CA1193178A - Skid protection element for motor vehicle tires - Google Patents
Skid protection element for motor vehicle tiresInfo
- Publication number
- CA1193178A CA1193178A CA000418954A CA418954A CA1193178A CA 1193178 A CA1193178 A CA 1193178A CA 000418954 A CA000418954 A CA 000418954A CA 418954 A CA418954 A CA 418954A CA 1193178 A CA1193178 A CA 1193178A
- Authority
- CA
- Canada
- Prior art keywords
- stud
- jacket
- hard
- socket
- pin
- Prior art date
- Legal status (The legal status 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 status listed.)
- Expired
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
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/14—Anti-skid inserts, e.g. vulcanised into the tread band
- B60C11/16—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
- Automatic Cycles, And Cycles In General (AREA)
- Pharmaceuticals Containing Other Organic And Inorganic Compounds (AREA)
- Manipulator (AREA)
- Road Signs Or Road Markings (AREA)
Abstract
SKID PROTECTION ELEMENT FOR MOTOR VEHICLE TIRES
Abstract of the Disclosure A stud for motor vehicle tires includes a hard metal pin which is axially shiftable against the action of an elastic spring element in a central hole of a jacket. The jacket consists of a base material with a wear behavior approximately corresponding to that of the rubber of the tire tread, and of hard materials embedded in the base material and serving as a guidance for the hard metal pin. The entire jacket; or a separate socket received in an outer sleeve, serving as a guidance for the hard metal pin can consist of an alloy with a high proportion of hard material carbide embedded in a low temperature melting metal.
The jacket can also consist of a temperature-resistant synthetic plastic material with at least 40 percent by volume of embedded hard material particles. The jacket can also be made of steel and the central bore serving as a guidance for the hard metal pin can be coated with hard material. The central hole can be inwardly provided with a profiling extending in the longitudinal direction and the outer surface of the socket may be provided with profiling which assures anchoring in the outer sleeve. The spring element preferably consists of a thermoplastic polymer on rubber basis.
Abstract of the Disclosure A stud for motor vehicle tires includes a hard metal pin which is axially shiftable against the action of an elastic spring element in a central hole of a jacket. The jacket consists of a base material with a wear behavior approximately corresponding to that of the rubber of the tire tread, and of hard materials embedded in the base material and serving as a guidance for the hard metal pin. The entire jacket; or a separate socket received in an outer sleeve, serving as a guidance for the hard metal pin can consist of an alloy with a high proportion of hard material carbide embedded in a low temperature melting metal.
The jacket can also consist of a temperature-resistant synthetic plastic material with at least 40 percent by volume of embedded hard material particles. The jacket can also be made of steel and the central bore serving as a guidance for the hard metal pin can be coated with hard material. The central hole can be inwardly provided with a profiling extending in the longitudinal direction and the outer surface of the socket may be provided with profiling which assures anchoring in the outer sleeve. The spring element preferably consists of a thermoplastic polymer on rubber basis.
Description
1 ~ackground of the Inventlon The present invention relates -to motor vehicle tires in general, and more particularly to studded tires.
There are already known various constructions of skid protection elements which are inserted in motor vehicle tires and which will be referxed to in the following as studs. Such studs considerably increase the driving safety on roadwaysmade slippery by winter conditions. The co-efficients of friction when using tires equipped with such studs and driving on icy roads are about twice as high as those obtained when using comparable tires witnout studs.
~ hat is disadvantageous when compared with the non-studded tires is the somewhat lower friction coefficient of studded tires on dry and wet roadways, as well as the sur-face damage to the road pavemen-t caused by the studded tires. These roadway damages have led in many countries to limitations or even a total ban on the use of s-tudde~ tires.
The tire-manufacturing industry has attempted Eor a long time to overcome these known disadvantages of the studded tires. Tt is currently known that the road pavement wear is caused basically by two factors, namely:
a~ the static force, which is unavoidable since it is needea for impressing the stud into ice or snow, and b) the dynamic force, which becomes effec-tive be-tween
There are already known various constructions of skid protection elements which are inserted in motor vehicle tires and which will be referxed to in the following as studs. Such studs considerably increase the driving safety on roadwaysmade slippery by winter conditions. The co-efficients of friction when using tires equipped with such studs and driving on icy roads are about twice as high as those obtained when using comparable tires witnout studs.
~ hat is disadvantageous when compared with the non-studded tires is the somewhat lower friction coefficient of studded tires on dry and wet roadways, as well as the sur-face damage to the road pavemen-t caused by the studded tires. These roadway damages have led in many countries to limitations or even a total ban on the use of s-tudde~ tires.
