MXPA97001749A - A rim of vehicle for all class of land (atv) of low pressure, that runs being desinfl - Google Patents

Abstract

The invention relates to a tire 10, 11 of a vehicle for all types of terrain (ATV) of low inflation pressure which runs deflated, wherein the rim 10, 11 has at least a pair of elastomeric inserts 42, 46. , an insert 42, 46 extends radially inward from each edge, 14, 16 of the running surface towards a bead core 26. The radially inner end of the insert is radially inward from the elastomeric apex 48 positioned above the respective bead cores 26. The bead cores 26 have a substantially flat wide radially internal base which when the rim 10, 11 is mounted on a conventional ATV design ring allows the rim 10, 11 to remain seated in the rim even when operating without any inflation. The preferred rim 10, 11 has a singular raceway 12. The central portion 13 of the running surface 12 has cinrifferential rows of blocks or studs 94. The studs of the laterally adjacent rows in a central region 13 of the running surface 12, are connected by coupling rods 93 that when a these tires that run deflated keep the studs 94 of the running surface in contact with the ground even when the rim is operated deflated. The rim 10, 11 of the invention can be constructed by providing limited capacity to run deflated or with full capacity to run deflated never requiring air inflation during the u

Description

"A RIM OF VEHICLE FOR ALL CLASS OF LAND (ATV) OF LOW PRESSURE, THAT RUNS BEING DEFLATED" BACKGROUND OF THE INVENTION The present invention relates to a low pressure tire that runs deflated from vehicles for all kinds of terrain (ATV) where the rim has a singular rolling surface, a side structure and a bead that allows the rim to be made run even when the air is released by a puncture or similar. The rim of the invention can be designed to provide limited capacity to run deflated or alternatively it can be designed to operate non-pneumatically, without any internal air pressure. ATV tires are designed to work cooperatively with the vehicle suspension system. Consequently, the tires are wide and relatively high compared to the nominal rim diameters which usually vary from 20.32 centimeters to 30.48 centimeters. These tires exhibit large air chambers that are maintained at pressures usually less than 0.703 kilogram per square centimeter, often about 0.204 kilogram per square centimeter and have relatively flexible side structures, which in combination with the vehicle suspension act as shock absorbers of shock and component vibration dampers of the vehicle. These vehicles operate on very rugged terrain and due in part to low operating inflation pressures, the ATV rims mounted on their conventional rim have undergone unraveling in steep turning maneuvers. Even more problematic has been the tendency for the heels to disengage during a deflated condition, such as a flat tire. Eiji Nakaski of Sumito or Rubber Industries recognizes this problem and invented tires that run flat and ring sets for ATV vehicles. These tires described in U.S. Patent Nos. 4,940,069 and 5,186,772 have a radially and axially inward protrusion of the bead. The protrusion is adapted to fit through a spine in the rim and engages a depression or slot in the rim axially inward of the spine. The resulting adjustment is said to allow the rim beads to remain on the special rim without the help of air inflation during normal operation.

In addition to the obvious need to use a special ring when using the prior art Nakaski rim, the rim itself had a tendency to be damaged both during assembly, but more particularly, during its removal and repair. The protrusion could break and be damaged easily and once the tire was damaged it was useless like a tire running when deflated. In addition, the proposed scale under running conditions when deflated was 100 kilometers. The present invention discloses a novel bead design that allows running functionality to be achieved when deflated, with the use of a conventional ATV taper ring of 5 ° C. The use of conventional rims with automobile tires running flat was first commercially satisfactory in the early 1990s, when it was disclosed in U.S. Patent Number 5,368,082 issued November 29, 1994, in the name of Thomas Oare et al. This car tire running deflated used a unique bead configuration and a very low elongation shell frame to achieve the desired results of running flat. Due to the short section height and relatively high weight loading requirements, the deflection of the tire under load was greatly limited. The present invention has uniquely different design constraints since the extension of the ATV tires, usually are from 50 percent to 100 percent, yielding a very high side section height (SH) which must also be sufficiently flexible to deviate around 2.54 centimeters acting as an auxiliary shock absorber for the suspension of the comparatively primitive vehicle of the ATV vehicle. The maximum load per position of the ATV wheel is less than that of a car, generally less than 227 kilograms / rim, while the car tire referred to above had a minimum load condition of approximately more than 454 kilograms. To better appreciate these differences, a car spring suspension regime is approximately 90.80 kilograms per 2.54 centimeters. Your associated deflated flat tire will have a spring rating of 454 kilograms per 2.54 centimeters. The struts of the ATV vehicle suspension have a spring rating of 36.32 to 45.40 kilograms per 2.54 centimeters, while its associated flat running tire has a spring rating of 72.64 kilograms per 2.54 centimeters to 90.80 kilograms per 2.54 centimeters. On the ATV rim, if the spring rate of the flat tire is too high when the tire is operated inflated or not inflated, the driver will find the gear extremely hard and difficult to control. The present invention proposes these unique ATV design constraints and discloses a novel rim structure having excellent characteristics for deflated running, while maintaining the soft flexible peculiarities of the ATV rim without requiring a special rim.

COMPENDIUM OF THE INVENTION A tire 10,11 of vehicle is disclosed for any kind of low pressure terrain that runs flat. The rim has an annular running surface 12. The running surface 12 has a pair of lateral edges 14,16 as measured from the axially most outward portions of the studs 94 on its radially outer surface, the distance between the edges defining the width of the running surface (TW) . The rim 10, 11 has a pair of annular bead cores 26, a cover frame 30 radially inward of the annular running surface 12. The cover frame 30 has one or more rope reinforced layers 38, 40 extending up to and wound around the heel cores 26, an elastomer apex 48 adjacent to and extending radially outward from each bead core. Preferably, the apex 48 extends to a distance of at least 25 percent of the height of the section (SH) of the rim 10, 11. The cover frame 30 further includes a first pair of elastomeric inserts 42, at least one elastomeric insert 42 extends radially inward from each lateral edge 14,16 of the running surface 12 towards each bead core 26 , and ends radially and axially inward of a radially outer portion of the elastomeric insert 48. The running surface 12 preferably has a plurality of tread blocks 94 that extend radially outwa from the running surface. Within a central region 13 of the rolling surface 12, the studs 94 are connected by coupling bars 93 extending almost laterally, one or more of the coupling bars 93 connecting the tread blocks 94 aligned almost circumferentially. The flat tire running in accordance with the invention has annular bead cores 26 having a substantially flat radially inner base 27. The inner base 27 has an internal diameter d and an axial width w. When the rim 10, 11 is mounted on its design ring 82, the bead core 26 has a special adjustment relationship with respect to the design ring. The rim is as specified by the association of LLanta and Rim Industry Standards applicable in the location of the rim manufacturer and has a width W of the bead seat 81 and a seat diameter (D) of heel and a spine 80 of heel having a diameter of (D ^). The rim 10,11 satisfies the relationship wherein the diameter d of the internal base of the bead core 27 is approximately equal to the diameter (OH) and the width of the internal core 27 of the bead core is within the range of 65 percent to 90 percent W of seat 81 of the design ring. For example, when the bead seat 81 is 1.02 centimeters, the bead core 26 has a width W greater than 0.635 cm to approximately .914 cm. The tires 10,11 described above have a nominal ring diameter within the range of 20.32 to 30.48 centimeters, a total outer diameter of 66.04 centimeters or less and operate at a normal inflation of less than 0.703 kilogram per square centimeter, generally about 0.204 kilograms per square centimeter. The tires have a width S of maximum section that is within the range of 25 percent to 50 percent of the total diameter.

