JP6924230B2 - Tire structure and its tire fastening structure, and bicycle - Google Patents

Description

The present application relates to a tire structure, a tire fastening structure thereof, and a bicycle.

In recent years, along with the spread of awareness of the environmentally friendly low-carbon movement, urban type and mountain bikes have become very widespread. In the case of a tube-embedded pneumatic tire that is normally used, there is a high risk of puncture, and there are inconveniences such as the need to re-inject air over time because the air injected into the tube leaks. In particular, if a tire is damaged and punctured by a nail or such a sharp object, the tire's running ability will be lost and it can lead to a very dangerous accident.

In order to solve such a problem, the demand for solid tires instead of pneumatic tires has been increasing recently. Solid tires have the advantage that they can be used for a longer period of time than pneumatic tires because they are made of rubber without air, and there is no risk of punctures. Such tires have fixing pins (that is, that is). , Rim fixing part, fastening unit, etc.) can be attached (or attached, fixed) to the rim.

However, solid tires have the disadvantage that they are heavy and have higher rolling resistance than pneumatic tires because the inside is made of only rubber.

The background technique of the present application is disclosed in Patent Document 1. The above-mentioned publication discloses a tire in which a sponge-like rubber material is formed as a buffer and absorbs an impact transmitted from a road surface.

Further, Patent Document 2 discloses a tire capable of preventing a puncture by having a foam element inserted between the air tube and the tire.

The prior document discloses a triple-structured tire having an effect of preventing a flat tire, but the problem that may occur in the triple-structured tire and a measure for solving the problem are completely recognized. Not.

Japanese Patent No. 3335110 U.S. Patent Application Publication No. 2017-0057286

The present application is to solve the above-mentioned problems of the prior art, and an object of the present application is to provide a tire structure, a tire fastening structure thereof, and a bicycle.

However, the technical problem to be achieved by the embodiment of the present application is not limited to the above-mentioned technical problem, and other technical problems may exist.

As a technical means for achieving the above technical problems, according to the first aspect of the present application, in a tire structure that can be fastened to a rim, the tire structure is provided on an air tube and the air tube. A core and a tire hull provided on the core, the core including a body located at the top and a wing located at the bottom of the horizontal major axis of the air tube, the lower end of the wing. , Which is located below the upper surface of the rim, has a compression ratio of 18 % to 50% of the body thickness of the core when the air tube is expanded, and the body is compressed when the air tube is expanded. The thickness includes a length range of 70% or less of the horizontal outer diameter of the tire structure, the shore C hardness of the core is 20 to 80, and the ratio of the shore C hardness of the core to the tire outer skin is 0. to provide a tire structure characterized by a .2 4 to 1.

According to a second aspect of the present application, there is provided a tire fastening structure characterized in that the tire structure and the rim including both hooks are fastened.

According to one embodiment of the present application, the thickness of the wing portion located at the contact portion between both hooks of the rim and the tire outer skin is 3% to 30% of the distance between both hooks of the rim. It is a feature, but it is not limited to this.

According to one embodiment of the present application, in that the air tube is in the range angle of 2 5 ° ~ 75 ° formed by the tangent at the contact point of the tire outer skin and the vertical extension of the wall of the rim in an inflated state It is a feature, but it is not limited to this.

According to one embodiment of the present application, there is a contact portion in which the tire outer skin, the core, and the air tube are all in contact with each other in a space below the upper surface of the rim, but the present invention is not limited thereto. No.

According to a third aspect of the present application, a bicycle including the tire fastening structure is provided.

The above-mentioned problem-solving means are merely exemplary and should not be construed with the intent of limiting the present application. In addition to the exemplary examples described above, there may be additional examples in the drawings and detailed description of the invention.

According to the above-mentioned problem-solving means of the present application, the tire structure according to the present application is provided with a core on an air tube, and the tire is damaged by an external stimulus such as a sharp object such as a nail on a ground contact surface during traveling. It is possible to prevent a flat tire. Further, the tire structure has an advantage that it includes an air tube, is lighter in weight than a conventional solid tire, and has excellent rolling resistance.

In the conventional triple structure tire, the problem due to the shape of the core arranged on the air tube could not be recognized at all. The problem is that, for example, the air tube is caught between the core and the tire outer skin while the tire is rotating during traveling, and the air tube is torn to cause a flat tire. However, the tire structure of the present invention solves the above problem by arranging the wing portion of the core below the upper surface of the rim.

