CA1237161A - Vehicle wheel for a pneumatic tire - Google Patents
Vehicle wheel for a pneumatic tireInfo
- Publication number
- CA1237161A CA1237161A CA000467447A CA467447A CA1237161A CA 1237161 A CA1237161 A CA 1237161A CA 000467447 A CA000467447 A CA 000467447A CA 467447 A CA467447 A CA 467447A CA 1237161 A CA1237161 A CA 1237161A
- Authority
- CA
- Canada
- Prior art keywords
- rim
- tire
- vehicle wheel
- diameter
- beads
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B21/00—Rims
- B60B21/02—Rims characterised by transverse section
- B60B21/021—Rims characterised by transverse section with inwardly directed flanges, i.e. the tyre-seat being reversed
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A vehicle wheel on which can be mounted a pneumatic tire. The wheel has a rigid, one-piece rim, the radially outer side of which is provided with emergency operation support surfaces for the inner wall of the tire. To permit mounting of the tire on the rim by means of a relative movement of the rim and tire toward one another at essentially right angles to one another, and by a subsequent rotation of the rim within the tire, the rim con-tour curve or characteristic which extends through the axis of rotation of the rim has a circumferential length which corresponds at most to 0.96 times the radially inner circumferential tire length in the bead region in the mounting state.
A vehicle wheel on which can be mounted a pneumatic tire. The wheel has a rigid, one-piece rim, the radially outer side of which is provided with emergency operation support surfaces for the inner wall of the tire. To permit mounting of the tire on the rim by means of a relative movement of the rim and tire toward one another at essentially right angles to one another, and by a subsequent rotation of the rim within the tire, the rim con-tour curve or characteristic which extends through the axis of rotation of the rim has a circumferential length which corresponds at most to 0.96 times the radially inner circumferential tire length in the bead region in the mounting state.
Description
3'7~1 6~
VI:~IICLE WHEEL FOR A PNEUMATIC TI~E
Bac~ground o~ the Invention The present invention relates to a vehicle wheel having a rigid rim on which can be mounted a pneur,latic vehicle ~ire of rubber or rubber like synthetic material; the tire has a carcass which is anchored in ~eads by means of pull resistant and/or compression resistant bead cores; the rim is provided laterally outwardly with rim flanges, and next to these sea~ing surfaces for the tire beads; on the radially outer side, the rim is provided with emergency operation support suraces for the inner wall o~ the tire.
A vehicle wheel of this general type, according to which the rim flanges extend radially inwardly, and the tire beads are disposed on ths radially inner periphery of the ri~, has already been proposed. In addition to being suitable for a nonmal driving oper-ation with an inflated tire, it is also suitable for a so-called emergency operation, according to which, after the air has escaped from a damaged tire, the tire can still be drive~ a considerable distance with-out undergoing permanent damage. This is primarily achieved by the fact that the radially outer side of rim is provided with support surfaces for supporting the tire, and that the tire can bulge laterally ~k outwardly, so that during an emergency operation the side wall portions do not contact the roadway.
With vehicle wheels of the aforementioned general type having relatively large diameters of the rim support surfaces, difficulties can arise during mounting of the tire because one of the tire beads must be brought into the vicinity of one of the rim flanges, i.e. one of the two tire beads must overcome the central region of the rimO This problem is all the more critical since the wheels of the aforemen-tioned general type have a rim which has no drop center on the radially outer side, so that it is im-possible to introduce a tire bead in the customary manner into a drop center for overcoming the central rim portion.
It is therefore an object of the present in-vention ~o provide a vehicle wheel of ~he aforemen-tioned general type in such a way that the tire can be reliably mounted on a one-piece rim which is pro-vided wi~h support surfaces ~or the tire.
Brief Description of he Drawings This object, and other objects and advantages ofthe presen~ inven~ion, will appear more clearly from the following specification in conjunction with the accompanying drawings, in which:
, - 2 , .. . .
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Figure 1 schematically illustrates a tire having side walls which extend to the sides, and a rim which is partially introduced into the tire;
Figure 2 schematically illustrates a tire having side walls and beads which are curved inwardly, and a rirn which is partially introduced into the tire;
Figure 3 is a plan view of a tire and rim in the position of Fig. l;
FigurP 4 is a radial partial section of one inventive embodiment of a wheel showing a com-pletely moun~ed tire;
Figure 5 is a partial radial section of a rim; and indicates a contour curve and an associated oval inner circumferential bead curve; and Figure 6 shows a second inventive rim embodiment with its contour curve and associa~ed inner peripheral bead curve.
