 29, 1822 into a family of small landowners. In 1844, at the age of 22, he became a railway engineer and had his own business and office in London. It was there that the pneumatic tire was invented.

Patent No. 10990, dated June 10, 1846, says: "The essence of my invention consists in the use of elastic bearing surfaces around the rims of the wheels of carriages in order to reduce the force necessary to pull the carriages, thereby facilitating movement and reducing noise, which they create when they move. Thomson's patent is written to a very high standard. It outlines the design of the invention, as well as the materials recommended for its manufacture.

Tube tire:

1 - side tape,

2 - sidewall,

3 - layer of cord,

4 - breaker,

5 - protector,

6 - treadmill,

7 - frame,

9 - tire bead,

10 - sock,

11 - wire ring,

12 - wing fastening tapes.

On fig. Figure 1.1 shows the Thomson "air wheel" design described in the cited patent. A cart or carriage wheel is shown. The tire is superimposed on a wheel with wooden spokes inserted into a wooden rim upholstered with a metal hoop. The tire itself consisted of two parts: the tube and the outer cover. The chamber was made of several layers of canvas impregnated and covered on both sides with natural rubber or gutta-percha in the form of a solution. The outer covering consisted of pieces of leather connected by rivets. The entire tire was bolted to the rim. The leather cover had the necessary resistance to wear and repeated bending, and knowing that the skin stretches when wet and inflates under the action of internal pressure, it is easy to understand why the chamber had to be reinforced with canvas. The patent further describes a valve through which the tire is inflated.

Thomson equipped the crew with air wheels and conducted tests by measuring the crew's thrust. Tests have shown a reduction in traction force of 38% on crushed stone pavement and 68% on crushed pebble pavement. Noiselessness, ride comfort and easy karst movement on new wheels were especially noted. The test results were published in the Mechanics Magazine on March 27, 1849, along with a drawing of the carriage.

It could be stated that a major invention had appeared: thought out to a constructive implementation, proven by tests, ready for improvement. Unfortunately, that's where it ended. There was no one who would take up this idea and bring it to mass production at an acceptable cost.

After Thomson's death in 1873. the "air wheel" was forgotten, although samples of this product have been preserved.

In 1888, the idea of ​​a pneumatic tire arose again. The new inventor was the Scotsman John Dunlop, whose name is known in the world as the author of the pneumatic tire. J. B. Dunlop invented in 1887, to put on the wheel of his 10-year-old son's tricycle wide hoops made from a garden hose and inflate them with air. July 23, 1888 J. B. Dunlop was granted a patent? 10607 for the invention, and the priority for the use of "pneumatic hoop" for vehicles was confirmed by the following patent dated August 31 of the same year.

The rubber chamber was attached to the rim of a metal spike with spokes by winding it together with the rim with a rubberized canvas forming the tire carcass, in the intervals between the spokes (Fig. 1.2).

The advantages of the pneumatic tire were quickly appreciated. Already in June 1889, William Hume raced a bicycle with pneumatic tires at the stadium in Belfast. And although Hume was described as an average rider, he won all three races in which he participated.

The commercial development of the invention began with the formation of a small company in Dublin and at the end of 1889 under the name "Pneumatic Tire and Booth Bicycle Agency". It is now Dunlop, one of the largest tire companies in the world.

In 1890, the young engineer Chald Knngstn Weltch proposed to separate the chamber from the tire, insert wire rings into the edges of the tire and put it on the rim, which subsequently received a recess towards the center (Fig. 1.3). At the same time, the Englishman Bartlett and the Frenchman Didier invented quite acceptable methods for mounting and dismounting tires. All this determined the possibility of using a pneumatic tire on a car.

The first to use pneumatic tires on cars were the Frenchmen Andre and Edouard Michelin, who already had sufficient experience in the production of bicycle tires. They announced that they would have pneumatic tires ready for the Paris-Bordeaux race in 1895 and kept their promise. Despite numerous punctures, the car covered a distance of 1200 km and reached the finish line under its own power among nine others. In England, in 1896, the Lanchester car was equipped with Dunlop tires.

With the installation of pneumatic tires, the smoothness of the ride and the cross-country ability of cars have significantly improved, although the first tires were not reliable and were not adapted for quick installation. In the future, the main inventions in the field of pneumatic tires were primarily associated with increasing their reliability and durability, as well as facilitating mounting and dismounting. It took many years of gradual improvement in the design of the pneumatic stud and the way it was made before it completely replaced the molded rubber stud.

More and more reliable and durable materials began to be used, a cord appeared in tires - an especially strong layer of elastic textile threads. In the first quarter of the current century, designs of quick-detachable wheel-to-hub fastenings with several bolts began to be increasingly used, which made it possible to replace tires along with the wheel within a few minutes. All these improvements led to the widespread use of pneumatic tires on cars and the rapid development of the tire industry. During the First World War, development of tire designs for trucks and buses began. The United States has been a pioneer in this regard. By 1925, there were about 4 million cars with pneumatic tires in the world, that is, almost the entire fleet, with some exceptions for certain types of trucks.

