JPH04126601A - Improvement for assembly body of tire and wheel rim - Google Patents

Abstract

PURPOSE:To obtain a tire and a wheel rim compatible with and adapatable to a standard type tire or rim without causing any nonconformance problem by arranging an additional holding area in a bead area of a tire, arranging a chip or a toe in this holding area on the one hand, and arranging a tooth- shape projection in a wheel rim. CONSTITUTION:An assembly body of a tire and a wheel rim consists of a vehicle tire having a pair of bead areas reinforced by bead cores 4 and 5 and a wheel rim 2 having a pair of bead sheets 6 and 7. In this case, an additional holding area 18, which is situated inside in the axial direction of a main bead area so as to be united as one body, is arranged in the bead areas. A chip or a toe 21 is arranged inside of the main bead area in the holding area. On the one hand, a tooth-shape projection 12 having a sharp tip extending along the circumference is arranged inside in the axial direction adjacent to the bead sheets 6 and 7. Thereby, compressive force is generated between the chip 21 and the core 5 in the bead areas so that beads can be held in the bead sheets.

Description

[Detailed description of the invention]

[0001]

[Industrial application field]

TECHNICAL FIELD This invention relates to tire and wheel rim assemblies, and more particularly to tubeless pneumatic tire and wheel rim assemblies. [0002]

[Conventional technology]

In conventional pneumatic tire and wheel rim assemblies, the tire beads are retained on corresponding bead seats by means of internal air pressure and the use of generally sloped bead seats and/or safety humps. [0003] However, in use when the tire is in a deflated or partially deflated condition, this assembly presents a relatively hazardous condition in which lateral forces can cause the tire bead to move from its corresponding bead seat. . Under such conditions,
In most common types of wheel rims that have a well in which the tire is mounted, complete separation of the tire from the wheel rim and/or contact of the wheel rim flange with the road surface affects the handling and safety of the vehicle. Significant risk arises. Both of these situations are dangerous. [0004] Many proposals have been made to deal with this problem,
Those suggestions include bead spacer rings, and
It is disclosed in British Patent Specification No. 1584553 and T
Includes tire and wheel rim assemblies known as D-tires. [0005] The latter TD type construction uses a circumferentially extending groove in the wheel rim adjacent to the bead seat, and a radial and axial groove on the tire that fits the groove. A protruding tow is provided about the top. However, this construction requires a larger well in the wheel rim than traditional assemblies, reducing the space available for brake space in the wheel, and does not provide the necessary projecting toe. If the tire is installed on a TD type wheel rim,
A significant compatibility problem arises in that the resulting assembly has lower bead retention characteristics than a standard tire on a standard wheel rim. this,
Due to the reduced retention properties when mounting a standard tire on a wheel rim, for TD type tires and wheel rims bones are usually included to ensure that this incompatibility does not occur at all in practice. There has been a need to make tires and wheels in diameters different from inch diameter tires and wheels. This was a limitation in employing the TD bead retention system. [0006] Another prior art response to this problem is disclosed in GB 2026957, in which sectors of the main bead area that are the axially and radially inner portions of a normal bead are A tire bead is disclosed in which the tire bead has a structure in which bead rotation is facilitated and compression in the bead is substantially increased, thereby increasing tension in the bead core. ing. This can be done by increasing the hardness around this sector or by increasing its dimensions. In this specification, in order to ensure that the necessary rotation is obtained without relative slippage,
What is further needed is a means to increase friction between the tire contacting portion of the bead seat and the area of the bead seat that the wheel rim contacts under normal mounting conditions. Means for increasing friction are disclosed including grooves or strokes formed on the bead seat of the wheel rim by knurling or other mechanical methods. Thus, disclosed herein is an assembly having a bead seat on the rim that is not compatible with standard tire beads because the bead seat is specially machined. This tire bead shape allows for accurate and safe installation of this assembly.
ating) and unable to obtain sealing. Also, since reliability is obtained in frictional grip, once the bead has rotated beyond its initial mounting position, the wheel rim cannot be used in a standard tire.