Summary of the Invention By one aspect of thls in~ention, th~re is pro-vided a vehicle wheel on which can be mounted a pneumatic vehicle tire which is made of rubber or rubber-like syn~hetic material, and which has a car-cass which is anchored in beads by means o pull re--sistant and/or compression resistant bead cores;
said wheel has a rigid rim which is provided laterally, ~ ~ ~'7~
i.e. axially, outwardly wi~h respective rim flan~es;
next to and axially inwardly of each rim flange is a respective seating surface for said tire beads; the radially outer side of said rim is provided with an emergency operation support surface ~or the inner wall of said tire; the improvement wherein, for permitting mounting of said tire on said rim by a r~lative movement of said rim and tire toward one an-other at essentially right angles to one another, and by a su~sequent rotation o~ said rim relative to the interior of said tire, that rim contour curve which extends ~hrough the axis of rotation of said rim has a circumferential lengt~ which corresponds at most to 0.96 times the radially inner circumferential length of said tire in the bead region in the mounting state.
- 3a -- , ~ -~_rJI ;~;~i7~ ~ ~
Within the framework of this application, rim contour curve or characteristic refers to a curve which a string assumes which is placed tightly about the rim at right angles to the circumferential direction of the rim and at the greatest diameter thereof. Furthermore, inner circumference of the bead refers to the circumference of the tire in the region of the bead at the location of the smallest diameter (the inner diameter o the bead) in the mounting state of the tire bead.
Pursuan~ to the present invention, mounting of the tîre is considerably sirnpliied as pertai~s to the introduction of a one-pieee rim into the interior of a tire. An additional simplificatlon in the sense of less exertion of force is achieved by bringing one bead region of the tire into its oval shape by means of external forces already prior to introduction of the rim into the interior of the tire.
As a result o the dimensioning prPscribed pur-suant to the present inven~ion, it is possible, whileassuring the moun~ability o the tire, to optimally configure the axial and radial dimensions of the rim support surface, so that tha emergency operating properties of the wheel can also be improved consider-ably. ~urthermore, pursuan~ to the prescribed dimen-sioning, ~he diameter difference of the rim in the vicinity of the rim flanges and the support surfaces can be optimiæed, so that on the one hand the rim flanges do not have to be unnecessarily high, but on the other hand there is assured that the bead cores Pnter suficiently deep behind, i.e. inwardly of, the rim flanges to reliably assure that they are not released.
The presPnt invention is applicable not or,ly for vehicle wheels whe~e the tires are mounted radial-ly inwardly on the rim, but also where the tire beads are disposed radially ou~ardly on the rim.
To mount t~e tire, the rim and tire are not guided into one another in such a way that their axes of rotation are parallel ~o one another, but rather are guided in such a position that the axes of rotation form a rela~ively large angle, preferably approximately 90.
Pursuant to specific eatures of the present invention, the rim flanges may extend essentially radially inwardly, and the seating surfaces for the tire beads may be disposed on the radially inner side of the rim next to the rim flanges.
The ratio of ~he height of the ~ire to the ~ 7~ ~
width oE the tire may be less than 0.65.
The maximum supporting surface diameter of the rim in the vicinity o ~he support surface may be about 35mm greater than the nominal diameter of the rim.
The rim flanges may also extend essentially radially outwardly, and the seating surfaces for the tire beads may be disposed on ~he radially outer side of the rim.
The supporting surEace diameter o the rim in the vieinity of the support surfaces may correspond approximately to 1.18 times the inner diameter o the bead.
. - 6 - :
`'' ``` ~ ~ ' 1~escription oE PreEerred ~mbodiments R~ferring now to the drawings in detail, Fig. l shows a tire and wheel assembly with a one-piece rigid wheel rim l, and a tire 2 having beads 3 which are syaced very far apart.
In the vulcanizing position, the axial dis-tance corres1)onds approximately to twice the wi~th of the tread surface. ~ead cores 4, which can be pull-resistant and/or resistant to compression, are dispose~l in the two bea~s 3. If necessary, the beads 3 can be designed to be pivotable about the bead cores 4, This is partieularly necessary when the side walls are relatively short.
In the tire 2 of Fig. 2, the side walls 5 and the beads 3 are curved inwardly, and the tire 2 is also mounted in this state.
