CA3029771C - Vehicle tire - Google Patents
Vehicle tire Download PDFInfo
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- CA3029771C CA3029771C CA3029771A CA3029771A CA3029771C CA 3029771 C CA3029771 C CA 3029771C CA 3029771 A CA3029771 A CA 3029771A CA 3029771 A CA3029771 A CA 3029771A CA 3029771 C CA3029771 C CA 3029771C
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- grip edge
- spike
- extent
- rotation
- straight line
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- 230000005484 gravity Effects 0.000 claims abstract description 14
- 230000007704 transition Effects 0.000 claims description 23
- 230000015572 biosynthetic process Effects 0.000 claims description 8
- 230000005540 biological transmission Effects 0.000 description 6
- 239000011159 matrix material Substances 0.000 description 6
- 238000000034 method Methods 0.000 description 3
- 230000035515 penetration Effects 0.000 description 3
- 238000004073 vulcanization Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 238000005457 optimization Methods 0.000 description 2
- 239000013598 vector Substances 0.000 description 2
- 239000002318 adhesion promoter Substances 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- XMQFTWRPUQYINF-UHFFFAOYSA-N bensulfuron-methyl Chemical compound COC(=O)C1=CC=CC=C1CS(=O)(=O)NC(=O)NC1=NC(OC)=CC(OC)=N1 XMQFTWRPUQYINF-UHFFFAOYSA-N 0.000 description 1
- 230000037237 body shape Effects 0.000 description 1
- 230000006378 damage Effects 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000007774 longterm Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 230000002028 premature Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
Classifications
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- 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
- B60C11/1625—Arrangements thereof in the tread patterns, e.g. irregular
-
- 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
- B60C11/03—Tread patterns
-
- 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
- B60C11/03—Tread patterns
- B60C11/0302—Tread patterns directional pattern, i.e. with main rolling direction
-
- 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
-
- 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
- B60C11/1643—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile with special shape of the plug-body portion, i.e. not cylindrical
-
- 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
- B60C11/1675—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile with special shape of the plug- tip
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
A directional vehicle tire comprising a tread profile and spikes which are composed of a spike body and of a spike pin, wherein the spike body is formed from a foot flange, a central portion and a top flange, wherein the center of gravity of the spike pin, of the top flange, of the central portion and of the foot flange are arranged on a common straight line g, and wherein the foot flange is formed with a section contour in which that point of the section contour which is furthest remote from and situated in front of the line g is arranged at a distance a from the line g and in which that point of the section contour which is furthest remote from and situated behind the line g is arranged at a distance b from the straight line g, where a t b.
Description
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VEHICLE TIRE
FIELD
-- The invention relates to a directional vehicle tire having a tread profile and having spikes which are composed of a spike body and of a spike pin, wherein the spike pin with an encircling grip edge which forms a grip edge situated in front in a direction of rotation during forward travel and a grip edge situated behind in the direction of rotation, which grip edges each extend over the entire width, formed in an axial direction A of the tire, of the spike pin, wherein the grip edge length, effective in a circumferential direction U of the tire, of the encircling grip edge is greater than the grip edge length effective in the axial direction A, wherein the grip edge situated in front in the direction of rotation during forward travel is formed in the direction of rotation with two grip edge portions converging on one another in tapering fashion, wherein the spike body is formed from a foot flange, a central portion and a top flange, wherein the top flange and the central portion are formed in each case with a circular, oval or elliptical section contour in the section planes formed perpendicular to the longitudinal extent of the spike.
BACKGROUND
It is known for spiked tires to be formed with spikes, wherein the spikes are formed with a geometry of their spike pin in which the extent length in an axial direction of the tire is greater than that in a circumferential direction, in order to thus make it possible to realize good ice grip characteristics for traction and braking. Here, the spike and the spike pin are normally designed to be of symmetrical form with respect to the traction and braking direction.
Tests have however shown that the spike movements during a traction maneuver differ from the spike movements during a braking maneuver. It is therefore desirable for the different movement processes under the different loads to also be better taken into consideration in the configuration of the spike design, and for the spike performance to be improved.
VEHICLE TIRE
FIELD
-- The invention relates to a directional vehicle tire having a tread profile and having spikes which are composed of a spike body and of a spike pin, wherein the spike pin with an encircling grip edge which forms a grip edge situated in front in a direction of rotation during forward travel and a grip edge situated behind in the direction of rotation, which grip edges each extend over the entire width, formed in an axial direction A of the tire, of the spike pin, wherein the grip edge length, effective in a circumferential direction U of the tire, of the encircling grip edge is greater than the grip edge length effective in the axial direction A, wherein the grip edge situated in front in the direction of rotation during forward travel is formed in the direction of rotation with two grip edge portions converging on one another in tapering fashion, wherein the spike body is formed from a foot flange, a central portion and a top flange, wherein the top flange and the central portion are formed in each case with a circular, oval or elliptical section contour in the section planes formed perpendicular to the longitudinal extent of the spike.
BACKGROUND
It is known for spiked tires to be formed with spikes, wherein the spikes are formed with a geometry of their spike pin in which the extent length in an axial direction of the tire is greater than that in a circumferential direction, in order to thus make it possible to realize good ice grip characteristics for traction and braking. Here, the spike and the spike pin are normally designed to be of symmetrical form with respect to the traction and braking direction.
Tests have however shown that the spike movements during a traction maneuver differ from the spike movements during a braking maneuver. It is therefore desirable for the different movement processes under the different loads to also be better taken into consideration in the configuration of the spike design, and for the spike performance to be improved.
2 EP 2 540 527 Al has disclosed vehicle tires with rotationally asymmetrical spikes, in the case of which, in the spike pin, the grip edge in front in a traction direction is formed with portions converging on one another in tapering fashion and the grip edge in front in a braking direction is formed with concave portion. In this way, the grip action in the traction and braking directions differ owing to the grip edge differences.
Here, the spike used from EP 2 540 527 Al is, in all portions along its extent, that is to say in the foot flange and also in the central part of the spike body and in the top flange and in the tip of the spike pin, formed with a complex varying triangular design, wherein here, the individual portions are in each case arranged offset with respect to one another such that their respective centers of gravity are likewise all positioned offset with respect to one another. The distance between the overall center of gravity axis of the overall spike and that edge of the spike foot which is in front in the direction of rotation during forward travel is in this case configured to be much larger than the distance between the rear extent edge of the spike foot and the overall center of gravity axis.
The complex three-dimensional structure is intended here to ensure the purchase of the spike during braking and traction maneuvers. The complex triangular design in all parts of the spike such as foot flange, central part, top flange and spike tip involves great outlay to produce.
Furthermore, the complex body shape is very non-uniform after the installation of the spike into the surrounding rubber matrix of the tire, whereby stress peaks are induced therein. This can lead to a reduction of purchase forces owing to relatively severe creep processes in the rubber and to an inducement of cracks in the rubber and, in the long term, to loss of the spike. The stability of the spike in the profile, and the functional reliability thereof, are impaired as a result. The non-uniform stress situation in the rubber matrix is also disadvantageous if, in particular cases, it is the intention for the spike to be vulcanized in the rubber matrix by means of an adhesion promoter.
SUMMARY
The invention is therefore based on the object of making it possible to realize such vehicle tires with spikes in the case of which different conditions during braking and traction operations are made possible more reliably and more easily with easy processability.
Here, the spike used from EP 2 540 527 Al is, in all portions along its extent, that is to say in the foot flange and also in the central part of the spike body and in the top flange and in the tip of the spike pin, formed with a complex varying triangular design, wherein here, the individual portions are in each case arranged offset with respect to one another such that their respective centers of gravity are likewise all positioned offset with respect to one another. The distance between the overall center of gravity axis of the overall spike and that edge of the spike foot which is in front in the direction of rotation during forward travel is in this case configured to be much larger than the distance between the rear extent edge of the spike foot and the overall center of gravity axis.
The complex three-dimensional structure is intended here to ensure the purchase of the spike during braking and traction maneuvers. The complex triangular design in all parts of the spike such as foot flange, central part, top flange and spike tip involves great outlay to produce.