[0007]

[Problem to be solved by the invention]

In each case of this prior art, bead retention may be provided, but full compatibility with tires that do not have the required structure has not been achieved, and the use of specialty tires on standard rims has not been achieved. There are cases where either or both cannot be used and standard tires cannot be used on special rims. [0008] Accordingly, it is an object of the present invention to provide a tire and wheel rim that provides fully effective bead retention, yet is compatible with standard tires or rims without creating non-conformity problems. There is a particular thing. [0009]

[Summary of the invention]

Accordingly, in one aspect of the invention, a vehicle tire and wheel rim assembly is provided, comprising a vehicle tire having a pair of bead regions reinforced by a bead core and a wheel rim having a pair of bead seats. In the tire and wheel rim assembly, one bead region of the tire has an additional retaining region located axially inward of and integral with the main bead region; a region has an axially inward tip or tow substantially inside the main bead region, the configuration of the bead between the bead core and the tip providing substantial resistance to compressive forces therebetween; and the wheel rim is provided with a sharp tip extending circumferentially adjacent and axially inwardly to one of the bead seats, with a portion of the bead seat being in contact with a standard tire. having denticles with
The tooth-like projections are configured such that when a lateral force is applied to the tire tread and when the internal inflation pressure is low, the tip moves inward in the axial direction thereof is suppressed by the mutual joint between the chip and the tooth-like projections. bonding only the retention area of the tire at the tip, thereby causing bead rotation on the tip and creating a compressive force between the tip and the core in those parts of the bead area; The beads are held in the bead sheet. [00103] Preferably, the width of the additional retention area is 5-30% of the bead width (5 dimensions). More preferably, the width of this additional area is between 5 and 15 mm.
It is 25%. (In each case, the 5th dimension is the total bead width of the present invention.) Also, the bead width (5th dimension) from the heel point to the tip of the tire is greater than the axial width of the bead seat of the wheel rim; The chip may extend beyond the sheet and rest on a portion of the rim, such as a round or flat hump. [0011] Special teeth on the Heat Oyohi wheel rim are preferably provided on both sides of the wheel rim so that both beads are retained. This bead seat is provided on the radially outer or radially inner surface of the wheel rim and is adapted, respectively, to a conventional tubeless pneumatic tire or to an inverted tire known as a CTS. [0012] The wheel rim assembly and wheel rim may have any conventional tapered bead seat, including tapered shapes with more than one slope angle, such as a conrepente wheel rim. [00131] In another aspect, there is provided a pair of bead sheets spaced apart in the axial direction, and a minute portion extending along the circumference along one of the bead sheets and inwardly in the respective axial direction. A wheel rim for a tire and wheel rim assembly is provided having teeth with a radial tip or apex. [0014] Preferably, this small radius is less than 2 mm to provide sufficiently sharp teeth. More preferably, this minute radius is between 0.2 mm and 0.7 mm, in particular:
Preferably, the length is between 0.2 mm and 0.3 mm, and more preferably between 0.2 mm and 0.27 mm. In some cases, radii between 1.0 mm and 2.0 mm may be used. The final selection depends on the tow material. [0015] The number of teeth is not critical, but three teeth may be provided. The important point is that regardless of tire and wheel rim size tolerances, at least one tooth is provided below the tip. [0016] The depth of the tooth can range from 0.65 to 0.85 mm, and the distance from the apex of one tooth to the apex of an adjacent tooth can range from 1.2 to 1.5 mm. 8mm range, or 1
．． It can range from 3 to 1.8 mm. In one embodiment, this spacing is 1.5 mm. [0017] The wheel rim on which the bead seat is directly provided may be a conventional flat ledge, or, more preferably,
Has bead retention humps of either round or flat hump types. In these humps, the teeth may be provided on the side of the hump close to the bead seat;