To moun~ the tire on the rim, the axis of ro-tation of the rim 1, as s'nown in Figs, l and 2, is preferably r~oved toward the tire 2 in such a ~vay that it is at right angles to the axis of rotation of ~he tire 2; the rim l is then introducPd into ~he interior of t~e tire 2. It can be expedient for a mechanical mounting to deviate from the perpendicular pOSitiOtl of ~he two axes of rotation. Synonymous with moving the rim l is a movement of the tire 2 or a movement of both the rim an~ the tire, since the impor~ant thing is the relative movement of tlle two.
~hen the rim 1 is introduced into the tire 2, the bead region o~ the tire is distor~ed into an oval, ~ h ~he len~th oE the inner periphery of the bead I~U beinp,~naintained. The introduc~ion of the ri-rl 1 is ~articularly simple and protective of the tire if the distortion o the tire is already accomplished by external forces prior to the introduction of the rim 1, for exalrlple by ixing the tire by means of a holding device. The o~al distortion o~ the tire 2 in its ~ead region is particularly clearly illustrated in Fig. 3, which is a plan view of the tire 2 ar,~ rim 1 of Fig. 1 The greatest diameter of the rirn 1 ic also the maximum supporting surface diameter DST.
IJ~len the ~reatest diameter DST o the rim 1 has reached the interior of the tire, it is turne~ until its axis of rotation extends parallel to the axis of rotation of the tire 2. The further steps for mount-in~ the ~ire, i.e. overcoming the rim flanges ~ (Fi~
4) with t~lC aid of recessed mounting portions 7 (deep bed), and the placemen~ of the ~ire beads 3 on the rim seatinr surfaces 8, is accornplished in a known manner, and is described, for example~ in Gennan Offenlegun~s-schrift 30 00 4~8.
Iiig. 4 shous the tire mounted on a one-piece rim 1, which is provided with radially inwardly extending rim flanges 6, next to these on the radially inner side of the rim 1 seating surfaces 3 for the tire 2, next to tllese rece3sed mounting portions 7, and on the ra~iall~- outer side a circumferential support sur~ace 9 for .he tire 2.
In order on the one hand to assure that the tire
VI:~IICLE WHEEL FOR A PNEUMATIC TI~E
Bac~ground o~ the Invention The present invention relates to a vehicle wheel having a rigid rim on which can be mounted a pneur,latic vehicle ~ire of rubber or rubber like synthetic material; the tire has a carcass which is anchored in ~eads by means of pull resistant and/or compression resistant bead cores; the rim is provided laterally outwardly with rim flanges, and next to these sea~ing surfaces for the tire beads; on the radially outer side, the rim is provided with emergency operation support suraces for the inner wall o~ the tire.
A vehicle wheel of this general type, according to which the rim flanges extend radially inwardly, and the tire beads are disposed on ths radially inner periphery of the ri~, has already been proposed. In addition to being suitable for a nonmal driving oper-ation with an inflated tire, it is also suitable for a so-called emergency operation, according to which, after the air has escaped from a damaged tire, the tire can still be drive~ a considerable distance with-out undergoing permanent damage. This is primarily achieved by the fact that the radially outer side of rim is provided with support surfaces for supporting the tire, and that the tire can bulge laterally ~k outwardly, so that during an emergency operation the side wall portions do not contact the roadway.
With vehicle wheels of the aforementioned general type having relatively large diameters of the rim support surfaces, difficulties can arise during mounting of the tire because one of the tire beads must be brought into the vicinity of one of the rim flanges, i.e. one of the two tire beads must overcome the central region of the rimO This problem is all the more critical since the wheels of the aforemen-tioned general type have a rim which has no drop center on the radially outer side, so that it is im-possible to introduce a tire bead in the customary manner into a drop center for overcoming the central rim portion.
It is therefore an object of the present in-vention ~o provide a vehicle wheel of ~he aforemen-tioned general type in such a way that the tire can be reliably mounted on a one-piece rim which is pro-vided wi~h support surfaces ~or the tire.
Brief Description of he Drawings This object, and other objects and advantages ofthe presen~ inven~ion, will appear more clearly from the following specification in conjunction with the accompanying drawings, in which:
, - 2 , .. . .
: , , - - , .
~ .6~.
Figure 1 schematically illustrates a tire having side walls which extend to the sides, and a rim which is partially introduced into the tire;
Figure 2 schematically illustrates a tire having side walls and beads which are curved inwardly, and a rirn which is partially introduced into the tire;
Figure 3 is a plan view of a tire and rim in the position of Fig. l;
FigurP 4 is a radial partial section of one inventive embodiment of a wheel showing a com-pletely moun~ed tire;
Figure 5 is a partial radial section of a rim; and indicates a contour curve and an associated oval inner circumferential bead curve; and Figure 6 shows a second inventive rim embodiment with its contour curve and associa~ed inner peripheral bead curve.