In a rim 11 of the preferred embodiment, the cover frame includes a second pair of elastomeric insert pieces 46 extending radially between the edges 14,16 of the running surface and the bead cores 26. The second insert pieces 46 are axially spaced outwa from the first pair of inserts 42 and at least one layer 38 of the cover frame.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a cross-sectional view of the half of an ATV tire running deflated which is manufactured in accordance with one embodiment of the present invention and cut along the equatorial plane of the rim 10. Figure 2 is a fragmentary fragmented view of a shoulder of the running surface, a side and a bead region of the deflated flat tire of FIG. 1. FIG. 3 is a cross-sectional view of the half of a second embodiment of the deflated flat ATV tire manufactured in accordance with the present invention. and cut along the equatorial plane of the rim 11.

Figure 4 is an enlarged fragmentary view of the shoulder of the running surface, a sidewall and a bead region of the second embodiment of the deflated tire of Figure 4. Figure 5 is a partial plan view of the surface of running the deflated tire, manufactured in accordance with the present invention. Figure 6 is a cross-sectional view of the conventional ATV design ring. Figure 7 is an enlarged view illustrating the location of the bead of tires 10,11 running deflated, in accordance with the invention, shown mounted on its design ring 82.

DEFINITIONS "All-Terrain Vehicle (ATV)" is any off-road motorized vehicle of 1270 millimeters or less in total width with an unladen dry weight of 275 kilograms or less, designed to travel on four low-grade tires. pressure, which have a seat designed to be assembled by the operator and the handlebars for steering control and which is intended for use by a single operator and no passenger. The width and weight will be exclusive of accessories and optional equipment. ATVs are subdivided into four categories as follows: A Category G ATV (General Purpose Model): An ATV intended for general recreational and utility use; An S-category ATV (Sport Model): An ATV intended for recreational use by experienced operators only; A U-category ATV (Utility Model): An ATV intended primarily for utility use. A Y-category ATV (Juvenile Model): An ATV intended for off-road recreational use under the supervision of an adult by operators under 16 years of age. The juvenile model ATV can also be categorized as follows: Y-6 category ATV: A Y-6 category ATV is a youth model ATV that is intended for use by children 6 years of age and older. Category Y-12 ATV: The Y-12 category ATV is a youth model ATV that is intended for use by children 12 years of age and older. "Elongation" means the ratio of its section height to its section width.

"Axial" and "axially" means the lines or directions that are parallel to the axis of rotation of the rim. "Heel" or "Heel Core" generally means that part of the rim comprising an annular tension member, the radially internal heels are associated with the retention of the rim on the rim which is wound by layer cords and it configures, with or without other reinforcement elements such as rapid shaking devices, without guards, apices or filling or loading materials, tip protectors and excoriators. The heel or the heels under the running surface are encapsulated in tread rubber and can be with or without other fabric elements reinforced with rope. "Belt Structure or Shock Lining" means at least two annular layers of parallel, woven or non-woven ropes that lie below the running surface, not anchored in the heel, and have both the left and right cord angles right within the range of 17 ° to 27 ° with respect to the equatorial plane of the rim for radial layer rims and within 3 ° of the angle of the biased layer cords on a biased rim.

"Bias Layer Tire" means that the reinforcing cords in the deck frame layer extend diagonally through the bead-to-bead rim at an angle of approximately 25 ° to 65 ° with respect to the equatorial plane of the tire. , running the layer strings at opposite angles in alternative layers. "Deck Frame" means a laminate of tire layer material or other components of the rim that are cut to the appropriate length to be spliced or already spliced into a cylindrical or toroidal shape. Additional components can be added to the roof framework before it is vulcanized to create the molded rim. "Tire cover" means the cover frame, the structure of the belt, the heels, the sides and other components of the rim except the running surface and the lower running surface. The tire cover can be either fresh or new rubber vulcanized rubber to fit with a new tread surface. "Excoriators" refers to narrow strips of material placed around the outside of the heel to protect the layers of rope from the rim, which distribute the bending above the rim and to seal the rim. "Circumferential" means the lines or directions extending along the perimeter of the surface of the annular running surface perpendicular or the axial direction. "Rope" means one of the reinforcing threads of which the tire layers consist. "Deviation" means the reduction in the height of the section of a loaded rim at a certain inflation pressure. "Equatorial plane (EP)" means the plane perpendicular to the axis of rotation of the rim and passing through the center of its running surface. "Footprint" means the contact patch or the contact area of the tread surface of the rim with a flat surface at zero speed and under normal load and pressure. "Groove" means an elongated hollow area in a running surface that may extend circumferentially or laterally around the running surfaces in a straight, curved or zigzag manner. Slots that extend circumferentially and laterally sometimes have common portions. The "groove width" is equal to the surface area of the running surface occupied by a groove or slot portion, the width of which in question is divided by the length of this groove or groove portion.; therefore, the width of the groove is its average width through its length. The grooves can be of varying depths in a rim. The depth of a groove may vary around the circumference of the tread surface or the depth of one groove may be constant but may vary from the depth of another groove in the rim. If these narrow or wide grooves are of considerably reduced depth compared to the wide circumferential grooves they interconnect, they are considered as forming "rim rods" which tend to maintain a rib-like character in the involved surface region. "Inner lining" means a layer or layers of elastomer or other material forming the bottom surface of a tubeless rim and containing the inflation fluid within the rim. "Lateral" means an axial direction. "Normal Inflation Pressure" means the specific design inflation pressure and the load assigned by the appropriate standards organization for the service condition for the tire. "Normal Load" means the specific design inflation pressure and the assigned load through the organization of appropriate standards for the service condition for the tire.

"Layer" means a continuous layer of parallel strings coated with rubber. "Radial" and "radially" means the directions radially toward or away from the axis of rotation of the rim. "Radial Layer Tire" means a pneumatic tire in which the layer cords extend from bead to heel at rope angles between 65 ° and 90 ° with respect to the equatorial plane of the tire. "Section Height" means the radial distance from the nominal ring diameter to the outer diameter of the rim in its equatorial plane. "" Section Width "means the maximum linear distance parallel to the axis of the rim and between the outside of the rim. sides when and after they have been inflated to normal pressure for 24 hours, but not loaded excluding lifts to the sides due to labels, decorative or protective bands. "Highlight" means the upper portion of the side just below the edge of the the running surface, the shoulder of the running surface or shoulder rib means that portion of the running surface near the shoulder. "Side" means that portion of the rim between the running surface and the bead.

"Spring Regime" means the stiffness of the rim as the inclination of the load deflection curve at a given pressure. "Rolling surface" means that portion of the tire that comes into contact with the road under normal inflation and load. "Running surface width" means the length of the arc of the running surface in the axial direction, that is, in a plane parallel to the axis of rotation of the rim.