Furthermore, the complex body shape is very non-uniform after the installation of the spike into the surrounding rubber matrix of the tire, whereby stress peaks are induced therein. This can lead to a reduction of purchase forces owing to relatively severe creep processes in the rubber and to an inducement of cracks in the rubber and, in the long term, to loss of the spike. The stability of the spike in the profile, and the functional reliability thereof, are impaired as a result. The non-uniform stress situation in the rubber matrix is also disadvantageous if, in particular cases, it is the intention for the spike to be vulcanized in the rubber matrix by means of an adhesion promoter.
SUMMARY
The invention is therefore based on the object of making it possible to realize such vehicle tires with spikes in the case of which different conditions during braking and traction operations are made possible more reliably and more easily with easy processability.
3 The object is achieved according to the invention by means of the embodiment of a directional vehicle tire having a tread profile and having spikes which are composed of a spike body and of a spike pin. According to a broad aspect, the invention provides a directional vehicle tire comprising a tread profile and spikes which are composed of a spike body and of a spike pin, wherein the spike pin with an encircling grip edge which forms a grip edge situated in front in a direction of rotation during forward travel and a grip edge situated behind in the direction of rotation, which grip edges each extend over an entire width, formed in an axial direction of the tire, of the spike pin, wherein a first grip edge length, effective in a circumferential direction of the tire, of the encircling grip edge is greater than a second grip edge length effective in the axial direction, wherein the grip edge situated in front in the direction of rotation during forward travel is formed in the direction of rotation with two grip edge portions converging on one another in tapering fashion, wherein the spike body is formed from a foot flange, a central portion and a top flange, wherein the top flange and the central portion are formed in each case with a circular, oval or elliptical section contour in section planes formed perpendicular to a longitudinal extent of the spike, wherein a center of gravity of the spike pin, a center of gravity of the top flange, a center of gravity of the central portion and a center of gravity of the foot flange are arranged on a common straight line, and wherein, in the section planes formed perpendicular to the longitudinal extent direction of the spike, the foot flange is formed with a section contour wherein a point of the section contour which in the direction of rotation is furthest remote from the common straight line and situated in front of the common straight line is arranged at a distance a, measured in the direction of rotation, from the common straight line, wherein a point of the section contour which is furthest remote from the common straight line and situated behind the common straight line is arranged at a distance b, measured in the direction of rotation, from the straight line, wherein a 0 b.
According to embodiments of the invention, it is made possible that, in those parts of the spike which are particularly relevant specifically for traction and braking, the differences important for traction and braking are also allowed for, with a common center of gravity axis of the various spike portions. Thus, the grip edge of the spike pin in the traction and braking direction during forward travel is designed to be optimized in each case for the different demands for braking and
According to embodiments of the invention, it is made possible that, in those parts of the spike which are particularly relevant specifically for traction and braking, the differences important for traction and braking are also allowed for, with a common center of gravity axis of the various spike portions. Thus, the grip edge of the spike pin in the traction and braking direction during forward travel is designed to be optimized in each case for the different demands for braking and
4 . traction, such that the front edge important for the traction can easily penetrate into ice and chip the latter. The spike body, with its foot flange, makes it possible, by means of the design with distances b and a of different magnitude, for the bedding stiffness of the spike to differ for traction and braking. Since the conditions for traction and braking are different, it is possible by means of the different bedding stiffness for both traction and braking to be optimized in accordance with the individual requirements of the desired use of the tire.
Here, the selection of the length ratio of the lengths a and b makes it possible to targetedly realize a greater bedding stiffness of the spike allowing for the slip to be expected during the planned use of the tire for traction or braking. Here, the design of the central part and of the top flange with a simple geometrical structure and the common center of gravity axis of the various spike portions permit both reliable and simple production of the spike without complex undercuts, and also the introduction of the spike into the tire, and also reliable vulcanization onto the surrounding rubber matrix. The stability and functionality can be improved in this way.
In one embodiment, a>b. In this way, it is made possible for the spike to exhibit spike bedding with increased flexibility during launch and traction movements with high slip. In this way, stress peaks between the front flank of the spike tip in the direction of rotation and the ice surface are depleted. In this way, the spike duly penetrates into the ice. After the penetration, it is then possible, without further destruction of the ice, for traction forces to be more quickly and reliably transmitted by interlocking of the front flank of the spike tip with the ice.
The traction is thus improved. This has a particularly advantageous effect specifically in the case of use with electronic anti-slip regulation. In the case of electronic anti-slip regulation systems, the wheel rotational speed differences are used to calculate the slip states. In particular during launch or traction operations, the determined wheel speeds are rather inaccurate owing to the low vehicle speed, and the estimation of the slip states are consequently also somewhat inaccurate.
Furthermore, the regulation chain relating to the engine torque is slow and somewhat inert. This has the result that the degrees of relative slip are particularly high in particular at the start of the launch process. Thus, specifically in the case of use with electronic drive regulation, the embodiment with its faster and more reliable transmission of the traction forces is particularly advantageous. Here, the embodiment also permits a particular boost of the braking forces transmitted via the spike, because, owing to the long dimensioning of "a", a large lever arm is
Here, the selection of the length ratio of the lengths a and b makes it possible to targetedly realize a greater bedding stiffness of the spike allowing for the slip to be expected during the planned use of the tire for traction or braking. Here, the design of the central part and of the top flange with a simple geometrical structure and the common center of gravity axis of the various spike portions permit both reliable and simple production of the spike without complex undercuts, and also the introduction of the spike into the tire, and also reliable vulcanization onto the surrounding rubber matrix. The stability and functionality can be improved in this way.
In one embodiment, a>b. In this way, it is made possible for the spike to exhibit spike bedding with increased flexibility during launch and traction movements with high slip. In this way, stress peaks between the front flank of the spike tip in the direction of rotation and the ice surface are depleted. In this way, the spike duly penetrates into the ice. After the penetration, it is then possible, without further destruction of the ice, for traction forces to be more quickly and reliably transmitted by interlocking of the front flank of the spike tip with the ice.
The traction is thus improved. This has a particularly advantageous effect specifically in the case of use with electronic anti-slip regulation. In the case of electronic anti-slip regulation systems, the wheel rotational speed differences are used to calculate the slip states. In particular during launch or traction operations, the determined wheel speeds are rather inaccurate owing to the low vehicle speed, and the estimation of the slip states are consequently also somewhat inaccurate.
Furthermore, the regulation chain relating to the engine torque is slow and somewhat inert. This has the result that the degrees of relative slip are particularly high in particular at the start of the launch process. Thus, specifically in the case of use with electronic drive regulation, the embodiment with its faster and more reliable transmission of the traction forces is particularly advantageous. Here, the embodiment also permits a particular boost of the braking forces transmitted via the spike, because, owing to the long dimensioning of "a", a large lever arm is
5 realized, and thus large tilting moments can be transmitted. This has a particularly advantageous effect specifically in the case of use with electronic anti-slip regulation.
In the case of electronically assisted and regulated braking maneuvers, the determined real rotational speeds are relatively accurate in a first brake-applying cycle with high slip, and, owing to fast reaction -- capability of the brake system, make it possible for the occurring slip states to be reduced to a minimum in an effective manner. Therefore, the relatively stiff spike bedding of the embodiment under this loading is particularly advantageous. The embodiment is thus highly effective specifically in conjunction with electronic anti-slip regulation.
1() -- In one embodiment, a<b. In this way, traction and braking characteristics on ice can be improved during use without electronic anti-slip regulation and without anti-lock system. In the case of this use, the slip is relatively low during traction and is high during unregulated braking effected purely by the vehicle driver. The embodiment with a relatively large distance b makes it possible for spike bedding with increased flexibility to be achieved during braking with high slip. The -- braking forces can thus be transmitted more effectively. Furthermore, the tilting actions during traction can be reliably counteracted, and the spike can engage with its tips at the front grip edge of the spike tip into the ice in optimum fashion. This embodiment is particularly advantageous specifically in the case of use on vehicles without electronic anti-slip regulation. When driving without electronic anti-slip regulation, the driver seeks from the outset to avoid conditions of -- high slip and an unsafe driving state during launching through careful application of the throttle and slow "slipping engagement" of the clutch. In emergency stop situations, the driver actuates the brake pedal with maximum force. Here, if the adhesion friction limit is overshot, the wheels lock and high slip occurs. The embodiment thus permits an optimization allowing for the large slip movements during braking during driving without electronic anti-slip regulation, and the -- small slip movements during traction during launching.