Summary of the Invention By one aspect of thls in~ention, th~re is pro-vided a vehicle wheel on which can be mounted a pneumatic vehicle tire which is made of rubber or rubber-like syn~hetic material, and which has a car-cass which is anchored in beads by means o pull re--sistant and/or compression resistant bead cores;
said wheel has a rigid rim which is provided laterally, ~ ~ ~'7~
i.e. axially, outwardly wi~h respective rim flan~es;
next to and axially inwardly of each rim flange is a respective seating surface for said tire beads; the radially outer side of said rim is provided with an emergency operation support surface ~or the inner wall of said tire; the improvement wherein, for permitting mounting of said tire on said rim by a r~lative movement of said rim and tire toward one an-other at essentially right angles to one another, and by a su~sequent rotation o~ said rim relative to the interior of said tire, that rim contour curve which extends ~hrough the axis of rotation of said rim has a circumferential lengt~ which corresponds at most to 0.96 times the radially inner circumferential length of said tire in the bead region in the mounting state.
- 3a -- , ~ -~_rJI ;~;~i7~ ~ ~
Within the framework of this application, rim contour curve or characteristic refers to a curve which a string assumes which is placed tightly about the rim at right angles to the circumferential direction of the rim and at the greatest diameter thereof. Furthermore, inner circumference of the bead refers to the circumference of the tire in the region of the bead at the location of the smallest diameter (the inner diameter o the bead) in the mounting state of the tire bead.
Pursuan~ to the present invention, mounting of the tîre is considerably sirnpliied as pertai~s to the introduction of a one-pieee rim into the interior of a tire. An additional simplificatlon in the sense of less exertion of force is achieved by bringing one bead region of the tire into its oval shape by means of external forces already prior to introduction of the rim into the interior of the tire.
As a result o the dimensioning prPscribed pur-suant to the present inven~ion, it is possible, whileassuring the moun~ability o the tire, to optimally configure the axial and radial dimensions of the rim support surface, so that tha emergency operating properties of the wheel can also be improved consider-ably. ~urthermore, pursuan~ to the prescribed dimen-sioning, ~he diameter difference of the rim in the vicinity of the rim flanges and the support surfaces can be optimiæed, so that on the one hand the rim flanges do not have to be unnecessarily high, but on the other hand there is assured that the bead cores Pnter suficiently deep behind, i.e. inwardly of, the rim flanges to reliably assure that they are not released.
The presPnt invention is applicable not or,ly for vehicle wheels whe~e the tires are mounted radial-ly inwardly on the rim, but also where the tire beads are disposed radially ou~ardly on the rim.
To mount t~e tire, the rim and tire are not guided into one another in such a way that their axes of rotation are parallel ~o one another, but rather are guided in such a position that the axes of rotation form a rela~ively large angle, preferably approximately 90.
Pursuant to specific eatures of the present invention, the rim flanges may extend essentially radially inwardly, and the seating surfaces for the tire beads may be disposed on the radially inner side of the rim next to the rim flanges.
The ratio of ~he height of the ~ire to the ~ 7~ ~
width oE the tire may be less than 0.65.
The maximum supporting surface diameter of the rim in the vicinity o ~he support surface may be about 35mm greater than the nominal diameter of the rim.
The rim flanges may also extend essentially radially outwardly, and the seating surfaces for the tire beads may be disposed on ~he radially outer side of the rim.
The supporting surEace diameter o the rim in the vieinity of the support surfaces may correspond approximately to 1.18 times the inner diameter o the bead.
. - 6 - :
`'' ``` ~ ~ ' 1~escription oE PreEerred ~mbodiments R~ferring now to the drawings in detail, Fig. l shows a tire and wheel assembly with a one-piece rigid wheel rim l, and a tire 2 having beads 3 which are syaced very far apart.
In the vulcanizing position, the axial dis-tance corres1)onds approximately to twice the wi~th of the tread surface. ~ead cores 4, which can be pull-resistant and/or resistant to compression, are dispose~l in the two bea~s 3. If necessary, the beads 3 can be designed to be pivotable about the bead cores 4, This is partieularly necessary when the side walls are relatively short.
In the tire 2 of Fig. 2, the side walls 5 and the beads 3 are curved inwardly, and the tire 2 is also mounted in this state.