DETAILED DESCRIPTION OF THE PREFERRED MODALITY The invention shown in Figure 1 and disclosed herein relates to a low pressure tire 10 running flat, particularly suitable for all terrain vehicles (ATV) and the like to include, but not limited to, vehicles. type of off-road recreation, utility, golf carts, lawn mower and farm type. The term deflated running as used in this patent means that the structure of the rim alone is strong enough to support the load of the vehicle when the rim is operated in the deflated condition, the side and the inner surfaces of the rim are not they crush or buckle to themselves without requiring any of the internal devices to prevent the tire from collapsing. Preferably, this means that under a normal static maximum load and at the inflation pressure specified by the manufacturer, the percentage of deviation is a value of X, the percentage of the height of the deviated section being 1-X. Under the same static pressure load of 0 kilogram per square centimeter, or in other words, in a deflated condition, the percentage of the height of the diverted section is at least 50 percent, preferably at least 75 percent of 1-X. For example, a tire 10 that runs deflated limited AT23x7-10 inflated to .281 kilogram per square centimeter having an unloaded section height of 16.64 centimeters when it is normally loaded will deviate to approximately 1.96 centimeters or 12 percent. At 0 kilogram per square centimeter, the same tire deviates by approximately 17 percent. Therefore, the value of the height of the section diverted to .281 kilogram per square centimeter is 88 percent and for the deviated value not inflated the value of the height of the diverted section is 83 percent. The rim for all kinds of conventional pneumatic terrain when operated without inflation crushes itself when it holds a load of the vehicle. The reference numbers are illustrated in the drawings and are the same as those referenced in the specification. For purposes of this application, the different modalities illustrated in the Figures 1 to 7 each uses the same reference numbers for similar components. Only half of the tires are shown not illustrating half of the opposite tire that is identical to that portion shown. Tires 10 and 11 in accordance with the present invention employ a considerably lighter weight approach to achieve an ATV tire that runs flat. Tires 10 and 11 as illustrated in Figures 1 and 3 are all tires that run low-pressure deflated tires for all types of terrain; the tires 10 and 11 are provided in a portion 12 of ground engaging tread surface terminating in the shoulder portions at the lateral edges 14, 16 of the running surface 12. The side portion 18, 20 extends from the lateral edges 14,16 of rolling surface respectively and terminate in a pair of bead regions 22 each having an annular inextensible bead core 26, respectively. Tires 10 and 11 are further provided with a cover frame reinforcement structure 30 extending from the bead region 22 through the side portion 18, the running surface portion 12, the side portion 20 up the heel region 22. The upturned ends 32, 34 of the reinforcing structure 30 of the cover frame are preferably wound around the bead cores 26, respectively. The rims 10 and 11 may include a conventional inner liner 35 that forms the inner peripheral surface of the rims 10 and 11, if the rims are to be of the non-bladder type. A pair of belt structures 36 or cushion form of tread surface reinforcement may optionally be placed circumferentially around the radially outer surface of the reinforcement structure 30 of the deck frame below the tread portion 12. In the specific embodiment illustrated, the cushion lining structures 36 each comprise two layers 50.51 of cut cushion liner and the cords of the cushion lining layers 50.51 are oriented at an angle of approximately 63 ° with respect to the center plane intermediate circumferential tire. The cords of the layer 50 of the cushion lining are placed in a direction opposite to the circumferential or intermediate center plane and that of the cords of the cushion lining layer 51. However, the damper or belt lining structures 36 if used in the ATV tire can comprise any number of cushion or belt lining layers of any desired configuration and the cords can be placed at any desired angle. The belt or cushion liner structures 36 provide lateral stiffness across the width of the belt in order to help minimize the lifting of the running surface from the road surface during tire operation in a non-rolling state. inflated as well as providing puncture resistance. In the illustrated embodiments, this can be achieved by making the strings of the belt or cushion lining 50,51 layers of nylon or similar synthetic material. It should be appreciated that the use of a belt or cushion lining structure can have detrimental effects on driving and handling and, therefore, in many applications the use of these particularities may be undesirable for a specific ATV vehicle. In addition, these belt or cushion lining structures may be desirable on the front wheels or the rear wheels but not so much on both the front and rear wheels. A person skilled in the art of tire making can easily appreciate when these components should be used and when they should be avoided.