The shape of the tire structure according to the embodiment of the present application is such that the compression ratio of the body thickness of the core is 18 % to 50% when the air tube is expanded, and the body portion is expanded when the air tube is expanded. The compressed thickness includes a length range of 70% or less of the horizontal outer diameter of the tire structure, the shore C hardness of the core is 20 to 80, and the shore C hardness of the core and the tire outer skin. The ratio is 0.2 4 to 1, and when the air tube is torn by an external force applied to the side surface of the tire structure and a puncture occurs, the tire structure is driven as a run flat tire. be able to.

However, the effect obtained in the present application is not limited to the above-mentioned effect, and other effects may exist.

It is a figure which shows the tire structure which concerns on one Embodiment of this application. It is a figure which shows the tire structure which concerns on one comparative example of this application. It is a graph which shows the rolling resistance and the mileage by the compressibility of the body part of the tire structure which concerns on one Example of this application. (A) is a diagram showing before compression of the body of the tire structure according to one embodiment of the present application, and (B) shows after compression of the body of the tire structure according to one embodiment of the present application. It is a figure. It is a graph which shows the rolling resistance and the vibration displacement by the hardness of the core of the tire structure which concerns on one Example of this application. It is a figure which shows the tire fastening structure which concerns on one Embodiment of this application. It is a figure which shows the tire fastening structure which concerns on one Embodiment of this application. It is a figure which shows the tire fastening structure which concerns on one Embodiment of this application. It is a figure which shows the tire fastening structure which concerns on one Embodiment of this application.

Hereinafter, examples of the present application will be described in detail so that those skilled in the art to which the present application belongs can be easily implemented with reference to the accompanying drawings.

However, the present application can be embodied in a variety of different forms and is not limited to the examples described herein. Then, in order to clearly explain the present application in the drawings, parts unrelated to the description are omitted, and similar parts are given similar drawing reference numerals throughout the specification.

In the entire specification of the present application, the description that one part is "connected" to another part is not only when it is "directly connected" but also "electrically" with another element in between. Including the case of being "concatenated to".

In the entire specification of the present application, the description that one member is located "above", "at the top", "at the top", "below", "at the bottom", and "at the bottom" of another member is not mentioned. This includes not only the case where one member is in contact with another member but also the case where another member exists between the two members.

In the entire specification of the present application, the description that a certain component "includes" a component does not exclude the other component, but may further include the other component, unless otherwise specified. Means.

The terms "about", "substantially", etc., used throughout the specification of the present application are used in their numerical value or in close proximity to that numerical value when manufacturing and material tolerances specific to the referred meaning are presented. It is used to prevent unscrupulous infringers from unfairly using disclosures that mention accurate or absolute numbers to aid in the understanding of the present application. The term "step" or "step" as used throughout the specification does not mean "step for".

Throughout the specification of the present application, the term "combination of these" included in a Markush-style representation means one or more combinations selected from the group of components described in the Markush-style representation.

In the entire specification of the present application, the description "A and / or B" means "A or B, or A and B".

Hereinafter, the tire structure of the present application, the tire fastening structure thereof, and the bicycle will be specifically described with reference to embodiments, examples, and drawings. However, the present application is not limited to such embodiments, examples and drawings.

According to the first aspect of the present application, in a tire structure that can be fastened to a rim, the tire structure includes an air tube, a core provided on the air tube, and a tire outer skin provided on the core. Including, the core includes a body located at the upper part of the horizontal major axis of the air tube and a wing portion located at the lower part, and the lower end of the wing portion is arranged below the upper surface of the rim. It is characterized by.

FIG. 1 is a diagram showing a tire structure according to an embodiment of the present application.

Specifically, FIG. 1 is a view showing a plan view of a tire structure 100 according to an embodiment of the present application.

Referring to FIG. 1, in the tire structure 100 that can be fastened to the rim 200, the tire structure 100 includes an air tube 110, a core 120 provided on the air tube 110, and a tire outer skin 130 provided on the core 120. The core 120 includes a body portion 121 located above the horizontal major axis of the air tube and a wing portion 122 located below the wing portion 122, and the lower end of the wing portion 122 is arranged below the upper surface of the rim 200.

The air tube 110 may be a commonly used commercially available air tube, but is not limited thereto. For example, the material of the air tube may be synthetic rubber, natural rubber, or rubber composed of a combination thereof, but is not limited thereto.

The core 120 may be, for example, a substance selected from the group consisting of natural rubber, synthetic rubber, thermosetting resin, thermoplastic resin, and a combination thereof, but is not limited thereto.

In the tire structure 100 according to the embodiment of the present application, the core 120 is provided on the air tube 110, and the tire is damaged and punctured by an external stimulus such as a sharp object such as a nail on the ground contact surface during traveling. Can be prevented. Further, the tire structure 100 includes an air tube 110, and has the advantages of being lighter in weight and having better rolling resistance than conventional solid tires.