The tire-manufacturing industry has attempted Eor a long time to overcome these known disadvantages of the studded tires. Tt is currently known that the road pavement wear is caused basically by two factors, namely:
a~ the static force, which is unavoidable since it is needea for impressing the stud into ice or snow, and b) the dynamic force, which becomes effec-tive be-tween
2~ the studs and tile roadway especially at relatively iliyh speeds. ~___ .....
~ q~
l The sta-tic :Eorce is dependent on the thickness of the underlying rubber layer which is disposed inwardly of the stud i.e. on the distance of the stud head from the stiff carcass, the resilient properties of the underlying rubber, as well as especially on the size of the stud head.
In order to minimize the s-tatic force, it was proposed in recent years to increase the thickness of -the underlying .rubber layer, i.e. usually to use shor-ter studs, and ad-ditionally to reduce the stud head diame-ter. However, limit-ing values, which still assure the necessary holding of -the stud in the profiled rubber tread, have already been reached in this respect.
The dynamic force between the stud and the roadway is determined by the vehicle speed and the mass of the stud.
By decreasing the weight of the studs, decisive improvements have been achieved in the past years even in this respect.
The considerable weight reduction was accomplished in this instance by reducing the dimensions of the stud.
Additionally, there were developed studs wi-th synthe-tic plastic material jackets, the use of which resulted ina further considerable weight reduction.
Wear tests performed at research institutions have proven that it was possible to significantly reduce the road wear by using these structural features.
A further development with respect -to the saving of the road surface was the provision of resiliently moun-ted studs, as described in the published German pa-tent applica-tion DE-OS 22 17 111.
Herein, bo-th o:E the :Eactors which determine the roadway wear have already been taken into consideration;
on the one hand, the pressing force against the roadway, that is, the static force, is reduced by the use of a spring element; on the other hand, the mass of the movable part, that is, the hard metal core, is very low relatlve to-the mass of stud as a whole and, inasmuch as only -the core is impressed into the road pavement by the spring element and the centri.fugal force; the dynamic force is correspondingly low.
In spite of these advantages, the stud according to the aforementioned publication possesses a pronounced draw-back which prevented this stud from being used in actual practice. Namely, all of the materials -taken into con-sideration for the jacket and guidance for the hard metal pin become very quickly worn out as a result of the constant movement of the extremely wear-resistant hard metal pin relative :thereto. The presence of abrasive road dirt between the jacket and the pin further accelerates this already rapid wear. This has for i-ts consequence that the hard metal pin is no longer guided normal to the running surface or tread of the tire after this wear; rather, the pin is able to deflect laterally within the confines of -the widened guidance. This further accelerates the widening of the hole servi,ng as the guidance for the hard metal pin and finally leads to a situation where either the en-tire stud becomes inclinedly posi-tioned in .its hole in -the -tire -tread upon contact with the road surfacel until its seat in -the tire tread becomes so widened that the stud is ejected there~
from as a result of the centrifugal force, or until the hard 1 metal pin has so widened its guidance that it falls out.
While it is true -that -the attempt to use hard metal even for the jacket avoided this problem, this attempt brought with it, of necessity, the disadvantage that the stud socket now also becomes extremely wear-resis-tant relative to the roadway and, after a certain travel distance, also acquires a certain degree of projection beyond the surrounding profiled rubber of the tire tread. As a result of this, the effect obtainable by the resilient mounting of the pin is destroyed. In addition thereto, -the provision of the hard metal jacket again resulted in a weight increase, and thus in a considerable increase in the dynamic force.
Summary of the Invention . . . . .
Accordingly, it is an objec-t of the present inven-tion to develop a stud with a resilently moun-ted hard metal pin, in which the movement of the hard metal pin in its jacket does not result in any widening of its guidance in the jacket, which would deleteriously influence the function of the stud, but where this jacke-t never-theless is worn away approximately equally rapidly as the running surface of the tire tread, so that, consequently, the jacke-t does not project beyond the outer sur-face of the running surface of the tire -tread.
In pursuance of these objects and others which will become apparent hereafter t one feature of -the presen-t inven-tion resides, in a stud for mo-tor vehic]e wi-th a hard metal pin which is axially shiftable against the action of an elastic spring element in a cen-tral hole of a jacke-t, in an improvement wherein the jacket consis-ts of a base ma-terial with a wear behavior appro~i.mate:ly cor:resporlding -to that o-F
~1, _ 1 the rubber material of the running surface of -the tire tread, in eombination wjth hard materials serving zs guidance for the hard metal pin.