The rim of the first embodiment illustrated in Figures 1 and 2 shows the reinforcing structure 30 of the roof framework having at least one reinforcing layer structure 38. The reinforcing layer structure 38 has at least one layer of ropes 41 for a radial layer rim, the ropes 41 being oriented at an angle within the range of 65 ° or 90 ° relative to the equatorial plane and the structure 38. for the slanted rim it has at least two layers of strings 41, the strings of each adjacent layer being equal but being oriented opposite to an angle of 25 ° to 65 ° with respect to the equatorial plane of the rim. As further illustrated in Figures 1 and 2, the reinforcing layer structure 38 has upturned ends 32 which wrap around the bead core 26. The turned up ends end radially above the bead cores 26. The upturned ends 32 of the layer 38 end radially at a distance E above the nominal diameter of the rim ring in proximity to the radial location of the width of the maximum section of the rim 10. In the preferred embodiment, the ends 32 turned upwards are placed within 30 percent of the height SH of the tire section from the radial location of the maximum width of the section, most preferably ending at a location halfway between the radial location H of the maximum width of the section and diameter D of the nominal ring. The rim 11 of the second embodiment of Figures 3 and 4 illustrates a roof frame reinforcement structure 30 comprising at least two reinforcing layer structures 38, 40. In the specific embodiment illustrated, a first radially internal reinforcing layer structure 38 and a second radially outer reinforcing layer structure 40 are provided for each layer structure 38, 40 comprising at least one layer of parallel strings 41. The cords 41 of the reinforcement layer structure 38, 40 are oriented at an angle of at least 65 ° with respect to the intermediate center CP plane or the equatorial plane of the rim 11, for a radial layer cover frame and the cords 41 in a biased rim construction are oriented within the range of 25 ° to 65 °. In the specific embodiment illustrated, the cords 41 are oriented at a bias angle of about 62 ° with respect to the intermediate center CP plane, the adjacent layers being oriented in an equal or opposite manner. The cords 41 of Figures 1 to 4 can be made of any material that is normally used for rope reinforcement of rubber articles, eg, and not by way of limitation, of rayon, nylon and polyester. Preferably, the cords are made of a material having a property of high adhesion with the rubber and high heat resistance. In the specific embodiments illustrated, the cords 41 are made of nylon. The first and second reinforcement layer structures 38, 40 each preferably comprise a single ply layer, however, any number of layers of the ply may be used. covering. As further illustrated in Figures 2 and 4, the first and second reinforcing layer structures 38, 40 have upturned ends 32, 34 that wind around the bead core 26. The ends 34 turned upwardly of the second layer 40, are adjacent to the core 26 of the bead and terminate radially above the core 26 of the bead. The upturned ends 32 of the first layer 38 are wound around the second upset ends 34 of the upwardly facing layer and the bead core 26. The turned-up ends 32 of the first layer 38 end radially at a distance E above the nominal diameter of the rim ring in proximity to a location halfway between the radial location and the maximum width of the rim section. eleven, and the nominal diameter of the ring. In the preferred embodiment, the upturned ends 32 are placed within 30 percent of the height of the section (SH) of the rim from the radial location of the maximum width of the section (SW), most preferably ending with a location halfway between the radial location of the maximum width of the section (SW) and the nominal diameter of the hoop. In this case, the upturned end 32 of the first layer 38 may be radially above or below the end 34 turned upwardly of the second layer. As further illustrated in Figure 7, the bead regions 22 for both rims 10 and 11 each have first and second essentially inextensible annular bead cores 26. The bead core 26 has a flat base surface 27 defined by an imaginary surface tangent toward the radially internal surfaces of the bead wires. The flat base surface 27 has a pair of edges 28, 29 and a width "BW" between the edges. The bead core 26 has a first axially internal surface 23 extending radially from the edge 28 and a second axially external surface 25 extending radially from the edge 29. The first surface 23 and the flat base surface 27 form an angle to straight and the second surface 25 and the flat base surface 27 form a right angle ß included. The angle a is greater than or equal to the angle ß. In the preferred embodiment, a and ß are equal to approximately 90 °. The bead core 26 may further include a radially outer surface 31, which extends between the first and second surfaces 23, 25, respectively. The external radial surface 31 has a maximum height "BH". The height BH is preferably less than the width of the base BW. The cross section defined by the surfaces 23, 25, 27 and 31 is preferably in the form of a rectangle. The bead core 26 is preferably constructed of four layers, each layer being formed by a separate monofilament steel wire continuously wound. In the preferred embodiment, the diameter wire of 0.965 cm is wound in radially internal to radially outer layers of 4, 5 or 6 wires, each yielding a width W of bead core within the range of more than 65 percent up less than 90 percent of the width W of the heel seat of the design ring, the ring being as illustrated in Figure 6. The number of wires within a layer also depends on the wire diameter selected. The flat base surface 27 of the bead cores 26 shown in Figures 2 and 4 are preferably for ease of manufacture, parallel to the axis of rotation and have an internal diameter (d) of approximately equal to the spine diameter 80 of the hoop (Djj). As an exemplary illustration, a nominal ring of 25.4 centimeters has a diameter (DJJ) of heel spine of 25.48 centimeters, the diameter of the pronounced hoop is 25.32 centimeters and the seat 81 of the heel is inclined at an angle a of 5 °. The 4x4 strip a. 4x6 bead cores have an inner diameter of 25.48 centimeters and the material cased radially inward of the bead core 26 has a diameter of approximately 25.17 centimeters and is tapered at an angle? of approximately 5 °. The rim 10,11 when mounted first has above half the heel portion 22 positioned above the ridge 80 of the rim and can therefore lengthen the remaining half of the bead portion 22 in full seating engagement with the rim. ring 82 similarly to a button that fits through a button hole or into a garment. The rim 10,11 in the bead area 22 effectively elongates outwardly from a circular ring to a more elliptical configuration until the spine 80 of the heel clears. As it lengthens, the rubber directly between the bead core 26 and the rim seat is compressed sufficiently to allow the remainder of the heel 22 to pass over the heel spine 80. As shown, the base 27 flat can be - li ¬ wider than the flat portion of the rim heel seat. This is due to the radius or curvature of the flange 76 and the heel spine 80. However, the base 27 of the bead core must be axially spaced out from the ridge crest 80 of the rim to ensure that the bead can not be detached from the seat 81 of the rim under a serious load. The aforementioned design is exceptionally well designed to remain on the hoop 82 under all conditions of use, including when run deflated. The flat base surfaces 27 of the first and second bead cores 26 can alternatively be inclined relative to the axis of rotation and the bottom of the molded portion of the bead is tilted in a similar manner, the preferred inclination being approximately 10 ° relative to the axis of rotation and of greater preference, of 10.5 °. This inclination? of the bead region 22 aids in the sealing of the rim 10, 11 and is believed to greatly reduce the seating pressure of the bead during assembly and is approximately twice the inclination of the bead seat 81 of a conventional bead 82. This is believed to facilitate assembly and help retain the heels seated in the hoop 82. Placed within the heel region 22 and the radially internal portions of the side portions 18, 20 are the elastomeric filler or filler materials 48. high modulus which is commonly referred to as an apex which is placed between the reinforcing structure 30 of the cover frame and the ends 32,34 turned upwards. These elastomeric filler or filler materials 48 extend from the radially outer portion of the bead cores 26 respectively upward to a portion of the side that gradually decreases in width in cross section. Preferably, the elastomeric inserts 48 terminate at a radially outer end at a distance G from the nominal diameter of the rim of at least 25 percent (25%) of the height SH of the rim section. In the specific embodiment illustrated, the elastomeric filling or charging materials 48 each extend radially outwardly from the nominal diameter D of the ring at a distance of about twenty-five percent (25%) of the maximum height of the section SH. For purposes of this invention, the maximum height SH of the rim section will be considered as the radial distance measured from the nominal diameter D of the rim collar to the radially outward portion of the rim rolling portion portion. . Also, for the purposes of this invention, the nominal diameter D of the rim will be the diameter of the rim as designated by its size. As shown in Figures 1 and 2, the side portions 18, 20 are provided with elastomeric filling or filling materials 42 which are commonly referred to as inserts. These filler or filler materials 42 can be sandwiched between the inner liner 35 and the first reinforcing layer 38. The filler or filler materials 42 extend from each bead region 22 radially to below the reinforcing cushion liner structures 36. The first elastomeric filling or loading materials 42 have a maximum thickness B at a location approximately radially aligned between the rim of the running surface and the radial location of the maximum width of the section of the rim 10 with thickness B being approximately nine times the thickness of the tire. percent (9%) of the maximum SH height of the section. For example, in an ATV rim 10 running deflated the thickness B of the insert 42 is equal to 15 millimeters. In the ATV rim 10 that runs deflated limited the thickness ß is 6 percent of approximately 10 millimeters. Alternatively, as illustrated in the second embodiment, the rim 11 of the invention as shown in Figures 3 and 4, the side portions 18, 20 each may include a first filler or filler material 42 and a second filler material. filling or loading 46. The first filling or loading materials 42 are placed as described above. The second filling or loading materials 46 are placed between the first and second layers 38, 40 respectively. The second filler or load 46 extends from each bead region 22 radially outwardly to below the structure 36 of the back-up cushion liner. For the purposes of this invention, the maximum width of the section (SW) of the rim is measured parallel to the axis of rotation of the rim from the axially outer surfaces of the rim, excluding the signs, the trimmings and the like. Also, for the purposes of this invention, the width of the running surface is the axial distance through the rim perpendicular to the equatorial plane (EP) of the rim as measured from the tire tread inflated to the inflation pressure. normal maximum, at a nominal load and mounted on a wheel for which it was designed. In the specific embodiment, the rim 11 that is illustrated in Figures 3 and 4 for a full run running deflated, the first elastomer filling or filling materials 42 each have a maximum thickness B of about six percent (6%) of the maximum height SH of the section at a site approximately radially aligned between the rim of the running surface and the maximum width (W) of the section of the rim. The second elastomeric filling or loading materials 46 have a maximum thickness C of at least three point four percent (3.4%) of the maximum height of the section of the rim 11 at the site radially above the maximum width of the section of the rim. For example, in an ATV rim 11 running deflated AT23X7-10, the thickness C of the insert 46 is equal to 5.6 millimeters at the site, approximately radially aligned between the rim of the running surface and the maximum width of the section of the rim. The thickness B of the first filling material is 10 millimeters. The combination of the thicknesses of filler or filler materials 42,46 can be reduced to achieve a rim 11 that has a limited capacity to run deflated. The total cross-sectional thickness of the combination of elastomeric filling materials 42, 46 and 48 that precede the bead cores 26 to the radial location of the maximum width of the section (SW) is preferably of varying thickness. The total thickness of the side and the roof framework is approximately 16.5 millimeters at the location H of the maximum width of the section and increases to a total thickness F, in the region where it fuses with the shoulder near the edges 14,16 of lateral rolling surface, with F being approximately 19 millimeters and one hundred and fifteen percent (115%) of the total thickness of the flange as measured in the maximum width SW of the section of the rim 11. Preferably, the total thickness F of the side in the shoulder region of the rim 11 is at least one hundred percent (100%) of the total sidewall thickness in the maximum width of the section (SW), more preferably, less than 150%. This thin-side construction 18, 20 is made possible by the use of a singular tread pattern 12. This running surface 12 can be made of any number of cross-sectional configurations, however, the resulting central portion 13 must have ribs 92 extending partially or completely laterally that exhibit sufficient strength to hold a portion of the dynamic load. without crushing the bearing surface. Figure 5 shows a preferred running surface 12 having a base 90 of radially internal running surface and a plurality of running surface ribs 92 extending laterally and projecting radially at the center 13 of the running surface 12. Preferably, the ribs 92 are in fact lugs connected to the lugs 94 of the laterally adjacent circumferential rows and having those adjacent lugs connected by means of coupling rods of reduced height thereby forming the partial ribs 92., as illustrated. The illustrated running surface 12 not only maintains the belt package of the running surface without warping when the rim 10, 11 is operated under a load and is deflated, but can actually contribute the load carrying capacity when the The rolling surface 12 is constructed as disclosed in the foregoing. The primary contribution factor of the rolling surface 12 as illustrated is that when the tire is deflated, the centrally growing portion of the running surface has sufficient strength to maintain the edges 95 of the plug in traction ground coupling contact. The conventional open-toe tread surface patterns common to ATV tires tend to buckle adjacent to the center preventing the center portion of the tread from contacting the ground resulting in, therefore, a loss of traction and serious handling. Applicants have found that by placing one or more of the reinforcing elastomeric filler or binder materials 42,46 between the adjacent liner 35 or the reinforcing layer structures 38, 40 in the manner as described above in combination with the Central rib or the rolling surface 12 reinforced with the partial rib, high levels of operation of a flat tire running can be obtained. During the normal operation of the tires 10,11, the inflated medium provides the necessary support to carry the load. However, when the rim is operated in the deflated state, the reinforced side portions 18, 20 and the rolling surface 12 must hold the entire load. The construction of the rim of the present invention allows the efficient use of a cover frame structure 30 in the deflated condition, while also providing the desired operating performance characteristics of the rim when operated in a low pressure state. inflated. When the deflated running tire 10,11 is designed to be a limited deflated running tire and operated in the deflated state, the deflection of the rim is only slightly greater than when operated in the inflated state. The internal surfaces of the rim do not come into contact with each other during operation in the deflated state. Pneumatic ATV rims manufactured in accordance with the present invention have been found to be capable of operating in a deflated state for distances of approximately 800 kilometers at speeds of up to 40 kilometers per hour to a maximum load of 130 percent of the load. Normal rated by the Rim and Rim Association in lab wheel duration tests. After running flat, the repaired and inspected tire can be returned to normal operation in the inflated state. The impulse scale in the deflated condition is believed to be in excess of 160 kilometers, depending on the load and environmental conditions. The structural load bearing rigidity of the rim in the deflated condition is primarily a function of the combination of resistance of the rolling surface 12 and the thickness of the reinforced side. The thickness of the side is measured excluding ornamentation, such as letters, numbers, decorative ribs and other cosmetic features. The capacity of the sides 18,20 to support the load is related to the height of the column and the thickness of the column. In the present invention, the height of the rim section and the thickness of the side fill or load material have formed a ST / SH ratio. As the load increases, the ST / SH ratio should also increase.