Large tire firms arose, many of which still exist today, namely Dunlop in England, Michelin in France, Goodyear, Firestone and Goodrich in the USA, Continental, Metzeler in Germany, "Pirelli" in Italy.

By the end of the 1920s, the ability to create tire designs at the expense of an engineer's intuition, at random, was becoming a thing of the past. There is an urgent need for a scientific approach to the design of workable pneumatic tires. By this time, there was already a sufficiently mastered chemical technology that could be used to solve the problems of preparing rubber compounds for tires. In the field of designing and testing automobile tires, experience did not appear immediately, but as a result of the practical activities of firms and scientific research in a number of countries. Test benches are being set up to experimentally determine tire performance.

In the 1930s, work continued on understanding the role that the pneumatic tire plays in car handling and stability, as well as on the external shape and pattern of the part of the tire that comes into contact with the road.

Second World War forced to take a number of serious measures on the use of synthetic rubber (SR) instead of natural rubber in the formulations of the tire industry. The use of SC in the recipe tire rubber our country dates back to 1933, and by 1940 the consumption of SC in tires manufactured in the USSR reached 73%. Due to the specific properties of SCs and their impact on the performance of tires, the prospects for creating new types of improved tires have appeared.

Another significant step is the use of viscose and nylon cord. Experimental tires with viscose immediately showed improved performance and a dramatic reduction in tire failures. Nylon allowed the manufacture of tires with great strength. The increase in strength and impact resistance for tires with new materials was so significant that carcass breaks, which were the main cause of tire failure, practically ceased to occur.

In the mid-50s, a new development in tire design appeared. The main feature of the new tire, proposed by Michelin, was a rigid belt in the tire, consisting of layers of steel cord. The cord threads were arranged radially from side to side. Such tires are called radial. The result of testing the new Michelin tire was an increase in mileage by almost two times compared to the standard (with a diagonal arrangement of the cords).

At the end of the 1950s, considerable attention was paid everywhere to tires that provide high grip properties, both on dry and wet roads, and high wear resistance.

In the 60s, such a characteristic of the tire structure as the ratio of the tire height H to the width of the profile B underwent a significant change. The first tires in the section were an almost regular circle, the height of which was equal to the width. Then the ratio of H / B values ​​consistently decreased to 0.7 and even 0.6 by 1980 (Fig. 1.4). The aim of the low profile tires was to increase the area of ​​contact with the road, which improves lateral stability, traction and prolongs tire life. The advantages of radial tires come to a greater extent from the fact that they are made with a low profile.

The pneumatic tire in the 70s reached a level of perfection that was difficult to imagine in the 50s. The needs of motorists to increase driving safety and reduce fuel consumption were met. It was in the 1970s that there was a rapid transition passenger transport to radial tyres, which by the end of this decade were used almost throughout the fleet, accompanied by an increase in service life.

In the 80s, the Continental tire design appeared with a mount on a T-shaped wheel rim (Fig. 1.5), providing safe movement at low speed even with flat tires. The company is counting on the mass development of the production of such tires in the 90s. Significantly advanced development and industrial work on the manufacture of tires by casting or liquid molding of oligomers. If this method can provide sufficiently high properties of a spike of a complex design, then cardinal changes can be expected in the future.

Further improvement of tires goes in the direction of using more modern materials, reducing the rubber content in the carcass, increasing the strength of the cord, reducing the plyiness of the carcass, improving the bond between the cord and rubber, creating a stud with a small height and a wide profile width, increasing the saturation of the pattern and using ribbed and combined tread patterns.

The improvement of tires is also aimed at increasing the service life, permissible loads, simplifying production technology, improving a number of technical and economic indicators of tires, and increasing vehicle traffic safety.

The modern development of tires is characterized by a wide specialization in accordance with their purpose. Until recently, the focus has been on improving the design of conventional bias-ply tires. Over the past 20 years, the mass of such tires has decreased by 20-30%, the load capacity has been increased by 15-20%, the service life has been increased by 30-40%, the rolling resistance has decreased by 10-1.5%, the imbalance and tire runout have been reduced by 15% , increased traction and coupling qualities. However, a number of foreign firms consider it unnecessary to further develop work on the improvement of diagonal tires, since the possibilities inherent in the design of such tires are almost completely exhausted.

Currently, much attention is paid to the development and improvement of the design of radial tires, as the most promising.

Much attention is paid to the development of the design of cordless tires. These tires are made from a homogeneous rubber-fiber mass by extrusion or injection molding. Some success has been achieved in pilot production of cordless tires. Technical solutions for the creation of cordless tires will greatly simplify the technology of tire production.

The most promising at present are considered to be radial tubeless single-layer tires made of metal cord, designed for mounting on semi-deep rims with low flanges.

Author unknown.