In one embodiment, that grip edge of the spike pin which is situated behind in the direction of rotation includes one or more curved portion(s). In a further embodiment, the one or more curved portion(s) are convexly curved. In another further embodiment, the one or more curved -- portion(s) are concavely curved. In one embodiment, that grip edge of the spike pin which is situated behind in the direction of rotation includes one or more rectilinearly extending
In the case of electronically assisted and regulated braking maneuvers, the determined real rotational speeds are relatively accurate in a first brake-applying cycle with high slip, and, owing to fast reaction -- capability of the brake system, make it possible for the occurring slip states to be reduced to a minimum in an effective manner. Therefore, the relatively stiff spike bedding of the embodiment under this loading is particularly advantageous. The embodiment is thus highly effective specifically in conjunction with electronic anti-slip regulation.
1() -- In one embodiment, a<b. In this way, traction and braking characteristics on ice can be improved during use without electronic anti-slip regulation and without anti-lock system. In the case of this use, the slip is relatively low during traction and is high during unregulated braking effected purely by the vehicle driver. The embodiment with a relatively large distance b makes it possible for spike bedding with increased flexibility to be achieved during braking with high slip. The -- braking forces can thus be transmitted more effectively. Furthermore, the tilting actions during traction can be reliably counteracted, and the spike can engage with its tips at the front grip edge of the spike tip into the ice in optimum fashion. This embodiment is particularly advantageous specifically in the case of use on vehicles without electronic anti-slip regulation. When driving without electronic anti-slip regulation, the driver seeks from the outset to avoid conditions of -- high slip and an unsafe driving state during launching through careful application of the throttle and slow "slipping engagement" of the clutch. In emergency stop situations, the driver actuates the brake pedal with maximum force. Here, if the adhesion friction limit is overshot, the wheels lock and high slip occurs. The embodiment thus permits an optimization allowing for the large slip movements during braking during driving without electronic anti-slip regulation, and the -- small slip movements during traction during launching.
In one embodiment, that grip edge of the spike pin which is situated behind in the direction of rotation includes one or more curved portion(s). In a further embodiment, the one or more curved portion(s) are convexly curved. In another further embodiment, the one or more curved -- portion(s) are concavely curved. In one embodiment, that grip edge of the spike pin which is situated behind in the direction of rotation includes one or more rectilinearly extending
6 =
portion(s). These permit, in a simple manner, a large effective overall length of the grip edge situated behind, with high stability. The grip edge situated behind plays a particular role in the transmission of braking forces. Particularly high braking forces can be transmitted in the case of low tyre slip. It is therefore desirable for the grip edges situated behind to be formed with a large -- overall length in order to ensure the greatest possible support in the interlocking with the ice surface. The embodiment with curved grip edge portions makes it possible here, despite a particularly large effective overall length, to avoid edge transitions converging in tapering fashion, and possible breakaway tendencies, in the sensitive grip edge region situated behind. In this way, it is however possible to produce spike pins with a large effective edge length but with -- reduced volume and spike weight. In this way, road wear can be reduced, without adversely affecting the important winter characteristics.
In one embodiment, in the section planes formed perpendicular to the longitudinal extent direction of the spike, the foot flange is delimited, at a distance a from the common straight line -- and in front of the common straight line, by a rectilinearly extending extent portion, and, between said rectilinearly extending extent portion and that point of the section contour which is situated behind the common straight line and at a distance b from the common straight line, a with a circular-segment-shaped, oval-segment-shaped or ellipse-segment-shaped section contour are formed, wherein the relatively long main axis of the oval or of the ellipse is oriented in the -- circumferential direction U of the tire. By means of this embodiment, it is possible in a simple mariner to optimize the bedding stiffness and the lever ratios at the spike foot for the occurring slip movements during driving without electronic anti-slip regulation, and to achieve a uniform contact pressure of the surrounding rubber matrix on the spike body for the attachment by vulcanization.
In one embodiment, in the section planes formed perpendicular to the longitudinal extent direction of the spike, the foot flange is delimited, at a distance b from the common straight line g and behind the common straight line g, by a rectilinearly extending extent portion, and, between said rectilinearly extending extent portion and that point of the section contour which is -- situated in front of the common straight line g and at a distance a from the common straight line g, a with a circular-segment-shaped, oval-segment-shaped or ellipse-segment-shaped section
portion(s). These permit, in a simple manner, a large effective overall length of the grip edge situated behind, with high stability. The grip edge situated behind plays a particular role in the transmission of braking forces. Particularly high braking forces can be transmitted in the case of low tyre slip. It is therefore desirable for the grip edges situated behind to be formed with a large -- overall length in order to ensure the greatest possible support in the interlocking with the ice surface. The embodiment with curved grip edge portions makes it possible here, despite a particularly large effective overall length, to avoid edge transitions converging in tapering fashion, and possible breakaway tendencies, in the sensitive grip edge region situated behind. In this way, it is however possible to produce spike pins with a large effective edge length but with -- reduced volume and spike weight. In this way, road wear can be reduced, without adversely affecting the important winter characteristics.
In one embodiment, in the section planes formed perpendicular to the longitudinal extent direction of the spike, the foot flange is delimited, at a distance a from the common straight line -- and in front of the common straight line, by a rectilinearly extending extent portion, and, between said rectilinearly extending extent portion and that point of the section contour which is situated behind the common straight line and at a distance b from the common straight line, a with a circular-segment-shaped, oval-segment-shaped or ellipse-segment-shaped section contour are formed, wherein the relatively long main axis of the oval or of the ellipse is oriented in the -- circumferential direction U of the tire. By means of this embodiment, it is possible in a simple mariner to optimize the bedding stiffness and the lever ratios at the spike foot for the occurring slip movements during driving without electronic anti-slip regulation, and to achieve a uniform contact pressure of the surrounding rubber matrix on the spike body for the attachment by vulcanization.
In one embodiment, in the section planes formed perpendicular to the longitudinal extent direction of the spike, the foot flange is delimited, at a distance b from the common straight line g and behind the common straight line g, by a rectilinearly extending extent portion, and, between said rectilinearly extending extent portion and that point of the section contour which is -- situated in front of the common straight line g and at a distance a from the common straight line g, a with a circular-segment-shaped, oval-segment-shaped or ellipse-segment-shaped section
7 . contour are formed, wherein the relatively long main axis of the oval or of the ellipse is oriented in the circumferential direction U of the tire. By means of this embodiment, it is possible in a simple manner to optimize the bedding stiffness and the lever ratios at the spike foot for the occurring slip movements during driving with electronic anti-slip regulation with large slip movements during traction and small slip movements during braking, and to achieve a uniform contact pressure of the surrounding rubber matrix on the spike body for the attachment by vulcanization.
In one embodiment, the grip edge situated in front in the direction of rotation during forward travel is formed in the direction of rotation with two rectilinearly extending grip edge portions converging on one another in tapering fashion, wherein a central, rectilinearly extending grip edge portion is formed between the two grip edge portions converging on one another in tapering fashion, wherein that extent end of one of the two grip edge portions converging on one another in tapering fashion which is situated in front in the direction of rotation transitions, with the formation of a bend, into one extent end of the central grip edge portion, and wherein that extent end of the other of the two grip edge portions converging on one another in tapering fashion which is situated in front in the direction of rotation transitions, with the formation of a bend, into the other extent end of the central grip edge portion. The design of the grip edge situated in front has a particular influence both on the grip characteristics and on road wear. It must be able to reliably penetrate into the ice surface, because the spike otherwise cannot mechanically interlock. The two grip edge portions converging in tapering fashion permits an effective penetration of the grip edge into the ice in a simple manner, because the effective edge length that impinges as the tire rolls can be reduced to the length of the central grip edge portion. The central grip edge portion permits, upon the penetration into the ice surface, a corresponding interlocking face surface for good winter grip. Here, it is also ensured that the spike pin does not impinge on the road surface in punctiform fashion, but rather rolls over the edge of the central grip portion, whereby the wear of the road surface can be reduced.