Ideally, the spring rate of the tire running flat in the inflated condition should not change appreciably from that of a conventional ATV pneumatic tire that does not run flat. For a limited flat tire, the inflated spring rate to .281 kilogram per square centimeter and recommended normal load must be less than 135 percent of the conventional ATV tire of similar size. When the flat tire running in the deflated condition is operated in a condition to which the inventors refer as running flat to limited, the spring rate should be sufficient to prevent the tire from warping or flattening on itself. . However, the inventor believes that the spring regime should be low enough so that the driver can appreciate or feel that the tire is running flat. This means that if a flat tire is inflated and has a spring rating of?, The same tire when deflated should have a spring rating within the range of 50 percent to 90 percent?, Preferably 50? percent to 80 percent? Alternatively, the inventors have found that the above-described rim can be designed to operate at a deflated spring rate approximately equal to or slightly above the spring rate of a conventional non-deflated tire of the same size. In this case, the deflated running ATV tire of the present invention may be operated non-pneumatically on a continuous basis at a speed of or less than 80 kilometers per hour. This is due in part to the reduced loading and speeds of ATV-type vehicles compared to regular passenger-type tires. The ATV tire that runs full-time deflated will have basically the same feel and handling properties as conventional ATV tires that do not run flat, depending on the selected spring regime that has been chosen. At 120 percent spring rates, these naturally deflated tires will have a slightly stiffer feel for the driver, but very acceptable gear management data have been achieved up to this regime. The much higher spring rates would tend to lead to uncomfortable walking characteristics. The following Table A discloses a set of front and rear 10,11 tires of ATVs that are manufactured in accordance with the invention. The mode 1 is the rim 10 made according to Figures 1 and 2. The mode 2 is the rim 11 manufactured according to Figures 3 and 4. The rims 10 of the mode 1 were manufactured with a spring regime that is it selects for limited operation that runs deflated, while mode 2, rim 11 was manufactured with a spring regime that can perform full performance, not pneumatic or running flat. Spring regimes are provided in kilograms per centimeter at inflation pressures of 0 kilogram per square centimeter, .141 kilogram per square centimeter, and .281 kilogram per square centimeter. Measurements of duration at 0 kilogram per square centimeter were measured in kilometers. The duration or resistance test was carried out at 40.23 kilometers per hour for 34 hours at a maximum rated load of 130 percent for rim 11 of the full frontal deflated mode. This resulted in a performance of 1367.65 kilometers of running that runs flat without evidence of tire failure. The limited front tire 10 that runs flat showed a squashing of the side after 925.18 kilometers of deflated running exposure. Similarly, the rear tires 10, 11 of modes 1 and 2 yielded the following mileage for a calculation of 804.50 kilometers and 1367.65 kilometers, respectively. These tires were compared to a conventional ATV pneumatic control tire of similar sizes for the front and rear wheel positions. The compression spring regimes are shown in Table A. The size of the tire was ATV23x7-10 for the front tires and 22x11.00-10NHS for the rear tires.

TABLE A Control Tire Inflation Pressure 0 Kg / cm ^ .281 Kg / cm ^ Front Wheel Position Spring Regime 76 159 Front Wheel Position Running Duration Deflated 0 k s.