The invention of the first rubber tire is recorded in patent No. 10990, dated June 10, 1846, issued in the name of Robert William Thomson. The patent describes the design of the invention, as well as the materials recommended for its manufacture. Thomson equipped the crew with air wheels and conducted tests by measuring the crew's thrust. Noiselessness, ride comfort and easy running of the carriage on new wheels were especially noted. The test results were published in the Mechanics Magazine on March 27, 1849, along with a drawing of the crew. In fact, an invention appeared, thought out to a constructive implementation, proven by tests, ready for improvement. As often happens, that was the end of the matter. There was no one who would take up this idea and bring it to mass production at an acceptable cost. After Thomson's death in 1873, the "air wheel" was forgotten, although samples of this product have been preserved.

The legend says

Regarding the date of a significant event - the creation of a recognized tire by all - there is no unity, oddly enough. They call 1887 or 1888. Be that as it may, the difference in a year is not so fundamental. Much more important is who this wonderful person was and under what circumstances the wonderful idea of ​​\u200b\u200bcreating a tire dawned on him. On the first point - whom to thank - there are no disagreements, fortunately. The capricious lady-history kept the name - John Boyd Dunlop (John Boyd Dunlop). Involved in this invention and his son, who, in fact, gave the idea.

But there are at least two versions of the circumstances under which this idea arose. The first does not inspire much confidence: Dunlop Sr. allegedly noticed that when driving on a paved sidewalk, his son felt inconvenience and discomfort and realized that the hard wooden wheels of a bicycle were to blame. It was then that he wrapped the wheel disk with several glued thin layers of rubber and inflated them with a bicycle pump - to create a cushioning effect.

The second version of this story is much more similar to all other stories about brilliant insights. According to him, John Dunlop watered the garden. And his little son rode a tricycle and was delighted with the ride on a rubber hose. The father watched the prankster with a smile until he noticed the soft cushioning of the hose under the metal wheel of the bicycle. Forgetting about the garden, Mr. Dunlop immediately cut off a piece of hose, wrapped a rubber sausage around the wheel, welded the seam and - became famous throughout the world as the inventor of an inflatable, or pneumatic tire.

The resourceful Scottish veterinarian patented his invention in June 1888, and from that moment a completely different story begins.

History of one company

The advantages of the pneumatic tire were quickly appreciated. Already in June 1889, William Hume raced a bicycle with pneumatic tires at the stadium in Belfast. And although he was an "average" driver, Hume won all three races in which he participated.

Over time, the idea of ​​"shod" and the wheels of the then few cars was realized. The first to bring this bold idea to life were the French Andre and Edouard Michelin, who already had sufficient experience in the production of bicycle tires at that time.
With the implementation of the idea, they performed at the race in 1895 Paris - Bordeaux. The car successfully covered a distance of 1200 km and reached the finish line under its own power among nine others. In England, in 1896, the Lanchester car was equipped with Dunlop tires. With the installation of pneumatic tires, the smoothness of the ride and the cross-country ability of cars have significantly improved, although the first tires were not reliable and were not adapted for quick installation.

The commercial development of the invention began with the formation of a small company in Dublin and at the end of 1889 under the name "Pneumatic Tire and Booth Bicycle Agency". Dunlop is currently one of the largest tire manufacturers in the world.

The merits of Dunlop in the development and improvement of the pneumatic tire:

• Dunlop was the first to use rubber and steel tread studs;
• Dunlop was the first to divide the tire tread into several rows, which increased its wear resistance while maintaining good grip;
• Dunlop created the world's first tire with side grouser;
• Dunlop's employee C. Woods was the first to invent a chamber specifically for a pneumatic tire;
• Dunlop's engineers were the first to bring to life the idea of ​​the demon tube tire;
• Dunlop was the first to create water-repellent rubber compound, which made it possible to produce winter tire models with properties that make the use of anti-skid studs unnecessary.

One way or another, today it is impossible to imagine the wheels of cars without tires. It only remains for us to commemorate with a kind word all those who participated in their development.

Today it is even hard to believe that a tire filled with air, unlike most of the nodes, appeared after the birth of the car and at first was not intended for it at all. On self-propelled horseless carriages, she replaced the massive solid tires only many years after its birth. In addition, the invention of the pneumatic tire, although it was predetermined by the progress of technology, nevertheless turned out to be accidental.

It all started in 1887 with the fact that the Scottish veterinarian John Boyd Dunlop from Belfast bought a tricycle for his ten-year-old son Johnny. Sitting in his garden, he watched as his son tried in vain to drive over the loose earth, deeply bogged down in it by three wheels shod with hard and thin hoop tires. Then Dad Dunlop came up with the idea of ​​putting wide hoops made from a hose for watering the garden on the wheels and inflating them with air. The boys in the area marveled at Johnny's bike, on which he overtook all his friends. The local bike dealer Elden found out about this and advised Dunlop to get a patent for the invention. Such a patent No. 10607 was issued to D. Dunlop on July 23, 1888, and the priority for the use of a "pneumatic hoop" for vehicles was confirmed by the following patent dated August 31 of the same year. From these events, the automobile pneumatic tire traces its history.

