FI59222B - KOMBINATION AV DAECK OCH HJULFAELG - Google Patents

Description

R55F1 M (11) ANNOUNCED $ 5 PUBLICATION 59092 ΉΒΓα lDJ 1> UTLÄCGNI NGSSKRIFT 0 * * * C (45) Patent ryinn; tty 10 07 1931 ^ (51) K * .ik? /int.ci.3 B 60 C 15/02, B 60 B 21/00 FINLAND — FINLAND <»> Patwittlhakwitu · PKMtamBkning 7T1T13 (22) H« k * ml »Pllvl - An« ttknlnpd «g 30.05.77 * *" * * (23) AJkupllvl — GUtlghuttutg 30.05.77 (41) Tullut | ulklMkil - Bllylt offantilg 05-12.77

Patent · and rocket infringement .... ..... ..,,. .....

'(44) NlhUvtkilpcnon | t date of issue. -

Patent · och ratiftar »tyraltan '' AmMua utlagd och utl.tkrtfun publkurad 31.03.8l (32) (33) (31) Pyydetty« uoikMc — Bugird priority o4.06.76 24.09.76, 24.09.76, 14.10.76, Ol. 03.77, 04.03.77 England-England (GB) 23099/76, 39670/76, 39672/76, 42689/76, 8501/77, 9161/77 (71) Dunlop Limited, Dunlop House, Ryder Street, St. James's, London SWI ,

England-England (GB) (72) Tom French, Sutton Coldfield, West Midlands, Thomas Holmes, Sutton Coldfield, West Midlands, William Eric Mitchell, Coventry, West Midlands, Michael John Kenney, Sutton Coldfield, West Midlands, England-England ( This invention relates to tire and wheel rim combinations and in particular to tubeless tire and wheel rim combinations.

In conventional tire and wheel rim combinations, the tire beads are held in place by their respective bellows supports by internal air pressure and friction created by the compression of the elastomer under the bellows wire when the bead is mounted on the rim seat. However, the reduction in tire pressure reduces the restraining force caused by it and when the internal pressure inside the combination reaches a sufficiently low value, the combination eventually enters a dangerous state where the tire beads can move out of their bellows due to side forces such as anti-accident evasive motion.

The European automotive industry uses a variety of 2,592,222 test methods to study bellows migration. A typical test is performed by testing a combination of a tire and a wheel rim as an outer front tire, i. as a left-hand tire in a right-turning J-bend at 46 km / h. The test involves a straight ride at a speed of <4-6 km / h, after which the wheels are turned to the extreme position. The test is continued by continuously reducing the filling pressure until detachment occurs. The pressure is usually dropped in steps of 0.14 kp / cm at a time. In conventional commonly available car tires, the bead normally detaches in this type of test, with an air pressure of about 0.35 to 0.70 kp / cm, and in similar inner tube tires at the same air pressure.

Displacement of the tire bead from its seat impairs the maneuverability of the vehicle. When using gutter wheels where the gutter is intended to allow the tire to be fitted, there is usually a serious risk that the tire will come loose completely from the wheel rim.

When using the vehicle, cornering causes lateral forces that move the tread transversely to the wheel rim. The tire carcass transmits these forces to the tire bead. In the vicinity of the tire's ground contact area, axial forces (i.e. in the direction of the tire axis) as well as torques (i.e. around the circumferential line passing through the bead) are developed. In the absence of air pressure, these forces may be sufficient to raise the base of the bellows, thereby reducing the frictional force between the lower surface of the bellows and the wheel rim bellows, which is the only force holding the teddy bear in its seat. As a result, the bead moves downward along its inclined bead seat inwardly from the rim flange, reducing the tension of the bead wire and the remaining retaining force of the bead becoming very rapidly less than the transfer forces, so that the bead detaches from its seat and falls into the chute.

Previous attempts to solve this problem have focused on the use of wheel rims for gutter towers. The flat-bottomed rim thus obtained eliminates the risk of the ring and the rim becoming detached from each other, but has the disadvantage that the ring grooves can generally move axially between the flanges spaced apart. The displaceable lateral force between the wheel and the ground thus suddenly changes from zero as the bead moves across the rim to the maximum value when both beads are adjacent to the flange. This can, in extreme cases, lead to loss of control of the vehicle.