In aeeordanee with an advantageous aspeet of -the invention, the entire jacket, which is preferably constructed as a socket and which serves as a guidance for the hard metal pin, can eonsist of an alloy with a high contents of a hard metal carbide, e.g. titanium earbide, haviny a high wear resistanee relative to sliding friction but a low resistanee strength against impaet stressing during contact with the roadway surfaee. Advantageously, the eontents of -the hard material earbide in the alloy is at least 80 percent by weight, and a low-temperature melting metal e.g. eobalt, niekel or iron, serves as a binder me-tal.
On the other hand, there also e~ists the possibility to produee the jacket or the socket from a relatively soft metal and to provide the surface bounding the central hole and serving as the guidance for the pin with a hard material eoating. Even the jaeket aceomodating the soeket can eonsist of a soft carrier material, e.gO a heat-resistant synthetic plastie material with at least ~0 percent by volume proportion of hard material par-ticles.
In order -to achieve good anehoring of the soeket whieh serves as the guidanee for the hard metal pin in -the jacke-t material whieh preferably eonsists of a hiyhly hea-t-resistant material, the ou-ter surfaee of the socket can be correspondingly profiled, e.g. it can be polygonal~
A self-cleaning effect wi-th respect to -the penetra-ted street dirt can be achieved in that the cen-tral bore is 1 provided with a pro:Eiling which extends in the longitudinal direction.
An additional wear reduction can be achieved by providing a hard material coating on the hard metal. pin.
The novel features which are considered as char-acteristic of the invention are set for-th in particular in the appended claims~ The improved skid protection elemen-t for motor vehicle tires itself, however, bo-th as to its construction and its mode of operation, together with addition-al features and advantages thereof, will be best unclerstood upon perusal of the following detailed description of specific embodiments with reference to the accompanying drawing.
Brief Description of the Drawing FIG. 1 is a longitudinal sectional view of a skid protection element according to the present invention;
FIG. 2 is a view corresponding to Fig. 1 but of a modified construction;
FIG. 3 is a view similar to Figs. 1 and 2 but of a further modification;
FIG. 4 is a cross-sectional view taken along the line IV - IV in Fig. 2; and FIG. 5 is a cross-sectional view taken along the line V - V in E'ig. 1 and showing another modification.
Detailed Description of the Preferred Embodiments .. .. __ Referring now to the drawing in de-tail, anc1 first -to FIG. 1 thereof, it may be seen tha-t it depic-ts a stud including a jacket 1 which constitutes a stud body. The material of this jacket 1 is an alloy of a ti-tanium carbide and a-t least one 1 binder metal such as nickel, cobalt or iron. The melting points of such blnder metals lie considerably lower than -tha-t of the carbide. The carbide and the metals are mixed in their pulverulent s-tate and are sintered to form -the alloy.
A tested alloy of this -type consists, :Eor instance, of 85 %
TiC, 13 % ~i and 2 % Co.
Such an alloy is extremely wear-resistant when subjected to sliding friction which occurs as the result of reciprocating movement of a hard metal pin 2 in a central hole 3 of the jacket 1 that serves as a guidance. On the other hand, the alloy does not have high wear resistance to impact-type stressing, which occurs when the running surface or tread 4 of the tire is partly worn away and an end face 5 of the stud slightly projects beyond the tread as a result thereof. T:his projection then impacts -the roadway surface during the rolling motion of the tire, so that the very hard carbide grains are impact-removed from the soft binder material and the binder material is worn away, so -that, for all intents and purposes, the end face 5 follows the wear of the tire running surface or tread 4.
In order to prevent the expulsion of the hard metal pin 2 from the central hole of the jacket 1 receiving the same, the pin 2 may optionally be provided at its lower end with a flange 6. A cylindrical recess 7 is provided in the jacket 1 at a location corresponding to that of the flange 6.
The recess 7 also accommodates an elastic spring elemen-t 8, which preferably consists of a highly elastic polymer formed, for instance, on a rubher hasis.
1 A further possibility of the roadway saving presents itself in -this connec-tion, namely, by using a thermoelastic polymer for the spring element 8 which becomes harder and tnus reacts less elastically at low temperatures approximately in the vicinity of the freezing point, that is, when presence of the ice on the roadway is to be feared, whereas it reacts more softly or more elastically at higher temperatures and thus reduces the static force with which the hard metal pin 2 is pressed against the roadway. Such higher temperatures occur in the tire running surface or tread 4 at higher speeds, as the vehicle is driven on dry and snow and ice free roadways, while the temperature of the tire tread 4 is low at lower speeds as used when traveling on snow and ice covered and slippery roadways. Only in the latter instance is the static force increased by the hardening of the spring element 8.