FIG. 2 is a diagram showing a tire structure according to a comparative example of the present application.

Specifically, FIG. 2 is a diagram showing a problem that occurs when the wing portion 122 of the tire structure 100 does not exist or the lower end of the wing portion 122 is arranged above the upper surface of the rim.

Referring to FIG. 2, if the wing 122 is absent or the lower end of the wing 122 is located above the top surface of the rim, the air tube 110 will move to the body 121 when the tire structure 100 rotates during travel. It is caught (bitten) between the tire outer skin 130 and the tire outer skin 130 (the portion represented by a circle in FIG. 2), and the air tube 110 is torn, resulting in a puncture.

Hereinafter, the present invention will be described in more detail through Examples, but the following Examples are for the purpose of explanation only and are not intended to limit the scope of the present application.

[Example 1]
Example 1 uses the ETRTO (37-622) tires, air pressure of the air tube is performed under the condition that a 80psi the lowest air pressure is displayed on the outside of the tire structure 100.

In the experimental method of the first embodiment, when the tire is rotated clockwise while the tire and the drum are in contact with each other, the drum rotates counterclockwise, so that the mileage of the tire can be confirmed. At this time, the speed of the drum is 50 km / h and the weight is 70 kg.

Table 1 shows the results of confirming the presence or absence of a puncture according to the height relative to the upper surface of the rim of the wing portion 122. Specifically, the mileage was limited to 300 km, and the experiment was repeated 20 times in total.

<Evaluation criteria>
Puncture occurs: O
No puncture: X

According to the results shown in Table 1 above, when the position of the lower end of the wing portion 122 is arranged above the upper surface of the rim, a puncture occurs, whereas when it is arranged below, a puncture occurs. You can be sure not to.

In the conventional triple structure tire, the problem due to the shape of the core arranged on the air tube could not be recognized at all. The problem is that when the tire rotates during running, the air tube is caught between the core and the tire outer skin, the air tube is torn, and a flat tire occurs. However, the tire structure of the present invention solves the above problem by arranging the wing portion of the core below the upper surface of the rim.

According to one embodiment of the present application, the compressibility of the thickness of the body portion 121 of the core 120 can be 18 % to 50% when the air tube 110 is expanded, but the compression ratio is not limited to this.

FIG. 4 (A) is a view before compression of the body of the tire structure according to the embodiment of the present application, and FIG. 4 (B) is a view of compression of the body of the tire structure according to the embodiment of the present application. It is a later figure.

The compression means that when air is injected into the air tube 110, the body portion 121 of the core 120 is compressed while the air tube 110 expands.

The compression ratio of the thickness of the body portion 121 shall be the "100 × (1- (barrel before compression of the body portion thickness / barrel after compression of the body portion thickness))".

Specifically, referring to FIG. 4, the compressibility of the thickness of the body portion 121 is " 100 × (1- ( body portion thickness of FIG. 4 (B) / body portion thickness of FIG. 4 (A)). )) "and you.

More specifically, when injecting air into the air tube 110, the air tube 110 can be expanded to compress the body 121 of the core 120. At this time, when the thickness of the compression ratio of the body portion 121 is less than 1 8%, there is a problem that rolling resistance is too high, if the thickness of the compression ratio of the body portion 121 is 50 percent, the rolling Although the resistance value is satisfied, the degree of fatigue of the air tube 110 increases, leading to a puncture of the air tube 110.

More specifically, when a commercially available air tube is used as the air tube 110, there is a limit to the inflatable volume of the air tube. Nevertheless, when the air tube is inflated to such an extent that the compressibility of the thickness of the body portion 121 exceeds 50%, the durability of the air tube is lowered and the air tube is torn when the volume limit is exceeded. Simply put, when injecting air into a balloon, it is the same principle that the balloon breaks when the volume limit is exceeded. Further, when the compression rate of the thickness of the body portion 121 is 80% or more, the deformation rate of the tire structure 100 increases. More specifically, when the compressibility of the thickness of the body portion 121 increases to 80% or more, it means that the strain of the body portion 121 increases. Generally described His only tire is large, the value to be converted to thermal energy is increased, rolling resistance is increased.

Hereinafter, the present invention will be described in more detail through examples, but the following examples are for purposes of explanation only and do not limit the scope of the present application.

[Example 2]
Example 2 uses ETRTO (37-622) tires, air pressure of the air tube is performed under the condition that a 80psi the lowest air pressure is displayed on the outside of the tire structure 100.

In the experimental method of the second embodiment, when the tire is rotated clockwise while the tire and the drum are in contact with each other, the drum rotates counterclockwise, so that the mileage of the tire can be confirmed. At this time, the speed of the drum is 50 km / h and the weight is 70 kg.

