Wheel rim with reduced-height rim flange

Abstract

A rim (3) for a rolling assembly has a flexible extender, the rim having an axis of rotation DD′, said rim having a rim seat (31) extended axially towards the outside by a rim flange (32), said rim flange (32) having a first portion (321) that is oriented substantially in a plane perpendicular to the axis of rotation DD′ and situated radially on the outside with respect to said rim seat (31), said first portion (321) being extended radially and axially towards the outside by a connecting portion, characterized in that the radial height measured between the intersection point between the line of the rim seat and the line of the first portion, and the end of the radially outermost portion of the rim flange (32) is less than 10 mm.

Claims

1. A rim for a rolling assembly having two flexible extenders that are identical, a tire being mounted on the flexible extenders, the flexible extenders being mounted on the rim, the rim having an axis of rotation DD′, the rim having a rim seat extended axially toward the outside by a rim flange, the rim flange comprising a radially outer bearing face having a first portion that is oriented substantially in a plane perpendicular to the axis of rotation DD′ and situated radially on the outside with respect to the rim seat, wherein a radial height measured between the intersection point between a line of the rim seat and a line of the first portion and the end of the radially outermost portion of the rim flange is less than 10 mm, wherein each of the flexible extenders comprises an axially inner end that is intended to couple each of the flexible extenders to the rim, an axially outer end that is intended to receive a tire bead, and a flexible body that connects the axially inner end and the axially outer end, wherein the axially inner end has an axial positioning face substantially in the plane perpendicular to the axis of rotation DD′, wherein the flexible body has a radially inner face being in contact with the radially outer bearing face of the rim flange across its entire axial width of the bearing face, and wherein the radially outer bearing face of the rim flange further comprises: a second portion that is inclined toward the outside, situated axially on the outside with respect to the first portion, and situated at least partially radially on the outside with respect to the rim seat; and a connecting portion that is situated axially between the first portion and the second portion wherein the received tire bead is positioned such that it radially overlaps at least a portion of the rim flange.

2. The rim according to claim 1, wherein the second portion is substantially frustoconical, a virtual vertex determined by continuing the substantially frustoconical portion which is situated axially toward the outside with respect to the rim seat.

3. The rim according to claim 2, wherein the second portion forms an angle α with a value of between 5° and 30° with the axis of rotation DD′.

4. The rim according to claim 1, wherein the second portion and the connecting portion have a cumulative axial length WR of between 15 mm and 21.5 mm.

5. An assembly formed by a rim and two flexible extenders according to claim 1.

Description

DESCRIPTION OF THE FIGURES

(1) The invention is described below with reference to FIGS. 1 to 7, which are given merely by way of illustration:

(2) FIG. 1 is a meridian section through a rolling assembly with a rim according to the invention,

(3) FIG. 2 is an enlargement of the left-hand part of the assembly,

(4) FIG. 3 is a partial meridian section through a rim according to the invention,

(5) FIGS. 4 and 5 present a kerbing resistance test, in side view and top view, respectively,

(6) FIG. 6 presents performance results of rolling assemblies according to the invention in the kerbing test,

(7) FIG. 7 is a partial meridian section through another embodiment of a rim according to the invention.

DETAILED DESCRIPTION OF THE INVENTION

(8) FIG. 1 shows a rolling assembly according to the invention. This assembly comprises two identical extenders 1, a tyre 2 and a rim 3. The tyre 2 has two beads 21. Generally, let it be pointed out that the choice of rim width is such that, given the width L of the extenders (see FIG. 2), the tyre is in a configuration that is as similar as possible to the configuration it would have if it were mounted directly, without extenders, on an appropriate rim.

(9) By consulting more particularly FIG. 3, it is apparent that the rim 3 has two rim seats 31, each extended by a rim flange 32. The rim flange 32 has a radially outer bearing face 33 intended to act as a support for the extender body. The bearing face 33 of the rim flange 32 is in contact with the extender 1 when the tyre is mounted on the extenders and the latter are mounted on the rim, the tyre being inflated to nominal pressure. This bearing face 33 has a first portion 321 oriented substantially in a plane perpendicular to the axis of rotation DD′ of the rolling assembly and situated radially on the outside with respect to said rim seat 31. The bearing face 33 of the rim flange 32 has a second, substantially frustoconical portion 322, which is situated axially on the outside with respect to the said first portion 321 and situated at least in part radially on the outside with respect to said rim seat 31, said second portion 322 being substantially frustoconical, with an angle α of 15°. The bearing face 33 also comprises a connecting portion 320 between said first portion 321 and said second portion 322. In the example shown, the axial width WR of the rim flange 32 is 18.3 mm.

(10) The references E and I in FIG. 3 indicate the axially outer side and the axially inner side of the rim, respectively. The second portion 322 is inclined axially towards the outside: thus, by extending it axially towards the outside, it meets the axis DD′ (position not to scale with respect to the rim 3) at a virtual vertex S located axially very far towards the outside, this being symbolized by an arrow under S in FIG. 3.

(11) The invention can be used with numerous variants of internal makeup of the tyre 2, which are not depicted, and with numerous variants of internal makeup of the extender 1, which are not depicted.