As shown in FIG. 2, a combination of an inner socket or sleeve 9 and an outer sleeve or jacket 10 may be used instead of the unitary jacket 1 of FIG. 1. In order -to assure the anchoring of the socket 9 in the outer sleeve 10 which may be constituted by a molded body, the socket 9 can have a polygonally configurated outer surface, for instance, in the manner illustrated in FIG. 4. Of course, also other possibilities of such anchoring are available, e.g~ grooving or rifling of the outer surface of socket 10.
FIG. 2 also shows a modified configura-tion o~ the elastic sparing element 11. ~ere again, as described in con-nection with FIG. 1, the spring element 11 can consis-t of a thermoelastic polymer.
'7~1 1 As indica-ted in E~IG. 3, -the jacket, here ldenti:Eied by the reference numercll 12, consists of a temperature-resistant synthe-tic plastic ma-terial, for instance, poly-amide, in which are embedded hard material particles 13 -to the extent of at leas~ 40 percent by volume. The particles 13 are effective in the same manner as in the alloy according to FIG. 1. However, this stud has a lower mass than that according to FIG. 1 due to the replacement of the sof-t metals serving as the binder means by the synthe-tic plastic materlal.
As a result of this weight reduction, the dynamic force is commensurably reduced.
The elastic spring element, here indicated at 14, corresponds to that according to FIGS. 1 and 2 as far as the material thereof is concerned; however, i-ts configuration is further modified.
In order to provide a self-cleaning possibility for the removal of abrading dirt and moisture which may have pen-etrated into the functionally unavoidable gap between the hard metal pin 2 and the surface bounding -the cen-tral hole 3, the latter can be provided, as shown in FIG. 5, with a profiling at its surface. This profiling advantageously extends in the longitudinal direction of the central hole 3. The profiling forms dirt-receiving channels through which the dirt and the mois-ture which may have entered the central hole 3 are removed from the latter during and due to the movement of -the hard metal pin 2 in the central hole and due -to -the action of centrifugal forces.
Another possibility of preventing the widening of -the central hole 3 while using hard materials, without bringing about a considerably hlgher wear resistance of the jacket 1 relative to the profiled rubhe:r tread 4 o.E the tire, which
~ q~
l The sta-tic :Eorce is dependent on the thickness of the underlying rubber layer which is disposed inwardly of the stud i.e. on the distance of the stud head from the stiff carcass, the resilient properties of the underlying rubber, as well as especially on the size of the stud head.
In order to minimize the s-tatic force, it was proposed in recent years to increase the thickness of -the underlying .rubber layer, i.e. usually to use shor-ter studs, and ad-ditionally to reduce the stud head diame-ter. However, limit-ing values, which still assure the necessary holding of -the stud in the profiled rubber tread, have already been reached in this respect.
The dynamic force between the stud and the roadway is determined by the vehicle speed and the mass of the stud.
By decreasing the weight of the studs, decisive improvements have been achieved in the past years even in this respect.
The considerable weight reduction was accomplished in this instance by reducing the dimensions of the stud.
Additionally, there were developed studs wi-th synthe-tic plastic material jackets, the use of which resulted ina further considerable weight reduction.
Wear tests performed at research institutions have proven that it was possible to significantly reduce the road wear by using these structural features.
A further development with respect -to the saving of the road surface was the provision of resiliently moun-ted studs, as described in the published German pa-tent applica-tion DE-OS 22 17 111.
Herein, bo-th o:E the :Eactors which determine the roadway wear have already been taken into consideration;
on the one hand, the pressing force against the roadway, that is, the static force, is reduced by the use of a spring element; on the other hand, the mass of the movable part, that is, the hard metal core, is very low relatlve to-the mass of stud as a whole and, inasmuch as only -the core is impressed into the road pavement by the spring element and the centri.fugal force; the dynamic force is correspondingly low.
In spite of these advantages, the stud according to the aforementioned publication possesses a pronounced draw-back which prevented this stud from being used in actual practice. Namely, all of the materials -taken into con-sideration for the jacket and guidance for the hard metal pin become very quickly worn out as a result of the constant movement of the extremely wear-resistant hard metal pin relative :thereto. The presence of abrasive road dirt between the jacket and the pin further accelerates this already rapid wear. This has for i-ts consequence that the hard metal pin is no longer guided normal to the running surface or tread of the tire after this wear; rather, the pin is able to deflect laterally within the confines of -the widened guidance. This further accelerates the widening of the hole servi,ng as the guidance for the hard metal pin and finally leads to a situation where either the en-tire stud becomes inclinedly posi-tioned in .its hole in -the -tire -tread upon contact with the road surfacel until its seat in -the tire tread becomes so widened that the stud is ejected there~
from as a result of the centrifugal force, or until the hard 1 metal pin has so widened its guidance that it falls out.
