WO1997035734A1 - Pneumatique ayant un talon mis a l'air libre - Google Patents

Pneumatique ayant un talon mis a l'air libre Download PDF

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Publication number
WO1997035734A1
WO1997035734A1 PCT/US1997/004777 US9704777W WO9735734A1 WO 1997035734 A1 WO1997035734 A1 WO 1997035734A1 US 9704777 W US9704777 W US 9704777W WO 9735734 A1 WO9735734 A1 WO 9735734A1
Authority
WO
WIPO (PCT)
Prior art keywords
tire
bead ring
groove
rim
portions
Prior art date
Application number
PCT/US1997/004777
Other languages
English (en)
Inventor
Richard N. Crano
Original Assignee
Continental General Tire, Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Continental General Tire, Inc. filed Critical Continental General Tire, Inc.
Priority to AU25442/97A priority Critical patent/AU2544297A/en
Publication of WO1997035734A1 publication Critical patent/WO1997035734A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
    • B60C15/02—Seating or securing beads on rims
    • B60C15/024—Bead contour, e.g. lips, grooves, or ribs

Definitions

  • the present invention relates generally to pneumatic tires and more particularly to a pneumatic tire having a vented bead ring flange for venting air which might otherwise become trapped between the bead ring flange and a wheel rim flange when the tire is mounted on the rim.
  • Pneumatic tires are typically mounted onto rims at least twice during their lifetimes. Initially, tires are mounted onto a chuck or rim on a test machine for testing the force variation uniformity of the tire as the tire is rotated by the machine. Additionally, at least one more time during the serviceable lifetime of the tire, the tire is mounted upon a wheel rim prior to being placed in service.
  • pneumatic tires are mounted onto rims at the location of inner and outer bead ring portions which extend about the circular inner and outer bead openings in the tire.
  • the inner and outer bead ring portions connect inner and outer sidewall portions of the tire, respectively, to the tire tread.
  • the tread is typically provided with reinforcement belts, especially in the case of a radial tire.
  • Figure 1 shows a partial sectional detail of a tire Tl mounted upon a rim R. Although only the outer bead portion BP of the tire is shown up to the beginning of lower sidewall SW, and only the outer segment of the rim is shown, it is to be understood that the inner bead ring portion of the tire is similarly mounted to the inner segment of the rim (inner bead ring, inner sidewall, and tread of tire Tl not shown in Figure 1) .
  • radial shall mean in either direction to/from an axis about which the tire rotates from/to the tire tread
  • lateral shall mean in a direction to/from either sidewall of the tire from/to the other sidewall.
  • “Radially inward” shall mean toward the axis of rotation and “radially outward” shall mean toward the tread;
  • laterally inward shall mean toward the inner sidewall and “laterally outward” shall mean toward the outer sidewall.
  • both the rim R and the tire Tl are provided with radial surfaces RS and lateral surfaces LS, which in an ideal mounting mate flush against each other.
  • the lateral and radial surfaces of the rim are connected by a shoulder S and the lateral and radial surfaces of the tire are connected by a bead heel BH.
  • Primary sealing of the pneumatic tire Tl is provided by the interface of the corresponding radial surfaces RS of the tire and rim.
  • the bead ring BR provides a compressive force which forces the radial surface of the tire against the radial surface of the rim.
  • Secondary sealing of the pneumatic tire is provided by the interface of the corresponding lateral surfaces LS of the tire and rim.
  • the rim R is also provided with a safety hump SH which extends slightly radially outward from the radial surface RS of the rim.
  • the safety hump inhibits a bead toe BT of the tire from moving laterally inward so as to prevent the tire from being dislodged from its mounting on the rim.
  • the portions of the tire bead portion BP which mount directly against the rim R are designed to fit flush against each other.
  • the lateral and radial surfaces of the tire are designed to closely seat against those of the rim, and the bead heel BH is designed to closely seat against the shoulder of the rim. In a typical mounting, however, several forces prevent the tire from ideally seating snugly up against the rim.
  • the tire is inflated in order to seat the bead portion of the tire up against the rim.
  • friction develops between the tire bead portion BP and the rim as the tire is inflated and the bead portion begins to move laterally outward. This friction increases significantly as the bead portion encounters and begins to overcome the rim safety hump SH. After moving laterally outward past the safety hump SH, the compressive force of the bead ring BR persists in causing a frictional force to develop at the interface of the corresponding radial surfaces RS of the tire and rim.
  • This developed frictional force is directed laterally inward and opposes the outward lateral movement of the bead portion with respect to the rim at the radial surface RS interface.
  • the magnitude of this frictional force is compounded by the dimensional differences of the tire and the rim.
  • the outer diameter of the rim is slightly greater than the inner diameter of the tire bead opening.
  • the frictional force is also magnified by a slight ramp inclination (about 5°) of the radial surface of the rim in a direction laterally outward.
  • the tire inflation process often causes the lower sidewall portion to meet the rim at location X before the bead heel BH can properly seat up against the rim shoulder S.
  • the sidewall shape may also influence the manner and time in which the lower sidewall portion meets the rim.
  • the bead heel BH has moved laterally outward only to location Y at the point at which the lower sidewall portion meets the rim at location X, there by trapping air at the location of a void V formed between the bead heel BH and the rim shoulder S .
  • a compressive force is developed by the air being compressed in the void V.
  • This compressive force like the frictional force developed between the radial surface RS interface of the tire and the rim, is directed laterally inward and thus serves to further oppose the outward lateral movement of the bead portion with respect to the rim at the radial surface RS interface.
  • the laterally outward force developed by the compressed air within the body of the tire may be insufficient to overcome (i) the frictional force developed at the interface of the corresponding radial surfaces RS of the tire and rim, and (ii) the compressive force developed by the compressed air in the void V.
  • the tire is mounted upon a test chuck or rim and rotated. If the measurements taken at the test machine indicate that the force variation of the tire are outside of prescribed specifications, the tire may be either rejected or abrasively ground at one or more locations to bring the force variation within specification. If a tire is mismounted on the test machine due to improper seating of the tire on the test rim, an acceptable tire may be inappropriately rejected, or may be improperly ground to improper specifications.
  • a tire having a tread portion, and inner and outer sidewall portions extending radially inward therefrom toward, respectively, inner and outer bead ring portions.
  • the inner and outer bead ring portions provide mating surfaces, respectively, for mating with corresponding inner and outer surfaces (flanges) of a wheel rim to which the tire is mounted.
  • the inner and outer bead ring mating surfaces are provided with a generally continuous circumferential groove extending generally about the peripheries thereof, and at least one groove connecting with the circumferential groove and extending radially outward therefrom.
  • a circumferential ridge disposed adjacent to and radially inward from the circumferential groove may be provided, to insure the seal between the tire bead portion and the rim flange.
  • a plurality of radially extending grooves are provided, positioned at equally spaced locations about the peripheries of the bead portions of the tire.
  • the radially extending grooves may be generally straight and extend directly radially outward from the circumferential groove, or they may generally curve away from the circumferential groove.
  • the inner and outer bead ring portions of the tire may be provided with a chamfered edge.
  • the chamfered edge of the bead ring portion lies preferably at an angle of about 45° as measured with respect to the rim flange.
  • Figure 1 is a partial sectional view of a known tire/rim assembly