In one embodiment, the central grip edge portion is oriented to extend in the axial direction of the tyre. During the transmission of forces, the resultant force is always perpendicular to the spike pin surface, but only the component pointing in the circumferential direction can be
In one embodiment, the grip edge situated in front in the direction of rotation during forward travel is formed in the direction of rotation with two rectilinearly extending grip edge portions converging on one another in tapering fashion, wherein a central, rectilinearly extending grip edge portion is formed between the two grip edge portions converging on one another in tapering fashion, wherein that extent end of one of the two grip edge portions converging on one another in tapering fashion which is situated in front in the direction of rotation transitions, with the formation of a bend, into one extent end of the central grip edge portion, and wherein that extent end of the other of the two grip edge portions converging on one another in tapering fashion which is situated in front in the direction of rotation transitions, with the formation of a bend, into the other extent end of the central grip edge portion. The design of the grip edge situated in front has a particular influence both on the grip characteristics and on road wear. It must be able to reliably penetrate into the ice surface, because the spike otherwise cannot mechanically interlock. The two grip edge portions converging in tapering fashion permits an effective penetration of the grip edge into the ice in a simple manner, because the effective edge length that impinges as the tire rolls can be reduced to the length of the central grip edge portion. The central grip edge portion permits, upon the penetration into the ice surface, a corresponding interlocking face surface for good winter grip. Here, it is also ensured that the spike pin does not impinge on the road surface in punctiform fashion, but rather rolls over the edge of the central grip portion, whereby the wear of the road surface can be reduced.
In one embodiment, the central grip edge portion is oriented to extend in the axial direction of the tyre. During the transmission of forces, the resultant force is always perpendicular to the spike pin surface, but only the component pointing in the circumferential direction can be
8 =
, utilized for the transmission of braking or traction forces. The force vectors pointing in another direction generate reactive stresses in the ice, which can lead to ''premature" ice fracture and thus to a reduced transmission of force by interlocking. This embodiment of the central portion permits an optimization of the winter characteristics, because all force vectors in the central grip edge portion point in the circumferential direction, and thus the occurrence of reactive forces is prevented.
In one embodiment, that grip edge of the spike pin which is situated behind in the direction of rotation is formed with two rectilinearly extending grip edge portions converging on one another in tapering fashion counter to the direction of rotation and with a central, concavely curved grip edge portion formed between the two grip edge portions converging on one another in tapering fashion, wherein that extent end of one of the two grip edge portions converging on one another in tapering fashion which is situated behind in the direction of rotation transitions, with the formation of a bend, into one extent end of the central grip edge portion, and wherein that extent end of the other of the two grip edge portions converging on one another in tapering fashion which is situated behind in the direction of rotation transitions, with the formation of a bend, into the other extent end of the central grip edge portion. The embodiment permits, in a simple manner, a large effective overall length of the grip edge situated behind, with high stability. The grip edge situated behind plays a particular role in the transmission of braking forces.
Particularly high braking forces can be transmitted in the case of low tyre slip. It is therefore desirable for the group edges situated behind to be formed with a large overall length in order to ensure the greatest possible support in the interlocking with the ice surface.
The embodiment with the central grip edge portion makes it possible here, despite a large effective overall length, to avoid edge transitions converging in tapering fashion, and possible breakaway tendencies, in the sensitive grip edge region situated behind.
In one embodiment, the encircling grip edge forms in each case one lateral grip edge to both sides in the axial direction, wherein the lateral grip edge has in each case one extended portion in which the grip edge is oriented so as to extend rectilinearly in the circumferential direction U of the tire. The lateral control can be additionally further promoted in this way.
, utilized for the transmission of braking or traction forces. The force vectors pointing in another direction generate reactive stresses in the ice, which can lead to ''premature" ice fracture and thus to a reduced transmission of force by interlocking. This embodiment of the central portion permits an optimization of the winter characteristics, because all force vectors in the central grip edge portion point in the circumferential direction, and thus the occurrence of reactive forces is prevented.
In one embodiment, that grip edge of the spike pin which is situated behind in the direction of rotation is formed with two rectilinearly extending grip edge portions converging on one another in tapering fashion counter to the direction of rotation and with a central, concavely curved grip edge portion formed between the two grip edge portions converging on one another in tapering fashion, wherein that extent end of one of the two grip edge portions converging on one another in tapering fashion which is situated behind in the direction of rotation transitions, with the formation of a bend, into one extent end of the central grip edge portion, and wherein that extent end of the other of the two grip edge portions converging on one another in tapering fashion which is situated behind in the direction of rotation transitions, with the formation of a bend, into the other extent end of the central grip edge portion. The embodiment permits, in a simple manner, a large effective overall length of the grip edge situated behind, with high stability. The grip edge situated behind plays a particular role in the transmission of braking forces.
Particularly high braking forces can be transmitted in the case of low tyre slip. It is therefore desirable for the group edges situated behind to be formed with a large overall length in order to ensure the greatest possible support in the interlocking with the ice surface.
The embodiment with the central grip edge portion makes it possible here, despite a large effective overall length, to avoid edge transitions converging in tapering fashion, and possible breakaway tendencies, in the sensitive grip edge region situated behind.
In one embodiment, the encircling grip edge forms in each case one lateral grip edge to both sides in the axial direction, wherein the lateral grip edge has in each case one extended portion in which the grip edge is oriented so as to extend rectilinearly in the circumferential direction U of the tire. The lateral control can be additionally further promoted in this way.
9 . BRIEF DESCRIPTION OF THE DRAWINGS
The invention will be discussed in more detail below on the basis of the exemplary embodiments illustrated in figures 1 to 11. In the figures:
figure 1 shows a circumferential portion of a pneumatic vehicle tire with spikes in plan view, figure 2 shows an enlarged illustration of a spike of the tread profile of figure 1 in plan view, figure 3 shows the spike of figure 2 in a side view in the viewing direction III-111 of figure 2, figure 4 shows the spike of figure 2 in another side view in the viewing direction IV-IV of figure 2, figure 5 shows the spike of figure 2 in another side view in the viewing direction V-V of figure 2, figure 6 shows the spike of figure 2 in a perspective illustration, figure 7 shows an enlarged illustration of the spike of figure 2 in an alternative embodiment, figure 8 shows the spike of figure 7 in a side view in the viewing direction VIII-VIII of figure 7, figure 9 shows the spike of figure 7 in another side view in the viewing direction IX-IX
of figure 7, figure 10 shows the spike of figure 7 in another side view in the viewing direction X-X of figure 7, and figure 11 shows the spike of figure 7 in a perspective illustration.
DETAILED DESCRIPTION OF EMBODIMENTS
Variants, examples and preferred embodiments of the invention are described hereinbelow.
Figure 1 shows a tread profile of a directional pneumatic vehicle tire for passenger motor vehicle tires with winter characteristics, having multiple profile block rows 22, 23, 24, 25 and 26 of
The invention will be discussed in more detail below on the basis of the exemplary embodiments illustrated in figures 1 to 11. In the figures:
figure 1 shows a circumferential portion of a pneumatic vehicle tire with spikes in plan view, figure 2 shows an enlarged illustration of a spike of the tread profile of figure 1 in plan view, figure 3 shows the spike of figure 2 in a side view in the viewing direction III-111 of figure 2, figure 4 shows the spike of figure 2 in another side view in the viewing direction IV-IV of figure 2, figure 5 shows the spike of figure 2 in another side view in the viewing direction V-V of figure 2, figure 6 shows the spike of figure 2 in a perspective illustration, figure 7 shows an enlarged illustration of the spike of figure 2 in an alternative embodiment, figure 8 shows the spike of figure 7 in a side view in the viewing direction VIII-VIII of figure 7, figure 9 shows the spike of figure 7 in another side view in the viewing direction IX-IX
of figure 7, figure 10 shows the spike of figure 7 in another side view in the viewing direction X-X of figure 7, and figure 11 shows the spike of figure 7 in a perspective illustration.