While it is true -that -the attempt to use hard metal even for the jacket avoided this problem, this attempt brought with it, of necessity, the disadvantage that the stud socket now also becomes extremely wear-resis-tant relative to the roadway and, after a certain travel distance, also acquires a certain degree of projection beyond the surrounding profiled rubber of the tire tread. As a result of this, the effect obtainable by the resilient mounting of the pin is destroyed. In addition thereto, -the provision of the hard metal jacket again resulted in a weight increase, and thus in a considerable increase in the dynamic force.
Summary of the Invention . . . . .
Accordingly, it is an objec-t of the present inven-tion to develop a stud with a resilently moun-ted hard metal pin, in which the movement of the hard metal pin in its jacket does not result in any widening of its guidance in the jacket, which would deleteriously influence the function of the stud, but where this jacke-t never-theless is worn away approximately equally rapidly as the running surface of the tire tread, so that, consequently, the jacke-t does not project beyond the outer sur-face of the running surface of the tire -tread.
In pursuance of these objects and others which will become apparent hereafter t one feature of -the presen-t inven-tion resides, in a stud for mo-tor vehic]e wi-th a hard metal pin which is axially shiftable against the action of an elastic spring element in a cen-tral hole of a jacke-t, in an improvement wherein the jacket consis-ts of a base ma-terial with a wear behavior appro~i.mate:ly cor:resporlding -to that o-F
~1, _ 1 the rubber material of the running surface of -the tire tread, in eombination wjth hard materials serving zs guidance for the hard metal pin.
In aeeordanee with an advantageous aspeet of -the invention, the entire jacket, which is preferably constructed as a socket and which serves as a guidance for the hard metal pin, can eonsist of an alloy with a high contents of a hard metal carbide, e.g. titanium earbide, haviny a high wear resistanee relative to sliding friction but a low resistanee strength against impaet stressing during contact with the roadway surfaee. Advantageously, the eontents of -the hard material earbide in the alloy is at least 80 percent by weight, and a low-temperature melting metal e.g. eobalt, niekel or iron, serves as a binder me-tal.
On the other hand, there also e~ists the possibility to produee the jacket or the socket from a relatively soft metal and to provide the surface bounding the central hole and serving as the guidance for the pin with a hard material eoating. Even the jaeket aceomodating the soeket can eonsist of a soft carrier material, e.gO a heat-resistant synthetic plastie material with at least ~0 percent by volume proportion of hard material par-ticles.
In order -to achieve good anehoring of the soeket whieh serves as the guidanee for the hard metal pin in -the jacke-t material whieh preferably eonsists of a hiyhly hea-t-resistant material, the ou-ter surfaee of the socket can be correspondingly profiled, e.g. it can be polygonal~
A self-cleaning effect wi-th respect to -the penetra-ted street dirt can be achieved in that the cen-tral bore is 1 provided with a pro:Eiling which extends in the longitudinal direction.
An additional wear reduction can be achieved by providing a hard material coating on the hard metal. pin.
The novel features which are considered as char-acteristic of the invention are set for-th in particular in the appended claims~ The improved skid protection elemen-t for motor vehicle tires itself, however, bo-th as to its construction and its mode of operation, together with addition-al features and advantages thereof, will be best unclerstood upon perusal of the following detailed description of specific embodiments with reference to the accompanying drawing.
Brief Description of the Drawing FIG. 1 is a longitudinal sectional view of a skid protection element according to the present invention;
FIG. 2 is a view corresponding to Fig. 1 but of a modified construction;
FIG. 3 is a view similar to Figs. 1 and 2 but of a further modification;
FIG. 4 is a cross-sectional view taken along the line IV - IV in Fig. 2; and FIG. 5 is a cross-sectional view taken along the line V - V in E'ig. 1 and showing another modification.
Detailed Description of the Preferred Embodiments .. .. __ Referring now to the drawing in de-tail, anc1 first -to FIG. 1 thereof, it may be seen tha-t it depic-ts a stud including a jacket 1 which constitutes a stud body. The material of this jacket 1 is an alloy of a ti-tanium carbide and a-t least one 1 binder metal such as nickel, cobalt or iron. The melting points of such blnder metals lie considerably lower than -tha-t of the carbide. The carbide and the metals are mixed in their pulverulent s-tate and are sintered to form -the alloy.
A tested alloy of this -type consists, :Eor instance, of 85 %
TiC, 13 % ~i and 2 % Co.