Dunlop's idea received practical development in May 1889, when at the races the "pneumatic" (that is, on pneumatic tires) bicycle, according to eyewitnesses, "disappeared from sight immediately after the start", leaving competitors behind. They became interested in the English businessman Harvey du Cross, who suggested that Dunlop organize mass production of tires. The company was founded in the autumn of 1889, and in 1890 it received the name of Dunlop, although the "father of the tire" himself, not seeing the prospects for his offspring, retired. Today, the English company Dunlop is one of the world's largest tire manufacturers.

The French company Michelin made a great contribution to the improvement of pneumatics. Her activities in this field also began by chance. Once, "in 1891, the owner of a small rubber workshop, Edward Michelin, met an English cyclist on the road, grieving over a burst pneumatic tire. It was not difficult to vulcanize it in the workshop, but it took a lot of effort and time to remove and re-put on the wheel. The fact is that at that time the tires were glued to the rims. All this led Michelin to the invention of a quick-release tire with a tube. Speed, however, was relative: the new tire was attached to the wheel with several hoops that were screwed to the rim with numerous nuts. At the same time, the Englishman Bartlet and the Frenchman Didier invented easier ways to remove and mount tires, all of which gave the pneumatic tire access to the car.

For the first time, Michelin-designed pneumatic tires were installed on the French two-seat car "L" Eclair, which took part in the 1895 race along the Paris-Bordeaux route for a distance of 1200 kilometers. In England, in 1896, the Lanchester passenger car was equipped with Dunlop tires. and smoothness improved markedly, but the first tires were so unreliable that they had to be changed after several tens of kilometers.In addition, a lot of time was spent then on installation.The main tire improvements were associated precisely with overcoming these difficulties and led to increased durability, lightening and simplification of installation.The first goal was achieved by using more and more reliable and durable materials, as well as the invention of cord - a particularly durable layer of elastic textile threads.It was not easy to fulfill the second requirement, and for a long time traveling or racing had to take several "reserve" with you. In addition to them, they carried interchangeable hoops, vulcanizers, cameras, and even a ball to inflate them. wombs with compressed air. But since the 10s of the 20th century, quick-release fastening of the wheel to the hub with several bolts has been increasingly used. This made it possible to change the tires along with the wheel, which took only a few minutes. And on racing cars, the bolts were soon replaced by a single central nut.

All these innovations have led to the recognition of tires on road transport and in motorsport, as well as to the rapid development of the tire industry. If in 1895 only 400 cars were “shod” in tires all over the world, in 1900 - 4000, then by 1925 - already 4 million, that is, almost the entire car park. The last massive tires were preserved on some trucks only until the end of the 30s.

Large tire companies sprang up, many of which still exist today. In addition to Dunlop and Michelin, these are the American Goodyear, Firestone, Goodrich, the German Continental and Metzeler (now in Germany), the Italian Pirelli.

The first cars that appeared in Russia were already on pneumatic tires - imported, but in the 1900s their production was established by the Provodnik factories in Riga (Columbus tires) and Triangle in St. Petersburg (Yelka tires with the original tread ). Russian tires, tested in numerous runs and competitions, were distinguished by high durability and strength. In 1913, the All-Russian speed record was set on a racing car "Benz" with "Christmas trees" - 201 km / h.

After the October Revolution, tire factories became part of Rezinotrest, which provided all our cars with domestic footwear. Today, Russian industry annually produces about 70 million tires for cars, motorcycles, and agricultural vehicles.

Of course, the tire of the current 2000s is united with the “great-grandmother” only by principle. And the design itself has changed, become more complex, improved beyond recognition - so that the characteristics of the tires most fully meet the parameters of cars, their operating conditions. The first major steps were the division of the tire into a tire and a tube, as well as the advent of a cord tire. It should be noted such important milestones as the invention of low-pressure cylinder-type tires, tubeless, low-profile; arched and wide-profile low-pressure tires for trucks; winter tires with anti-skid studs; tires with a radial arrangement of the cord, as well as with a cord made of synthetic materials and a metal cord; "safe" tyres.

The durability of the tires has increased many times over. If at the beginning of the century a mileage of 3-4 thousand kilometers was considered a record, then by the 1920s it increased to 30 thousand, and later - to 100 thousand.

The improvement of the tire is still going on today. Its main directions are a further increase in mileage, allowable loads, a reduction in material consumption and a simplification of technology, an improvement in other indicators, and an increase in safety. The latter direction has been intensively developing since the 60s, and today a number of companies are already mass-producing the so-called safe tires. They are mounted on a rim of a different design, which helps to keep the tire beads on the shelves of the rim in case of a large air leak.

The use of new synthetic materials that can revolutionize tire technology promises serious advantages. In a word, as for a car, the age for a pneumatic tire is an age that opens up tempting prospects.

Wheel tire types

1. By vehicle type

ü for passenger automatic telephone exchanges;

ü for trucks.