DETAILED DESCRIPTION OF EMBODIMENTS
Variants, examples and preferred embodiments of the invention are described hereinbelow.
Figure 1 shows a tread profile of a directional pneumatic vehicle tire for passenger motor vehicle tires with winter characteristics, having multiple profile block rows 22, 23, 24, 25 and 26 of
10 known type arranged adjacent to one another in an axial direction A of the pneumatic vehicle =
tire. The profile block row 22 is, in a known manner, oriented so as to extend in a circumferential direction U over the entire circumference of the pneumatic vehicle tire, and formed from profile block elements which are arranged one behind the other in the circumferential direction U of the pneumatic vehicle tire and which are separated from one another by transverse channels 31.
Likewise, the profile block row 23, the profile block row 24 and the profile block row 25 are each oriented so as to extend in the circumferential direction U over the entire circumference of the pneumatic vehicle tire, and formed in a known manner from profile block elements which are arranged one behind the other in the circumferential direction U and which are in each case separated from one another by transverse channels 31. Likewise, the profile block row 26 is oriented so as to extend in the circumferential direction U over the entire circumference of the pneumatic vehicle tire, and formed in a known manner from profile block elements which are arranged one behind the other in the circumferential direction U and which are in each case separated from one another by transverse channels 31. The profile block rows 22 and 26 are shoulder profile block rows. The profile block rows 23, 24 and 25 are formed in the central extent portion of the profile. The profile block elements of the profile block row 22 and the adjacent profile block elements of the profile block row 23 are formed so as to be separated from one another in an axial direction A by circumferential channels 27 of known type extending in the circumferential direction U. The profile block elements of the
tire. The profile block row 22 is, in a known manner, oriented so as to extend in a circumferential direction U over the entire circumference of the pneumatic vehicle tire, and formed from profile block elements which are arranged one behind the other in the circumferential direction U of the pneumatic vehicle tire and which are separated from one another by transverse channels 31.
Likewise, the profile block row 23, the profile block row 24 and the profile block row 25 are each oriented so as to extend in the circumferential direction U over the entire circumference of the pneumatic vehicle tire, and formed in a known manner from profile block elements which are arranged one behind the other in the circumferential direction U and which are in each case separated from one another by transverse channels 31. Likewise, the profile block row 26 is oriented so as to extend in the circumferential direction U over the entire circumference of the pneumatic vehicle tire, and formed in a known manner from profile block elements which are arranged one behind the other in the circumferential direction U and which are in each case separated from one another by transverse channels 31. The profile block rows 22 and 26 are shoulder profile block rows. The profile block rows 23, 24 and 25 are formed in the central extent portion of the profile. The profile block elements of the profile block row 22 and the adjacent profile block elements of the profile block row 23 are formed so as to be separated from one another in an axial direction A by circumferential channels 27 of known type extending in the circumferential direction U. The profile block elements of the
11 profile block row 23 and the adjacent profile block elements of the profile block row 24 are formed so as to be separated from one another in the axial direction A by circumferential channels 28, The profile block elements of the profile block row 24 and the adjacent profile block elements of the profile block row 25 are arranged so as to be separated from -- one another in the axial direction A by circumferential channels 29. The profile block elements of the profile block row 25 and the adjacent profile block elements of the profile block row 26 are arranged so as to be separated from one another in the axial direction A
by circumferential channels 30.
-- The transverse channels 31 extend in a V shape over the entire axial extent region of the tread profile, through the tread profile from the profile block row 22 formed in the left-hand shoulder to the profile block row 26 formed in the right-hand shoulder.
The direction of rotation D of the pneumatic vehicle tire during forward travel is indicated in figure 1 and figure 2.
In the profile block rows 22, 23, 25 and 26, in each case in a manner distributed over the circumference in different profile block elements, spikes 1 are fastened spike holes of known type, which in a known manner are formed in the profile block elements for the purposes of receiving the spikes I.
Figure 2 shows the illustration of a spike I in an enlarged illustration and, for the purposes of a simplified illustration, without the surrounding rubber material of the pneumatic vehicle tire. As illustrated in figures 2 to 6, the spike 1 is in a known manner formed from -- a spike body 2 and from a spike pin 3. The spike body 2 is, from the inside outward as viewed in the radial direction R of the pneumatic vehicle tire, formed in a known manner from a foot flange 4, a waisted central part 5 adjoining said foot flange, and a top flange 6 adjoining said central part. The spike body 2 is formed with a height H in the radial direction R of the pneumatic vehicle tire.
by circumferential channels 30.
-- The transverse channels 31 extend in a V shape over the entire axial extent region of the tread profile, through the tread profile from the profile block row 22 formed in the left-hand shoulder to the profile block row 26 formed in the right-hand shoulder.
The direction of rotation D of the pneumatic vehicle tire during forward travel is indicated in figure 1 and figure 2.
In the profile block rows 22, 23, 25 and 26, in each case in a manner distributed over the circumference in different profile block elements, spikes 1 are fastened spike holes of known type, which in a known manner are formed in the profile block elements for the purposes of receiving the spikes I.
Figure 2 shows the illustration of a spike I in an enlarged illustration and, for the purposes of a simplified illustration, without the surrounding rubber material of the pneumatic vehicle tire. As illustrated in figures 2 to 6, the spike 1 is in a known manner formed from -- a spike body 2 and from a spike pin 3. The spike body 2 is, from the inside outward as viewed in the radial direction R of the pneumatic vehicle tire, formed in a known manner from a foot flange 4, a waisted central part 5 adjoining said foot flange, and a top flange 6 adjoining said central part. The spike body 2 is formed with a height H in the radial direction R of the pneumatic vehicle tire.
12 Here, the top flange 6 extends in the radial direction R of the pneumatic vehicle tire over an extent height H3 of Omm < H3 < (0.92 H), and is formed with a cylindrical shell surface with a cylinder diameter D3. At the transition outward in the radial direction R of the tire to the face surface of the spike body 2 and inward to the waisted central part 5, the top flange 6 is beveled concentrically with respect to the cylinder axis. In the case of conventional passenger motor vehicle or van tires, the extent height H3 is selected to be (0.25H) < H3 <
(0.48 H).
The foot flange 4 is formed with an extent height HI extending in the radial direction R of the pneumatic vehicle tire, where (0.08 H) < < (0.4 H). In the case of conventional passenger motor vehicle or van tires, the extent height Hi is selected to be (0.1 H) <Iii<
(0.2 H).
The foot flange 4 is formed with a cylindrical shell surface composed of a shell surface portion 18 and a shell surface portion 19, wherein the shell surface portion 18 forms the segment of a cylinder shell surface with cylinder axis and diameter DI, and the shell surface portion 19 forms a planar surface which intersects the imaginary completed cylinder shell surface of the segment parallel to the cylinder axis.
As can be seen in figure 2 and figure 5, in the section planes perpendicular to the main extent direction of the spike 1 and thus perpendicular to the radial extent direction R of the tire, the shell surface portion 19 is formed so as to extend rectilinearly, and the portion 18 is in the shape of a circular segment. The shell surface portion 19 and thus the rectilinear section contour lines are, in the direction of rotation D, positioned in front of the position of the center of mass Si of the foot flange 18 at a distance a from the position of the center of mass Si. The cylinder-segment-shaped shell portion 18 and thus the circular-segment-shaped section contour line extend counter to the direction of rotation D as far as into a position at a distance b from the center of mass Si of the foot flange 4.
Here, the distances b and a are configured such that b > a. Likewise, (a + b) <D1.
(0.48 H).
The foot flange 4 is formed with an extent height HI extending in the radial direction R of the pneumatic vehicle tire, where (0.08 H) < < (0.4 H). In the case of conventional passenger motor vehicle or van tires, the extent height Hi is selected to be (0.1 H) <Iii<
(0.2 H).
The foot flange 4 is formed with a cylindrical shell surface composed of a shell surface portion 18 and a shell surface portion 19, wherein the shell surface portion 18 forms the segment of a cylinder shell surface with cylinder axis and diameter DI, and the shell surface portion 19 forms a planar surface which intersects the imaginary completed cylinder shell surface of the segment parallel to the cylinder axis.