Such an alloy is extremely wear-resistant when subjected to sliding friction which occurs as the result of reciprocating movement of a hard metal pin 2 in a central hole 3 of the jacket 1 that serves as a guidance. On the other hand, the alloy does not have high wear resistance to impact-type stressing, which occurs when the running surface or tread 4 of the tire is partly worn away and an end face 5 of the stud slightly projects beyond the tread as a result thereof. T:his projection then impacts -the roadway surface during the rolling motion of the tire, so that the very hard carbide grains are impact-removed from the soft binder material and the binder material is worn away, so -that, for all intents and purposes, the end face 5 follows the wear of the tire running surface or tread 4.
In order to prevent the expulsion of the hard metal pin 2 from the central hole of the jacket 1 receiving the same, the pin 2 may optionally be provided at its lower end with a flange 6. A cylindrical recess 7 is provided in the jacket 1 at a location corresponding to that of the flange 6.
The recess 7 also accommodates an elastic spring elemen-t 8, which preferably consists of a highly elastic polymer formed, for instance, on a rubher hasis.
1 A further possibility of the roadway saving presents itself in -this connec-tion, namely, by using a thermoelastic polymer for the spring element 8 which becomes harder and tnus reacts less elastically at low temperatures approximately in the vicinity of the freezing point, that is, when presence of the ice on the roadway is to be feared, whereas it reacts more softly or more elastically at higher temperatures and thus reduces the static force with which the hard metal pin 2 is pressed against the roadway. Such higher temperatures occur in the tire running surface or tread 4 at higher speeds, as the vehicle is driven on dry and snow and ice free roadways, while the temperature of the tire tread 4 is low at lower speeds as used when traveling on snow and ice covered and slippery roadways. Only in the latter instance is the static force increased by the hardening of the spring element 8.
As shown in FIG. 2, a combination of an inner socket or sleeve 9 and an outer sleeve or jacket 10 may be used instead of the unitary jacket 1 of FIG. 1. In order -to assure the anchoring of the socket 9 in the outer sleeve 10 which may be constituted by a molded body, the socket 9 can have a polygonally configurated outer surface, for instance, in the manner illustrated in FIG. 4. Of course, also other possibilities of such anchoring are available, e.g~ grooving or rifling of the outer surface of socket 10.
FIG. 2 also shows a modified configura-tion o~ the elastic sparing element 11. ~ere again, as described in con-nection with FIG. 1, the spring element 11 can consis-t of a thermoelastic polymer.
'7~1 1 As indica-ted in E~IG. 3, -the jacket, here ldenti:Eied by the reference numercll 12, consists of a temperature-resistant synthe-tic plastic ma-terial, for instance, poly-amide, in which are embedded hard material particles 13 -to the extent of at leas~ 40 percent by volume. The particles 13 are effective in the same manner as in the alloy according to FIG. 1. However, this stud has a lower mass than that according to FIG. 1 due to the replacement of the sof-t metals serving as the binder means by the synthe-tic plastic materlal.
As a result of this weight reduction, the dynamic force is commensurably reduced.
The elastic spring element, here indicated at 14, corresponds to that according to FIGS. 1 and 2 as far as the material thereof is concerned; however, i-ts configuration is further modified.
In order to provide a self-cleaning possibility for the removal of abrading dirt and moisture which may have pen-etrated into the functionally unavoidable gap between the hard metal pin 2 and the surface bounding -the cen-tral hole 3, the latter can be provided, as shown in FIG. 5, with a profiling at its surface. This profiling advantageously extends in the longitudinal direction of the central hole 3. The profiling forms dirt-receiving channels through which the dirt and the mois-ture which may have entered the central hole 3 are removed from the latter during and due to the movement of -the hard metal pin 2 in the central hole and due -to -the action of centrifugal forces.
Another possibility of preventing the widening of -the central hole 3 while using hard materials, without bringing about a considerably hlgher wear resistance of the jacket 1 relative to the profiled rubhe:r tread 4 o.E the tire, which
3~
1 would increase the danger of a roaclway damaye by -the jacket 1, is that the jacket 1 of FIG. 1 is made of steel and only the surface bounding -the central hole 3 is coated with a hard material. Carbides, nitrides, borides and oxi.des, such S asf e.g., TIC, TiN, TiB2 or A1202 are suitable material for use in the hard material coati.ng.
In this case, the hard material coated central hole 3 thus constitutes the wear-resistant guidance for the hard metal pin 2. The thickness of the coating is so smal.l that the wear of the coating follows the wear of the jacket 1. On the other hand, the hard coating successfully prevents widen-ing of the hole 3 by the sliding friction of the hard metal pin 2 with the surface bounding the hole 3.
A still greater wear reduction can be achieved when the surface of the hard metal pin 2 is provided with a hard material coating.
It will be understood that each of the elements described above, or two or more together, may also find a useful application in other types of arrangements differing from the type described above.
