TEST, SAFETY, SYSTEMS According to Michelin, implementing


tyres that do not puncture creates a safer environment for commercial vehicles and further enables the use of self-driving vehicles in commercial settings. This is because employees would no longer be required to have the training to change a tyre, but would also not need to take on this responsibility. This could potentially bring down


labour costs and reduce operating costs, while lessening the overall cost of ownership for drivers. DHL and La Poste small vans have already been fi tted with the tyres despite the technology remaining at prototype stage. According to the Financial Times, logistics groups are ‘very happy’ with the tyres, but at present they are not ready for further industrial use.


LOOKING AT THE TECH Bridgestone and Michelin have developed the tyre using new computer-enabled structures and materials. The tyre is currently able to support up to 1-tonne vehicles driving up to 60km per hour. According to the partners, this is an improvement over solid tyres’ ability 10 years ago. The implementation of computer


generation has allowed innovations in design, enabling improved performance at higher speeds and weights. It has become feasible that the airless tyres could soon replace pneumatic tyres due to these developments. The tyre is made up of a rubber


thread that surrounds and encases a spoke structure. The spokes are able to bounce and bend at high speeds and weights without hindering fuel consumption. This provides a smooth and safe ride without compromising fuel economy, an improvement on previous airless tyres. The spokes are made of glass fi bre


reinforced with plastic, creating a fl exible load-bearing structure. The inner wheel is constructed using aluminium, as standard on many modern wheels. The outer wheel is still constructed of rubber to provide durability to the tyre.


FUTURE IMPACT Japan is keen on implementing any technology that will aid driverless


The tyres are in the prototype stage and undergoing testing


technology, with the tyres currently being trialled on shuttle buses and tourist vehicles. The country is hoping to introduce driver-less technology to rural communities due to the shortage of people in the labour market in the automotive sector. Autonomous driving technologies


may not require a driver, with the tyres supporting this. Self-driving vehicles support 24/7 operation and allows buses and trucks to operate throughout the night without needing supervision. This could have large economic and societal benefi ts. In terms of drawbacks, changing


over to the airless tyres could be a slow process. Production costs are much higher compared to pumped tyres and therefore raise initial purchasing costs. Costs most likely will be passed onto the consumer, which could potentially make it diff icult for the new tyres to establish themselves within the market.


GOING FORWARD Introducing airless tyres could have both economic and environmental benefi ts. Michelin estimates 20% of tyres are discarded due to either fl ats and rapid pressure loss, along with irregular wear and tear caused by poor tyre pressure. This number adds up to 200 million tyres per year, and two million tonnes of discarded resources. Airless tyres could massively


reduce this number, benefi ting the environment as less raw materials will be required to process the same amount of tyres, and benefi ting operators as less tyres will need to be purchased. The tyres are still in testing, but


once approved, we could see a massive change to how delivery and trucking services operate, and possibly taking us a step further towards implementing autonomous driving solutions.


www.engineerlive.com 33 Bridgestone and


Michelin have developed the tyre using new computer- enabled structures and materials


The Uptis airless tyre


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