2. By type of sealing:

ü chamber;

ü tubeless.

3. By tire pressure:

ü high pressure (0.5 ... 0.7 MPa);

ü low pressure (0.18 ... 0.5 MPa);

ü ultra-low pressure (0.05 ... 0.18 MPa);

ü with adjustable pressure.

4. According to the climatic conditions of operation:

ü for tropical climate;

ü frost-resistant.

Tube tires

The design of a tube tire consists of two elements: a tube and a tire.

Camera― the closed ring, in the form of an elastic rubber cover in which air under pressure submits.

A design feature of the chamber is a slightly smaller size compared to the size of the inner cavity of the tire. This is necessary for a tight fit of the tube (without wrinkles), so the tube in working condition inside the tire is in a stressed state. The thickness of the rubber shell is 1.5 ... 2.5 mm - passenger vehicles, 2.5 ... 5 mm - trucks. The outer surface of the chamber may have protrusions in the form of radial marks, which contribute to the removal of air when the chamber is mounted in the tire.

For air supply, a valve- a valve that allows air to flow in one direction into the chamber.

Valve device

There are three main elements: body, spool and cap.

Frame There are 3 types of valves:

1. Metal, in the form of a brass tube, fixed to the chamber with a threaded connection using rubber-coated washers;

2. Metal, with a rubberized heel;

3. Rubber-metal, made of rubber with a metal sleeve.

The spool is a device that provides sealing of the internal cavity of the chamber. It is a rod on which a conical rubber seal is installed, pressed by a spring installed on the rod.

Cap closes the hole in the valve body, may contain a rubber seal. Some cap designs may have a special wrench to tighten the spool.

Rim tape- this is a structural element that provides protection for the camera in the area of ​​​​its contact with the wheel rim of the wheels of a truck.

Some tire designs may contain side tape, which protects the tube and tire from damage by a deep rim.

Tire creates the necessary grip of the tire with the road, protects the tube from damage. The design of the tire contains a large number of elements that allow us to distinguish the following 3 main parts:

1. Running part;

2. Side part;

3. Side part.

The basis of the tire structure is frame, which provides durability, elasticity of the tire. Made from multiple layers special material in the form of threads called cord. Rubber pads are installed between each layer of cord. Depending on the material of the threads, the cord can be: cotton, nylon, nylon and metal (0.15 mm).

Depending on the location of the threads in the cord, a tire carcass is distinguished with a radial arrangement of the thread and a diagonal arrangement of the thread.

Diagonal cord- often located longitudinal threads (warp) and rarely located transverse threads - wefts, interconnected by a rubber layer, this forms a strip of cord. They are superimposed one on another in such a way that the warp threads intersect in adjacent layers at an angle of 95-115, forming a grid.

radial cord- has threads of all layers located strictly in the radial direction, i.e. parallel to each other. The cord threads in the pad of the layer cross in adjacent layers at a small angle of 20-40 , in the radial side layers 70-80 . Number of cord layers: 4-6 for cars, 6-16 for trucks. The thickness of the cord layer is 1-1.5 mm.

Tread

It is a device that protects the frame from damage in contact with the road surface. As a rule, this is a layer of rubber of considerable thickness, located on top of the carcass, gradually reducing its thickness towards the sidewalls and sides. The tread material is a special wear-resistant rubber.

To improve grip with the supporting surface, the tread has special protrusions various shapes, according to a specific pattern. The tread pattern determines the type of tire:

1. Road, having a pattern with a protrusion area of ​​​​65 ... 80% of the total tread area;

2. Increased cross-country ability, for operation on roads with a dirt surface, as well as in off-road conditions;

3. Combined, with a deep and large tread pattern for operation on roads with a dirt surface and on soft soils;

4. Universal. Tread with a total area of ​​protrusions of 55…60% of the total area of ​​the treadmill. Designed for use on paved roads, as well as unpaved roads, has side protrusions.

5. Career. They have high resistance to mechanical damage. The tread pattern can be similar to the pattern off-road, but has wider protrusions and narrower grooves, while the bases of the protrusions are wider, and the surfaces taper towards the top. The total area of ​​protrusions is 60…80%.

6. Winter. For operation on snowy and icy roads. The pattern consists of individual rubber blocks of an angular shape with notches, as well as fairly wide and deep grooves. The area of ​​protrusions is 60…70%. The pattern provides self-cleaning of the tread and intensive removal of moisture and dirt in the area of ​​the contact patch. Operation in the summer is unacceptable, as it brings significant wear, accompanied by noise. The permissible speed on tires with a similar pattern is 15% lower than on conventional tires. Winter pattern provides the possibility of installing anti-skid spikes, which also reduce the braking distance by 40 ... 50%. The pressure in studded tires is 0.02 MPa higher. Studded tires must be installed on all wheels of the vehicle.

Anti-skid device

The spike consists of a body and a core.

Core are made of metal with high hardness, toughness and, as a result, wear resistance.

Frame made of an alloy of steel and lead, galvanized or chrome plated to protect against corrosion. Sometimes the body is made of plastic.