In Example 2, the compressibility of the core was adjusted by adjusting the foaming rate of the core under the same compounding conditions.

The rolling resistance of Example 2 is measured using a torque cell. That is, after idling for 5 minutes, the average value for 20 seconds to 140 seconds from the start of driving is acquired.

Table 2 and FIG. 3 show the rolling resistance value and the mileage depending on the compression ratio of the body portion.

<Evaluation criteria>
Rolling resistance: When the running speed of the tire is 20 km / h and the rolling resistance value is 45 W or less, and when the speed of 30 km / h is 60 W or less, it is evaluated that the condition of the rolling resistance value of the tire is satisfied.
Tire durability: When the mileage was 5,000 km or more, it was evaluated that the condition of tire durability was satisfied.

According to the results shown in Table 2 above, when the compressibility of the core body is 10% or less, the rolling resistance value exceeds the acceptance standard. Further, when the compression ratio of the body portion of 5 9% to 80%, although rolling resistance can meet the acceptance criteria, mileage do not satisfy the acceptance criteria. This is because the degree of fatigue increases due to excessive expansion of the air tube, and the air tube breaks during traveling. Further, when the compressibility of the body portion is 80% or more, the deformation rate of the tire increases and the value converted into thermal energy becomes large, and the rolling resistance value exceeds the acceptance standard.

FIG. 3 is a graph showing rolling resistance and mileage due to the compressibility of the body of the tire structure according to the embodiment of the present application.

Specifically, FIG. 3 graphically shows the rolling resistance value and the mileage at a speed of 20 km / h according to the compression ratio of the body portion in Table 2.

As shown in Table 2 and FIG. 3 which are the results of the second embodiment, in one embodiment of the present application, the compressibility of the thickness of the body portion 121 is 18 % to 50%, but is limited to this. It's not a thing. More preferably, the compressibility of the thickness of the body portion 121 is, but is not limited to, 30% to 50%.

According to one embodiment of the present application, the compressed thickness of the fuselage during expansion of the air tube includes, but is not limited to, a length range of 70% or less of the horizontal outer diameter of the tire structure. No.

FIG. 4A is a surface before compression of the body of the tire structure according to the embodiment of the present application, and FIG. 4B is compression of the body of the tire structure according to the embodiment of the present application. It is a later figure.

Specifically, FIG. 4A is a plan view of the tire structure 100 showing the horizontal outer diameter of the tire structure 100 and the thickness of the body portion before compression, and FIG. 4B is a plan view of the tire structure. FIG. 5 is a plan view of the tire structure 100 showing the horizontal outer diameter of the body 100 and the compressed thickness of the body portion.

The horizontal outer diameter of the tire structure is, but is not limited to, the horizontal outer diameter of the tire outer skin.

The compressed thickness of the body portion 121 when the air tube 110 is expanded is 70% or less, more preferably 20% or more and 70% or less of the horizontal outer diameter of the tire structure 100, but is limited thereto. It's not a thing.

When the compressed thickness of the body portion 121 exceeds 70% of the horizontal outer diameter of the tire structure 100, the thickness of the body portion 121 is too thick and it is difficult to attach the tire structure to the rim. Further, if the air tube 110 is forcibly attached and then traveled, the air tube 110 may be twisted or folded, or the core 120 may be twisted. These outbreaks are the main cause of punk.

When the compressed thickness of the body portion 121 is less than 20% of the horizontal outer diameter of the tire structure 100, the thickness of the core 120 is thin, so that the air tube 110 is sufficiently protected from external stimuli on the ground contact surface during traveling. It cannot be done and puncture occurs.

Hereinafter, the present invention will be described in more detail through examples, but the following examples are for purposes of explanation only and do not limit the scope of the present application.

[Example 3]
Example 3 uses ETRTO (37-622) tires, air pressure of the air tube is performed under the condition that a 80psi the lowest air pressure is displayed on the outside of the tire structure 100.

In the experimental method of Example 3, when the tire is rotated clockwise while the tire and the drum are in contact with each other, the drum rotates counterclockwise, so that the mileage of the tire can be confirmed. At this time, the speed of the drum is 50 km / h, the weight is 70 kg, and the mileage is 4,000 km.

Further, in order to confirm the presence or absence of a puncture due to an external stimulus, the presence or absence of a puncture was confirmed by passing a commercially available pin having a length of 9.8 mm.

The fastening convenience of Example 3 is confirmed by measuring the weight value (kgf) when both sides of the body corresponding to the major axis of the body of the core are pressed and the inner surfaces of the body are in contact with each other. bottom.

