FI66143C - DAECK FOER KOMBINATION AV DAECK OCH HJULFAELG - Google Patents

Description

66143

The present invention relates to tires for tire and wheel rim combinations and in particular to tubeless tires 5 for these combinations, in particular for combinations, in which the rim has at least one bellows in the circumferential direction inwardly and inwards a groove and wherein the tire comprises a tread portion, sides and two diaphragms, each having a substantially inextensible tire reinforcement 10 and an elongated tip portion comprising an elastomeric material extending axially and radially inwardly from the bead of the tire.

In conventional tire and wheel rim combinations, the tire flanges are held in place by the respective air pressure and friction of the respective bellows pivots caused by the compression of the elastomer under the bellows wire when the pellet is mounted on the inclined seat of the rim. 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 pellets due to lateral forces.

25 The European automotive industry uses a number of different 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. 30 The test consists of a straight ride at a speed of 46 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, generally 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-free tires at the same air pressure.

The displacement of the tire bead from its seat impairs the maneuverability of the driving-5 guide. 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 the vehicle is in use, 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 ground contact area of the tire, axial forces (i.e. in the direction of the axis of the tire) as well as torques (i.e. around the circumferential line 15 passing through the bead) are generated. 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 bellows of the wheel rim, which is the only force holding the bellows in its seat. As a result, the pal-20 le moves downwards along its inclined bead seat inwardly from the rim flange, reducing the tension of the bale wire and leaving the remaining bellows holding force very rapidly less than the transfer forces, so that the bead falls off its seat and falls into the chute.

25 Previous attempts to address this problem have focused on the use of tubeless wheel rims. The flat-bottomed rim thus obtained eliminates the risk that the ring and the rim become detached from each other, but it has the disadvantage that the ring flanges can generally move in the axial direction between the spaced-apart flanges. The displaceable lateral force between the wheel and the ground thus suddenly changes from zero as the bead moves across the rim to a maximum value when both beads are adjacent to the flange. This can lead to loss of control of the vehicle in extreme 35 cases.

3 66143 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 rim-free 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 bellows, into which groove the unreinforced elongated toe portion of the tire penetrates under the action of lateral forces on the deflated tire. However, when the tire is subjected to large lateral forces, the bellows has been found to move along the bottom of the rim towards the second bellows. 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 gutter is closed by folding after fitting the tire, and to a split wheel rim assembly.

A split wheel rim system requires several additional components, resulting in difficulties in sealing the tire air space, higher costs, higher weight 20, 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 prior attempts eliminate the problem of transmitting lateral forces as the bellows moves axially across the rim.

Inflatable bellows rings, which are rigid circumferential rings that fill the space between the bellows, have been proposed for use with split wheel rims to hold the bellows in place, for example in GB 222 768. Such devices achieve the desired properties but at the same time the very complex split wheel rim combination is augmented by one more component.

A second split wheel rim of a variant in which the 35 surface is flat and does not have a chute is shown in GB-4 66 143 Patent Specification 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 is extended kumikär-ki who rests freely in a career. However, even in this combination, the il-5 overcomes all the problems associated with split wheel rims, including the air sealing 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 discloses the use of a split wheel rim with a fabric-reinforced and rubber-coated bead extension pressed between the rim portions to seal the combination. While this may hold the bellows in place, effective sealing depends on accurate assembly 15 and clamping of the bellows extension. However, this system is still affected by the general disadvantages of split wheel rims.

One-piece flat-wheel rims are known and one such combination is disclosed in GB Patent Publication 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 to permanently close it to provide a flat-bottom rim. Such a combination has the new disadvantage that the rim has to be broken when repairing the tire 25 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 ring is mounted on the rim over the flanges 30 using the chute and each balloon 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 in place and still use a normal gutter in the wheel rim have also involved forming small circumferential protrusions on the rim in the vicinity of the bellows. Such protrusions may be 1.7 mm high with respect to the diameter of the bellows tip tip-5, but in any case their dimensioning must be limited so that the tire can be mounted on its seats without damage by means of the filling pressure. The lateral forces caused by the road surface when the tire is compressed are considerably greater than the forces caused by the filling pressure 10 and therefore no protrusion such as to allow the tire to be fitted is capable of preventing the bellows from entering the chute.

One-piece wheel rims with radially moving stops adjacent to the bellows are also known, but even in this case, providing the required 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 outer surfaces of the sidewalls of the tire and shaped to adhere around the wheel rim flange and thus resist the movement of the beads. However, lateral forces rotate the bellows, causing the bellows bases to rise, which is why, in our experience, this structure cannot be satisfactory. In addition to this, edge paving 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. Van-30 tea has a groove near the bellows plug into 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.