(12) Returning to FIG. 2, it is apparent that each extender 1 has an axially inner end 10 intended to be mounted on one of said rim seats 31. It has an axially outer end 11 and a body 12 that is oriented substantially axially and disposed between said axially outer end 11 and said axially inner end 10. The body 12 has a radially inner face 122. The axially inner end 10 of the extender has an axial positioning face 101 substantially perpendicular to the axis of rotation DD′ and is fixed in place by being pressed axially against the rim flange 32 under the effect of the inflation pressure of the rolling assembly. The axially outer end 11 has a shoulder 111 forming, in part, a face substantially perpendicular to the axis of rotation DD′. Said extender 1 has an extender seat 13. The bead 21 has an axial width WB at the interface of the bead 21 with the extender seat 13. The bead 21 is fixed in place by being pressed axially against said axially outer end 11 of the extender under the effect of the inflation pressure of the rolling assembly.

(13) Continuing the line of the shoulder 111 of the axially outer end 11 radially towards the inside and continuing the line of the extender seat 13, a point is obtained which is the line of a circle of diameter D.sub.1, said diameter itself corresponding to the standardized diameter of the tyre of the rolling assembly using the extender 1 according to the invention. Continuing the line of the axial positioning face 101 radially towards the inside and continuing the line of the rim seat 31, a point is obtained which is the line of a circle of diameter D.sub.0, which is the standardized diameter of the rim seat 31. For information about the standards to which reference is made, the reader should consult the documentation of the ETRTO (European Tyre and Rim Technical Organisation). The height h of the rim flange measured between the intersection point between the line of the rim seat 31 and the line of the radial portion 321 of the flange 32 and the radially outermost point F of the flange 32 is 8.5 mm (see FIG. 7). This makes it possible to obtain a boss of the extender that is appropriate for keeping the bead of the tyre on the extender seat without bringing about excessive stresses in the structure of the extender.

(14) Once mounting has been effected, the bead of the tyre causes a circumferential contraction of the extender 1. The rim flange 32 extends axially under the bead 21 by a distance S such that the ratio S/WB is equal to 0.3. Thus, it is apparent that the radially inner face 122 bears on the radially outer bearing face 33 of the rim flange 32 across its entire axial width WR, which is 18.3 mm and is much greater than in known embodiments, thereby forcing the bead 21 of the tyre to tilt in a rotational movement (in the anticlockwise direction for the side of the tyre 2 shown in FIG. 2) when it is subjected to a significant increase in radial load.

(15) FIG. 7 presents a partial meridian section through an alternative embodiment of a rim according to one of the subjects of the invention. The identical references correspond to identical or similar parts.

(16) This rim 3 differs from the one illustrated in FIG. 1 in that it has a rim seat 310 that is substantially cylindrical between two transition zones 311 and 312 and a much smaller axial width P, of around 15.3 mm. These two modifications make it possible to lock the extender bead of the extender 1 in its service position as soon as it is mounted on the rim without having to count on the inflation pressure of the rolling assembly when the tyre is mounted on the rim and extender assembly.

(17) The kerbing resistance was measured by passing the rolling assemblies over a kerb 50 to 90 mm high with an angle β of 60° with respect to the direction of forward travel of the tyre (an angle of 90° corresponding to a direction perpendicular to the direction of forward travel of the tyre, see FIGS. 4 and 5); the edge of the kerb has a radius of curvature of 10 mm; successive passes are carried out at different speeds until the tyre loses its inflation pressure or until the tyre or the extender or the wheel deforms permanently and, on each pass, forces transmitted to the kerb and/or to the hub on the vehicle are acquired. A reference assembly is compared with an assembly according to the invention. The reference assembly T1 is a conventional assembly without an extender having a 245/35 R 20 tyre of the MICHELIN® PS4S type and a rim with a width of 8 inches, the flange being a J-type flange. As shown in FIG. 4, the wheels 4 of the rolling assemblies tested are wheels with spokes 42.

(18) Four rolling assemblies having extenders were tested with variable values of the ratio S/WB:

(19) The first E1, with a rim as shown in FIG. 3, has a ratio S/WB equal to 0.27;

(20) The second E2, with a rim as shown in FIG. 7, has a ratio S/WB equal to 0.27;

(21) The third E3, with a rim as shown in FIG. 7, has a ratio S/WB equal to 0.49; and

(22) The fourth E4, with a rim as shown in FIG. 7, has a ratio S/WB equal to 0.70.

(23) The results of the kerbing tests are presented in FIG. 6.

(24) The graph in FIG. 6 presents the speed of forward movement of the tyre in km/h on the x-axis and the maximum value of the radial load measured at the ground during an impact expressed in daN on the y-axis.

(25) The control rolling assembly T1 without extenders has a sidewall bulge from the test at 18 km/h and a puncture from 20 km/h.

(26) For the four rolling assemblies having extenders, throughout the range of speeds tested, no tyre exhibits damage, even though the maximum speeds of the radial loads increase very substantially with the speed.

(27) It should be noted that the maximum values of the radial loads are notably different depending on the location of the impact on the wheel. Fz is higher if the impact occurs at a spoke of the wheel compared with an impact between two spokes.

(28) Therefore, it is not possible to differentiate the results for these four assemblies; it is noted, however, that the increase in the ratio S/WB does not lower the resistance of the rolling assembly to kerbing even though an increase in the radial loads appears to arise with the increase in the value of the ratio S/WB.

(29) For the rolling assembly E1, a permanent deformation of the wheel at the location of the impact was noted from 42 km/h. The best resistance of the wheels of the three other rolling assemblies according to the invention can be linked to the modification of the geometry of the rim flange and to the extension towards the outside of the rim flange.

(30) By contrast, during behaviour tests, a substantial improvement in driving precision with the increase in the ratio S/WB was noted.

(31) The rolling assembly according to the invention therefore makes it possible to very substantially improve vehicle guidance while maintaining a very good impact resistance capacity.