3 59222 This sliding problem does not exist to the same extent in the solution presented in Finnish patent 49 931, which is based primarily on a split rimless rim or a rim whose gutter is closed by corrugation and a tire with an extended toe part. The rim is provided with a sharp groove in the vicinity of the second bead chuck, into which groove the unreinforced extended toe portion of the tire penetrates the deflated tire under the action of lateral forces. However, when the tire is subjected to large lateral forces, the bead has been found to move along the bottom of the rim towards the second bead. The solution also requires the use of a gutterless rim.

The above also applies to a gutter rim with a padding, to a wheel rim whose mounting chute is closed by folding after fitting the tire, and to a split wheel rim combination.

A split wheel rim system requires several additional components, resulting in difficulties in compacting the tire air space, higher costs, higher weight, and more complex maintenance. The gutter filling system also increases the weight, cost and complicates maintenance of the combination, although in that case a one-piece wheel rim can be used. However, none of these previous attempts eliminate the problem of lateral force transmission as the bead moves axially across the rim.

Inflatable bellows rings, which are rigid circumferential rings that fill the space between the bellows, have been proposed to be used in conjunction with split wheel rims to hold the bellows in place, for example in GB Patent Publication No. 222,768. the complex split wheel rim combination is augmented by one more component.

A second split wheel rim modification in which the surface is flat and having no trench, is disclosed in British Patent No. 1 395 714. In the groove is formed between the wheel rim parts of the flat bottom of the rim adjacent to the outer bead side and the chines has been extended by a rubber cap, which rests freely in the groove .

However, this combination also presents all the problems associated with split wheel rims, including the air compaction problem, and uses a flat-bottomed wheel rim to ensure safety in the presence of large lateral forces.

Another system is disclosed in GB Patent Publication No. 890,959, which uses a split wheel rim with a fabric-reinforced and rubber-coated bead extension pressed between the rim portions to seal the assembly. While this may hold the bellows in place, effective sealing depends on precise assembly and clamping of the bellows extension. However, in this system, the general disadvantages of split wheel rims still persist.

One-piece flat-wheel rims are known and one such combination is disclosed in GB Patent No. 1,348,891, in which a one-piece wheel rim has a gutter to facilitate tire installation and which, after installation, is closed by crimping it permanently to provide a flat-bottom rim. Such a combination has the new disadvantage that the rim has to be broken when repairing the tire or inspecting the interior in the event of a tire failure.

According to another system, the gutter is formed in a normal bellows chuck area on one side of a flat-bottomed wheel rim. Once the tire is mounted on the rim over the flanges using the chute and each balloon is pressed against the flange furthest from the chute, the chute filler is installed in place to form the final bellows post. Such a system is disclosed in U.S. Patent No. 3,884,286.

Attempts to eliminate the problems associated with holding the bellows and still use a normal gutter in the wheel rim have also included the formation of small circumferential protrusions on the rim in the vicinity of the bellows. Such protrusions may be 1.7 mm high in relation to the tip diameter of the bellows seat, but their dimension must in any case be limited so that the tire can be mounted on its seats without damage by means of inflation pressure. The lateral forces exerted by the road surface when the tire is compressed are considerably greater than the forces produced by the filling pressure and therefore no protrusion such as to allow the tire to be fitted is capable of preventing the bellows from entering the chute.

5 59222

One-piece wheel rims with radially moving stops next to the bellows are also known, but even in this case, providing the necessary stopping motion increases the complexity, cost, and air sealing problems of the combination.

Recently, U.S. Patent No. 3,951,192 proposes the use of hook-shaped extensions formed on the lower surfaces outside the sidewalls of a tire and shaped to adhere around the rim flange and thus resist the movement of the beads. However, lateral forces rotate the bellows, causing the bellows positions to rise, which is why, in our experience, this structure cannot be satisfactory.

In addition to this, curbing is very likely to damage them.

German application 22 48 227 discloses a solution based on a one-piece gutter rim and a tire with an extended toe section. The rim has a groove near the bellows seat to which the grooved toe portion extends.

After fitting the tire, the groove is closed, leaving the extension of the toe part in the groove. The solution is disposable for the tire and rim.

All known previous attempts to achieve good retention of the bellows and to maintain the maneuverability of the vehicle, even when the tire is compressed, have thus not resulted in results or have been too complex and therefore too expensive.