As can be seen in figure 2 and figure 5, in the section planes perpendicular to the main extent direction of the spike 1 and thus perpendicular to the radial extent direction R of the tire, the shell surface portion 19 is formed so as to extend rectilinearly, and the portion 18 is in the shape of a circular segment. The shell surface portion 19 and thus the rectilinear section contour lines are, in the direction of rotation D, positioned in front of the position of the center of mass Si of the foot flange 18 at a distance a from the position of the center of mass Si. The cylinder-segment-shaped shell portion 18 and thus the circular-segment-shaped section contour line extend counter to the direction of rotation D as far as into a position at a distance b from the center of mass Si of the foot flange 4.
Here, the distances b and a are configured such that b > a. Likewise, (a + b) <D1.
13 As can be seen in figures 3 to 6, the foot flange 4 is also of beveled form at its transition to the face surface that delimits the spike body 2 inward in the radial direction R of the tire.
The central part 5 of the spike body 2 is, in a known manner, of waisted form, and extends over an extent height H2 measured in the longitudinal extent direction of the spike 1 and thus in the radial direction R of the tire, where Omm < H2 < (0.92 H). In the case of conventional passenger motor vehicle or van tires, the extent height H2 is selected to be (0.4H) H25. (0.55 H).
In all cross-sectional planes perpendicular to the main extent direction of the spike 1 and thus to the radial extent direction R of the tire, the central part 5 is formed with a circular section contour of its shell surface. Here, proceeding from the diameter D3 at the position of the transition to the top flange 6, the diameter of the circular section contours becomes continuously smaller along the extent of the spike 1 in the direction of the foot flange 4 until a minimum value D2 is reached, and after said minimum value has been reached, said diameter becomes continuously larger as far as the transition to the foot flange 4.
In the face surface that delimits the spike body 2 outward in the radial direction R of the tire at its top flange 6, there is formed, in a known manner, an opening for receiving and for the fastening of the spike pin 3, in which opening the spike pin is fastened when in the installed state in the pneumatic vehicle tire. The spike in 3 extends in the tire, from the face surface that forms a delimitation radially outward at the top flange 6 of the spike body 2, further outward in the radial direction R of the pneumatic vehicle tire, and forms the spike tip here. The spike tip and thus the spike pin 3 is delimited outward in the radial direction R of the tire with a surface that forms a plateau 20. The transition between the shell surface of the spike pin 3 and the plateau 20 has a sharp edge, and here forms a grip edge 7 running in encircling fashion around the spike pin 3. A radial elevation 21 extends outward in the radial direction R out of the plateau 20 at a distance from the grip edge 7 in a known manner, which elevation can facilitate the rolling movement.
The encircling grip edge 7 is formed, with a at its extent section situated in front in the direction of rotation D during forward travel, with a grip edge 8 situated in front, and at its
The central part 5 of the spike body 2 is, in a known manner, of waisted form, and extends over an extent height H2 measured in the longitudinal extent direction of the spike 1 and thus in the radial direction R of the tire, where Omm < H2 < (0.92 H). In the case of conventional passenger motor vehicle or van tires, the extent height H2 is selected to be (0.4H) H25. (0.55 H).
In all cross-sectional planes perpendicular to the main extent direction of the spike 1 and thus to the radial extent direction R of the tire, the central part 5 is formed with a circular section contour of its shell surface. Here, proceeding from the diameter D3 at the position of the transition to the top flange 6, the diameter of the circular section contours becomes continuously smaller along the extent of the spike 1 in the direction of the foot flange 4 until a minimum value D2 is reached, and after said minimum value has been reached, said diameter becomes continuously larger as far as the transition to the foot flange 4.
In the face surface that delimits the spike body 2 outward in the radial direction R of the tire at its top flange 6, there is formed, in a known manner, an opening for receiving and for the fastening of the spike pin 3, in which opening the spike pin is fastened when in the installed state in the pneumatic vehicle tire. The spike in 3 extends in the tire, from the face surface that forms a delimitation radially outward at the top flange 6 of the spike body 2, further outward in the radial direction R of the pneumatic vehicle tire, and forms the spike tip here. The spike tip and thus the spike pin 3 is delimited outward in the radial direction R of the tire with a surface that forms a plateau 20. The transition between the shell surface of the spike pin 3 and the plateau 20 has a sharp edge, and here forms a grip edge 7 running in encircling fashion around the spike pin 3. A radial elevation 21 extends outward in the radial direction R out of the plateau 20 at a distance from the grip edge 7 in a known manner, which elevation can facilitate the rolling movement.
The encircling grip edge 7 is formed, with a at its extent section situated in front in the direction of rotation D during forward travel, with a grip edge 8 situated in front, and at its
14 extent section situated behind in the direction of rotation D during forward travel, with a grip edge 9 situated behind, and with grip edge portions 16 and 17 which delimit the spike pin 3 in the axial direction A of the pneumatic vehicle tire, which grip edge portions are each oriented so as to extend in the circumferential direction U of the pneumatic vehicle tyre.
The grip edge 8 situated in front is formed from two lateral, in each case rectilinearly extending grip edge portions 10 and 12, and from a central extent portion 11 which is arranged in the axial direction A of the pneumatic vehicle tire between the two lateral grip edge portions 10 and 12. The lateral, rectilinear grip edge portions 10 and 12 are in this case formed so as to be oriented so as to converge on one another in tapered fashion in V-shaped or arrow-shaped form as viewed in the direction of rotation D. The central extent portion 11 is formed so as to be oriented so as to extend rectilinearly in the axial direction A of the pneumatic vehicle tire. Here, that extent end of the lateral grip edge portion 10 which is situated at the front as viewed in the direction of rotation D forms one extent end, directed toward the grip edge portion 10, of the central extent portion 11, and transitions there, with the inclusion of a bend in the extent profile of the grip edge 8 situated in front, and thus of the encircling grip edge 7, into the central extent portion 11.
Likewise, the front extent end, directed in the direction of rotation D, of the lateral grip edge portion 12 forms that extent end of the central extent portion 11 which is directed toward the lateral extent portion 12, and transitions there, with the inclusion of a bend in the extent profile of the grip edge 8 situated in front, and thus of the encircling grip edge 7, into the central extent portion 1 1 .
That extent end of the lateral grip edge portion 10 which is situated at the rear as viewed in the direction of rotation D forms that extent end of the grip edge portion 16 which is situated at the front as viewed in the direction of rotation D, and transitions, with the inclusion of a bend in the extent profile of the encircling grip edge 7, into the grip edge portion 16. Likewise, that extent end of the lateral grip edge portion 12 which is situated at the rear as viewed in the direction of rotation D forms that end of the grip edge portion 17 which is situated at the front in the direction of rotation D, and transitions there, with the inclusion of a bend in the extent profile of the encircling grip edge 7, into the grip edge portion 17.
The grip edge 9 situated behind in the direction of rotation D is formed from two lateral 5 extending grip edge portions 13 and 15 and from a central extent portion 14 which is arranged in the axial direction A of the pneumatic vehicle tire between the two lateral grip edge portions 13 and 15. The lateral grip edge portions 13 and 15 are formed so as to extend rectilinearly and so as to be oriented so as to converge on one another in tapered fashion in V-shaped or arrow-shaped form as viewed in the direction of rotation D. The 10 central extent portion 14 is formed with a concavely curved curvature profile, that is to say the curvature radius of the curvature profile 14 is formed on that side of the curvature line which points away from the spike pin 3.
That extent end of the lateral grip edge portion 13 which is formed behind in the direction
The grip edge 8 situated in front is formed from two lateral, in each case rectilinearly extending grip edge portions 10 and 12, and from a central extent portion 11 which is arranged in the axial direction A of the pneumatic vehicle tire between the two lateral grip edge portions 10 and 12. The lateral, rectilinear grip edge portions 10 and 12 are in this case formed so as to be oriented so as to converge on one another in tapered fashion in V-shaped or arrow-shaped form as viewed in the direction of rotation D. The central extent portion 11 is formed so as to be oriented so as to extend rectilinearly in the axial direction A of the pneumatic vehicle tire. Here, that extent end of the lateral grip edge portion 10 which is situated at the front as viewed in the direction of rotation D forms one extent end, directed toward the grip edge portion 10, of the central extent portion 11, and transitions there, with the inclusion of a bend in the extent profile of the grip edge 8 situated in front, and thus of the encircling grip edge 7, into the central extent portion 11.