As a result, this area does not interfere at all with the installation of standard tires. [0018] The type of flange for the wheel rim is arbitrary, and any conventional flange can be used with the specialty beads of the present invention. [0019] The resulting wheel rim provides the necessary teeth for the specialty tires of the present invention, but more importantly, the wheel rim has a bead seat that is completely standard and does not include any special shapes or finishes. This also applies to standard width tire beads. Therefore, a standard type tire can be mounted on this rim and used without problems with the normal degree of bead retention provided by flat ledge, hump, flat hump, etc. type rims. [0020] To provide a tire bead bond area, preferably 3
Individual denticles are provided. This bonding area is then located on a bead retention hump provided axially inwardly of the bead seat and along the inner edge of the bead seat. This retention hump is ETRTO wheel rim standard (ETRTOWheel Rim 5tanda)
rds), in which case the denticles extend along the axis of this hump such that the apex of the axially most outwardly facing denticle coincides with the contour of the standard rim. Provided with an outward slope in direction. These teeth are equally spaced along a straight line inclined at 15 degrees to the horizontal, so that their vertices are slightly below the same plane of the standard rim profile and axially The innermost groove is incorporated into the standard rim profile. As a result, this rim functions like a standard rim, so that when a standard tire is fitted to this rim, it is assembled as easily as a standard assembly. However, when fully installed, a standard tire sits on a standard bead seat without reaching the teeth. [0021] In another aspect of the invention, at least one bead includes a circumferentially extending non-stretchable bead hoop and located axially inwardly of the main bead region. a tire having an additional retention area integrated with the main bead area, the retention area having an axially inner tip or tow substantially inside the main bead area; The configuration of the bead between the bead core and the chip is such that it provides a substantially rigid configuration that withstands the compressive forces between the core and the chip, and the chipping force of the tire is 70°C.
A tire is provided which is formed from a material having thermosetting properties of greater than 40%. [0022] The tip may be formed from a material having a hardness of 80 to 95 degrees IRH. This material is 30N/tp at room temperature.
The tear strength can be higher than that. This is Die
) Tested according to ASTM 624 using C. [0023] Preferably, the width of the additional holding area is equal to the tire bead width (
5 dimensions), more preferably 15% to 30% of
~25%. Additionally, the bead width (5 dimensions) from the heel point to the tip of the above tire is larger than the axial width of the standard bead seat dimension as far as tire size is concerned. The tip contacts the inside of the rim of the standard seat. [0024] The tip material may be the material of the main portion of the main bead region and the additional retention region, so long as the required properties are provided in the tip portion. More preferably, however, the tip material is provided in a narrow tip area extending between 3 and 5 mm axially outward from the tip along the radially inner surface of the additional retention area. This chip area may have a thickness of between 1 and 3 mm, measured in the radial direction of the tire. [0025] The tire bead extends along the outer periphery of the bead from the lower point of the bead core along the tip to a second point on the inside of the tire at least at the same height as the bead core centerline.
It may have a chafer layer. Preferably, the material of the tip area is located on the outside of the chafer so that the tip material can directly interface with the teeth on the wheel rim. [0026] The resulting tire has a standard shaped bead seat that is wider than a conventional bead to provide the necessary interconnection with the special regions, but without any radially prominent tow. The tire therefore can be adapted to standard wheel rims without any problems. [0027] Thus, while the present invention may be used with standard bead retention characteristics when installed on standard rims if desired, it has significantly enhanced bead retention characteristics when used on specialty rims. To provide a tire that exhibits bead retention characteristics and provides a higher degree of safety. Additionally, this specialized rim can also be used with standard tires and with standard bead retention characteristics. The invention therefore provides tires and wheel rims that are fully compatible with standard tires and wheel rims known in the art. [0028] This assembly may be used in any vehicle, including cars, trucks, motorcycles, airplanes, and the like. [0029] As the tire, a bias tire, a radial tire, or a tire of any other structure having a reinforcing bead can be used, and is suitable for passenger cars, trucks, buses,
Regardless of the category of use, such as for motorcycles. [0030]