Spike dimensions:

Diameter: 8…9mm for car tires, up to 15mm for truck tires;

Length: 10…30mm depending on tread thickness.

Number of spikes depends on:

1. masses of automatic telephone exchange;

2. engine power;

3. operating conditions.

It is within 8 ... 12 pieces in the contact patch.

The length of the protruding part of the stud is 1…1.5 mm for passenger car tires, 3…5 mm for truck tires.

Removable protector

It is quite rare, it is a ring installed in special. frame nests.

The removable tread is a rubber ring inside which is a steel cable. It is installed on the tire in the absence of internal pressure. The ring diameter is smaller than the tire diameter. Each ring has its own cushion layer. Tires with such a tread are called PC.

Cushion layer of the tire

Sometimes it has a name breaker , which ensures the connection of the tread with the carcass, protects the carcass from impacts perceived by the tread when rolling over bumps in the road. It consists of several layers of rubberized cord, while the thickness of the rubber around the cord is much greater than in the tire carcass. Brekker thickness 3…7 mm. The number of cord layers depends on the purpose and type of tires. The largest number of layers in tires increases patency. Car tires may not have a breaker. During tire operation, the temperature of the breaker reaches 110…120, which is higher than the temperature of all elements of the machine.

sidewall- protects the frame from damage, moisture. They are made of tread rubber with a thickness of 1.5 ... 5 mm.

Board, holds the tire on the wheel rim, has 1 ... 2 layers of rubberized tape on the outer surface, which has high wear resistance from abrasion on the wheel rim, as well as from damage when mounting and dismounting tires on the rim. A steel wire core is installed inside the bead, which increases the strength of the bead and protects it from stretching.

Design features of a tubeless tire.

It does not have a camera, a rim tape, simultaneously performing their functions. The general design of a tubeless tire is similar to that of a tube tyre.

difference- this is the presence on the inner surface of a sealing airtight rubber layer 1.5 ... 5 mm thick.

This layer is vulcanized to the inner surface of the tire. Material: highly impermeable rubber with increased gas tightness, made of natural or synthetic rubber. The beads of a tubeless tire also contain a sealing layer that seals against the rim.

Tubeless tire valve

Mounted directly on the rim, having a seal in the form of two rubber washers.

Tubeless Safety

The high tightness of the tire and its installation sites on the rim ensures depressurization during a puncture only through the puncture site, which, as a rule, has a small diameter. Punctures up to 10mm in diameter can be made without removing the tire from the wheel by pumping a special paste through the valve. Mounting and dismantling of tubeless tires must be carried out only on special stands.

Tires with adjustable pressure

Can be both chambered and tubeless. They have an increased profile width, 1.5…2 times less number of cord layers, soft rubber inserts between the cord layers. Provides a 2...4 times higher contact area when the pressure in the tire decreases, which means that the pressure on the ground decreases. The tread has a special pattern with lugs, 15…30 mm high, with a total area of ​​35…40% of the entire support area. Variable pressure is in the range of 0.05 ... 0.35 MPa. It is provided, as a rule, by a special pressure control system controlled by the driver.

Wheel tire sizes

Profile width B, profile height H, bore diameter d and outside diameter D.

Based on the size ratio, tires can be:

Tire marking provided in accordance with the standards agreed with the European Tire and Rim Organization.

According to the system, a numerical code is indicated that identifies the tire's load capacity at speed, which is determined by the speed symbol and under conditions that are determined by the tire manufacturer. This code is called the load index.

The speed symbol determines the speed at which the tire can carry the load, Operating characteristic tire includes load index and speed symbol.

On the car tire marking, as a rule, includes one speed symbol and one numerical load index.

Example: 185/65 R14 86HMXV2

185 - profile width.

65 - profile section indicator.

R - radial design.

14 - landing diameter in inches.

H is the symbol for speed.

MXV2 - tread pattern.

wheel rim provides installation of a pneumatic tire on a wheel, and also fastening to a nave of a wheel.

The rim is the part of the wheel on which the tire is mounted. According to the design of the rims are:

1. Deep non-separable

2. Flat collapsible

Flat collapsible are:

1. With a removable split board

2. With one-piece removable bead and split locking ring

3. Split in the transverse plane

4. With detachable board

Feature of the device of deep non-separable rims

Deep non-separable rims have an annular recess in the middle part, called the mounting stream. The mounting rail facilitates the mounting and dismounting of tires. Its dimensions depend on the tire size.

The rim can be symmetrical or asymmetrical. Symmetry can be broken with respect to the wheel disk, which is attached to the rim by welding or riveting.

Rim marking gives full or almost full information which must be molded or embossed in a conspicuous place. That is, on any surface of the rim, except for that part of the rim that faces the tire.. In our market, it is possible to encounter different marking options - Russian, American, European. They differ slightly from each other in the manner of execution - the same information is conveyed to the buyer through different symbols, depending on specific national standards. Consider, as an example, the marking of an off-road disk of the American company ALCOA.