  • Figure 2A is a partial sectional view of a tire/rim assembly constructed according to the principles of the present invention
  • Figure 2B is a partial sectional view of an alternative embodiment of a tire constructed according to the principles of the present invention
  • Figure 3 is a plan view of the tire shown in the tire/rim assembly shown in Figure 2A;
  • Figure 4 is a plan view of another alternative embodiment of the tire shown in the tire/rim assembly shown in Figure 2A; and
  • Figure 5 is a partial sectional view of another alternative embodiment of a tire/rim assembly constructed according to the present invention. Detailed Description of the Preferred Embodiment
  • the present invention provides a system and method for efficient mounting of a tire onto a rim to insure proper seating of a bead portion of the tire onto a mounting flange of the rim.
  • the invention comprises a tire having one or more grooves formed therein at locations on the bead ring flange which mate with the rim mounting flange. The grooves provide means for venting air which might otherwise become trapped between the tire bead ring flange and the wheel rim flange to prevent precise seating of the tire onto the rim.
  • a tire/rim assembly constructed according to the principles of the present invention is partially shown in Figure 2A. Portions of the tire T2A in Figure 2A having similar construction to that of corresponding elements of the tire T in Figure 1 are identified by the same alphabetic reference characters .
  • the rim R of Figure 2A is identical to that shown in Figure 1.
  • the tire T2A of Figure 2A differs from the tire Tl of Figure 1 in several respects.
  • a continuous circumferential groove CG is formed in the circumference of the tire outer bead flange (i.e., in the lateral surface LS of the tire bead portion) .
  • the circumferential groove CG is formed about halfway up the lateral surface LS of the tire bead portion.
  • the circumferential groove CG may also be formed on the inner bead flange.
  • one or more radial grooves RG are also formed in the tire outer bead flange (also see Figures 3 and 4) .
  • the radial grooves RG begin at the circumferential groove CG (and therefore connect with the circumferential groove CG) , and extend radially outward at least as far as the innermost point on the sidewall portion which mates with the rim flange RF.
  • the radial grooves RG may also be formed on the inner bead flange.
  • the circumferential groove CG serves to collect air which is trapped between the tire bead flange and the wheel rim flange during mounting of the tire T2A to the rim R, and the radial grooves RG serve to vent the collected air to the outside environment, improving the fit of the tire onto the rim.
  • the circumferential grooves CG are discontinuous, forming a plurality of arc-shaped grooves about the peripheries of their respective bead ring mating surfaces, wherein each of the radial grooves connects with an arc-shaped groove.
  • Figure 2B is a partial sectional view of an alternative embodiment of a tire constructed according to the principles of the present invention, wherein the tire bead ring flange is provided with a circumferential ridge CR, extending about the circumference of the bead ring flange adjacent the circumferential groove CG.
  • the circumferential ridge CR is located radially inward from the adjacent circumferential groove CG, and insures a better seal between the tire bead rings and rim flanges .
  • the circumferential ridge CR may have dimensions similar to that of the circumferential groove (see below) , except that the ridge is complementary (i.e., extending laterally outward rather than laterally inward) .
  • the cirumferential ridge CR compresses sufficiently to conform to the surface of the rim flange, (i . e . compression sets or permanently deforms over time in response to the continuous compressive load caused by the tire inflation force) .
  • a plurality of radial grooves RG are formed about the circumference of the bead portion of tire T2A at approximately evenly spaced intervals. As shown, four straight radial grooves SRG are formed about the periphery of the bead portion at approximately 90° increments. Of course, less or more than four radially extending grooves may be provided in the tire bead flange. It is contemplated that a sufficient number of radial grooves RG may eliminate the need for the circumferential groove CG, each radial groove venting air trapped between the tire bead flange and the wheel rim flange near its location. On the other hand, only a single radial groove is required if a continuous circumferential groove, connecting with the radial groove, is utilized.
  • the circumferential groove CG and the one or more radially extending grooves RG are formed in the bead flange during the curing/forming process of the tire T2A.
  • the dimensions of the grooves are chosen to effectively collect and vent air trapped between the tire bead flange and the wheel rim flange, without providing a leakage path through which air within the body of the tire may escape during the serviceable lifetime of the tire.
  • the depth and width of the circumferential groove is approximately .030 inch.
  • the depth and width of each of the radial grooves is also approximately .030 inch.
  • the width and depth dimensions of the radial and circumferential grooves may be in the range of .005 inch to .045 inch.
  • the bead flange-rim flange interface is not the primary sealing surface of the tire/rim assembly. Primary sealing of the tire/rim is provided by the radial surface interface of the tire and rim, caused in part by the compressive force of the bead ring BR.
  • the depth and width dimensions of the radial grooves may be tailored accurately enough to insure that the grooves will close over time (i.e. compression set) in order to prevent leakage.
  • the tire T2A is mounted to the rim R using known methods, the resulting seal between the bead flange BF and the rim flange RF is improved over the seal achieved, for example, with the known tire/rim assembly of Figure 1.
  • the tire begins to be inflated.
  • the outer tire/rim flange interface the inner tire/rim flange interface functions similarly.
  • the outer bead portion BP moves laterally outward to the position of the safety hump SH.
  • the air pressure increases to a magnitude sufficient to force the bead portion over the safety hump.
  • the radial surface RS of the tire T2A must overcome friction created at the tire and rim radial surface RS interface in order to move further laterally outward with respect to the rim. The friction, as explained above, is created primarily by the radially inward compressive force of bead ring BR.
  • the problems associated with improper seating of the tire on the rim are eliminated with the present invention. Specifically, in testing the tire for force variation uniformity, the chances of inappropriately rejecting or improperly grinding a tire that falls within prescribed force variation specifications are minimized when the tire is properly seated on the rim. In addition, a properly seated tire is less likely to suffer from the adverse performance characteristics exhibited by tires having tread shoulders which are pulled radially inward due to improper seating. Still further, providing more surface contact between the tire and the rim reduces the opportunity for rotational slippage of the tire with respect to the rim, correspondingly reducing the chances of disrupting the balancing of the wheel and tire assembly.
  • the radial surface of the tire RS located laterally inward of the bead heel is initially tapered at about 8° radially inward, starting at about point Y of Figure 2A, and then further tapered at about 22° near the bead toe BT of the tire T2A.
  • Figure 4 shows another form that the radial grooves RG of the tire T2A may assume.
  • the four straight radial grooves SRG are replaced with four curved radial grooves CRG formed about the periphery of the bead portion at approximately 90° increments.
  • the straight radial grooves less or more than four curved radial grooves may be provided in the tire bead flange.
  • Figure 5 shows another alternative embodiment of the present invention.
  • the inner and outer bead portions of the tire T3 are provided with a chamfered heel CH.
  • the chamfered heel is obtained by forming a beveled (chamfered) portion of the tire at the location of the bead heel BH.
  • the preferred angle of the chamfer, as measured from the rim flange is in the range of 30° - 60°, and is preferably about 45° . Because the radial surface RS of the tire and rim is pitched at a 5° incline, the angle of the chamfer with respect to the radial surface RS is approximately in the range of 25° - 55°, and is preferably about 40°.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