Today, the automotive industry automatically installs tires on rims using first a machine that rotates both bellows over the second flange while using a chute for the required clearance and then a so-called "blast" air inflator that fills the tire almost immediately and forces the bellows into its own bellows. the industry needs tires and wheel rims that are compatible with this equipment.

We have studied the force phenomena that affect the displacement of tire bellows from the wheel rim when the tire is mounted on the vehicle. We have also studied the force phenomena that occur when tires are fitted to and played from wheel rims. We have found that the forces caused by the road surface that affect the displacement of the tire beads are completely different from the forces that occur when the tire is removed from the wheel rim when the tire / wheel rim combination is removed from the vehicle due to tire replacement or repair.

Accordingly, we have taken advantage of the difference between the transfer forces generated by the road surface and the tire discharge forces to provide a ball latch that eliminates the above problems and allows the safe use of a one-piece wheel rim.

The invention is an appropriate and inexpensive solution to all the above problems. With the combination of tire and wheel rim according to the invention, it is possible to drive in a substantially collapsed state without any tendency to detach, even if the combination is subjected to excessive lateral forces. The combination is structured in such a way that the bellows can rise under the influence of axial forces, but it is prevented from sliding transversely along the bellows seat into the chute. The device for holding the bead in place does not affect the normal driving situation when the tire is under normal pressure, and a one-piece wheel rim with a gutter can be used in the combination to facilitate tire fitting.

The characteristic features of the present invention appear from the characterizing part of the main claim.

The following two structural embodiments of the present invention are shown by way of example only, with reference to the accompanying schematic drawing, in which:

Fig. 1 shows a cross-section of a first embodiment of a tire and wheel rim combination according to the present invention using a 65 series belt tire;

Fig. 2 shows a part of the ring according to Fig. 1 before installation, showing the reinforcement structure of the ring;

Fig. 3 is a cross-sectional view of another embodiment which is a combination of a 65 series safety tire and a wheel rim;

Fig. 4 shows a part of the ring according to Fig. 3 before installation, showing the reinforcement structure;

Fig. 5 is a cross-sectional view of the wheel rim used for the combinations of Figs. 1 and 3; 7 59222

Fig. 6 is a cross-sectional view of the collapsed tire from its road contact area;

Figures 7 and 8 show the blocking operation of the bead;

Fig. 9 shows a tire mounting method; and

Fig. 10 shows the method of removing the tire.

The first embodiment according to Figure 1 has a 180/69 SR $ 40 steel belt ring mounted on a 110 mm wide wheel rim with a diameter of 342 mm.

As shown in Figure 2, the ring has one. a carcass belt layer 1 of rayon and a buffer layer comprising two truncated steel layers 2, 3 at an angle of 18 ° to each side with respect to the circumferential plane of the tire. The first floor? the axial width is 126 mm. Each bobbin wire 4 comprises 6x6 (thread x threads) rubber-coated steel wire with a diameter of 0.97 rnm. Above each bead is a tip strip 5 with a length of 30 mm and a hardness of 80 ° Shore rubber. A rubber-coated filler 6 of standard nylon ring fabric is mounted around the bale yarn so that the nylon cords are at an angle of 45 ° to the radial direction. The adhesive strip 7 of rubber material is mounted on the outer part of the bead and extends in the radial direction 4? mm in height. An additional strip of hard rubber 8 is positioned radially and axially inside the bobbin yarn to form the tip 10, and the tip reinforcement strip 9 of cross-woven nylon fabric is positioned so that the cords form an angle of 45 ° with the radial direction 10 and extend beyond the cut strip 7 around, as shown in Figure 2.

The ring is vulcanized using a retaining ring having a shape similar to that of the tip shown in Figure 2, and the finished ring has an elongated hard rubber tip including a reinforcing strip 9- The axial length A + of the tip is 20 mm, the end width B + is 5 mm and the radial length C + is 6 mm.

The nominal hardness of the hard rubber of the tip strip 8 is 80 ° Shore.

The second embodiment shown in Figure 3 has a 180/65 SR 340 "Denovo" (registered trademark) tire mounted on a 110 mm wide wheel rim. With such a tire / wheel rim combination, it is possible to drive considerably long distances when folded.

The ring is shown in more detail in Figure 4 and comprises one rayon radial carcass ply 11 and a buffer layer consisting of two cut steel belts ^ 2, ^ 3, at an angle of 88 ° at each of the ring's circumferential planes.

O

on the side of. The width of the inner steel buffer layer is 126 mm.