To moun~ the tire on the rim, the axis of ro-tation of the rim 1, as s'nown in Figs, l and 2, is preferably r~oved toward the tire 2 in such a ~vay that it is at right angles to the axis of rotation of ~he tire 2; the rim l is then introducPd into ~he interior of t~e tire 2. It can be expedient for a mechanical mounting to deviate from the perpendicular pOSitiOtl of ~he two axes of rotation. Synonymous with moving the rim l is a movement of the tire 2 or a movement of both the rim an~ the tire, since the impor~ant thing is the relative movement of tlle two.
~hen the rim 1 is introduced into the tire 2, the bead region o~ the tire is distor~ed into an oval, ~ h ~he len~th oE the inner periphery of the bead I~U beinp,~naintained. The introduc~ion of the ri-rl 1 is ~articularly simple and protective of the tire if the distortion o the tire is already accomplished by external forces prior to the introduction of the rim 1, for exalrlple by ixing the tire by means of a holding device. The o~al distortion o~ the tire 2 in its ~ead region is particularly clearly illustrated in Fig. 3, which is a plan view of the tire 2 ar,~ rim 1 of Fig. 1 The greatest diameter of the rirn 1 ic also the maximum supporting surface diameter DST.
IJ~len the ~reatest diameter DST o the rim 1 has reached the interior of the tire, it is turne~ until its axis of rotation extends parallel to the axis of rotation of the tire 2. The further steps for mount-in~ the ~ire, i.e. overcoming the rim flanges ~ (Fi~
4) with t~lC aid of recessed mounting portions 7 (deep bed), and the placemen~ of the ~ire beads 3 on the rim seatinr surfaces 8, is accornplished in a known manner, and is described, for example~ in Gennan Offenlegun~s-schrift 30 00 4~8.
Iiig. 4 shous the tire mounted on a one-piece rim 1, which is provided with radially inwardly extending rim flanges 6, next to these on the radially inner side of the rim 1 seating surfaces 3 for the tire 2, next to tllese rece3sed mounting portions 7, and on the ra~iall~- outer side a circumferential support sur~ace 9 for .he tire 2.
In order on the one hand to assure that the tire
2 can be mounted, and on the other hand to be abl~ to optimally select the radial and axial dimen~ions of the rim suppor~ surfaces 9, a certain correlation of the inner periphery or circumference ~U of the tire bead to the length of the rim contour curve or charac-teristic ~ (Fig. 5) is necessary. First of all, it isreadily discernible that a theoretical limit is that the rim con~our curve H can never be longer than the inner circumference 1~ of the tire bead. The length of the rim contour curve 1~, however, i~ediately in-cludes the maximum supporting surface diameter DST and the span of the riul. On the other hand, a limit is given in that the center-to.-center diameter of the core rings (the dianeter of the bead cores 4, measured from one cross sectional center point to the other cross sectional center point) should correspond approximately to the diameter formed by the rim flanges, so that the bead cores extend suf~iciently far behind or inwar~ly of the rim flanges 6 that they are reliably kept from being released. In tests with passenger vehicle tires, pull resistant and compression resistant .. cable cores having a cross-sectional diameter of about 7mm were used.
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I'ig. 5 schematically illustrates the geor,le~ric relationship bctween a tire having ~he dimensions 200/45 r~ 4so and a rim havin~, the dimensiotls 135 x 450, ~xtensive practical tests in the areas of driving properties and emer~ency operation properties for the passenger vehicle wheel showed that for a tire having these dimensions, the optimum supporting surEace diameter DST was 485~m, i.e. a diar.leter wllich was 35mm grcater than the nominal diameter ~, which was 450mm~
To determine the 1 ngth of the rim contour curve H, helping points Al, A2 can be marked on the outer sides at the widest spots of the rim 1 (namely the span or inner width plus two times the thickness of the walls), so that the contour curve H comprises twice the diameter DA plus twice the arc len~th Al A2, with arc len~th referring to a curve formed by a strin" or other filament which stretches between Al and A2. If DA = 440mm, then the length of the contour curve II =
2 x 440 ~ 2 x 170 = 1220mm.
To simplify the aDalysis, and without tampering with the results, the calculation can be made with the nominal ~iameter> along with appropria~e correction of the arc length, as follows:
~1 = 2 x 450 + 2 x 160 = 1220mm.
t~
', ~.
:
The inner circumference of the bead I~U of the tire which was used wa5 1303mm (inner beacl diameter was 415~n), so tha~ a value of 0,936 resulted for the ratio oE the circumferenti~l length of the rim contour curve to the inner circurll~erence of the bead.