[Structure of the invention]

The tire shown in FIG. 1 has a tubeless tire carcass 1 mounted on a wheel rim 2 having a central mounting well 3. The tire shown in FIG. This tire is reinforced with a pair of bead cores 4.5 and has a conventional carcass member and breaker (
breaker) member (both not shown as they are not essential to the invention). Furthermore, similar to traditional wheel rims, this wheel rim has two
tapered bead seats 6, 7, which are tapered by 5 degrees, each bead seat being provided with an upright flange 8. The tire and wheel rim have a joint joint 9.10, which will be explained later in connection with the enlarged view. [0031] The embodiment shown in FIG. 2 is a CTS type tire and wheel rim assembly. Here too, a tire carcass reinforced by carcass plies and breakers (not shown) is used, which in this embodiment consists of two bead seats 6. on the radially inner surface of the wheel rim 2. 7. bead seat 6.7,
The tire and wheel rim assembly is conventionally tapered.Other features provided are similar to those shown in FIG. 1 and will be described below. [0032] FIG. 4 shows an enlarged view of a single bead and its co-bead seat for the tire of FIG. The CTS type tire assembly shown in FIG. 2 is completely the same except that this essential part is located on the inner surface of the wheel rim, and the details are not shown. [0033] As shown in FIG. 5, this wheel rim is based on a standard wheel rim according to round hump type ETRTO dimensions, but is modified in one area as detailed below. This special type of wheel rim is intended for automobile tires and therefore has a tapered bead seat 6 with an angle of inclination of 5° to the axial direction of the wheel and an upwardly projecting rim flange 8 with an outwardly curved area 8A. has. This wheel rim has a standard diameter as far as tires are concerned and has a conventional heel point HP as defined in the ETRTO standard. [0034] This bead seat 6 has a round hump 9 on the inside in the axial direction of the seat, and this hump 9 is located at the same distance from the heel point HP as the standard type rim. In FIGS. 5 and 6, a dashed line is shown in region 10 to indicate the shape of a standard rim. [0035] This special rim is intended for a 14-inch tire and has a hump radius of 8 mm, and the dimension from the center of the hump curve to the heel point HP is 19.8 mm. [0036] However, in the area of the hump 10 indicated by the broken line,
Four grooves are formed by machining or other methods, thereby leaving tooth-like protrusions 12 with three sharp points. These teeth 12 extend along the circumference of this wheel, with each tooth extending 0.25 m.
It has a top radius R1 of m, a bottom radius R2 of 0.3 mm, and a depth Dl of 0.75 mm. The distance D2 between the vertices of adjacent tooth-like processes is 1.5 mm. Thus, three sharp teeth 12 are provided on this wheel rim. The distance from the heel point to the start of the first groove is equal to the distance from the heel point to the center rib of the curve of the hump 9, in this case D3 being 19°8 mm. [0037] The wheel rim shown in FIG. 7 is based on a flat hump type wheel rim, and the original wheel profile is number 1.
As shown in 1. In this case too, a modification is made in that a profile is used with a series of three teeth 12, each having the same dimensions as shown in FIGS. 5 and 6. [0038] However, in this case, because the wheel rim is intended for a 15-inch diameter tire, the other dimensions of the wheel rim, including the bead seat width, are larger than those for the smaller tires described above. . Here, the distance from the apex of the outermost tooth-like protrusion 12 to the heel point in the □ axis direction is 18.0 mm, and the apex coincides with the outer shape of the flat hump. However, other teeth 12 are present below this profile. [0039] The tire of the present invention has a 6×4 creel type bead core 5. Any conventional bead may be used, including a bead formed by wrapping a single wire several times around a form'er so that only two ends occur. The carcass ply 15 is wound axially outwardly around the bead core 5 to form a rolled end 16 and a bead top 17 of triangular cross section. Thus, this bead is of entirely conventional construction. However, this bead is made substantially wider than conventional beads for tires of the same size, and wider than the bead seat width B required to fit international standard rims. This ensures that the cross-section is triangular and that the bead is sufficiently wide by axially inward expansion of the bead to join the axially inner end of the bead with the tooth 12; A holding area 18 is provided. This retaining region 18 is essentially triangular in cross-section and has an axially inner surface 19 that merges with the line of the inner surface 20 of the main bead region, as shown in FIG. This holding area 18 is integrated with the main bead area. [0040] The resulting bead width J2 is substantially larger than the standard bead width J1. For example, for a 15-inch tire, the standard bead width J1 is 17 mm, whereas the bead width J1 is 20 mm, which is 32 mm. [0041] The expansion region 18 includes a sharp tip 21 and a bead sheet region 22 continuously extending linearly from the main bead sheet 23.
It has a similar outer shape to a standard tire. In the chip region 21 a bonding foil 24 with a thickness of 1 mm is provided. This thin piece has a width of 5 mm in the axial direction of the chip 21. The lamina may extend a short distance upwardly along the inner surface 19 in the axial direction of the bead, but this is not required. [0042] The bonding flake 24 includes a rubber compound having a thermosetting property of more than 40% at 70°C. This allows the bonding region 24 to effectively creep around the tooth 12, as explained below.
is provided. A chafer lamella 25 of nylon cross-woven material is provided outside the bead extending from the bottom of the bead core 5 along its tow to provide a surface on the tow of the entire bead. This strip of flakes is preferably tilted at 45 degrees. This bonded thin piece 2
4 is provided on the outer surface of the chafer foil 25. [0043] In order to provide the properties required for use in conjunction with the tooth 12, the interface lamina 24 preferably comprises:
It has a hardness of 80-95 degrees IRH and has a tear strength at room temperature of more than 30 N/tp (-neatons/specimen) measured according to ASTM 624Die C. [0044] The remaining parts of the bead, namely the holding area 18, and the bead core 5 and tip 21 are separated. More preferably,
The hardness in this region reaches 95 degrees IRH. The hardness of this material may be aided by the use of filler materials or other means to provide overall compression resistance. [0045] Suitable compositions for the bonding lamina 24 and the bead area between the tip 21 and the core 5 are as follows: Polyoctenylene Natural Rubber Zinc Oxide Stearate Carbon Black N326 Reinforcing Resin Tackifying Resin MT 0BS Enerflex 94 Sulfur Natural Rubber High Styrene Resin N375 Black Zinc Oxide Stearic Acid 2.4K Unitol in GPO Reinforcement Resin 65X Aromatic Oil C7 Sulfur 4Hex
a1. l
N0BS 0
．． 5 [0046] The resulting material has the following properties: Bonded flake material hardness 89.3 Walla
ce D, L, 1. R, H, D. 70℃Niokel thermosetting properties 55.27: AS
TM tear strength at room temperature 36 N/Te5
t Piece Sane material modulus 6.7Mpa (1
50Zext,) Elasticity (50°C) [Dunlop Tripsometer]
39.5 hardness [Walla DL
ce DL)] 95 IRHD[00
47] Obviously, in the tire and wheel rim of the present invention assembled as shown in FIG. 21 is joined to the tooth-like process 12. The tire can thus be placed on the bead seat 6 completely pressed against the flange 8, with the tow 21 undulating at least partially along the toothing 12 of the bonding lamina 24. The material is bonded to the tooth-like projection 12. Regarding the installation of the tire on the wheel rim, it is thought that the tire will be positioned on the hump 9 by inflating it with air pressure as before, but since the diameter of the hump is standard, there will be a big problem with the installation of the tire. No resistance occurs. [0048] When the tire of the present invention is mounted on a conventional wheel rim of the Jail or Flat Ledge type, as shown in FIG.
1 merely rests on the axially outer part of the hump 9, this tire is installed on the rim in much the same way as with the rim of the invention. In this condition, the tire is
As shown in the results cited later, the bead retention characteristics are almost the same as when a standard tire is mounted on a standard rim. [0049] Another possible combination is when a standard tire bead 26 is mounted on the wheel rim of the present invention, as shown in FIG. In this case, with a standard bead width, the conventional tow 27 is located on the main bead seat 26 and does not reach the toothing 12. Therefore, as far as standard tires for normal driving are concerned, they are located quite normally on the rim, and the results are shown below.
(oddgement) When a movement occurs, the performance is almost the same as when a standard tire is mounted on a standard rim. [00501 FIG. 10 shows an alternative tire using a contrepenti rim having a set of ridges 12 located axially inward of the point where the tow 27 of the standard tire is located on the contrepent bead seat 28. Show the configuration. The details of mounting the tire of the invention on this rim are exactly the same as in the previous embodiment and will not be described here. [0051] The CTS type wheel rim shown in FIG. 2 has a bead and a bead seat shown enlarged in FIG. 11. Also, the bead seat 6 is the toe 2 of the standard CTS tire.
8 has a normal taper up to the point reached and along that point has an axially inner toothing 12 which joins with the tip 21 of the tire of the invention. In this case, the bead seat and the axially inner expansion region are shown flat. However, a prison hump or a flat hump may also be provided [00
52] In the use of the present invention, during all normal driving,
The tire and wheel rim are positioned as shown in FIG. As previously mentioned, tire installation is accomplished by conventionally using air pressure to position the bead over the hump or flat ledge area, with the teeth 12 and the bead in contact with the flange 8. It is pressed onto the sheet 6. Because of this special tire configuration, the chip 21
is joined with the tooth-like process 12. When running the tire with normal inflation pressure, the bead should be on the seat and on the flange 8.
It is firmly fixed by being pressed. [0053] If excessive lateral forces are applied in the tire/ground relationship, or, more likely, if the tire partially deflates, or if the air pressure inside the tire is completely lost, the conventional In a tire and wheel rim assembly, axial inward movement of the bead from the seat 6 causes air leakage around the bead and tire, resulting in a loss of residual air pressure. More importantly, this can cause the bead to move axially inward into the well of the rim. This can result in the tire falling off and the flange of the wheel rim contacting the road, both of these situations being very dangerous. Furthermore, since the bead is not held by the seat 6, no lateral force can be generated by the tire;
The steering operation of the vehicle is greatly affected. [0054] However, in the present invention, since the tire chip is formed to be located around the tooth-like protrusion 12, the inward movement of the chip in the axial direction is suppressed, and furthermore, the inward movement in the axial direction is suppressed. Directional tread movement imposes a T-moment on the bead area, resulting in rotation of the bead area due to non-bonding with respect to the tip/toe teeth 12, which act as fulcrums. This allows core 5
The compressive force in the region 29 of the bead between the tip and the tip/tooth junction increases as the degree of rotation increases. This compressive force creates stress in the bead hoop of the core 5, which tensions the hoop and forces the bead against the sheet 6 around the tire to prevent it from falling off. Ru. [0055] It should be noted that rotational forces or T-moments are generated by forces at the tread/road interface, ie, away from the bead area, even in a deflated tire. In contrast, if a tire removal tool or bead breaker is placed against the flange of the wheel rim and pressed against the tire bead, no T-moment is created and the tire is removed in a conventional manner. [0056]