While the invention has been illustrated and described as embodied in a skid protec-tion element for motor vehicle tires, it is not intended to be limited to the details shown, since various modifica-tions and structural changes may be made without departing in any way from the spirit of the present invention.
Without further analysis, the foregoing will so fully reveal the gist of the present invention -tha-t others can, by C~ J a~
1 applying current knowledge, readily adapt it for various applications withou-t ornit~ing features that, from the stand-point of prior art, fairly constitute essential characteristics of the generic and specific aspec-ts of my contribution -to the art and, therefore, such adaptations should and are intended to be comprehended within the meaning and range of equivalence of the claims.
'~hat is claimed as new and desired to be protected by Letters Patent is set forth in the appended claims.
1 would increase the danger of a roaclway damaye by -the jacket 1, is that the jacket 1 of FIG. 1 is made of steel and only the surface bounding -the central hole 3 is coated with a hard material. Carbides, nitrides, borides and oxi.des, such S asf e.g., TIC, TiN, TiB2 or A1202 are suitable material for use in the hard material coati.ng.
In this case, the hard material coated central hole 3 thus constitutes the wear-resistant guidance for the hard metal pin 2. The thickness of the coating is so smal.l that the wear of the coating follows the wear of the jacket 1. On the other hand, the hard coating successfully prevents widen-ing of the hole 3 by the sliding friction of the hard metal pin 2 with the surface bounding the hole 3.
A still greater wear reduction can be achieved when the surface of the hard metal pin 2 is provided with a hard material coating.
It will be understood that each of the elements described above, or two or more together, may also find a useful application in other types of arrangements differing from the type described above.
While the invention has been illustrated and described as embodied in a skid protec-tion element for motor vehicle tires, it is not intended to be limited to the details shown, since various modifica-tions and structural changes may be made without departing in any way from the spirit of the present invention.
Without further analysis, the foregoing will so fully reveal the gist of the present invention -tha-t others can, by C~ J a~
1 applying current knowledge, readily adapt it for various applications withou-t ornit~ing features that, from the stand-point of prior art, fairly constitute essential characteristics of the generic and specific aspec-ts of my contribution -to the art and, therefore, such adaptations should and are intended to be comprehended within the meaning and range of equivalence of the claims.
'~hat is claimed as new and desired to be protected by Letters Patent is set forth in the appended claims.
Claims (16)
1. A stud for use in a vehicle tire having a tread of elastic material, comprising a pin of hard metal;
a jacket embedded in the tread in use and bound-ing a central hole for receiving and guiding said pin, said jacket being of a compound including base material having wear resistance approximating that of the elastic material of the tread, and at least one hard material so arranged relative to and connected with the base material as to serve as a guidance for said pin during the movement of the same in said central hole; and means for urging said pin toward a position in which said pin extends out of said hole and beyond the tread.
a jacket embedded in the tread in use and bound-ing a central hole for receiving and guiding said pin, said jacket being of a compound including base material having wear resistance approximating that of the elastic material of the tread, and at least one hard material so arranged relative to and connected with the base material as to serve as a guidance for said pin during the movement of the same in said central hole; and means for urging said pin toward a position in which said pin extends out of said hole and beyond the tread.
2. The stud as defined in claim 1, wherein the said compound is an alloy including at least one metal as said base material and at least one carbide as said hard material, said carbide having high resistance to wear by friction and relatively low resistance to impacts.
3. The stud as defined in claim 2, wherein said jacket is made of said alloy in its entirety.
4. The stud as defined in claim 2, wherein said carbide is -titanium carbide.
5. The stud as defined in claim l, wherein said jacket includes a socket of said compound bounding said central hole, and an outer sleeve surrounding said socket and embedded in the tread.
6. The stud as defined in claim 5, wherein said outer sleeve is of a material with a low wear resistance.
7. The stud as defined in claim 6, wherein said material of said sleeve is synthetic plastic material.
8. The stud as defined in claim 5, wherein said socket has an outer circumferential surface having at least one zone which anchors said socket in said outer sleeve.
9. The stud as defined in claim 5, wherein said socket has a polygonal outer circumferential surface forming a plurality of zones that anchor said socket in said outer sleeve.
10. The stud as defined in claim 1, wherein said compound includes a soft carrier material as said base material, and a multitude of hard material particles embedded in said carrier material as said hard material.
11. The stud as defined in claim 1, wherein said compound includes a body of said base material, and a layer of said hard material within said central hole.
12. The stud as defined in claim 1, wherein said jacket has an internal surface bounding said central bore, said internal surface being profiled.
13. The stud as defined in claim 12, wherein the profiling of said internal surface includes a plurality of grooves extending substantially in the longitudinal dir-ection of said central hole.