A rubber compound with high elasticity has been used in the shoulders and tops of the sides of the tire. There is a lubricant / sealant coating on the inner surface of the tire's law area.

The lower part of the sidewall and the bead are similar in construction to the first embodiment, and in both cases the tires are mounted on a 110 mm wide wheel rim, as shown in Fig. 5. The wheel rim is rolled from a 2.3 mm steel plate and its dimensions are shown in the following table: A 110 mm W 21 mm Q 41 mm V 29.5 mm P 20 mm U 37 mm B 12 mm H 13 mm T 5 mm 34-0 mm G 12 mm D 3 ^ 2 mm

Rg 7 mm radius R ^ 6 mm radius

Rc ä mm radius

Rg 5 mm radius max.

Rr; 3 mm radius T 5 mm W 5 ° ί 10 R ^ rj 9 mm radius

The operating principle of the invention will now be described with reference to the first embodiment. In this case, the contact area between the tire and the road surface is treated. The bellows tip 10 is longer in the radial direction than the groove depth (6 and 5 mm, respectively, see Figures 2 and 5) and therefore the tip when assembling the assembly by the method shown below is pre-compressed between the groove 15 in the wheel rim and the bellows wire 4. The tire stays in place on the wheel rim due to the normal bellows tension that affects the bellows seat, and the tire / wheel rim combination can be driven at inflation pressure as normal.

Fig. 6 shows the combination of the tire and wheel rim 5 59222 of Fig. 1 in the tire / road surface contact area collapsed, but without any lateral force acting on it. When cornering or turning the vehicle, a lateral force SF is generated which increases as the transverse acceleration increases. This lateral force twists the tire helically laterally with respect to the rim and causes the outer bead to rotate. Since the bead has a tip according to the present invention, the center of rotation of the bead is the tip portion 10 of the bead, located axially and radially defined in the groove 15 in the wheel rim, and thus the torque is SF x with a radial distance between the tread contact area and the center of rotation.

This rotational movement of the bead of the ring is prevented by the moment of tension of the bellows wire around the same center of rotation of the bellows and is = T1 x Xp, where Xp is the axial distance between the bellows wire and the center of rotation. It is obvious that there is no barrier force due to air pressure because the tire is assumed to be compressed.

Figure 7 shows on a larger scale the forces acting on the outer bellows seat at the beginning of the bellows rotational movement. In the state shown, the bellows tension T1 generated during installation, which pre-compresses the rubber under the bale wire, is sufficient to retain the bellows on its seat by frictional force, since any moment due to the pre-compression force at the tip is then small.

The increased lateral force develops the increased torque SF x X ^. This starts the rotation of the bead and the bobbin wire 4 starts to move in the direction I from the wheel rim inwards. The slat wire h is a substantially inextensible loop running around the wheel rim, and thus is not able to follow the required circular path to rotate around the center of rotation. Thus, the bale wire 4 rotates and moves axially inwards to the position shown in Fig. 8. The complete tip portion of the ring, the effective length of which in Fig. 7 is D 1, is compressed to a smaller effective length D 1 in Fig. 8, which shows the position when the ring is subjected to a certain lateral force. The tip portion is substantially rigid in the direction of its effective length because it is a hard rubber, has a reinforcement layer, and is dimensioned to have substantial compressive stiffness or dimensional rigidity in the longitudinal direction. The reaction forces have a resultant force F1 which is generated by the tip part and acts on the bobbin wire 4 having an axially outwardly directed component and a radially outwardly directed component F1. The force F ^ considerably increases the .tension in the bobbin wire 4. The latter stress adds an additional component T 1 to the stress force. The retention torque x Xp thus increases to + Tp X 1 and the sphere part is rotated around the center of rotation, providing a balanced force situation, and the sphere does not move further.

The above-mentioned force balance is created in the contact area between the road surface and the tire only when the road surface actually causes a large lateral force acting on the tire. However, the increased tension of the bobbin wire affects the entire bobbin wire loop and tightens it on the rim. This strengthens the attachment of the tire bellows to the wheel-rim bellows. The rotation of the bead in the area of contact between the tire and the road surface can be of the order of 90 ° when considered as the angle of rotation of the normal seat portion 18-18 of the bead.