Rear Wheel Position Spring Regimen - 274 Rear Wheel Position Duration 0 kms TABLE 1 (Continued) Modality 1 Inflation Pressure 0 Kg / cm2 .141 Kg / cm2 .281 Kg / cm2 Front Wheel Position 144 176 207 Spring Regimen Front Wheel Position Running Time 975.18 kilometers Deflated Rear Wheel Position Spring Regimen Rear Wheel Position Duration 804.50 calculated kilometers TABLE A (Continued) Mode 2 Inflation Pressure 0 Kg / cm2 .141 Kg / cm2 .281 Kg / cm2 Front Wheel Position Spring Regime 185 203 230 Front Wheel Position Running Duration 1367.65 Kilometers Deflated Rear Wheel Position Spring Regulator 297 366 394 Rear Wheel Position Duration 1367.65 kilometers As can be seen from Table A, the limited tire 10 running flat has a spring rate that at 0 kilogram per square centimeter is less than the conventionally inflated conventional ATV tire. The complete tire 11 running flat at 0 kilogram per square centimeter has a recommended spring rating equal to or greater than the inflated spring rating of a conventional ATV tire, preferably less than 125 percent of the tire's spring rating. Conventional pneumatic ATV of the same size recommended by the vehicle manufacturer at its recommended inflation and load pressure. The limited flat tire has a spring rate of 0 kilogram per square centimeter, preferably 50 percent to 80 percent of its inflated spring regimen and loaded with .281 kilogram per square centimeter. Ideally, rim 10 of the first limited mode running deflated has a deflated spring rate of 50 percent to 91 percent of the spring rating of the conventional pneumatic rim of the same size recommended by the vehicle manufacturer at its inflation pressure. and load. The operation of the deflated running tire can be further improved by providing a coating of each layer of the reinforcement layer structures 38.40 with an elastomeric material having essentially the same physical properties as that of the filling or loading materials 42,43 elastomeric As is well known to those skilled in the tire art, the coating of a fabric layer is the layer of unvulcanized elastomeric material that is applied to the fabric before it is cut to its desired configuration and applied to the fabric. rim on the tire making drum. Preferably, the elastomeric material used as a coating for the layers is similar to the elastomeric material used in the reinforcing fillers 42,46. In practice, the rubber compositions for the first filling or loading materials 42, the second filling or loading materials 46 and the coatings for the layer for the structures 38 and 40 of one or more layers used in this invention for construction or manufacture of the aforementioned pneumatic tire, preferably characterized by physical properties that improve its use in the invention and which together are believed to be a deviation from the properties of the rubber compositions normally used in the pneumatic tire sides, particularly , the combination of first and second filling or loading materials 42 and 46 with layers 38 and / or 40 having high rigidity / similar low hysteresis properties, as will be described below. Preferably, while the present discussion relates to the coatings of the layer for structures 38 and 40 of one or more layers, in the practice of this invention, the coatings of the layer referred to herein are refer to the layer coatings for both layers 38 and 40 unless only one of these layers is used. In particular for the objects of this invention, both filler or filler materials 42 and 46, are characterized in that they have a high degree of stiffness, but nevertheless, they also have a relatively low hysteresis for this degree of stiffness. The rigidity of the rubber composition for filling materials 42 and 46 is desirable for the stiffness and dimensional stability of the rim side. The rigidity of the rubber composition for the coating of the layer for one or more of the layers 38 and 40 is desirable for overall dimensional stability of the cover frame including its sides since it extends across both sides and through the portion of the crown of the rim. As a result, it is considered that the stiffness properties of the aforementioned rubber compositions of the first and second filler or filler materials 42 and 46 and the layer structures 38 and / or 40 cooperate with the layers 38 and / or 40 to reinforce each other. one with respect to the other and to improve the aforementioned dimensional stability of the rim flanges to a greater degree than if any of the filler or load materials or layer coatings was provided with only a high rigidity rubber composition. However, it should be appreciated that rubber with a high degree of rigidity in pneumatic tires is normally expected to generate excessive internal heat during service conditions (which function as tires in a vehicle that runs under a load and / or internal inflation impression) , particularly when rubber stiffness is achieved by a rather conventional method of simply increasing its carbon black content. This generation of internal heat within the rubber composition typically results in a temperature increase of rigid rubber and associated rim structures which can be potentially detrimental to the useful life of the rim. The hysteresis of the rubber composition is a measure of its tendency to generate internal heat under service conditions. Relatively speaking in general terms, a rubber with a low hysteresis property generates less internal heat under service conditions than an otherwise comparable rubber composition with a considerably higher hysteresis. Therefore, in one aspect, a relatively low hysteresis is desirable for the rubber composition for filling or loading materials 42 and 46 and layer coatings for one or more of layers 38 and 40. Hysteresis is a term for the thermal energy that is spent in a material (eg, cured rubber composition) by applied work and the low hysteresis of a rubber composition is indicated by a relatively high bounce, a relatively low internal friction and property values of the relatively low loss module. Accordingly, it is important that the rubber compositions for the filling or loading materials 42 and 46 and the layer coatings for one or more of the layers 38 and 40 have the properties of both relatively high stiffness and low hysteresis. The following desirable properties selected from the rubber compositions for the filler or filler materials 42 and 46 as well as for the layer coatings for one or more of the layers 38 and 40 are summarized in the following Table I.

TABLE 1 Properties Coating Material Filler or Layer Loading Hardness (Shore A) 2 60 - 70 60 -70 Module (100%) MPa3 5 - 4 - 6 Static Compression ^ 0.1- 0.15 0.15- 0.2 Heat Accumulation re) 1 < 30 < 30 Cold Bounce (approx 23 ° C) 4 55 - 70 55 -70 E 'at 100 ° C (MPa) 10 - 15 10 -15 at 100 ° C (MPa) 0.5- 1.5 1 - 1.5 1. Goodrich Flexometer Test - Test Number D623 of the American Society for the Testing of Materials. 2. Shore Hardness Test - Test Number D2240 of the American Society for the Testing of Materials. 3. Test of Tension Module - Test Number D412 of the American Society for the testing of Materials. 4. Bounce Test Z ick - DIN 53512.

The indicated hardness property is considered as being a moderate rubber hardness. The module property indicated at 100 percent modulus is used instead of a 300 percent modulus because the cured rubber has a relatively low final elongation at its point of rupture. This cured rubber is considered very rigid. The compression property is indicated to be measured in a flexometer which is another indication of the relatively high stiffness of the cured rubber. The indicated property E1 is a storage coefficient or component of elastic modules of the discoelastic property which is an indication of the stiffness of the material (e.g. composition of cured rubber).

The E11 property indicated is a loss coefficient or viscous modulus component of the viscoelastic property that is an indication of the hysteretic nature of the material (see: cured rubber composition). The use of both properties E 'and E "to characterize the stiffness and hysteresis of the rubber compositions is well known to those skilled in these rubber characterizations. The indicated heat accumulation value is measured by a Goodrich flexometer test (Method D623 of the American Society for the Testing of Materials) and is indicative of the internal heat generation of the material (v.gr .: composition of cured rubber). The cold bounce test property indicated at approximately 23 ° C (room temperature) is measured by the Zwick Bounce Test (DIN 53512) and is indicative of the resilience of the material (see: cured rubber composition). In this way, the properties illustrated in Table 1 indicates a cured rubber composition with a relatively high stiffness, moderate hardness and a relatively low hysteresis for a rubber with a high stiffness.

The low hysteresis is demonstrated by the relatively low heat buildup, low E1 'and high rebound properties if it is considered necessary for a rubber composition which is desired to have a relatively low internal heat build-up during service. In the mixing of the various components of the rim, various rubbers can be used, which are preferably relatively high unsaturated diene-based rubbers. The representative examples of these rubbers are even when they are not limited in this way: styrene-butadiene rubber, natural rubber, 1,4- and 3,4-polyisoprene rubbers, cis-1,4- and 1,2-rubbers. - vinyl polybutadiene, acrylonitrile and butadiene rubber, styrene rubber, isoprene-butadiene and isoprene-styrene rubber. Several of the preferred rubbers for the rubber compositions for fillers or fillers 42 and 46 and for the coating (s) of layers for one or more of the layers 38 and 40 are the natural rubber of cis-1,4-polyisoprene. , isoprene / butadiene rubber and cis-1,4-polybutadiene rubber. The preferred rubber blends or mixtures are the natural rubber of cis-1,4-polyisoprene and cis-1,4-polybutadiene rubber for filler or filler materials and the natural cis-1, polybutadiene rubber and rubber of isoprene / butadiene copolymer for layer coatings (s). In a preferred practice, based on 100 parts by weight of rubber (a) the filler or filler materials comprise from about 60 to 100, preferably from about 60 to 90 parts of natural rubber and correspondingly up to about 40, preferably from about 40 to about 10 parts of at least one cis-1, 4-polybutadiene rubber and an isoprene / butadiene rubber, preferably, the cis-1,4-polybutadiene rubber, wherein the isoprene / butadiene rubber if used is present in a maximum of 20 parts and (B) the coating (s) of the layer consists of up to 100, preferably from about 80 to about 100 and more preferably from about 80 to about 95 parts of natural rubber and correspondingly, up to about 100, preferably up to about 20 and most preferably up to about 20 to about 5 parts of at least one of the isoprene / butadiene copolymer rubbers and rubber or of cis-1,4-polybutadiene, preferably an isoprene / butadiene rubber; wherein the ratio of isoprene to butadiene in the isoprene / butadiene copolymer rubber is within the range of about 40/60 to about 60/40. It is further proposed, and it is considered as falling within the scope of this invention that a small amount such as from about 5 to about 15 parts, of one or more of the rubbers prepared by organic solution polymerization is included with the aforementioned natural rubber. and the cis-1,4-polybutadiene rubber and / or the isoprene / butadiene rubber composition (s) for the filler or filler materials and / or the coating (s) of which the choice and selection of this additional rubber (s) can be made by a person skilled in the field of rubber mixing, without undue experimentation. In this way, under this circumstance, the description of the filler or filler rubbers and the layer coating is indicated in a "compromised" manner with the intention that small amounts of these elastomers prepared by solution polymerization can be added. as long as the aforementioned parameters of the physical property of the cured rubber compositions are satisfied. This mixing of the rubber is considered to be within the skill of those with experience in the field of rubber mixing without undue experimentation.