Thus, all known previous attempts to achieve good retention and maintain the maneuverability of the vehicle, even if the tire is compressed, have 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 "explosion" air filler that fills the tire almost immediately and forces the bellows into its own bellows. This means 10 that 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 15 force phenomena that occur when tires are fitted to and removed from wheel rims. We have found that the forces exerted by the road surface that affect the displacement of the tire beads are completely different from the forces that occur when removing a tire from a wheel rim when the tire / wheel rim assembly 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 removal forces to provide a diaphragm latch that eliminates the problems outlined above and allows the safe use of a one-piece rim.

The invention is an appropriate and inexpensive solution to all the above problems. Mounted on a tire according to the invention, the base-mentioned combination can be driven 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 action of axial forces, but it is prevented from sliding transversely along the bellows chuck into the chute. The device for holding the bead in place does not affect the normal driving situation when the tire pressure is at normal pressure, and a one-piece wheel rim with a chute can be used in the combination to facilitate the installation of the tire.

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

The structural embodiments of the present invention will now be described, by way of example only, with reference to the accompanying schematic drawing, in which:

Fig. 1 shows a cross-section of an application of a tire 10 according to the present invention,

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-section of another application,

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

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

Fig. 6 is a cross-sectional view of the collapsed tire from its road contact area; Figures 7 and 8 show the block locking operation;

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 180/65 SR 340 steel belt ring mounted on a 110 mm le-25 wheel rim with a diameter of 342 mm.

As shown in Fig. 2, the ring has one rayon carcass belt layer 1 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 ring.

30 The axial width of the first layer 2 is 126 mm. Each bale wire 4 comprises 6x6 (thread x threads) rubber-coated steel wire with a diameter of 0.97 mm. Above each bead is a tip strip 5 with a length of 30 mm and a hardness of 80 ° Shore rubber. A rubber-coated infill 6 of standard nylon tire 8 66143 gas fabric is mounted around the pallet-35 ga 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 radially to a height of 42 mm. The additional hard rubber strip 8 is positioned radially and axially inside the bobbin yarn to form a 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 respect to the radial direction and so as to extend to the overlap strip. around the outer surface of the bead and the tip 10, as shown in Figure 2.

The ring is vulcanized using a retaining ring having the shape of the tip shown in Figure 2, and the finished ring has an elongated hard rubber tip 15 with 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 is a 180/20 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 compressed.

The ring is shown in more detail in Figures 4 and 25 and comprises a single rayon radial tip layer 11 and a buffer layer consisting of two cut steel belts 12, 13 at an angle of 18 ° on either side of the circumferential plane of the ring. The width of the inner steel buffer layer is 126 mm. A rubber compound with high resilience is used in the shoulders 30 and the tops of the sides of the tire. The inner surface of the tire's law area has a lubricant / sealant coating.

The lower part of the sidewall and the bead are similar in structure to the first embodiment, and in each case 35 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 5 L 21 mm Q 41 mm V 29.5 mm P 20 mm U 37 mm 10 B 12 mm H 13 mm T 5 mm 340 mm G 12 mm 15 D 342 mm

Rg 7 mm radius R4 6 mm radius R ^ 4 mm radius

Rg 5 mm radius max.

20 3 mm radius T 5 mm W 5 ° + 1 ° R.j 1 9 mm radius

In the following, the operating principle of the invention will thus be described in a 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 under a certain pre-compression 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 acts on the bellows seat, and the tire / wheel rim combination can be driven at inflation pressure as normal.

Fig. 6 shows the combination of tire and wheel rim of Fig. 1 in the tire / road surface contact area collapsed but without 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 ring into a lateral rotation 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 X.j with a radial distance between the tread contact area and the center of rotation.

This rotational movement of the bellows of the ring is prevented by the moment of tension of the bellows wire about the same center of rotation ym-15 of the bellows and is = T1 x T2, where X2 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 20 at the beginning of the bellows rotational movement. In the state shown, the bellows tension 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 at the tip due to the pre-compression force 25 is then small.