1. H company name, its emblem, a sign that protects the right of the manufacturer to be called himself and the country of origin.

2.Size - 15xl0jj. This means that this wheel has a bore diameter of 15 inches and a rim width of 10 inches. On the European and Russian standard, these parameters are indicated the other way around. 10xl5jj where jj- encoded information about the design of the sides of the disks. A tubeless disc has so-called humps - special annular protrusions on the rim shelves that keep the tires from jumping off the disc during a side impact and loss of pressure. H - simple hump, FH - flat hump, AH - asymmetric hump.

The disk must have date of manufacture(year and week). The number 0294 means that the wheel was released in the second week of 1994.

Inscription RAPT NO 150410-A is the batch number of the castings from which the blank for the disk is taken. If during the operation the disk is found to have a factory defect, the trade inspection will be able to determine by this number in which link of the technological chain the defect is allowed. Russian and European manufacturers usually designate the casting number with a four-digit number.

N48 T-DOT - stamp of the regulatory authority(speaking in our language, Quality Control Department), confirming that the product has been checked in all respects and is fit for use. DOT means the disc meets US safety standards.

Some firms brand their products with indexes, in the form of a bird, a flower, and other things.

On the alloy wheels for tubeless tires, in addition to the stamp of the usual quality control department, an X-ray control stamp is also put, which indicates that the disc does not have internal defects - casting shells.

MAX LOAD 3000 LB - maximum static weight load on the disk. Translating 3000 pounds into the measurement system familiar to us, we get 1362 kg.

FORGED translated from English means "forged". The presence of such an inscription in the marking is not required, it is not provided for by any standards. As a rule, it is made on super fashionable wheels forged from a light alloy. This means that the manufacturer simply wants to please the conceited buyer and attract a cash clientele. After all, forged, and especially forged magnesium disc - expensive and prestigious - is a sign of the wealth of the owner. And without the inscription FORGED, there's no way to do it ....

Is in American labeling inscription: MAX PSI COLD. It means that the tire pressure, put on this disk, should not exceed, in our example, 50 pounds per square inch (3.5 kg / cm 2); the word cold (cold) reminds you that tire pressure should be measured when it is cold, that is, before the trip or not immediately after it.

Indicating the air pressure on the disc requires the ATC insurance condition. Suppose, when skidding at high speed, the wheel of the car runs over the curb with its side surface - the tire jumps off the rim, the disc bursts (if it is cast, forged is crumpled). The cause of the accident may be considered the quality of the disk. When applying to the court with the intention of claiming its manufacturer, the court will decide the case in favor of the injured party only if all the requirements and restrictions regarding the subject of the dispute were clearly observed. And if it turns out that in a tire put on a disc with the inscription MAX PSI 50 /, PSI was at least a pound more (this is found out by measuring the pressure in the surviving tires - it is understood that it is the same in all four wheels) - the claim is not accepted.

This is logical: the rim securely holds the tire only when the tire pressure is normal, and the pressure limit is indicated on the disc marking (in this sense, the MAX PSI inscription on the disc is technically justified).

Wheel rims

Provide fastening of a wheel to a nave. The wheel disks have a special hole for mounting the disk on the hub, as well as a hole for attaching the wheel to the hub. The number of holes is determined by the amount of load experienced by the wheel attachment to the hub. In addition, the disk contains a hole for ventilation, in the form of certain stampings.

Discless wheels

They are mounted on the wheel hub by means of special brackets mounted on the rim. Discless wheels are most often made with a split rim in the form of separate segments.

Attaching the wheel to the hub

The wheel is fastened to the hub using nuts and studs, or bolted connections. Part of the bolt nut acts as a bearing surface, has a spherical shape to center the wheel on the hub. To prevent self-loosening of truck wheel nuts, the left side wheel nuts have a left-hand thread, and the starboard wheel nuts have a right-hand thread.

When bolted, for additional centering of the wheel, special studs are installed on the hub.

Fastening twin wheels on the wheel hub

The inner wheels, when installed in pairs, are fastened with a special threaded connection having internal and external threads. This element is called futorka.

Wheel hubs

They are a bearing assembly that ensures the rotation of the wheel relative to a fixed element, i.e. axes. As a rule, 2 bearings are installed in the design of the hub: internal and external. The inner race of the bearing is mounted on a fixed axle, the outer one - in the hub housing.

The inner bearing of the hub rests with the inner ring against the wheel axle, the outer ring of the inner bearing rests against the hub housing.

The outer bearing rests with the outer ring against the wheel hub, and the inner ring rests against the support device in the form of a nut, lock washers and cotter pin.

According to the installation of bearings on the axle, the inner bearing has a larger diameter than the outer one.

Hubs can be fitted with both ball and roller bearings, which require constant adjustment and tightening control during operation.

The thrust washer of the hub, to prevent unscrewing the nut that secures the hub, may have a special lock. Also, after tightening the nut and pressing the washer, the nut can be cottered, punched, or fixed with a thrust washer by bending it.