Although not necessarily limited to this, other rubbers prepared by solution proposed are styrene / butadiene, and polymers of one or more of isoprene and butadiene such as 3,4-polyisoprene, terpolymers of styrene / isoprene / butadiene and vinyl polybutadiene. medium It should be readily understood by a person skilled in the art that the rubber compositions for the components of the pneumatic tire including the first and second filler or filler materials 42 and 46 as well as the coating (s) for one or more of the layers 38 and 40 can be stirred by methods generally known in the rubber mixing field, such as the mixing of the various constituent rubbers vulcanized with sulfur with commonly used additive materials such as for example curing aids such as sulfur, activators, retarding agents and accelerators, processing additives such as rubber processing oils, resins including tackifying resins, silicas and plasticizers, fillers or fillers, pigments, stearic acid or other materials for example, resin oil resins, zinc, waxes, antioxidants and antiozonants, peptizing agents and reinforcing materials such It's like for example carbon black. As is known to those skilled in the art, depending on the intended use of vulcanizable materials with sulfur and vulcanized with sulfur (rubbers), certain of the aforementioned additives are selected and commonly used in conventional amounts. Typical carbon black additions comprise from about 30 to about 100 parts by weight of diene rubber (phr), even though from about 40 to about a maximum of about 70 phr of carbon black are desirable for rubber. high stiffness desired for the filler or filler materials and indicated coating (s) used in this invention. Typical amounts of resin if used include tackifying resins and stiffening resins if used including non-reactive formaldehyde and phenol tackifying resins and also resins to provide formaldehyde stiffness of reactive phenol, resins and resorcinol or hexamethylene tetrana. and resorcinol may together comprise from about 1 to about 10 phr, with a minimum tackifying resin if used being 1 phr and a resin to provide minimal stiffness if used being 3 phr. These resins can sometimes be referred to as phenol-formaldehyde-type resins. Typical amounts of processing aids comprise from about 4 to about 10.0 phr. Typical amounts of silica, if used, comprise from about 5 to about 50, although from about 5 to about 15 phr is desirable and the amounts of the silica coupling agent, if used, comprise about 0.05 to about 0.25 part. on the part of silica, by weight. Representative silicas can be, for example, amorphous hydrated silicas. A representative coupling agent, for example, can be an organosilane containing bifunctional sulfur, such as, for example, silica grafted with bis- (3-triethoxy-silylpropyl) tetrasulfide, bis- (3-trimethoxy-silylpropyl) tetrasulfide and bis- ( 3-trimethoxy-silylpropyl) tetrasulfide from DeGussa, AG. Typical amounts of antioxidants comprise from 1 to about 5 phr. Representative antioxidants, for example, may be diphenyl-p-phenylenediamine and others, such as those described in Vanderbilt Rubber Handbook (1978), pages 344 to 346. The appropriate antiozonant (s) and waxes, particularly microcrystalline waxes, may be of the type shown in Vanderbilt Rubber Handbook (1978), pages 346 to 347. Typical amounts of antiozonants comprise from 1 to about 5 phr. Typical amounts of stearic acid and / or of fatty acid of resin oil can comprise from about 1 to about 3 phr. Typical amounts of zinc oxide comprise from about 2 to about 8 or 10 phr. Typical amounts of wax comprise from 1 to about 5 phr. Typical amounts of peptizers comprise from 0.1 to about 1 phr. The presence and relative amounts of the aforementioned additives do not form an aspect of the present invention which is primarily directed to the use of specified mixtures of resins on the running surfaces of the rim or compositions vulcanizable with sulfur. The vulcanization is carried out in the presence of a sulfur vulcanization agent. Examples of suitable sulfur vulcanization agents include elemental sulfur (free sulfur) or sulfur donor vulcanization agents, for example, an amine disulfide, polymeric polysulfide or olefin-sulfur adducts. Preferably the sulfur vulcanization agent is elemental sulfur. As is known to those skilled in the art, sulfur vulcanization agents are used in an amount ranging from about 0.5 to about 8 phr with a scale from about 3 to about 5 being preferred for the rigid rubbers that are desired for used in this invention. Accelerators are used to control the time and / or temperature that are required for vulcanization and to improve the properties of the vulcanized material. In one embodiment, a single accelerator system, ie, a primary accelerator, can be used. Conventionally, a primary accelerator is used in amounts ranging from about 0.5 to about 3 phr. In another embodiment, combinations of two or more accelerators are generally used in which a primary accelerator is generally used in a larger amount (from 0.5 to about 2 phr), and a secondary accelerator that is generally used in smaller quantities (of 0.05). to .50 phr) in order to activate and and improve the properties of the vulcanized material. The combinations of these accelerators have historically been known to produce a synergistic effect of the final properties of sulfur cured rubbers and often somewhat better than those produced by the use of any single accelerator. In addition, delayed action accelerators can be used which are less affected by normal processing temperatures but produce satisfactory cure at regular vulcanization temperatures. Representative examples of the accelerators include amines, disulfides, guanidines, thioureas, thiazoles, thiouramyls, sulfena idas, dithiocarbamates and xanthates. Preferably, the primary accelerator is a sulfenamide. If a second accelerator is used, the secondary accelerator is preferably a guanidine, dithiocarbamate or a thiouramyl compound, although a second sulfenamide accelerator can be used. In the practice of this invention, one and sometimes two, or more, accelerators are preferred for high rigidity rubbers. The rim can be made, shaped, molded and cured by various methods that will be readily apparent to those skilled in the art.

EXAMPLE 1 The various rubber compositions which are intended as exemplary of the rubber compositions with properties remaining within those exemplified in Table 1 are provided. The rubber compositions are prepared and mixed by conventional rubber mixing processes and comprise of the materials shown in Table 2 representing rubber compositions that can be proposed to be used as filler or filler materials 42 and 46 and a layer coating (s) for one or more of layers 39 and 40. The indicated amounts of Materials have been rounded for illustration of this Example.