The following Table 1 lists the results of tests which examine the possibility of mountin three tires of the sizes 200/~5 R 400, 200/45 R ~25, and 200/~5 ~ 450 on rims having nominal diameters of 400, 425, and ~50 and various spans. ~11 of the rims had a supportin~ surface diar.leter DST which was 35mm greater than the ~ominal diameter DN, In the last column, "r.lountable span", the value in parentheses indicates that at the correspondin~ span, the tire could not be mounted or could only be mounted with the danger of damaging the tire, so that the value which appears directly thereabove is the maxim~n span. The sur-prising result which can be gathered fo~n the nex~ to : the last column is that for all of the tested tlres and:rims, a mountability of ~he tlre results when the ratio of the rim contour curve H to the inner bead :
periphery IIU is less than or equal to 0.96.
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1 1 ~ O O O O ri O O O O O O O O O O
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In Table 2, the ratio of the supportirlg surace diameter to the inner bead diameter was determined for all three tested ~lre/rim p,airs; an average value oE 1.18 resulted.
T A ~ L E 2 _ __ _ _ _ __ _ Nominal Supporting surface inner diameter Ratlo of DST
diame~er diameter of the beadto inner D~ tmm~ DST ~ DN (mm) bead dlameter ~ 35 (mm) i I . , 450 485 415 1.17 425 460 390 l~ls 400 435 365 1.19 _ _ ~_ .
Fig. 6 illustrates the mountability of a tire on a suppor~ing surface rlm which has the ~eating surfaces 8 for the tire beads on tha radially outer side nex~ to the rim flanges 6. Firs~ of all, the rim is again introduced into the interior of the tire at nearly right angles there~ in ~he manner previous-ly describ~d. ~ In order for this to even be possible~
the ratio of the length of the r1m contour curve to the inner periphery of the tire bead mus again be less than or equal to 0.96. The results of Table~2 are relied upon for the construction of the rim sup- :
port surface 9, so that ~he maximum suppor~ing surface diameter DST should correspond to approximately~
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1.18 times the inner bead diameter o the tire.
After the greatest diameter of the rLm is com-pletely disposed within the tire, it i8 rotated until the axes of rotation of the tlre and the rim extend parallel to one anothér. The ti.re beads are now disposed laterally outwardly next to the rim flanges 6, and mounting of the tire is completed in the cus-tomary manner with the aid o~ the two drop centers 10 .
The present invention is, of course, in no way restricted to the specific disclosure of the specifi-cation, tables, and drawings, but also encompasses any modifications within the scope of the appended claims.
, .
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:
~', , ..
I'ig. 5 schematically illustrates the geor,le~ric relationship bctween a tire having ~he dimensions 200/45 r~ 4so and a rim havin~, the dimensiotls 135 x 450, ~xtensive practical tests in the areas of driving properties and emer~ency operation properties for the passenger vehicle wheel showed that for a tire having these dimensions, the optimum supporting surEace diameter DST was 485~m, i.e. a diar.leter wllich was 35mm grcater than the nominal diameter ~, which was 450mm~
To determine the 1 ngth of the rim contour curve H, helping points Al, A2 can be marked on the outer sides at the widest spots of the rim 1 (namely the span or inner width plus two times the thickness of the walls), so that the contour curve H comprises twice the diameter DA plus twice the arc len~th Al A2, with arc len~th referring to a curve formed by a strin" or other filament which stretches between Al and A2. If DA = 440mm, then the length of the contour curve II =
2 x 440 ~ 2 x 170 = 1220mm.
To simplify the aDalysis, and without tampering with the results, the calculation can be made with the nominal ~iameter> along with appropria~e correction of the arc length, as follows:
~1 = 2 x 450 + 2 x 160 = 1220mm.
t~
', ~.
:
The inner circumference of the bead I~U of the tire which was used wa5 1303mm (inner beacl diameter was 415~n), so tha~ a value of 0,936 resulted for the ratio oE the circumferenti~l length of the rim contour curve to the inner circurll~erence of the bead.
The following Table 1 lists the results of tests which examine the possibility of mountin three tires of the sizes 200/~5 R 400, 200/45 R ~25, and 200/~5 ~ 450 on rims having nominal diameters of 400, 425, and ~50 and various spans. ~11 of the rims had a supportin~ surface diar.leter DST which was 35mm greater than the ~ominal diameter DN, In the last column, "r.lountable span", the value in parentheses indicates that at the correspondin~ span, the tire could not be mounted or could only be mounted with the danger of damaging the tire, so that the value which appears directly thereabove is the maxim~n span. The sur-prising result which can be gathered fo~n the nex~ to : the last column is that for all of the tested tlres and:rims, a mountability of ~he tlre results when the ratio of the rim contour curve H to the inner bead :
periphery IIU is less than or equal to 0.96.