Un pneumatique comporte une bande de roulement, un flanc intérieur dirigé radialement vers l'intérieur de la bande de roulement, en direction de la partie intérieure du talon, et un flanc extérieur dirigé radialement vers l'intérieur de la bande de roulement, en direction de la partie extérieure du talon. La partie intérieure du talon comporte une surface de jointement avec la surface intérieure correspondante d'une jante sur laquelle le pneu est monté, tandis que la partie extérieure du talon comporte une surface de jointement avec la surface extérieure correspondante de cette jante. Les surfaces de jointement intérieure et extérieure du talon comprennent une rainure circonférentielle généralement continue située généralement à la périphérie de celui-ci, et au moins une rainure radiale communiquant avec la rainure circonférentielle et située à l'extérieur de celle-ci. La ou les rainures radiales peuvent être rectilignes et avoir une direction radiale à l'extérieur de la rainure circonférentielle, ou elles peuvent êtres courbes, la courbure s'éloignant généralement de la rainure circonférentielle dans le sens opposé à celui où le pneu est censé rouler. La rainure circonférentielle sert à recueillir l'air qui est emprisonné entre le talon du pneu et le boudin de la jante lors du montage du pneu sur la jante. Les rainures radiales servent à évacuer l'air recueilli vers le milieu extérieur, ce qui améliore l'ajustement du pneu sur la jante.
PCT/US1997/004777 1996-03-27 1997-03-26 Pneumatique ayant un talon mis a l'air libre WO1997035734A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU25442/97A AU2544297A (en) 1996-03-27 1997-03-26 Pneumatic tire having vented bead ring flange

