GB2119323A - Pneumatic tyre and wheel rim assemblies - Google Patents

Abstract

The assembly is of the type in which the wheel rim 2 has retention means 9 engageable with at least one tyre bead 8 to retain the tyre bead 8 at its bead seat 3 under the action of road generated forces tending to dislodge the tyre bead 8 wherein bead retention. The assembly is improved by providing the tyre bead 8 with a bead reinforcement 20 which has substantial resistance to deformation in an axial direction yet retains sufficient flexibility in a radial direction normal thereto to allow tyre fitting to a one-piece rim. Suitable bead reinforcements (Figures 2 to 6) are those having an axial rigidity factor 'K' greater than 8.5 N.m<2>. <IMAGE>

Description

SPECIFICATION Improvements in or relating to pneumatic tyre and wheel rim assemblies This invention concerns improvements in or relating to pneumatic tyre and wheel rim assemblies.

In service the transmission of steering forces and the consequential road generated forces between the wheel rim and a tyre mounted thereon is effected by the engagement of reinforced tyre beads on rim bead seats. Retention of the tyre beads on the rim bead seats is therefore essential for this purpose and in conventional pneumatic tyre and wheel rim assemblies the rim bead seats are tapered and air inflation pressure forces the tyre beads onto the taper whereby the tyre beads are retained on the rim bead seats by a combination of the internal air pressure and the frictional restraint due to the compression of the elastomeric material of the tyre bead below the inextensible bead reinforcement.Although the bead retention obtained thereby is acceptable when the assembly is operated at the normal service pressures it is known that in conditions where the tyre is underinflated, thereby lowering the contribution to bead retention provided by the internal air pressure, dislodgement of one or both tyre beads from its bead seat may occur, especially on application of a sideways steering force, and effective transmission of steering forces is reduced or prevented with consequent loss of control of the vehicle. Furthermore in the case of well-based wheel rims complete separation of the tyre from the wheel rim may occur with serious consequences to the vehicle and occupants.

Despite numerous proposals to solve the problem of bead dislodgement none provided an assembly having the advantages of one piece wheel rim with a well to allow mounting and removal of the tyre for repair or replacement using conventional techniques without additional components such as well-fillers, bead spacers etc. until the present applicant's inventions the subject of U K Patent No 1 584553 and U K Patent Application No 8038966 (published under Serial No 2 064 446A) in which the wheel rim is provided with retention means engageable with the tyre bead such that under the action of road generated forces rotation of the tyre bead about the retention means is effected in the contact patch so as to bring the tyre bead toe under increasing compression and produce a reaction force which retains the tyre bead at the bead seat by increasing the tension in the bead reinforcement and thereby overcoming the tendency for the tyre bead to move down the taper of the bead seat.

Assemblies of the type disclosed in U K Patent No 1 584553 and U K Patent Application No 8038966 provide bead retention not only when the tyre is underinflated but also when the tyre is fully deflated i.e. zero inflation pressure, such as may occur following a puncture thereby providing a considerable improvement in safety over the conventional assemblies and the present invention is concerned with an improvement in assemblies of the type disclosed in U K Patent No 1 584553 and U K Patent Application No 8038966 which further improves the performance of the assembly and optionally enables a reduction in the size of the tyre bead to be obtained.

According to the present invention a pneumatic tyre and wheel rim assembly comprises a tyre having a tread portion connected at each edge to a respective one of a pair of sidewalls each terminating at its radially inner edge in an annular tyre bead, at least one bead having a substantially inextensible non-deformable bead reinforcement as herein defined, a one-piece wheel rim having a pair of axially spaced bead seats on each of which a respective one of the tyre beads is seated, each bead seat being tapered in an axially and radially outwards direction with respect to the rotational axis of the rim and terminating at its axially outer edge in a respective tyre bead retaining flange and bead retention means engageable with at least one tyre bead such that under the action of road generated forces rotation of the tyre bead about the retention means is effected to retain the tyre bead at the bead seat.

As used herein the term non-deformable tyre bead reinforcement defines a bead reinforcement which has substantial resistance to deformation in an axial direction but which is sufficiently deformable in a radial direction normal thereto to allow tyre fitting to a one-piece wheel rim.

More particularly the substantial resistance to deformation in the axial direction is quantified by way of an axial rigidity factor 'K' and in accordance with the invention it is preferred that 'K' is greater than 8.5 N.m2, more preferably greater than 9 N.m2 and more preferably still greater than 20 N.m2. The measurement of 'K' is described in more detail later.