Likewise, the front extent end, directed in the direction of rotation D, of the lateral grip edge portion 12 forms that extent end of the central extent portion 11 which is directed toward the lateral extent portion 12, and transitions there, with the inclusion of a bend in the extent profile of the grip edge 8 situated in front, and thus of the encircling grip edge 7, into the central extent portion 1 1 .
That extent end of the lateral grip edge portion 10 which is situated at the rear as viewed in the direction of rotation D forms that extent end of the grip edge portion 16 which is situated at the front as viewed in the direction of rotation D, and transitions, with the inclusion of a bend in the extent profile of the encircling grip edge 7, into the grip edge portion 16. Likewise, that extent end of the lateral grip edge portion 12 which is situated at the rear as viewed in the direction of rotation D forms that end of the grip edge portion 17 which is situated at the front in the direction of rotation D, and transitions there, with the inclusion of a bend in the extent profile of the encircling grip edge 7, into the grip edge portion 17.
The grip edge 9 situated behind in the direction of rotation D is formed from two lateral 5 extending grip edge portions 13 and 15 and from a central extent portion 14 which is arranged in the axial direction A of the pneumatic vehicle tire between the two lateral grip edge portions 13 and 15. The lateral grip edge portions 13 and 15 are formed so as to extend rectilinearly and so as to be oriented so as to converge on one another in tapered fashion in V-shaped or arrow-shaped form as viewed in the direction of rotation D. The 10 central extent portion 14 is formed with a concavely curved curvature profile, that is to say the curvature radius of the curvature profile 14 is formed on that side of the curvature line which points away from the spike pin 3.
That extent end of the lateral grip edge portion 13 which is formed behind in the direction
15 .. of rotation D forms that extent end of the grip edge portion 14 which is formed toward the grip edge portion 13, and transitions there, with the inclusion of a bend in the extent profile of the rear grip edge 9, and thus of the encircling grip edge 7, into the extent portion 14.
That extent end of the lateral grip edge portion 15 which is formed behind in the direction of rotation D forms that extent end of the grip edge portion 14 which is formed toward the grip edge portion 15, and transitions there, with the inclusion of a bend in the extent profile of the rear grip edge 9, and thus of the encircling grip edge 7, into the extent portion 14.
That extent end of the grip edge portion 13 which is situated in front in the direction of rotation D forms that extent end of the grip edge portion 16 which is situated behind in the direction of rotation D, and transitions there, with the inclusion of a bend in the extent profile of the encircling grip edge 7, into the grip edge portion 16. That extent end of the grip edge portion 15 which is situated in front in the direction of rotation D
forms that extent end of the grip edge portion 17 which is situated behind in the direction of rotation D, and transitions there, with the inclusion of a bend in the extent profile of the encircling grip edge 7, into the grip edge portion 17.
That extent end of the lateral grip edge portion 15 which is formed behind in the direction of rotation D forms that extent end of the grip edge portion 14 which is formed toward the grip edge portion 15, and transitions there, with the inclusion of a bend in the extent profile of the rear grip edge 9, and thus of the encircling grip edge 7, into the extent portion 14.
That extent end of the grip edge portion 13 which is situated in front in the direction of rotation D forms that extent end of the grip edge portion 16 which is situated behind in the direction of rotation D, and transitions there, with the inclusion of a bend in the extent profile of the encircling grip edge 7, into the grip edge portion 16. That extent end of the grip edge portion 15 which is situated in front in the direction of rotation D
forms that extent end of the grip edge portion 17 which is situated behind in the direction of rotation D, and transitions there, with the inclusion of a bend in the extent profile of the encircling grip edge 7, into the grip edge portion 17.
16 The projection of the encircling gip edge 7 in the axial direction A of the tire has a projection length e. The projection of the encircling grip edge 7 in the circumferential direction U of the tire has a projection length c, which corresponds to the width of the spike pin 3 at the radial position of the grip edge 7 and indicates the effective grip edge length of the spike 1 in the circumferential direction U. The projection length e corresponds to the extent length, measured in the circumferential direction U, of the spike pin 3 at the radial position of the grip edge 7, and indicates the effective grip edge length of the spike in the axial direction A of the tire. Here, c and e are dimensioned such that c> e.
The extent length, measured in the axial direction, of the central extent portion 11 of the front grip edge 8 is in this case configured in the range from 40% to 80% of the projection length c. The extent length, measured in the axial direction A, of the central extent portion 14 of the rear grip edge 9 is in this case configured to be greater than the extent length, measured in the axial direction A, of the central extent portion 11 of the front grip edge 8.
As illustrated in figures 3, 5 and 2, the center of mass S1 of the foot flange 4 of the spike body 2, the center of mass S2 of the central part 5 of the spiked body 2, the center of mass S3 of the top flange 6 and the center of mass S4 of the spike pin 3 lie on a common straight line g, which extends in the radial direction R of the pneumatic vehicle tire.
The overall center of mass S (not shown) of the spike I also lies on said straight line.
In the exemplary embodiments described and illustrated in the figures, the central part 5 and the top flange 6 are, in terms of their shell surface, in each case of circular form in the section planes perpendicular to the main extent direction of the spike and to the radial extent direction R of the tire.
In another embodiment which is not illustrated, the section contours of the shell surfaces of top flange 6 and of central part 5 are each of oval or elliptical form, wherein the relatively large main axis of the oval or of the ellipse is oriented in the circumferential direction U of the pneumatic vehicle tire. The above-stated diameters D2 and D3 then in each case form the relatively large diameter of the respective ellipse or of the oval.
The extent length, measured in the axial direction, of the central extent portion 11 of the front grip edge 8 is in this case configured in the range from 40% to 80% of the projection length c. The extent length, measured in the axial direction A, of the central extent portion 14 of the rear grip edge 9 is in this case configured to be greater than the extent length, measured in the axial direction A, of the central extent portion 11 of the front grip edge 8.
As illustrated in figures 3, 5 and 2, the center of mass S1 of the foot flange 4 of the spike body 2, the center of mass S2 of the central part 5 of the spiked body 2, the center of mass S3 of the top flange 6 and the center of mass S4 of the spike pin 3 lie on a common straight line g, which extends in the radial direction R of the pneumatic vehicle tire.
The overall center of mass S (not shown) of the spike I also lies on said straight line.
In the exemplary embodiments described and illustrated in the figures, the central part 5 and the top flange 6 are, in terms of their shell surface, in each case of circular form in the section planes perpendicular to the main extent direction of the spike and to the radial extent direction R of the tire.
In another embodiment which is not illustrated, the section contours of the shell surfaces of top flange 6 and of central part 5 are each of oval or elliptical form, wherein the relatively large main axis of the oval or of the ellipse is oriented in the circumferential direction U of the pneumatic vehicle tire. The above-stated diameters D2 and D3 then in each case form the relatively large diameter of the respective ellipse or of the oval.
17 In the exemplary embodiments described above and illustrated in the figures, the foot flange is of cylinder-segment-shaped form in the region of its shell surface portion 18, with a circular outline of the cylinder and with a circular-segment-shaped section line contour of the cylinder segment shape in the section planes perpendicular to the main extent direction of the spike 1 and to the radial extent direction R of the tire.
In an alternative embodiment which is not illustrated, the shell surface portion 18 is a cylinder-segment-shaped portion with an oval or elliptical outline of the cylinder and with an oval-segment-shaped or ellipse-segment-shaped section line contour of the cylinder segment shape in the section planes perpendicular to the main extent direction of the spike 1 and to the radial extent direction R of the tire, wherein the relatively large main axis of the ellipse or of the oval is oriented in the circumferential extent direction U of the pneumatic vehicle tire. The above-stated diameter Di then corresponds to the relatively large diameter of the oval or of the ellipse.