【Example】

In order to demonstrate the effectiveness of the invention, using the compound described above for the area of the bead between the bonding lamella 24 and the core and the chip 21, 225/65 with a bead width of 20 mm is used.
A VR15 size tire was manufactured. These tires were mounted on the rim of the present invention and tested. These tires were then tested on standard rims of the same size and without teeth 12, and standard tires without retention areas were tested on wheel rims of the invention. [0057] This test consists of two types of tests, the J-turn test and the rotation test, both of which are known in the industry as methods for testing bead retention. [0058] In the J-turn test, a vehicle with a test unit attached to the outer front wheel is loaded to the standard maximum load and driven.
It consists of locking a full turn (1ock) as quickly as possible with the clutch disengaged at a predetermined speed. This vehicle makes a J-turn and stops. Set the tire pressure to 0.
at higher speeds, reducing in steps of 2 bar, until shedding occurs, and if necessary at pressure O.
Repeat this test [0059] The rotation test is performed by rolling the vehicle 60km in a circle with a diameter of 50m.
Drive tangentially at ph, maintain that speed and move around the circumference by 1
Rotate. The vehicle is driven under maximum load and the tire pressure is further reduced stepwise from the standard pressure in 0.2 bar increments to 1.0 bar and in O.1 bar increments until dropout occurs. The results obtained are shown in the table below. [00601 Front tire wheel J-turn test
Rotational test pressure/speed
Falling pressure Invention Invention 0/40 mph 0, 1 bar Invention Standard flat hump 0.7 bar 0.8 bar Standard Invention 0.9 bar
O,7bar tire standard type Standard type
1.0barO, 9bar Tire Hump [0061]

【Effect of the invention】

As can be seen, the tires of the present invention have substantially improved bead retention properties in all other combinations. Furthermore, complete compatibility of dissimilar tires mounted on dissimilar rims, which is not possible with tires and wheel rims not according to the invention, was achieved [0062] Tooth size tests showed that with a radius of 0.2 mm,
It has been shown to be effective for bonding with tires having tire toe tip materials as described above. 0.2
Radius below mm are too sharp and can damage the tire when falling off, and sometimes during mounting and/or removal, both in special tires and in standard tires when fitted to this wheel rim. It turns out that it can be done. [0063] Regarding the best radius, recent tests for automotive tires have shown that 0.27 mm is a preferred maximum value that is sufficiently sharp to provide good retention properties. However, depending on the properties of the material chosen for the chip, the values given in the specification up to 2 mm are also valid. [0064] Similarly, teeth of different depths may be used, with teeth ranging in depth from a minimum of 0.65 mm to a maximum of 0.85 mm being particularly useful in automotive wheel rims. It turned out to be useful. In this case, the distance from the apex of one tooth to the apex of the adjacent tooth is 1.3~
The test was carried out in a range of 1.8 mm. [0065] It should be noted that in each case, if this wheel rim is fitted with a standard tire, the teeth are provided in areas of the wheel rim that the standard tire does not contact. Such a standard tire is shown by line T in each of FIGS. 5, 6, and 7.