:: :
:~
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~j : :
. . .
:: , - : ~
:
. ,: :
~L~3~
_ _ _ _ .
a u~ o ~ ~ o u~ ô u~ o v~ o u~
o 1~ 2 ~ ~ ~o~ ~D
_ _ a~ ~ ~ lo 4~ o~ ~ ul ~ r1 r~ o ~ o l ~ u~ r~ 0 ~ ~ ~ o ,~ ~
1 1 ~ O O O O ri O O O O O O O O O O
_ _ _ R O ~ ~ t~l It7 o U ~ O ~ ~ ~ ~ ~1 13 ~ 10 c~
h ~ --r~ I .~ 1 O O ~~ ~ ~ ~1 ~1 ~I
a u ~o __ _ v~ u a 0 ~
,~, ~ `:
, .~ (¢~
_ a ~ ~ o u~ O u~ U~ o ul O u~ ~ o u~ o v~
U~ ~ ~ ,~ O ~ .
_ _ _ ~ e ~ ~
,, : ;
:: :
`' ' ' ~: `
:~
~ 6 ~
In Table 2, the ratio of the supportirlg surace diameter to the inner bead diameter was determined for all three tested ~lre/rim p,airs; an average value oE 1.18 resulted.
T A ~ L E 2 _ __ _ _ _ __ _ Nominal Supporting surface inner diameter Ratlo of DST
diame~er diameter of the beadto inner D~ tmm~ DST ~ DN (mm) bead dlameter ~ 35 (mm) i I . , 450 485 415 1.17 425 460 390 l~ls 400 435 365 1.19 _ _ ~_ .
Fig. 6 illustrates the mountability of a tire on a suppor~ing surface rlm which has the ~eating surfaces 8 for the tire beads on tha radially outer side nex~ to the rim flanges 6. Firs~ of all, the rim is again introduced into the interior of the tire at nearly right angles there~ in ~he manner previous-ly describ~d. ~ In order for this to even be possible~
the ratio of the length of the r1m contour curve to the inner periphery of the tire bead mus again be less than or equal to 0.96. The results of Table~2 are relied upon for the construction of the rim sup- :
port surface 9, so that ~he maximum suppor~ing surface diameter DST should correspond to approximately~
. .
'~ :
~; ' ' '~ ' ~ .
~ '7~
1.18 times the inner bead diameter o the tire.
After the greatest diameter of the rLm is com-pletely disposed within the tire, it i8 rotated until the axes of rotation of the tlre and the rim extend parallel to one anothér. The ti.re beads are now disposed laterally outwardly next to the rim flanges 6, and mounting of the tire is completed in the cus-tomary manner with the aid o~ the two drop centers 10 .
The present invention is, of course, in no way restricted to the specific disclosure of the specifi-cation, tables, and drawings, but also encompasses any modifications within the scope of the appended claims.
, .
Claims (6)
1. A vehicle wheel on which can be mounted a pneumatic vehicle tire which is made of rubber or rubber-like synthetic material, and which has a carcass which is anchored in beads by means of pull resistant and/or compression resistant bead cores;
said wheel has a rigid rim which is provided lateral-ly, i.e. axially, outwardly with respective rim flanges; next to and axially inwardly of each rim flange is a respective seating surface for said tire beads; the radially outer side of said rim is pro-vided with an emergency operation support surface for the inner wall of said tire;
the improvement wherein, for permitting mounting of said tire on said rim by a relative move-ment of said rim and tire toward one another at essentially right angles to one anther, and by a subsequent rotation of said rim relative to the in-terior of said tire, that rim contour curve which extends through the axis of rotation of said rim has a circumferential length which corresponds at most to 0.96 times the radially inner circumferential length of said tire in the bead region in the mounting state.
said wheel has a rigid rim which is provided lateral-ly, i.e. axially, outwardly with respective rim flanges; next to and axially inwardly of each rim flange is a respective seating surface for said tire beads; the radially outer side of said rim is pro-vided with an emergency operation support surface for the inner wall of said tire;
the improvement wherein, for permitting mounting of said tire on said rim by a relative move-ment of said rim and tire toward one another at essentially right angles to one anther, and by a subsequent rotation of said rim relative to the in-terior of said tire, that rim contour curve which extends through the axis of rotation of said rim has a circumferential length which corresponds at most to 0.96 times the radially inner circumferential length of said tire in the bead region in the mounting state.