The bevel tip between the bevel wire 4 and the groove 15 can be given the desired shape stiffness in several different ways which do not belong to the structure to be shown. For example, it can be made entirely of hard rubber or other elastomeric compositions, and it has been shown that a similarly shaped tip made of rubber having a hardness greater than 80 ° Shore provides satisfactory bellows attachment. The composition may contain known additives to provide the desired properties, for example fiber reinforcements, which may be linearly or arbitrarily arranged.

The tip part may have more than one reinforcement layer 9 and / or the reinforcement layer may further comprise separate tissue parts. The fabric may be woven, non-woven or knitted and made from a variety of known reinforcing agents. The fabric of the reinforcement layer 9 is selected for two purposes, firstly to prevent the bulge from bulging, whereby the shape stiffness is improved when the tip part is subjected to longitudinal compression, and secondly to facilitate installation as shown below. It is obvious that the tip components are not subjected to any significant load other than the lateral force situation which occurs when the vehicle is steered with the tire compressed or substantially collapsed.

The tip end 10 must be located radially and axially inside the bellows loop 4 in order to be subjected to an increasing compressive force when the bellows is subjected to torque as described above. The torque exerted by the lateral force on the external bellows can be increased in the area of contact between the tire and the road surface to develop the maximum increased compression and the maximum possible bellows tension. The torque can be increased by using a stiffer lower side, for example a larger tip strip 5 than in conventional tires, and such a stiffened tip strip has been used in the examples. By the lower part of the sidewall is meant the sidewall between the bellows wire and its horizontal line drawn across the widest part of the tire when the tire is under normal pressure and unloaded.

The shape of the tip end 10 is not critical, although the flat head structure shown in the figures can be conveniently fabricated using a modified tension ring and casting film to shape the inwardly curved surface of the tip. When the tire is mounted on the rim, the center of compression shifts between the tip end and the groove along the bottom of the groove 15 so that the tip does not easily bulge as a lateral force rotates the bale. The bottom of the groove is thus suitably circular in shape, as shown, although other shapes may be used.

The wheel rim can be rolled according to a conventional wheel manufacturing method.

The initial position or grip of the tip head 10 in the groove bottom 15 before the start of the rotational movement can be further improved by roughening the groove, for example by grooving, although this is not necessary for the above-mentioned embodiments.

The tire is mounted on the rim in the usual way. The tire can be mounted over the flanges using hand tools, standard maintenance equipment or automatic tire fitting equipment.

When the ring is inflated with air, the ball slides into its seat at a inflation pressure of I.P. as shown in Figure 9. Because the tip portion is made of an elastomeric material, it can bend to the position shown, and when the bead reaches its final position with its bead 18-18, the tip portion can lock into the groove utilizing the tip rubber return properties in conjunction with the reinforcement layer 9. When the ring is at normal pressure, the tip part is completely in the groove as shown in Figures 1 and 5, so that the tip end 10 is radially and axially at the bottom of the groove 15 already the tip part is under a certain pre-compression between the groove and the bobbin thread 4.

To ensure correct installation, the length of the straightened tip portion, measured from the base point HP1 to the tip end 10, must be greater than the distance from the rim base point ΛΡ2 along the bellows ^ 8-18 to the nearest point 19 of the inner surface 19 of the groove 15, i. the length of line H.2.

In the embodiments shown, in order to ensure the installation of the tire, the distance, measured axially from the vertical flange ux-an, 2 59222 to the center line, must be at least equal to the axial distance from the tip to the vertical flange contacting the flange before installation. The distance between the two is 20 mm in the examples.

Figure 10 shows the removal of the tire bead. Conventional tire removal tools comprise a shovel-shaped tool 20 which is inserted between the wheel rim flange 21, after which it is pushed axially towards the center of the tire and wheel-rim combination. 'This does not cause any substantial rotation of the bead and the ring bead can be successfully removed at the same time as the tip bends to the side without damaging the ring bead or tip.

The tire and wheel combinations shown above in connection with Figures 1-5 were tested as an outer tire in a J-arc test (i.e., a straight run after which the wheels are turned to the extreme position) and the valve was removed. The experiment was repeatedly repeated on a concrete surface holding at higher speeds. None of the designs detached at a speed of 65 km / h, which means a lateral acceleration of about 1 g. Higher speeds do not cause greater lateral forces acting on the tire, as the vehicle will then slip. In the slalom experiments at speeds above 110 km / h, when the direction of the lateral force changed, no detachment occurred. The combinations were tested in the same way in all wheel positions.