[Brief explanation of drawings]

FIG. 1 is a partial cross-sectional view of a tire and wheel rim assembly of the present invention.

FIG. 2 is a partial cross-sectional view of a CTS type tie tire and wheel rim assembly with bead retention according to the present invention.

FIG. 3 is an enlarged sectional view of the bead of the tire of the present invention.

FIG. 4 is an enlarged sectional view of the tire of the present invention mounted on the rim of the present invention.

FIG. 5 is a sectional view showing the outer shape of the tire contacting portion of the bead seat and flange on one side of the wheel rim of the hump tire shown in FIGS. 1 and 4, that is, the outer shape of the outer portion in the radial direction.

FIG. 6 is a partially enlarged view of FIG. 5.

FIG. 7 is an enlarged view of a similar area of another rim relative to the flat hump wheel rim.

FIG. 8 is a diagram showing the tire of the present invention mounted on a conventional prison hump rim.

FIG. 9 is a diagram showing a conventional tire mounted on the wheel rim of the present invention.

FIG. 101 shows another embodiment of the invention intended for a Contrepente type wheel rim. FIG. 11 shows an embodiment of the invention for a CTS type tie tire and wheel rim assembly. Describing the bead rim of the present invention to illustrate the operation of the present invention

[Figure 12] It is a diagram.

[Explanation of symbols]

1.11... Tires, 4.5...Bead core, 2...Wheel rim, 18...Additional holding area, 6.7...Bead sheet, 21...Tip or tow 12...dentate process, 23...tire bead seam 9...Bead holding hump, 25... Chafer layer, 24...Joined thin section. to,

【Document name】

[Figure 1]

[Figure 2] drawing

[Figure 3]

[Figure 4]

[Figure 8]

[Figure 5]

[Figure 6]

[Figure 7]

[Figure 9]

[Figure 101 [Figure 11]

[Figure 12]

Claims (29)