2. A vehicle wheel according to claim 1, in which said rim flanges extend essentially radially inwardly; and in which said seating surfaces for said tire beads are disposed on the radially inner side of said rim.
3. A vehicle wheel according to claim 1, in which the ratio of the height of said tire to the width thereof is less than 0.65.
4. A vehicle wheel according to claim 1, in which the maximum diameter of said rim in the vicinity of said support surface thereof is approxi-mately 35mm greater than the nominal diameter of said rim.
5. A vehicle wheel according to claim 1, in which said rim flanges extend essentially radially outwardly; and in which said seating surfaces for said tire beads are disposed on the radially outer side of said rim.
6. A vehicle wheel according to claim 1, in which the diameter of said rim in the vicinity of said support surface thereof corresponds approximately to 1.18 times the inner diameter of said tire in the bead region thereof.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DEP3341043.7 | 1983-11-12 | ||
| DE19833341043 DE3341043A1 (en) | 1983-11-12 | 1983-11-12 | VEHICLE WHEEL |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1237161A true CA1237161A (en) | 1988-05-24 |
Family
ID=6214214
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000467447A Expired CA1237161A (en) | 1983-11-12 | 1984-11-09 | Vehicle wheel for a pneumatic tire |
Country Status (7)
| Country | Link |
|---|---|
| EP (1) | EP0142115B1 (en) |
| JP (1) | JPS60174303A (en) |
| AT (1) | ATE26949T1 (en) |
| CA (1) | CA1237161A (en) |
| DE (2) | DE3341043A1 (en) |
| ES (1) | ES282477Y (en) |
| GR (1) | GR80875B (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3531177A1 (en) * | 1985-08-31 | 1987-03-12 | Continental Gummi Werke Ag | TIRED VEHICLE WHEEL |
| DE3541188A1 (en) * | 1985-11-21 | 1987-05-27 | Continental Gummi Werke Ag | Method and device for measuring true running in a motor vehicle pneumatic tyre |
| GB8617729D0 (en) * | 1986-07-19 | 1986-08-28 | Sp Tyres Uk Ltd | Vehicle wheels |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AU521469B2 (en) * | 1976-06-04 | 1982-04-01 | Dunlop Limited | Wheel rim for tubless tyre |
| FR2443938A1 (en) * | 1978-12-15 | 1980-07-11 | Michelin & Cie | TIRE WITH PRESTRESSED RADIAL CARCASS |
| DE3000428C2 (en) * | 1980-01-08 | 1988-04-14 | Continental Gummi-Werke Ag, 3000 Hannover | Vehicle wheel |
| DE3019742C2 (en) * | 1980-05-23 | 1989-03-16 | Continental Gummi-Werke Ag, 3000 Hannover | Vehicle wheel |
| DE3201985A1 (en) * | 1981-02-12 | 1982-10-28 | Michelin & Cie. (Compagnie Générale des Etablissements Michelin), 63040 Clermont-Ferrand | "TIRES, IN PARTICULAR FOR AIRCRAFT, AND METHOD FOR THE PRODUCTION THEREOF" |
| DE3233441A1 (en) * | 1982-09-09 | 1984-03-15 | Continental Gummi-Werke Ag, 3000 Hannover | METHOD FOR ASSEMBLING A TIRE |
-
1983
- 1983-11-12 DE DE19833341043 patent/DE3341043A1/en not_active Withdrawn
-
1984
- 1984-11-06 AT AT84113337T patent/ATE26949T1/en not_active IP Right Cessation
- 1984-11-06 DE DE8484113337T patent/DE3463474D1/en not_active Expired
- 1984-11-06 EP EP84113337A patent/EP0142115B1/en not_active Expired
- 1984-11-07 GR GR80875A patent/GR80875B/en unknown
- 1984-11-08 ES ES1984282477U patent/ES282477Y/en not_active Expired
- 1984-11-09 CA CA000467447A patent/CA1237161A/en not_active Expired
- 1984-11-12 JP JP59236874A patent/JPS60174303A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| DE3463474D1 (en) | 1987-06-11 |
| DE3341043A1 (en) | 1985-05-23 |
| EP0142115A3 (en) | 1985-09-11 |
| EP0142115B1 (en) | 1987-05-06 |
| JPS60174303A (en) | 1985-09-07 |
| ES282477U (en) | 1986-01-01 |
| ATE26949T1 (en) | 1987-05-15 |
| EP0142115A2 (en) | 1985-05-22 |
| ES282477Y (en) | 1986-08-01 |
| GR80875B (en) | 1985-03-08 |
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| Date | Code | Title | Description |
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| MKEX | Expiry |