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US62295296A 1996-03-27 1996-03-27
US08/622,952 1996-03-27

Publications (1)

Publication Number Publication Date
WO1997035734A1 true WO1997035734A1 (fr) 1997-10-02

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US1997/004777 WO1997035734A1 (fr) 1996-03-27 1997-03-26 Pneumatique ayant un talon mis a l'air libre

Country Status (2)

Country Link
AU (1) AU2544297A (fr)
WO (1) WO1997035734A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107000506A (zh) * 2014-12-10 2017-08-01 株式会社普利司通 工程车辆用轮胎
EP3647080A1 (fr) * 2018-10-31 2020-05-06 Hankook Tire & Technology Co., Ltd Pneumatiques présentant une meilleure adaptabilité aux jantes

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE959156C (de) * 1955-08-03 1957-02-28 Continental Gummi Werke Ag Ohne Luftschlauch benutzbarer Fahrzeugluftreifen
GB2011324A (en) * 1977-12-23 1979-07-11 Dunlop Ltd Improvements in or Relating to Pneumatic Tyres
US4353403A (en) * 1977-11-21 1982-10-12 The Goodyear Tire & Rubber Company Pneumatic tire having air escape means
EP0527597A1 (fr) * 1991-08-09 1993-02-17 Sumitomo Rubber Industries Limited Bandage pneumatique

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE959156C (de) * 1955-08-03 1957-02-28 Continental Gummi Werke Ag Ohne Luftschlauch benutzbarer Fahrzeugluftreifen
US4353403A (en) * 1977-11-21 1982-10-12 The Goodyear Tire & Rubber Company Pneumatic tire having air escape means
GB2011324A (en) * 1977-12-23 1979-07-11 Dunlop Ltd Improvements in or Relating to Pneumatic Tyres
EP0527597A1 (fr) * 1991-08-09 1993-02-17 Sumitomo Rubber Industries Limited Bandage pneumatique

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107000506A (zh) * 2014-12-10 2017-08-01 株式会社普利司通 工程车辆用轮胎
EP3647080A1 (fr) * 2018-10-31 2020-05-06 Hankook Tire & Technology Co., Ltd Pneumatiques présentant une meilleure adaptabilité aux jantes

Also Published As

Publication number Publication date
AU2544297A (en) 1997-10-17

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