The convenience of fastening and the presence or absence of puncture were confirmed by the ratio (x / y) of the width (x) of the body to the horizontal outer diameter (y) of the tire structure, and these are shown in Table 3.

<Evaluation criteria>
Convenience of fastening: When the weight value was 27 kgf or less, it was evaluated that the convenience of fastening was excellent.
Puncture occurs: O
No puncture: X

According to the results shown in Table 3 above, punk did not occur when the compressed thickness (x) of the body portion was 70% or more of the horizontal outer diameter (y) of the tire structure. In the range of the ratio exceeding 70%, the weight value became larger than 27 kgf. That is, the tires that are not easy to fasten and are forcibly attached may twist or fold the air tube during running, or twist the core, resulting in puncture. Further, when the above ratio is less than 20%, the fastening convenience is good, but since the core thickness is too thin, it is easy to puncture due to an external stimulus like the inflatable tire.

According to one embodiment of the present application, the shore C hardness of the core is 20 to 80, but is not limited to this.

When the shore C hardness of the core 120 is less than 20, the rolling resistance of the tire structure 100 can be high. This is because when the hardness of the core 120 is too low, the deformation rate of the tire structure 100 increases, the value converted into thermal energy increases, and the rolling resistance value increases. Further, when the shore C hardness of the core 120 exceeds 80, the riding feeling of the tire may be poor.

Hereinafter, the present invention will be described in more detail through examples, but the following examples are for purposes of explanation only and do not limit the scope of the present application.

[Example 4]
Example 4 uses the ETRTO (37-622) tires, air pressure of the air tube is performed under the condition that a 80psi the lowest air pressure is displayed on the outside of the tire structure 100.

In the experimental method of Example 4, when the tire is rotated clockwise while the tire and the drum are in contact with each other, the drum rotates counterclockwise, so that the mileage of the tire can be confirmed. At this time, the speed of the drum is 50 km / h and the weight is 70 kg.

In Example 4, the hardness of the core was adjusted by adjusting the foaming rate of the core under the same compounding conditions.

The hardness of the core of Example 4 was measured by applying the hardness test method based on ASTM D 2240.

The rolling resistance of Example 4 is measured using a torque cell. That is, after idling for 5 minutes, the average value for 20 seconds to 140 seconds from the start of driving is acquired.

The vibration of Example 4 is measured using a vibrator that can measure in μm units. That is, after traveling at the same speed for 5 minutes and balancing the tires, the average value for 20 seconds to 140 seconds from the start of driving is acquired.

The rolling resistance value and vibration due to the shore hardness C of the core are shown in Table 4 and FIG.

<Evaluation criteria>
Rolling resistance: When the running speed of the tire is 20 km / h, the rolling resistance value is 45 W or less, and the speed of 30 km / h is 60 W or less, it is evaluated that the condition of the rolling resistance value of the tire is satisfied.
Riding feeling: When the running speed of the tire was 20 km / h and the vibration displacement was 250 μm or less, and when the vibration displacement was 550 μm or less at a speed of 30 km / h, the riding feeling was evaluated to be satisfactory.
Puncture occurs: O
No puncture: X

According to the results shown in Table 4 above, when the hardness (shore C) of the core is less than 20, the rolling resistance value exceeds the acceptance standard. This is because the hardness of the core is too small, the deformation rate of the tire structure increases, the value converted into thermal energy becomes large, and the rolling resistance value exceeds the acceptance standard. In addition, wear occurs due to the difference in hardness between the tire outer skin and the core, causing a flat tire. When the hardness of the core exceeds 80, the rolling resistance value exceeds the passing standard, and the vibration displacement value exceeds the passing standard, so that the riding feeling is not good. This is because the hardness of the core is too high to sufficiently absorb the impact on the tire contact patch during running. As a result, the durability of the tire structure is reduced, and a flat tire occurs during running.

FIG. 5 is a graph showing rolling resistance and vibration displacement due to the hardness of the core of the tire structure according to the embodiment of the present application.

Specifically, FIG. 5 shows the rolling resistance value and the vibration displacement at a speed of 20 km / h depending on the hardness of the core in Table 4 as a graph.

As shown in Table 4 and FIG. 5 which are the results of Example 4, the shore C hardness of the core 120 according to one embodiment of the present application is 20 to 80, but is not limited thereto.

According to an embodiment of the present application, the proportion of Shore C hardness of the core and tire skin is 0.2 4 to 1, but is not limited thereto.

The ratio can be expressed as "the shore C hardness of the core / the shore C hardness of the tire outer skin".