It is believed that by using a non-deformable tyre bead reinforcement rotation of the tyre bead about the rotation means is effected over more than that portion of the tyre bead which, as considered in the circumferential direction, is in the contact patch at any one time. As a result the reaction force generated due to increased compression of the tyre bead toe acts over a greater circumferential portion of the tyre bead than that generated in assemblies in which rotation is fully effective only in that portion of the tyre bead which is in the contact patch at any one time. Consequently the bead retention is improved.

One type of non-deformable bead reinforcement is provided by a hoop preferably of metal which may be solid or hollow and may be formed by extrusion. Suitable bead reinforcements of this type are those disclosed in U.K. Patent No. 1,597,657 and U.K. Patent Applications Nos. 8220277 and 8220276. Anothertype of non-deformable bead reinforcement comprises an assembly formed by overlying turns of substantially inextensible strip material e.g. metal strip. The strip material may be flat or curved/bent so that successive turns nest one within the other. Suitable bead reinforcements of this type are those disclosed in U.K. Patent No. 1,042,861 and U.S.Patent No.4,321,957. More preferably however the non-deformable bead reinforcement comprises an assembly formed by turns of one or more wires constructed and arranged to prevent relative movement therebetween. Preferably the or each wire is of non-circular cross-section.

Suitable bead reinforcements of this type are those disclosed in U.K. Patents Nos. 1,467,490 and 1,593,797, U.K. Patent Application No. 8005619 (Published under Serial No. 2,043,558A) and U.S. Patent No.4,290,471.

Not only is bead retention improved by the use of a non-deformable bead reinforcement as above-described but surprisingly we have found this improvement may be sufficiently great to enable a bead reinforcement of smaller cross-sectional area to be used than hitherto. This has a number of advantages. Firstly the amount of material in the bead reinforcement is reduced and secondly the overall size of the tyre bead is reduced both of which provide a cost saving and contribute to a reduction in weight of the tyre bead.

The bead retention means may comprise an annular groove in the rim adjacent to one or both bead seats in which an axially and radially inwardly extending toe of the associated tyre bead is located as described in U.K. Patent No. 1,584,553. Alternatively the retention means may comprise a substantially continuous annular abutment at one or both bead seats and engageable with the toe of the associated tyre bead as described in U.K. Patent Application No.8038966.

Several embodiments of the invention will now be described in more detail, by way of exampie only, with reference to the accompanying drawings wherein: Figure 1 shows a schematic cross-sectional profile of a tyre and wheel rim assembly incorporating the bead retention means the subject of U.K. Patent No.1,584,553; Figures 2 to 6 show in cross-section five constructions of non-deformable tyre bead reinforcement; Figures 7 and 8show in cross-section two constructions of deformable tyre bead reinforcements, and Figure 9 shows the test method for determining the axial rigidity factor 'K' of a tyre bead reinforcement.

Referring first to Figure 1 there is shown a pneumatic tyre 1 and a one-piece wheel rim 2 assembly in which the wheel rim 2 has a pair of axially spaced tapered rim bead seats 3 separated by a tyre fitting well 4 and terminating in radially outwardly directed bead retaining flanges 5 and the tyre 1 has a reinforced tread 6 connected at each lateral edge to one of a pair of sidewalls 7 each of which terminates at the radially inner edge in a reinforced tyre bead 8 seated on a respective bead seat 3. Bead retention means 9 is provided for each tyre bead and comprises a respective circumferentially extending groove 10 formed in the rim 2 adajcent to each bead seat 3 in which a radially and axially inwardly extending two 11 is located. A tyre and wheel rim assembly as above-described forms the subject of U.K.Patent No. 1,584,553 to which the reader is directed for further information on the construction and operation of the assembly.

Referring now to Figures 2 to 6 these show five different constructions of non-deformable tyre bead reinforcement 20,21,22,23 and 24.

The bead reinforcements 20 and 21 are substantially similar being composed of wires 25 and 26 respectively of rectangular section (3 mm x 1.5 mm) wound adjacent one another so as to form a closely packed 3 x 3 (strands xturns) construction of parallelogram cross-section. The lateral edges of corresponding wires in successive turns of the reinforcement 20 are vertically aligned whereas the lateral edges of corresponding wires in successive turns of the reinforcement 21 are slightly offset in the axial direction.

The bead reinforcement 22 is composed of wires 27 of trapezoidal section wound adjacent to one another so as to form a closely packed 3 x 3 (strands x turns) construction of parallelogram cross-section. The lateral edges of corresponding wires in successive turns are slightly offset in the axial direction.