Fixing the nut by bending the washer is used in the design of the hubs of the drive wheels, which have a cavity inside the axle through which the drive element passes - axle shaft.

To transfer the moment from the axle shaft to the hub, bolted or nut threaded fasteners or slotted fasteners are installed.

Features of the installation of steered wheels of ATS

Changing the direction of the wheel vehicle occurs due to the rotation of the steered wheels at a particular angle relative to the longitudinal vertical plane of the vehicle.

The rotation of the steered wheels is carried out by exposing them to the turning force created by the control elements of the vehicle. The wheels can also turn when they hit bumps, which can lead to a violation of the stability of the movement. To avoid this violation, as well as to ensure the automatic return of the steered wheels to rectilinear motion in all cases of movement, it is necessary stabilization steered wheels, achieved by a certain installation of these wheels relative to the axis. To stabilize the wheels, it is necessary to ensure the inclination of the axis of rotation of the wheel (pivot axle) in the longitudinal and transverse planes.

The angle of inclination of the axis of rotation of the wheel is indicated. This angle provides self-return of the wheels to rectilinear movement after the cessation of the turning force on it. Self-return of the wheel is ensured due to the fact that when the wheel is rotated relative to the pivot axis, it tends to fall below the plane of the supporting surface by h. The magnitude of the resulting stabilizing moment depends on , which is 6 ... 8 degrees in modern cars, as well as the weight of the car attributable to the wheels.

In addition to the inclination of the wheel axis in the transverse plane, the inclination is also carried out in the longitudinal plane. The angle of inclination in the longitudinal plane is called, it provides the position of the axis of rotation in such a way that its continuation intersects the supporting surface at the point A, located in front of the point B wheel contact with the ground. This creates a shoulder AB, which ensures the preservation of the rectilinear movement of the vehicle at significant speeds of movement.

In addition to the tilt angles of the pivots, the steered wheels of one axle have collapse and convergence .

The camber angle is the angle between the vertical plane and the plane of the wheel.

The specified angle is provided due to the inclination of the axis of the rotary device of the wheel (trunnion). The purpose of the angle is to ensure the vertical position of the wheel during movement, regardless of the possible deformation of the parts of the rotary device, the presence of gaps in the rotary device. The angle reduces the distance between the point of intersection of the continuation of the rotary axis of the wheel and the center of the contact area of ​​the tire with the road. The angle must be constantly monitored and adjusted by changing the values ​​of the bearing clearance in the elements rotary devices. The angle reduces the load on the outer bearing of the wheel hub, as an axial force is generated that presses the hub of the inner bearing. The angle is 1 ... 2 degrees.

The considered angles ensure the installation of the wheel with a certain inclination of its rolling plane, i.e. it is not vertical and is not located longitudinally to the axis of the car, therefore, forces appear on the wheel, tending to change the direction of the wheel movement away from the direction of movement of the vehicle. The result of the action of forces, since the wheel is fixed in relation to the vehicle, is the movement of the wheels in a straight line, but with some slip, causing wear on the tire tread. This also increases the fuel consumption for movement. To eliminate this harmful phenomenon, the steered wheels of one axle are set with a certain value convergence in the horizontal plane. Wheel alignment is the difference between A and B, according to the diagram, measured at the height of the wheel axle between the edges of the wheel rims. This difference is within the limits: B-A=2…12 mm, which corresponds to the toe angle not exceeding 1 degree.

The considered features of the kinematics of the steered wheels are decisive in terms of ensuring traffic safety, as well as the efficiency of vehicle operation.

Wheel drive

According to the previous material, modern cars, as a rule, have wheel support elements that ensure the contact of the vehicle with the supporting surface, as well as a wheel mover, i.e. creation of a pushing force that ensures the movement of the vehicle on the supporting surface. The movement of the vehicle on the supporting surface occurs due to the transformation of the torque supplied to the drive wheel from the engine, provided that required grip wheels with the road. The supply of torque to the wheel from the engine is provided by transmission elements that convert and change the engine torque within the limits necessary, according to the requirements, for driving conditions. The combination of transmission elements that convert torque, as well as devices that supply torque to the wheel, provides wheel drive in motion.

Types of wheel drives ATS

Depending on the layout features of the PBX as a whole, the position and number of drive wheels on the PBX are distinguished:

1. Rear-wheel drive vehicles - having the transmission of torque from the engine to the drive wheels, located in the rear of the vehicle;

2. Front-wheel drive - transmission of torque to the drive wheels located in front of the vehicle;

3. All-wheel drive - transmission of torque to all wheels of the vehicle.

Based on the modern requirements for vehicles in terms of cross-country ability, controllability, traffic safety, all-wheel drive structures that are most widely used when creating vehicles of category “B, C and D” most fully correspond to their content. There are all-wheel drive automatic telephone exchanges of category "E".

Each of these drive drives cause certain differences in the design of the main elements of the vehicle's transmission, which will be discussed below.