Core 120 and when the ratio of the Shore C hardness of the tire outer skin 130 is 0.2 4 less than or greater than 1, since the difference in the Shore C hardness of the core 120 and the tire outer skin 130 is too large, the core 120 and the tire outer skin 130 during running Wear occurs between and. At this time, due to wear, debris adheres to the core 120 or the tire outer skin 130 and acts as a pressure point, causing a puncture.

Hereinafter, the present invention will be described in more detail through examples, but the following examples are for purposes of explanation only and do not limit the scope of the present application.

[Example 5]
Example 5 uses ETRTO (37-622) tires, air pressure of the air tube is performed under the condition that a 80psi the lowest air pressure is displayed on the outside of the tire structure 100.

In the experimental method of Example 5, when the tire is rotated clockwise while the tire and the drum are in contact with each other, the drum rotates counterclockwise, so that the mileage of the tire can be confirmed. At this time, the speed of the drum is 50 km / h and the weight is 70 kg.

Table 5 shows the degree of wear according to the hardness ratio between the core and the tire outer skin.

<Evaluation criteria>
1 cycle: mileage 1 km or drum rotation speed 419.04 times Wear: Check the inner surface of the core and tire skin every 100 cycles to check if wear has started, and display the cycle where the degree of wear has started as the degree of wear. .. Since the wear degree of 500 cycles is the minimum cycle required for stable arrangement of the tire structure, core and tube, it was evaluated that the condition of the tire wear degree is satisfied when the wear degree is 500 cycles or more.

According to the results shown in Table 5, it is greater than 1 (the hardness of the core hardness / tire outer skin) hardness ratio, when less than 0.24, a small number of cycle wear begins. That is, when the hardness ratio is more than 1 and less than 0.2, wear starts early. Specifically, the difference between the hardness of the core and the hardness of the tire outer skin causes early wear, and the debris due to the wear sticks to the surface of the core or the tire outer skin and acts as a pressure point, which may cause a flat tire.

A second aspect of the present application provides a tire fastening structure in which the tire structure and a rim including both hooks are fastened.

Regarding the tire fastening structure according to the second aspect of the present application, detailed description of the portion overlapping with the first aspect of the present application has been omitted, but even if the description is omitted, the tire fastening structure is described in the first aspect of the present application. The content can be applied in the same manner to the second aspect of the present application.

FIG. 6 is a diagram showing a tire fastening structure according to an embodiment of the present application.

Specifically, FIG. 6 shows a plan view of a tire fastening structure in which a tire structure 100 and a rim 200 including both hooks 210 are fastened according to an embodiment of the present application.

Referring to FIG. 6, in the tire fastening structure, the tire structure 100 is fastened to the rim 200 including both hooks 210 as shown in the drawing, but the present invention is not limited to this.

The tire fastening structure is a structure in which the tire structure 100 is fastened to a bicycle or the like, but the tire structure is not limited to this.

According to one embodiment of the present application, the ratio (B / A) of the horizontal major axis (A) of the air tube to the distance (B) between both hooks is 0.75 or less when the air tube is inflated, and the upper end of the air tube. The ratio (D / C) of the length (C) from the boundary to the boundary corresponding to the horizontal major axis and the length (D) from the boundary to the lower end of the air tube is 3.3 or less, but is limited to this. is not it.

FIG. 7 is a drawing of a tire fastening structure according to an embodiment of the present application.

Referring to FIG. 7, when the air tube 110 is expanded, the ratio (B / A) of the horizontal major axis (A) of the air tube and the distance (B) between both hooks 210 is 0.75 or less, and the upper end of the air tube 110. The ratio (D / C) of the length (C) from the boundary to the boundary corresponding to the horizontal major axis and the length (D) from the boundary to the lower end of the air tube 110 is 3.3 or less, but is limited to this. It's not a thing.

An external force applied to the side surface of the tire structure 100 may cause a flat tire while the air tube 110 is torn. At this time, when the ratio (B / A) is 0.75 or less and the ratio (D / C) is 3.3 or less, the tire structure 100 can be driven as a run flat tire. The run flat means a state in which the tire structure 100 does not separate from the rim 200 when the air tube 110 is torn and the tire structure 100 is rotated 60 ° to the left or right with respect to the straight direction when running at a speed of 10 km / h. do.

Hereinafter, the present invention will be described in more detail through examples, but the following examples are for purposes of explanation only and do not limit the scope of the present application.

[Example 6]
Example 6 was carried out under the condition that ETRTO (37-622) tires were used. At this time, the air tube was in a torn state, and the bicycle with the tires fastened was driven at a speed of 10 km / h.

The presence or absence of run flats according to the ratio (B / A) and the ratio (D / C) was confirmed, and these are shown in Tables 6 and 7, respectively.