The bead reinforcement 23 comprises six overlying spirally wound turns 28 of high tensile steel strip. The strip is of curved profile, the convex side being radially innermost so that successive turns rest one within the other and there is no tendency for the turns to move relative to one another in the axial sense.

The bead reinforcement 24 comprises a tubular metal hoop 29 of square cross-section having an internal diagonal reinforcing rib 30.

Each of the bead reinforcements 20, 21 and 22 is formed entirely from wire of non-circular cross-section, i.e. there is no rubber separating the individual windings, and has a very high inherent stability such that in use the individual windings are locked preventing relative movement therebetween. Likewise both the bead reinforcement 23 consisting of concentric turns 27 of metal strip in nesting relationship and the bead reinforcement 24 consisting of a tubular hoop 29 have a high inherent stability. As a result the reinforcements 20, 21,22, 23 and 24 are substantially non-deformable in the axial direction but have sufficient flexibility in a radial direction normal thereto to change from their normal circular profile to an elliptical profile to allow tyre fitting to a one-piece wheel rim using a fitting well.

Referring now to Figures 7 and 8 these show a creel bead reinforcement 31 and a cable bead reinforcement 32. The creel bead reinforcement 31 is of rectangular section comprising wires 33 of circular section (diameter 0.965 mm) coated with rubber and wound adjacent one another to form a 6 x 6 (strands x turns) construction. Individual wires are separated by elastomer enabling the wires to move relative to one another. As a result the creel bead reinforcement is deformable in an axial direction to a greater extent than any of the above-described bead reinforcements 20,21,22,23 and 24. The cable bead reinforcement 32 is of circular cross-section (diameter 6.6 mm) comprising a centre wire 34 (diameter 3 mm) and eight outer wires 35 (diameter 1.8 mm) wrapped around the centre wire to form a (1 x 3) + (8 x 1.8) construction. The outer wires 35 are able to rotate about the centre wire 34. As a result the cable bead reinforcement is deformable in ari axial direction to a greater extent than any of the above-described bead reinforcements 20, 21, 22, 23 and 24.

The resistance to deformation in the axial direction of a tyre bead reinforcement may be expressed in terms of an axial rigidity factor 'K'. The measurement of 'K' will now be described with reference to Figure 9 which shows a tyre bead reinforcement 40 of radius 'R' clamped at two diametrically opposed points 41,42.

If the clamped reinforcement is subjected to a force 'P' applied in they' direction at a point 43 mid-way between clamped points 41,42 a bending out-of-plane or axial deflection 'S' is produced which is a function of two properties of the reinforcement, viz. the flexural rigidity (elm) due to bending about the X-axis and the torsional rigidity (C) about the Z-axis. The relationship between these properties and 'R', 'P' and 'S' can be shown to be

ElX and C are dependent on the bead construction and by measuring P, R and S the axial rigidity factor 'K' of a given bead construction can be expressed as PR3 S.

The following Table compares the dislodgement performance of two assemblies of the type shown in Figure 1 each incorporating bead reinforcement of the type shown in Figure 3 (non-deformable) and Figures 6 and 7 (deformable) respectively when fitted as the outer front wheel, i.e. left-hand or near side, in a right-hand J-turn test or vice versa and the axial rigidity factor 'K' of the bead reinforcements. The J-turn test comprises straight running at a constant speed and then the sudden application of full steering lock. The test is carried out with the tyre at 0 p.s.i. inflation pressure, i.e. fully deflated and increasing the speed in 5 mph increments from 10 mph until dislodgement occurs.

