Resilient tires and wheels – Tires – resilient – Pneumatic tire or inner tube
Reexamination Certificate
1998-04-06
2002-03-05
Johnstone, Adrienne C. (Department: 1733)
Resilient tires and wheels
Tires, resilient
Pneumatic tire or inner tube
C152S520000, C152S540000, C152S544000, C152S380000, C152SDIG002, C029S894310
Reexamination Certificate
active
06352092
ABSTRACT:
BACKGROUND OF THE INVENTION
1. Field of the Invention
The invention relates to a vehicle wheel with a one piece rim and a tubeless pneumatic tire, which is suitable for use in an emergency roll, as well as a process for mounting a pneumatic tire on a rim with an emergency rolling surface.
2. Discussion of Background Information
Tubeless vehicle pneumatic tires of a modern design are generally designed with beads on their radially interior ends of their side-walls. A carcass of radial fabrication, designed with stress supports coated in rubber extends from tire bead to tire bead. In each tire bead there is a ring-shaped, tensile, and rigid bead core made of steel—which is disposed concentrically to the tire axis—in which the carcass is stayed. During the mounting of the vehicle pneumatic tire on the rim, the vehicle pneumatic tire is affixed with its bead on the radially exterior shell of the rim. The high tensile strength and rigidness of the bead, which is effected by the tensile strength and rigidness of the bead core, secures the scaling in the rim-tire connection desired in tubeless tires and secures the scaled seating of the tire on the rim in the inflated condition of the tire. The rigid, tensile design of the bead core hinders—even during demanding driving maneuvers—an axial stripping-off of the vehicle wheel from the rim over the wheel flange, which is oriented radially outward.
For mounting or dismounting of the vehicle pneumatic tire, the tensile, rigid bead of a one-piece rim must be moved with its inner diameter over the larger outer diameter (as opposed to the inner diameter of the rigid bead) of the wheel flange. To make this possible, additional expenditure, for example, the manufacture of the rim with a drop base, is required.
If a loss of air pressure occurs, the tire side-wall buckles. It can thereby be pressed on the wheel flange, which is designed for the axial securing of the vehicle pneumatic tire on the rim. If the vehicle continues to be driven, the tire side wall and the wheel flange can be destroyed. The vehicle pneumatic tire can break away from the rim.
In an attempt to prevent the foregoing situation and to make possible a safe, continued journey, despite a loss of air pressure, it was recommended that the rim be designed with additional emergency rolling surfaces that project radially over the wheel flange on the radially exterior side of the one-piece rim, upon which the vehicle pneumatic tire supports itself with its radially inner side of its rolling surface area in the event of a loss of air pressure and which thus guarantees emergency rolling characteristics after a loss of air pressure. The mounting and dismounting of vehicle pneumatic tires on such rims prove difficult, since the tensile, rigid beads must be displaced over the even larger outer diameter of the emergency rolling surfaces, and since the emergency rolling surfaces additionally restrict the axial space between the bead seat areas on the rims which are to be used as a mounting aid, for example, the fabrication of a drop base. To be able to mount the rigid, tensile bead, the practical ratio between the outer diameter of the emergency rolling surface to the inner diameter of the tensile, rigid bead is very limited. The outer diameter of the emergency rolling surface may only be so great that the rigid bead can still be moved over it. As a result, the emergency rolling surfaces are determined in large part by a comparatively small inner diameter of the rigid bead and, thus, by a parameter which is insignificant for the emergency rolling characteristics. Vehicle pneumatic tires can no longer be mounted when the outer diameter of the emergency rolling surfaces of the rims exceeds that which is suited for optimal emergency rolling characteristics.
It is known from CTS (Continental Tire System) tires to support tubeless vehicle pneumatic tires with their beads on support surfaces on the radially inner side of the one-piece CTS rim designed with emergency rolling surfaces on its radially external side. In each tire bead there is a ring-shaped, pressure-rigid, and tensile bead core made of steel—disposed concentrically to the tire axis—,in which the carcass is stayed. With the mounting of the vehicle pneumatic tire on the rim, the CTS vehicle pneumatic tire is affixed with its bead on the radially interior shell of the rim. The high tensile strength and pressure rigidity of the bead, which is effected by the tensile strength and pressure rigidness of the bead core, secures the sealing in the rim-tire connection that is desired with tubeless tires and secures the sealed seating of the tire on the rim in the inflated condition of the tire. The pressure-rigid, tensile fabrication of the bead core hinders—even during demanding driving maneuvers—an axial stripping-off of the vehicle wheel from the rim over the wheel flange, which is oriented radially inward on the radially inner side of the rim. Such a tire is known, for example, from DE-30 00 428 C2.
Since the rim seating and the wheel flange are designed on the radially inner side of the rim, a CTS tire provides a greater axial extension area for the formation of emergency rolling surfaces on the radially exterior shell of the rim than is the case with the tire-wheel system that is conventionally affixed on the radially exterior shell of a rim. On the radially exterior side of the CTS rim, the wheel flange no longer constitutes a wheel flange element which interferes with the emergency rolling.
To mount or dismount the CTS vehicle pneumatic tire, the tensile, pressure-rigid bead must be moved with its inner diameter on the radially exterior shell of the rim over the larger outer diameter (as opposed to the inner diameter of the rigid bead) of the emergency rolling surfaces and on the radially inner shell of the rim over the smaller inner diameter (as opposed to the inner diameter of the rigid core). To make this possible, additional expenditure is necessary, for example, the designing of the rim with an elevated base on the radial inner shell, as well as expensive, special mounting techniques.
The mounting and dismounting of the vehicle pneumatic tires on such rims thus also proves difficult, since the tensile, pressure-rigid CTS beads must be moved over the even larger outer diameter of the emergency rolling surfaces on the radial outer side of the rim and over the smaller inner diameter (as opposed to the inner diameter of the rigid bead) on the radial inner shell of the rim. So that the mounting of the pressure-rigid, tensile bead is even possible, the practical ratio between the outer diameter of the emergency rolling surface to the inner diameter of the tensile, pressure-rigid bead is still limited, even with CTS tires. The outer diameter of the emergency rolling surface can only be of such size that the rigid bead can still be moved over it. As a result, the emergency rolling surfaces are still determined in large part by a comparatively small diameter of the rigid bead and, thus, by a parameter which is insignificant for the emergency rolling characteristics, even with CTS tires. Vehicle pneumatic tires with their rigid beads can no longer be mounted when the outer diameter of the emergency rolling surfaces of the rim exceeds that which is suited for optimal emergency rolling characteristics.
A vehicle wheel with a one-piece rim and a tubeless, beadless pneumatic tire is known from DE 19530939 C1, in which the radially exterior shell of the rim is designed with emergency rolling surfaces. The beadless vehicle pneumatic tire is scorched on the radially interior shell of the rim. The bead-free design of the vehicle pneumatic tire makes possible the manufacturing of emergency rolling surfaces which are independent of bead diameters. For the fabrication of the emergency rolling surfaces, parameters which are important for an emergency rolling can be better taken into consideration with such a vehicle pneumatic tire, so that desired, greater diameters of the emergency rolling surfaces for the optimization of emergency rolling can be real
Huinink Heinrich
Sergel Horst
Walloch Frank
Continental Aktiengesellschaft
Greenblum & Bernstein P.L.C.
Johnstone Adrienne C.
LandOfFree
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