<Evaluation criteria>
Tires do not come off the rim when turned 60 ° to the left or right with respect to the straight direction: O
Tires come off the rim when turned 60 ° to the left or right with respect to the straight direction: X

According to the results shown in Tables 6 and 7, the shape of the tire is such that the ratio (B / A) of the horizontal major axis (A) of the air tube and the distance (B) between both hooks is 0.75 or less, and the upper end of the air tube. When the ratio (D / C) of the length (C) from the boundary to the boundary corresponding to the horizontal major axis and the length (D) from the boundary to the lower end of the air tube is 3.3 or less, the tire runs even if it punctures. It can run as a flat tire.

According to one embodiment of the present application, the thickness of the wing located at the contact portion between both hooks of the rim and the outer skin of the tire is limited to 3% to 30% of the distance between both hooks of the rim. It's not something.

FIG. 8 is a diagram of a tire fastening structure according to an embodiment of the present application.

Specifically, FIG. 8 is a plan view showing the distance between both hooks and the thickness of the wing portion of the tire fastening structure according to the embodiment of the present application.

When the thickness of the wing is less than 3% of the distance between the hooks of the rim, the wing 122 is absent or the lower end of the wing 122 is located above the upper surface of the rim. When the tire structure 100 rotates inside, the air tube 110 may be caught (bitten) between the body portion 121 and the tire outer skin 130, and the air tube 110 may be torn to cause a puncture.

When the thickness of the wing portion exceeds 30% of the distance between both hooks of the rim, it is difficult to fasten the tire structure 100 to the rim 200. It is difficult to fasten the tire structure 100 to the rim 200, and if the tire structure 100 is forcibly attached to the rim 200, the air tube 110 may be twisted or folded or the core 120 may be twisted to cause a flat tire, or the tire structure 100 may be punctured. There is a possibility of detaching from the rim 200.

Hereinafter, the present invention will be described in more detail through examples, but the following examples are for purposes of explanation only and do not limit the scope of the present application.

[Example 7]
Example 7, using the ETRTO (37-622) tires, air pressure of the air tube is performed under the condition that a 80psi the lowest air pressure is displayed on the outside of the tire structure 100.

In the experimental method of Example 7, when the tire is rotated clockwise while the tire and the drum are in contact with each other, the drum rotates counterclockwise, so that the mileage of the tire can be confirmed. At this time, the speed of the drum is 50 km / h, the weight is 70 kg, and the mileage is 500 km.

When the distances between the hooks are 16 mm, 21 mm, and 33 mm, respectively, the presence or absence of a puncture is confirmed by the ratio (y / x) of the distance (x) between the hooks and the thickness (y) of the wing, and this is shown in the table. 8 to 10 are shown.

<Evaluation criteria>
Puncture occurs: O
No puncture: X

According to the results shown in Tables 8 to 10, it can be confirmed that puncture does not occur when the thickness of the wing portion is 3% to 30% of the distance between the hooks of the rim.

According to one embodiment of the present application, in the state where air tube is inflated, the angle formed by the tangent at the contact point of the vertical extension and tire outer skin of the wall of the rim is in the range of 2 5 ° ~ 75 °, thereto There are no restrictions.

FIG. 9 is a diagram showing a tire fastening structure according to an embodiment of the present application.

Specifically, FIG. 9 is a plan view showing an angle (x °) formed between the vertical extension line of the wall surface of the rim 200 and the tangent line at the contact point of the tire outer skin 130 in the expanded state of the air tube 110.

When the angle is less than 20 ° or the angle is more than 80 °, the riding feeling of the bicycle with tires may not be good.

[Example 8]
Example 8 uses the ETRTO (37-622) tires, air pressure of the air tube is performed under the condition that a 80psi the lowest air pressure is displayed on the outside of the tire structure 100.

By adjusting the length of the major axis of the tire core, the angle formed by the vertical extension line of the wall surface of the rim and the tangent line at the contact point of the tire outer skin was adjusted.

In order to confirm the riding feeling of the tire, the size for elastic rebound force, runout, and rolling resistance was confirmed.

The elastic rebound force is the highest point at which a wheel and a tire are attached and jumps up from the bottom when dropped from a height of 1 m from the ground, and is shown in cm.

The runout is measured using a vibrator that can measure in μm units. That is, after traveling at the same speed for 5 minutes and balancing the tires, the average value for 20 seconds to 140 seconds from the start of driving is acquired.

Rolling resistance is measured using a torque cell. That is, after idling for 5 minutes, the rolling resistance value is measured for 20 to 140 seconds from the start of driving, the maximum value and the minimum value of the measurement section are measured, and then the difference between the maximum value and the minimum value is the rolling resistance. Shown as large and small.