The increased lateral force develops an increased torque SF x X-j · This starts the rotation of the bead and the bead 4 starts to move in the direction I from the wheel rim inwards. The slat wire 4 is a substantially inextensible loop running around the wheel rim 30 and thus is not able to follow the required circular path to rotate around the center of rotation. Thus, the bobbin wire 4 rotates and moves from the axial inward to the position shown in Fig. 8. The complete tip portion of the tire, the effective length of which in Fig. 7 is 35, is compressed into a smaller effective length D2 in Fig. 8, which shows the position when the tire is subjected to a certain amount of lateral force. The tip portion is substantially rigid in the direction of its effective length because it is hard rubber, has a reinforcement layer, and because it is dimensioned to have substantial compression stiffness or dimensional rigidity in the longitudinal direction. The reaction forces have a resultant flux F1 which is generated by the tip part and acts on the bobbin yarn 4 having an axially outwardly directed component F1 and a radially outwardly directed component F5. The force F ^ greatly increases the tension in the bobbin wire 4. The latter stress adds an additional component T2 to the stress force. The retention torque x Xj thus increases to the value X ^ + T2 X3 and the ball part is rotated around the center of rotation, providing a balanced force situation, and the ball 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 bale yarn tension affects the entire bead-20 yarn 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 bellows tip between the parallelogram 4 and the groove 15 can be given the desired shape stiffness in a number of 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 uniformly shaped tip portion 30 made of rubber having a hardness greater than 80 ° Shore provides satisfactory bead attachment. The composition may contain known additives to provide the desired properties, for example fiber reinforcements, which may be linearly or arbitrarily arranged.

66143 12 The tip portion may have more than one reinforcement layer 9 and / or the reinforcement layer may further comprise separate tissue portions. The fabric may be woven, non-woven or knitted and made from a variety of known reinforcing materials. 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 collapsed 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 a maximum of 20 mm of increased compression and maximum bale tension. The torque can be increased by using a stiffer lower part of the sidewall, for example a larger tip strip 5 than in conventional tires, and such a stiffened tip strip has been used in the pre-25 marks. By the lower part of the sidewall is meant the sidewall between the bead 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 made 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 the lateral force rotates. 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 end 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 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 pal-15 le slides the inflation pressure 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 return properties of the tip rubber 20 along with the reinforcement layer 9.

When the ring is at normal pressure, the tip part is located completely in the groove as shown in Figures 1 and 3 so that the tip end 10 is radially and axially at the bottom 15 of the groove and the tip part is under a certain pre-compression between the groove 25 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 less than the distance from the rim base point HP2 along the bellows 18-18 to the weakest point of the inner surface 19 of the groove 15, i. the length of line H2.

In the embodiments shown, to ensure tire installation, the distance, measured axially from the vertical portion of the flange to the groove centerline, must be at least equal to the axial distance from the tip end to the vertical portion 35 in contact with the flange of the bead prior to installation. These two distances are 20 mm in the examples.

14 661 43

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 assembly. This does not cause any substantial rotation of the bead and the bead of the ring can be successfully removed at the same time as the tip bends to the side without damaging the ring 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 test was continuously renewed on a concrete surface holding at higher speeds. None of the 15 designs detached at a speed of 65 km / h, which means a lateral acceleration of about 1 g. Higher speeds do not cause higher lateral forces acting on the tire, as the vehicle will then slip. In slalom experiments at speeds above 110 kra / h, which changed the direction of the lateral force, no detachment occurred. The combinations were tested in the same way in all wheel positions.

According to this, the combinations did not show any release due to the maximum lateral force, even under extreme conditions.

25 Even after the above tests, 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 30 so as to lock the tire to 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, 35 different material thicknesses may be required to ensure the strength of the wheel rims 15 661 43 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 in various tire widths, aspect ratios and ball diameters and can also be applied to all other types of tire structures, inner and inner tubes, and also includes rim tires, cross-ply tires with belts, cross-ply tires and safety tires 'Denovo' (rec. .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.

I ’

Claims (2)

661 43 1. A tire in particular for a combination of a tire and a wheel rim, wherein the rim has an circumferential retaining groove located axially inwards and adjacent 5 of at least one bellows, and wherein the tire comprises a tread portion, sidewalls and two bellows each having a substantially inextensible tire reinforcement and elongated a tip portion comprising a material extending axially and radially inwardly from the bead of the ring 10, characterized in that the tip portion (10) is substantially rigid in the direction from the bead reinforcement to the tip of the bead and flexible in a direction perpendicular to that direction. A ring according to claim 1, characterized in that the tip part comprises a tensile stress-resistant reinforcing layer (9) extending around the outer surface of the tip part close to said surface. 1. Däck speciellt för en sädan däck- ooh hjulfälgskombi-20 up to a maximum of one or more parts of the elastic material, one of the axles and the other of the parts of the elastic material, the number of parts of the elastic material, the number of parts of the part (10) -rätt mot denna riktning. 30 2. A method according to claim 1, which comprises a combination of parts and accessories (9), a single stroke according to the provisions of claim 1.