Resilient tires and wheels – Tires – resilient – Pneumatic tire or inner tube
Patent
1987-09-16
1990-01-09
Hoch, Raymond
Resilient tires and wheels
Tires, resilient
Pneumatic tire or inner tube
1523795, 152541, 156 95, B60C 15036, B29D 3020
Patent
active
048921297
DESCRIPTION:
BRIEF SUMMARY
The invention relates to a tire unit consisting of a coreless air tire, containing a reinforcing ply, and a rim, the edges of which are connected to one another by bonding, with additional means being provided for securing the connection. The invention also relates to a manufacturing process.
In practice, only such wheels whose tires and rims are separable elements are used for motor vehicles. The forces acting in the meridional section in the peripheral direction of the tire are absorbed by the core arranged in the bead of the tire so that they do not need to be transmitted to the rim. The core makes tire manufacture more difficult. Moreover, this system has the disadvantage that the rim shape is predetermined with regard to the tire seating and no design latitude is left for purusing other purposes, for example the emergency running capacity. Tires have certainly been developed in which the seating of the detachable tire is on the inside of the rim (DE-A No. 3,221,012, DE-A No. 3,2444,046, DE-A No. 3,246,131) so that it is possible to form an emergency running surface on the outer periphery of the rim; but this system is no less complicated than that common in practice, with the advantage of the greater design latitude being paid for with the disadvantage of poorer lateral guidance properties.
A tire unit is known (DE-A No. 3,206,171) in which the tire is made coreless. The forces acting in the tire in the meridional section in the peripheral direction and also the other operating forces are absorbed at the tire edge by the latter being permanently bonded to the rim rings which form the edge of a rim, with the direction of the bonding surfaces in the meridional section running rectalinearly in the direction in which the tire wall approximately runs clear of the rim edge. This uniformity of direction can also be present in a definite loading condition which occurs only by chance and for a short time, whereas under greater loading the tire side wall is buckled over the rim edge, or under lower loading a tensile stress directed at right angles to the bonding surface is exerted on the bond. As a result of the uncertain force conditions at the bond, the bond is insecure. Therefore this tire unit has been further developed (DE-A No. 3,343,890) in such a way that the bond is merely used for sealing, whereas the force transmission from the tire wall to the rim is effected by an indirect connection between the reinforcing ply of the tire wall and the rim. For example, carcass wires are welded to the rim. This is very expensive and also unreliable, because the exposed wires are subject to corrosion.
A tire unit is known (U.S. Pat. No. 4,274,465) in which the tire and the rim are firmly connected together. The rim edges are split fork-like in the meridional section to form a groove which accommodates the tire edge in clamping manner. For better mounting in the groove, the tire edge can have a bead with a steel core. It is impossible to imagine how the arrangement can obtain sufficient mechanical strength without such a bead. The cost of manufacturing the tire and the rim is on no account less than the cost of manufacturing conventional system. Assembly is extremely complicated. The operating behavior is disadvantageous because the tire wall is subjected to constant sharp bending in its area adjacent to the rim.
A further known tire unit (DE-Patent No. 2,445,969, FIG. 18) is manufactured by first fixing a reinforcing ply on the rim edge by means of an adhesive material and then in a mold into which these parts have seen inserted integrally molding therewith the parable tire material. The rim edges run out in a point in the meridional section, with the points lying in a center area of the mold cavity so that the flanks of the rim which run laterally to the point are enclosed by the liquid tire material which then solidifies thereon in an adhering manner. However, the force is not transmitted from the rim to the tire in the area of this flank connection but by the bonding, brought about separately beforehand, between
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