Table 11 shows the magnitudes of elastic repulsive force, swaying, and rolling resistance depending on the angle formed by the vertical extension line of the rim wall surface and the tangent line at the contact point of the tire outer skin.

<Evaluation criteria>
Elastic rebound force: When it was 40 cm or more, it was evaluated that the condition of the elastic rebound force was satisfied.
Runout: When the vibration displacement was 150 μm or less, it was evaluated that the condition of shake was satisfied.
Large and small width of rolling resistance: When the difference between the maximum value and the minimum value of the rolling resistance value is 20 W or less, it is evaluated that the condition of the large and small width of rolling resistance is satisfied.

According to the results shown in Table 11, the elastic repulsive force, angle meets when more than 2 5 °, run-out, the angle is filled when the 75 ° or less, a large narrow the rolling resistance, angle of 2 5 ° or more, 75 Satisfy when below °.

As shown in Table 11 is the results of Example 8, the angle formed by the tangent at the contact point of the vertical extension and tire outer skin of the wall of the rim according to an embodiment of the present application, in the range of 2 5 ° ~ 75 ° Yes, but not limited to this. The angle is preferably in the range of 25 ° to 70 °, but is not limited thereto.

According to one embodiment of the present application, there is a contact portion where the tire outer skin, the core and the air tube all come into contact with each other in the space below the upper surface of the rim, but the present invention is not limited to this.

Specifically, the presence of a contact portion in which the tire outer skin 130, the wing portion 122 of the core 120, and the air tube 110 all come into contact with each other in the space below the upper surface of the rim 200 causes the air tube 110 to be torn from an external impact or during traveling. It is possible to prevent a puncture from occurring while being caught between the body portion 121 of the core 120 and the tire outer skin 130.

A third aspect of the present application provides a bicycle that includes a tire fastening structure.

Regarding the bicycle according to the third aspect of the present application, detailed description of the portion overlapping with the first aspect and the second aspect of the present application has been omitted, but even if the description is omitted, the first aspect of the present application and the first aspect of the present application and the portion overlapping with the second aspect have been omitted. The contents described in the second aspect can be applied equally to the third aspect of the present application.

The above description of the present application is for illustration purposes only, and a person skilled in the art to which the present application belongs can easily transform it into another specific form without changing the technical idea or essential features of the present application. You can see what is possible. Therefore, it should be understood that the embodiments / examples described above are exemplary in all respects and are not limiting. For example, each component described in the single type may be carried out in a distributed manner, and similarly, the components described in a distributed manner may be carried out in a combined form.

The scope of the present application is represented by the scope of claims, which will be described later rather than the above detailed description, and the meaning and scope of the claims and all modified or modified forms derived from the concept of equality thereof are the scope of the present application. Should be interpreted as being included in.

100 Tire structure 110 Air tube 120 Core 121 Body 122 Wing 130 Tire skin 200 Rim 210 Both hooks

Claims (6)

In a tire structure that can be fastened to the rim
The tire structure includes an air tube, a core provided on the air tube, and a tire outer skin provided on the core.
The core includes a fuselage located above and below the horizontal major axis of the air tube.
The lower end of the wing is located below the upper surface of the rim.
When the air tube is expanded , the pressure acts on the core along the radial direction of the tire structure under the condition that the air pressure of the air tube becomes the minimum air pressure displayed on the outside of the tire structure. the thickness of the compression ratio of the thickest portion in the body portion of the core when the 18% to 50%,
The compressed thickness of the body when the air tube is inflated includes a length range of 70% or less of the horizontal outer diameter of the tire structure.
The shore C hardness of the core is 20 to 80, and the core has a shore C hardness of 20 to 80.
A tire structure characterized in that the ratio of the shore C hardness between the core and the tire outer skin is 0.24 to 1. A tire fastening structure according to claim 1, wherein the tire structure and the rim including both hooks are fastened. The second aspect of the present invention, wherein the thickness of the wing portion located at the contact portion between the two hooks of the rim and the outer skin of the tire is 3% to 30% of the distance between the two hooks of the rim. Tire fastening structure. The tire according to claim 2, wherein the angle formed by the vertical extension line of the wall surface of the rim and the tangent line at the contact point of the tire outer skin in the expanded state of the air tube is in the range of 25 ° to 75 °. Fastening structure. The tire fastening structure according to claim 2, wherein a contact portion in which the tire outer skin, the core, and the air tube are all in contact is present in a space below the upper surface of the rim. A bicycle comprising the tire fastening structure according to claim 2.

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