14. The stud as defined in claim 1, wherein said urging means includes an element of an elastic material accommodated in said central bore.
15. The stud as defined in claim 14, wherein said elastic material of said element is a thermoelastic polymer.
16. The stud as defined in claim 1, and further comprising a hard material coating on said pin.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| EP82710031.4 | 1982-05-21 | ||
| EP82710031A EP0095007B1 (en) | 1982-05-21 | 1982-05-21 | Spike for tyres |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1193178A true CA1193178A (en) | 1985-09-10 |
Family
ID=8190024
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000418954A Expired CA1193178A (en) | 1982-05-21 | 1983-01-05 | Skid protection element for motor vehicle tires |
Country Status (8)
| Country | Link |
|---|---|
| EP (1) | EP0095007B1 (en) |
| JP (1) | JPS58206403A (en) |
| AT (1) | ATE23966T1 (en) |
| CA (1) | CA1193178A (en) |
| DE (1) | DE3274531D1 (en) |
| DK (1) | DK302082A (en) |
| FI (1) | FI822633L (en) |
| NO (1) | NO155043C (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0324404Y2 (en) * | 1986-05-13 | 1991-05-28 | ||
| JPH01226408A (en) * | 1988-03-03 | 1989-09-11 | Hiroo Hojo | Spike tyre |
| AT392036B (en) * | 1988-03-17 | 1991-01-10 | Airam Ab Oy | Anti-skid stud for vehicle tyres |
| WO1990009899A1 (en) * | 1989-02-23 | 1990-09-07 | Hiroo Hojo | Anti-skid pin unit and anti-skid tire using the same |
| JPH0771885B2 (en) * | 1989-06-10 | 1995-08-02 | 寛雄 北條 | Anti-slip tire |
| DE102004062799A1 (en) * | 2004-12-20 | 2006-06-29 | Ensinger Kunststofftechnologie GbR (vertretungsberechtigter Gesellschafter Wilfried Ensinger, 71154 Nufringen) | Plastic material for the production of retaining rings |
| FI20100190A (en) * | 2010-05-03 | 2011-11-04 | Marja Hietarinta-Salakari | Winter tire for car and stud for tire |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2204074A1 (en) * | 1972-01-28 | 1973-08-02 | Karlheinz Dorr | SKID PROTECTION BODY FOR VEHICLE AIR TIRES |
| FI45933C (en) * | 1972-03-22 | 1976-12-03 | Salakarin Oikeudenomistajat | Anti-slip device intended for wheels and the like. |
| SE411029B (en) * | 1972-11-28 | 1979-11-26 | Salakari Martti Usko Johannes | SLIDE PROTECTION DEVICE FOR VEHICLE DECK |
| FI50491C (en) * | 1972-11-28 | 1976-12-07 | Martti Salakari Perikunta | Vehicle anti-slip |
| DE2304036A1 (en) * | 1973-01-27 | 1974-08-01 | Simon Fa Karl | Motor car tyre studs - comprise wear resistant material pin in elastomer mounting |
| DE2337587A1 (en) * | 1973-07-24 | 1975-02-13 | Ernst Peter Steger | Long life snow spike for tyre - with spike embedded in plastic sleeve inside profiled housing embedded in tread |
-
1982
- 1982-05-21 EP EP82710031A patent/EP0095007B1/en not_active Expired
- 1982-05-21 DE DE8282710031T patent/DE3274531D1/en not_active Expired
- 1982-05-21 AT AT82710031T patent/ATE23966T1/en not_active IP Right Cessation
- 1982-07-06 DK DK302082A patent/DK302082A/en not_active Application Discontinuation
- 1982-07-28 FI FI822633A patent/FI822633L/en not_active Application Discontinuation
- 1982-10-11 NO NO823397A patent/NO155043C/en unknown
- 1982-11-30 JP JP57210551A patent/JPS58206403A/en active Pending
-
1983
- 1983-01-05 CA CA000418954A patent/CA1193178A/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| NO155043B (en) | 1986-10-27 |
| DK302082A (en) | 1983-11-22 |
| JPS58206403A (en) | 1983-12-01 |
| EP0095007B1 (en) | 1986-12-03 |
| FI822633L (en) | 1983-11-22 |
| ATE23966T1 (en) | 1986-12-15 |
| DE3274531D1 (en) | 1987-01-15 |
| NO155043C (en) | 1987-02-04 |
| FI822633A0 (en) | 1982-07-28 |
| NO823397L (en) | 1983-11-22 |
| EP0095007A1 (en) | 1983-11-30 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEC | Expiry (correction) | ||
| MKEX | Expiry |