According to this, there was no release from the effect of maximum lateral force in the combinations, even in the extreme conditions.

Even after the above experiments, the tires could be easily removed from the rims using a conventional manual tire removal machine.

The film showing the behavior of the tire on the rim proved that the tire bead moves in the area of contact between the tire and the road surface so as to lock the tire on the wheel rim as shown.

Different rim widths and ring sizes have been successfully tested using the ball locks of this invention. In the case of different rim widths, different material thicknesses may be required to ensure the strength of the wheel rims and the groove dimensioning is changed accordingly with a view to suitable rolling. The dimensioning of the tip of the tire is also changed in the right proportion and the operating principle of the invention is exactly the same as described above.

The present invention can be used with different tire widths, aspect ratios and shoulder diameters and can also be applied to all other types of tire structures, with or without inner tubes, and also includes belt tires, belted cross-ply tires, cross-ply tires and safety tires.

Claims (5)

13 59222 (registered trademark). The bellows latch is preferably mounted on both bellows of the tire, although it can only be mounted on the inner or outer bellows. 1. Däck-hjulfälgkombination innefattande ett slanglöst däck som omfattar ätminstone en vulst försedd med en väsentligen otöj-bar vulstträd (4) och med ett förlängt täparti (10) som sträcker sig radiellt inät och axiellt inn (15) with respect to the outer part of the head, the number of parts of the outer part (15) of the outer part (15) of the outer part (15) of the part (15) the decision is taken as a matter of urgency. A tire and wheel rim combination comprising an inner tube-free tire having at least one bellows provided with a substantially inextensible bobbin thread (4) having an elongated radially inwardly and axially inwardly extending tip portion (10) and a rim having at least one toe groove 15), in which the tip part of the bellows is located, characterized in that the rim has a mounting trough known per se, and that the tip part (10) of the bellows is substantially rigid in the direction running from the bobbin thread (4) to the toe groove (15) and flexible in this direction. 2. Däck-hjulfälgkombination enligt patentkravet 1, kännetecknad därav, att täpartiets (10) styvhet harekats med ett medi täpartiets yttre yta angränsande anordnat armeringsskikt (9). A combination of a tire and a wheel rim according to claim 1, characterized in that the rigidity of the tip part (10) is increased by a reinforcement layer (9) extending close to the outer surface of the tip part. 3. Däck-hjulfälgkombination enligt patentkravet 2, kännetecknad därav, att armeringsskiktet (9) sträcker sig frän täpartiets (10) spets kring täpartiets (10) axiellt inre yta ätminstone account en höjd i nivä med vulstträdens (4) Centrum. Tire and wheel rim combination according to Claim 2, characterized in that the reinforcement layer (9) extends from the end of the tip part (10) in the axial direction of the tip part (10) around the inner surface at least to the height of the center of the bobbin wire (4). 4. Däck-hjulfälgkombination enligt patentkravet 2, kännetecknad därav, att armeringsskiktet (9) sträcker sig frän vulstens provisionesomräde (18) kring täpartiet (10) och updens längs täpartiets (10) axiellt inre yta, ätminstone (4) Center. Tire and wheel rim combination according to Claim 2, characterized in that the reinforcing layer (9) extends from the bellows region (18) around the tip part (10) and upwards in the axial direction of the tip part (10) along the inner surface at least radially to the center of the bobbin thread (4). Tire and rim combination according to one of Claims 1 to 4, characterized in that at least the bottom of the groove (15) is roughened in order to improve grip. Tire and wheel guard combination according to one of Claims 1 to 5, characterized in that the axial length of the tire bellows (18) and the tip part (10) when the tip part (10) is straightened in the axial direction for mounting the tire, measured from the tip part CIO) to reach the base point (HP1), which point (HP1) is the point of intersection of the line along the bellows seat portion (18-8) of the tire and the line along the contact area between the flange and the bead, is less than the distance from the rim base point (HP2), the bellows seat (18-8 ), to the nearest point on the axial inner surface (19) of the groove (15) so that the tip portion (10) can be located in the groove. Tire and wheel rim combination according to one of Claims 1 to 6, characterized in that the axial distance between the vertical part of the flange and the center line of the groove (15) is at least equal to the axial distance between the vertical part of the tire bead flange and the end (10). measured before mounting the tire on the wheel rim. 5. Däck-hjulfälgkombination enligt nägot av patentkraven 1-4,