TABLE Bead coil Dislodgement 'K' N.m2 calculated Tyre Construction Performance for P = 10 Newtons 1. 200/60 HR390 Figure 3 - closed packed Not off 50 mph 25.0 3 x 3 rectangular wire (further increase in (3 mm x 1.5 mm) speed to determine 9 mmW 4.5mmH dislodgement not possible due to vehicle sliding on turning) 2. 200/60 HR390 Figure 7 - cable Off at 20 mph 6.3 (1 x3mm) + (8x1.8mm) Dia 6.6 mm 3. 200/60 HR390 Figure 6 - creel Off at 45 mph 8.5 6 x 6 annular wire (diameter 0.965 mm) 11 mmW 1 OmmH 4. 160/65 SR315 Figure 3 - close packed Notoffat50mph 9.1 2 x 2 rectangular wire (as for 1 above) (3 mm 1.5 mm) 6mmW3mmH 5. 160/65 SR315 Figure 7 - cable Off at 20 mph 2.0 (1 x 2.2 mm) + (9 x 1.4 mm) Dia 5.0 mm 6. 160/65 SR315 Figure 6 - creel Off at 25 mph 2.8 4x4annularwire (diameter 0.965 mm) 7.5mmW 6.0mmH 7. 160/65SR315 Figure 6-creel Offat40mph 6.8 6 x 6 annular wire (diameter 0.965 mm) 8.7mmW 9.0mmH A comparison of these results shows that for a given tyre size the dislodgement performance of assemblies according to the present invention incorporating the non-deformable tyre bead reinforcement of the type shown in Figure 3 is significantly better than that of assemblies incorporating a deformable creel or cable bead reinforcement of the type shown in Figures 7 and 8. This improvement is also matched by a higher axial rigidity factor K for the bead reinforcements of assemblies according to the present invention which it is believed leads to the improved dislodgement performance obtained.

Claims (12)

1. A pneumatic tyre and wheel rim assembly comprising a tyre having a tread portion connected at each edge to a respective one of a pair of sidewalls each terminating at its radially inner edge in an annulartyre bead, at least one tyre bead having a substantially inextensible non-deformable bead reinforcement as herein defined, a one-piece wheel rim having a pair of axially spaced bead seats on each of which a respective one of the tyre beads is seated, each bead seat being tapered in an axially and radially outwards direction with respect to the rotational axis of the rim and terminating at its axially outer edge in a respective tyre bead retaining flange and bead retention means engageable with at least one tyre bead such that under the action of road generated forces rotation of the tyre bead about the retention means is effected to retain the tyre bead at the bead seat.

2. A pneumatic tyre and wheel rim assembly comprising a tyre having a tread portion connected at each edge to a respective one of a pair of sidewalls each terminating at its radially inner edge in an annular tyre bead, each tyre bead having a substantially inextensible bead reinforcement, a one-piece wheel rim having a pair of axially spaced bead seats on each of which a respective one of the tyre beads is seated, each bead seat being tapered in an axially and radially outwards direction with respect to the rotational axis of the rim and terminating at its axially outer edge in a respective tyre bead retaining flange and bead retention means engageable with at least one tyre bead such that under the action of road generated forces rotation of the tyre bead about the retention means is effected to retain the tyre bead at the bead seat and the bead reinforcement of said at least one tyre bead has an axial rigidity factor 'K' greater than 8.5 N.m2.

3. An assembly according to claim 2 wherein 'K' is greater than 9.0 N.m2.

4. An assembly according to claim 2 or claim 3 wherein 'K' is greater than 20.0 N.m2.

5. An assembly according to any one of the preceding claims wherein the bead reinforcement of said at least one tyre bead comprises a hoop, preferably of metal, and optionally formed by extrusion.

6. An assembly according to any one of claims 1 to 4 wherein the bead reinforcement of said at least one tyre bead comprises an assembly formed by turns of one or more wires.

7. An assembly according to claim 6 wherein the assembly is formed by wire(s) of non-circular cross-section, for example trapezoidal cross-section or rectangular cross-section.

8. An assembly according to any one of claims 1 to 4 wherein the bead reinforcement of said at least one tyre bead comprises an assembly formed by overlying turns of substantially inextensible strip material e.g.

metal strip.

9. An assembly according to claim 8 wherein the strip material is of curved/bent profile and successive turns nest one within the other.

10. An assembly according to any one of the preceding claims wherein the bead retention means comprises a groove in which an extended toe portion of said at least one tyre bead is received.

11. A pneumatic tyre and wheel rim assembly comprising a tyre having a tread portion connected at each edge to a respective one of a pair of sidewalls each terminating at its radially inner edge in an annular tyre bead, each tyre bead having a substantially inextensible bead reinforcement, a one-piece wheel rim having a pair of axially spaced bead seats on each of which a respective tyre bead is seated, each bead seat being tapered in an axially and radially outwards direction and terminating at its axially outer edge in a respective tyre bead retaining flange and bead retention means engageable with at least one tyre bead such that under the action of road generated forces rotation of the tyre bead about the retention means is effected to retain the tyre bead at the bead seat and the bead reinforcement of said at least one tyre bead comprises a plurality of turns of substantially inextensible material of non-circular cross-section.

12. A pneumatic tyre and wheel rim assembly substantially as hereinbefore described with reference to Figure 1 and any one of Figures 2 to 6 of the accompanying drawings.