[Claims] 1. A wheel rim (2) comprising a vehicle tire (1) having a pair of bead regions reinforced by a bead core (4, 5) and a pair of bead seats (6, 7).
) in tire and wheel rim assemblies consisting of
One bead region of the tire has an additional retention region (18) located axially inwardly of the main bead region and integrated with the main bead region;
) has an axially inner tip or tow (21) substantially inside the main bead area, and the configuration of the bead between the bead core (5) and the tip (21) causes a gap between them. provides substantial resistance to compressive forces of
The wheel rim (2) then has a bead seat (a part of which comes into contact with the standard tire).
6, 7) and axially inwardly, a tooth-like process (12) having a circumferentially extending sharp tip;
and the tooth-like projections move inward in the axial direction of the tip (21) when a lateral force is applied to the tire tread and when the internal inflation pressure is low. The chip (21
) is joined only to the holding area (18) of the tire;
That causes a bead rotation about the tip (21) and creates a compressive force between the tip (21) and the core (5) in these parts of the bead area, causing the bead in the bead seat. A vehicle tire and wheel rim assembly characterized in that a vehicle tire and a wheel rim assembly are retained. 2. The tire according to claim 1, wherein the axial width of the holding area is 5 to 30% of the bead width (J dimension), and the axial width of the main bead area is substantially equal to that of a standard tire. and wheel rim assembly. 3. The tire according to claim 1, wherein the axial width of the holding area is 5 to 25% of the bead width (J dimension), and the axial width of the main bead area is substantially equal to that of a standard tire. and wheel rim assembly. Claim 4: The bead width (J2) (J dimension) from the heel point of the tire to the tip (21) is the same as the wheel rim (2
4. A tire and wheel rim assembly according to claim 1, 2 or 3, wherein the axial width of the bead seat (6) is greater than the axial width of the bead seat (6). 5. A bead seat (6) on the rim is provided on the radially outer surface of the wheel rim (2), and a bead seat (23) of the tire is provided on the radially outer surface of the bead core (5). A tire and wheel rim assembly according to claim 1, 2, 3 or 4 provided on the inner surface. 6. The bead seats (6, 7) are provided on the radially inner surface of the wheel rim (2), and the tire (11) has a bead area with the seats on the radially outer side of the bead core. Claims 1 and 2
The tire and wheel rim assembly according to , 3 or 4. 7. A tire and wheel rim assembly according to claim 1, wherein the bead seats (6, 7) are tapered. 8. A tire and wheel rim assembly according to claim 1, wherein the bead seats (6, 7) taper with more than one angle of inclination. 9. A pair of bead seats (6, 7) spaced apart in the axial direction, adjacent to one of the bead seats and inwardly in the axial direction, and extending along the circumference. denticle (12) with a tip or apex of a certain radius
A wheel rim for a tire and wheel rim assembly according to any one of claims 1 to 8, comprising: 10. The wheel rim assembly according to claim 9, wherein the minute radius is less than 2 mm. Claim 11: The minute radius is 0.20 to 0.70 m.
The wheel rim assembly according to claim 9, wherein the wheel rim assembly is m. 12. The minute radius is 0.20 to 0.30 m.
The wheel rim assembly according to claim 9, wherein the wheel rim assembly is m. 13. The minute radius is 0.20 to 0.27 m.
The wheel rim assembly according to claim 9, wherein the wheel rim assembly is m. [Claim 14] The depth of each tooth-like process (12) is 0.65 to 0.65.
A wheel rim according to any one of claims 9 to 13, which is in the range of 0.85 mm. 15. The wheel according to claim 9, wherein the distance from the apex of one tooth-like projection (12) to the apex of an adjacent tooth-like projection is in the range of 1.3 to 1.8 mm. rim. 16. The wheel rim according to claim 9, wherein the distance from the apex of one tooth-like projection (12) to the apex of an adjacent tooth-like projection is in the range of 1.2 to 1.8 mm. . 17. A wheel rim according to claim 16, wherein the distance from the apex of one toothing (12) to the apex of an adjacent toothing is 1.5 mm. 18. Wheel rim according to claim 9, having three independent teeth (12). 19. A wheel rim according to claim 9, further comprising a bead retaining hump (9) axially inwardly of the bead seats (6, 7) and adjacent to the inner end of the bead seats. . 20. Wheel rim according to claim 9, comprising a flat ledge axially inwardly of the bead seats (6, 7) and adjacent to the inner end of the bead seats. 21. The tooth-like projection (12) is formed of a bead sheet (
6, 7), said hump (9) or flat ledge is present in the area of the inner edge of the standard tire bead (
21. The wheel rim according to claim 19 or 20, wherein the wheel rim is provided such that it can be installed without resting on the wheel rim. 22. The wheel rim according to claim 9, wherein the apex of the tooth-like projection (12) is located radially inside the outer shape of a standard rim of standard size. 23. A wheel rim according to claim 9, wherein the bead seats (6, 7) are tapered to increase the angle of inclination with respect to the axial direction of the wheel rim (2). 24. A non-stretchable bead hoop extending circumferentially in at least one bead and an additional retainer located axially inboard of and integral with the main bead region. a tire having an axially inner tip or tow (21) substantially inside the main bead area, the bead core (5) and the tip (21) having an axially inner tip or tow (21) substantially inside the main bead area; 21), the configuration of the bead between the core (5) and the chip (
21) of the tire (1), and provides a rigid configuration to withstand the compressive forces between
) is made of a material having a thermosetting property of more than 40% at 70°C. [Claim 25] The bead core (5) and the chip (21)
25. The tire of claim 24, wherein the elastic material has a hardness of 80 to 95 degrees IRH. 26. Tire according to claim 24 or 25, wherein the bead between the core (5) and the chip (21) has reinforcing material to provide resistance to compressive forces. 27. At least the bead core centerline inside the tire (1) from the lower point of the bead core (5) along the tip (21) along the outer circumference of the bead to provide surface reinforcement to said bead. a chafer layer (25) extending to a second point at the same height as;
A tire according to claim 24, 25 or 26. 28. In the chip (21) of the holding area (18) on the wheel rim contact surface, at 70° C.
28. Tire according to any of claims 24 to 27, having a bonding lamina (24) comprising an elastic material with thermoset properties of greater than 0%. 29. The tire according to claim 24, wherein the elastic material of the bonding flakes (24) has a tear strength of 30 N/tp or more at room temperature.