Table 2 (Parts in Weight) Coating material Coating material Filler or Load Natural Rubber1 90 80 Isoprene / Butadiene2 rubber 10 Polybutadiene rubber 20 (cis 1,4-) 3 Carbon Black 55 55 Silica and Coupler 6 6 Zinc Oxide 5 8 Accelerators (type of Sulfenamide) Sulfur (insoluble with / 20 percent oil) The conventional amounts of the rubber processing oil and the fatty acid of resin oil, together about 5 parts with a minimum of 1 part each; antidegradants; tackifying resins and for providing rigidity, mainly of the phenol-formaldehyde type in an amount of about 6 phr; and silica and the coupling agent therefor; they are used with two accelerators for the sample of the coating layer and one accelerator for the sample of the rubber composition of filler or filler. 1. Type of cis 1,4-polyisoprene 2. Copolymer with a ratio of isoprene to butadiene of approximately 1: 1 3. a rubber with a high content of cis-1,4 polybutadiene The rubber compositions are molded and cured at a temperature of about 150 ° C for about 20 minutes. In the practice of this invention, it is considered important that the rubber compositions for both filler or filler materials 42 and 46 and for the coating layer (s) for one or more of the layers 38 and 40 be relatively rigid, moderately hard, and have a low hysteresis.

Furthermore, it is usually desired that the rubber composition for the filling or loading materials 42 and 46 relative to the rubber composition for the layer coatings for the layers 38 and / or 40 be relatively stiffer, slightly harder and that both rubber compositions have one. relatively low hysteresis. It is important to appreciate that the indicated physical properties of the rubber compositions in Table 1 are for the samples thereof and that the dimensions, including the thickness, of the resulting rim components, filler or filler materials and layers) need to be they are taken into account as factors that contribute to the total rigidity and dimensional stability of the side and shell of the tire. It is considered important that the stiffness of the rubber composition for the filler or filler materials 42 and 46 be somewhat greater than that for the rubber composition of the above-mentioned layer coating because they are not part of a fabric-reinforced layer and also because it is desired to maximize its rigidity property to a certain degree. The hysteresis or "E", and the heat accumulation values for the rubber composition for the aforementioned desirable filler or filler materials is somewhat lower than for the rubber composition for the coating (s) of the aforementioned layer because the volume of the filling or loading materials versus the thin dimensions of the layers reinforced with fabric. The friction of the rim in the region of the lower bead radially outwardly of the structure 30 of the cover frame adjacent to the rim of the rim even when not required in the rims 10, 11 of the preferred embodiment can be minimized, especially during the use of the tire in the non-inflated condition, providing a portion of hard rubber. While certain embodiments and representative details have been shown for the purpose of illustrating the invention, it will be apparent to those skilled in the art that various changes and modifications may be made therein without departing from the spirit or scope of the invention.

Claims (14)

CLAIMS;

1. A vehicle tire for all kinds of low pressure terrain that runs flat, having the rim: an annular running surface, the running surface has a pair of lateral edges, a pair of annular bead cores; a cover frame radially inward of the annular tread, the cover frame has one or more layers reinforced with rope which extend and wrap around the bead cores; an elastomeric apex adjacent to and extending radially outward from each bead core; the rim being characterized by: a first pair of elastomeric inserts, an elastomeric insert extending radially inward from each side edge of the running surface towards each bead core and terminating radially and axially inwardly from a radially outer portion of the elastomeric apex.

2. The vehicle tire for all kinds of low pressure, deflated running terrain of claim 1, further characterized by: a plurality of studs of the running surface extending radially outwardly from the running surface; and a plurality of tie rods connecting one or more of the tie rods to the circumferentially adjacent tread blocks within a central region of the running surface.

3. The low pressure tire running deflated according to claim 1, further characterized by annular bead cores having a substantially flat radially internal base, the inner base having a diameter d, and an axial width w, and When the rim is normally mounted on its design rim, the rim design is as specified by rim and rim industry standards and having a width W of heel seat and DS diameter, a heel spine that has a diameter DJJ, the rim satisfies the ratio where the diameter d of the internal base of the bead core is approximately equal to the diameter D ^ and the width w of the internal base of the bead core is within the 65 percent scale 90 percent of the width W of the heel seat.

4. The rim for all kinds of low pressure terrain that runs deflated from claim 1, which is further characterized in that the rim has a nominal bead diameter equal to or less than 30.48 centimeters.

5. The low pressure tire that runs deflated in accordance with claim 1, which is further characterized by a normal inflation pressure that is less than .703 kilogram per square centimeter.

6. The rim for all kinds of low pressure terrain running deflated from claim 1, which is further characterized in that the rim has a maximum width of section SW and a total OD diameter, the ratio of the width SW of the section is divided between the total OD diameter remaining within the range of 25 percent to 50 percent.

7. The rim for all kinds of low-pressure ground that runs deflated from claim 4, which is further characterized in that the rim has a nominal bead diameter within the range of 12.7 centimeters to 30.48 centimeters.

8. The tire for all kinds of low pressure flat ground running from claim 1, which is further characterized by: a second pair of elastomeric insertion pieces, the second pair of insertion pieces extending radially between the edges of the tire. the running surface and the bead cores and are axially spaced out from the first pair of insertion pieces and at least one layer of the cover frame.

9. The tire for all types of low pressure flat ground running from claim 1, which is further characterized in that the rim has a maximum section height (SH) and an elastomeric insert extends radially outwardly to a distance of at least 25 percent of the height of the section (SH).

10. The low pressure tire according to claim 1, wherein the rim when mounted on its design ring having each bead core is characterized by multiple layers of wires, the layer of wires radially inwardly being a bead base and the bead base being essentially flat and having an axial w width greater than 6.35 millimeters and less than 8.69 millimeters and an internal diameter (d) approximately equal to the DJJ diameter of the rim of the rim.

11. A vehicle tire for all types of low pressure terrain running deflated according to claim 1, which is further characterized in that the rim when it is loaded and inflated normally has a spring (?) Regime and when it is deflated the rim, does the rim have a spring rate of 50 percent to 90 percent of the spring rate? inflated.

12. A vehicle tire for all types of low pressure terrain running deflated according to claim 11, which is further characterized in that the loaded rim has an inflated spring rate of .281 kilogram per square centimeter of inflation of less than 135 percent of the spring rating of the conventional pneumatic tire of the same size recommended by the vehicle manufacturer, an inflation pressure of .281 kilogram per square centimeter and the same load.

13. A vehicle tire for all types of low pressure terrain that runs deflated in accordance with claim 12, which is further characterized in that the rim has an uninflated spring rate of 50 percent to 91 percent of the spring rate of the conventional pneumatic tire of the same size recommended by the vehicle manufacturer at its recommended inflation and load pressure.

14. A vehicle tire for all types of low pressure terrain running deflated according to claim 1, which is further characterized in that the tire has a deflated spring rate of 125 percent or less than the spring rating of the tire. Conventional pneumatic tire of the same size recommended by the vehicle manufacturer at its recommended inflation and load pressure. SUMMARY OF THE INVENTION The invention relates to a tire 10, 11 of a vehicle for all types of terrain (ATV) of low inflation pressure which runs deflated, where the rim 10, 11 has at least one pair of elastomeric inserts 42, 46. , an insert 42,46 extends radially inward from each edge 14,16 of the running surface towards a bead core 26. The radially inner end of the insert is radially inward from the elastomer apex 48 positioned above the respective bead cores 26. The bead cores 26 have a substantially flat wide radially internal base which when the rim 10, 11 is mounted on a conventional ATV design ring allows the rim 10, 11 to remain seated in the rim even when operating without any inflation. The preferred rim 10, 11 has a singular raceway 12. The central portion 13 of the running surface 12 has circumferential rows of blocks or blocks 94. The blocks of the laterally adjacent rows in a central region 13 of the running surface 12, are connected by coupling rods 93 that when a these tires that run deflated keep the studs 94 of the running surface in contact with the ground even when the rim is operated deflated. The rim 10, 11 of the invention can be constructed by providing limited capacity to run deflated or with full deflated running capacity never requiring air inflation during use.