Figures 7 to 11 illustrate a spike 1 of an alternative embodiment, which is designed similarly to the spike 1 illustrated in figures 2 to 6 and described above.
Only the foot flange 4' of the spike body 2 is designed to be rotated through 1800 about the straight line g in relation to the spike illustrated in figures 2 to 8 and described above.
The shell surface portion 19 and thus the rectilinear section contour lines are, in the direction of rotation D of the pneumatic vehicle tire, positioned behind the position of the center of mass S1 of the foot flange 4 at a distance b from the straight line g and from the position of the center of mass SI. The cylinder-segment-shaped shell portion 18 and thus the circular-segment-shaped section contour line extend in the direction of rotation D as far as into a position at a distance a in front of the straight line and the center of mass Si of the foot flange 4. Here, the distances b and a are configured such that b <a. In this embodiment, too, (a + b) < Di applies.
In an alternative embodiment which is not illustrated, the shell surface portion 18 is a cylinder-segment-shaped portion with an oval or elliptical outline of the cylinder and with an oval-segment-shaped or ellipse-segment-shaped section line contour of the cylinder segment shape in the section planes perpendicular to the main extent direction of the spike 1 and to the radial extent direction R of the tire, wherein the relatively large main axis of the ellipse or of the oval is oriented in the circumferential extent direction U of the pneumatic vehicle tire. The above-stated diameter Di then corresponds to the relatively large diameter of the oval or of the ellipse.
Figures 7 to 11 illustrate a spike 1 of an alternative embodiment, which is designed similarly to the spike 1 illustrated in figures 2 to 6 and described above.
Only the foot flange 4' of the spike body 2 is designed to be rotated through 1800 about the straight line g in relation to the spike illustrated in figures 2 to 8 and described above.
The shell surface portion 19 and thus the rectilinear section contour lines are, in the direction of rotation D of the pneumatic vehicle tire, positioned behind the position of the center of mass S1 of the foot flange 4 at a distance b from the straight line g and from the position of the center of mass SI. The cylinder-segment-shaped shell portion 18 and thus the circular-segment-shaped section contour line extend in the direction of rotation D as far as into a position at a distance a in front of the straight line and the center of mass Si of the foot flange 4. Here, the distances b and a are configured such that b <a. In this embodiment, too, (a + b) < Di applies.
18 =
, LIST OF REFERENCE DESIGNATIONS
(Part of the description) 1 Spike 2 Spike body 3 Spike pin 4 Foot flange 5 Waisted central portion 6 Top flange 7 Encircling grip edge 8 Grip edge situated in front 9 Grip edge situated behind 10 Grip edge portion 11 Central grip edge portion 12 Grip edge portion 13 Grip edge portion 14 Central grip edge portion 15 Grip edge portion 16 Grip edge portion 17 Grip edge portion 18 Shell contour portion
, LIST OF REFERENCE DESIGNATIONS
(Part of the description) 1 Spike 2 Spike body 3 Spike pin 4 Foot flange 5 Waisted central portion 6 Top flange 7 Encircling grip edge 8 Grip edge situated in front 9 Grip edge situated behind 10 Grip edge portion 11 Central grip edge portion 12 Grip edge portion 13 Grip edge portion 14 Central grip edge portion 15 Grip edge portion 16 Grip edge portion 17 Grip edge portion 18 Shell contour portion
19 Shell contour portion
20 Plateau
21 Elevation
22 Profile block row
23 Profile block row
24 Profile block row
25 Profile block row
26 Profile block row
27 Circumferential channel
28 Circumferential channel
29 Circumferential channel
30 Circumferential channel
31 Transverse channel
32 Sipe
Claims (13)
1) A directional vehicle tire comprising a tread profile and spikes which are composed of a spike body and of a spike pin, wherein the spike pin with an encircling grip edge which forms a grip edge situated in front in a direction of rotation during forward travel and a grip edge situated behind in the direction of rotation, which grip edges each extend over an entire width, formed in an axial direction of the tire, of the spike pin, wherein a first grip edge length, effective in a circumferential direction of the tire, of the encircling grip edge is greater than a second grip edge length effective in the axial direction, wherein the grip edge situated in front in the direction of rotation during forward travel is formed in the direction of rotation with two grip edge portions converging on one another in tapering fashion, wherein the spike body is formed from a foot flange, a central portion and a top flange, wherein the top flange and the central portion are formed in each case with a circular, oval or elliptical section contour in section planes formed perpendicular to a longitudinal extent of the spike, wherein a center of gravity of the spike pin, a center of gravity of the top flange, a center of gravity of the central portion and a center of gravity of the foot flange are arranged on a common straight line, and wherein, in the section planes formed perpendicular to the longitudinal extent direction of the spike, the foot flange is formed with a section contour wherein a point of the section contour which in the direction of rotation is furthest remote from the common straight line and situated in front of the common straight line is arranged at a distance a, measured in the direction of rotation, from the common straight line, wherein a point of the section contour which is furthest remote from the common straight line and situated behind the common straight line is arranged at a distance b, measured in the direction of rotation, from the straight line, wherein a .noteq. b.
2) The vehicle tire as defined in claim 1, wherein a > b.
3) The vehicle tire as defined in claim 1, wherein a < b.
4) The vehicle tire as defined in any one of claims 1 to 3, wherein the grip edge of the spike pin which is situated behind in the direction of rotation includes one or more curved portion(s).
5) The vehicle tire as defined in claim 4, wherein the one or more curved portion(s) are convexly curved.
6) The vehicle tire as defined in claim 4, wherein the one or more curved portion(s) are concavely curved.
7) The vehicle tire as defined in any one of claims 1 to 3, wherein the grip edge of the spike pin which is situated behind in the direction of rotation includes one or more rectilinearly extending portion(s).
8) The vehicle tire as defined in claim 3, wherein, in the section planes formed perpendicular to the longitudinal extent direction of the spike, the foot flange is delimited, at the distance a from the common straight line and in front of the common straight line, by a rectilinearly extending extent portion, and, between the rectilinearly extending extent portion, wherein a point of the section contour which is situated behind the common straight line and at the distance b from the common straight line, wherein a circular-segment-shaped, oval-segment-shaped or ellipse-segment-shaped section contour are formed, and wherein a relatively long main axis of the oval or of the ellipse is oriented in the circumferential direction of the tire.
9) The vehicle tire as defined in claim 2, wherein, in the section planes formed perpendicular to the longitudinal extent direction of the spike, the foot flange is delimited, at the distance b from the common straight line and behind the common straight line, by a rectilinearly extending extent portion, and, between the rectilinearly extending extent portion, wherein a point of the section contour which is situated in front of the common straight line and at the distance a from the common straight line, wherein a circular-segment-shaped, oval-segment-shaped or ellipse-segment-shaped section contour are formed, and wherein a relatively long main axis of the oval or of the ellipse is oriented in the circumferential direction of the tire.
10) The vehicle tire as defined in any one of claims 1 to 9, wherein the grip edge situated in front in the direction of rotation during forward travel is formed in the direction of rotation with two rectilinearly extending grip edge portions converging on one another in tapering fashion, wherein a central, rectilinearly extending grip edge portion is formed between the two grip edge portions converging on one another in tapering fashion, wherein the extent end of one of the two grip edge portions converging on one another in tapering fashion which is situated in front in the direction of rotation transitions, with the formation of a bend, into one extent end of the central grip edge portion, and wherein the extent end of the other of the two grip edge portions converging on one another in tapering fashion which is situated in front in the direction of rotation transitions, with the formation of a bend, into the other extent end of the central grip edge portion.
11) The vehicle tire as defined in claim 10, wherein the central grip edge portion is oriented to extend in the axial direction of the tire.
12) The vehicle tire as defined in any one of claims 6 to 11, wherein the grip edge of the spike pin which is situated behind in the direction of rotation is formed with two rectilinearly extending grip edge portions converging on one another in tapering fashion counter to the direction of rotation and with a central, concavely curved grip edge portion formed between the two grip edge portions converging on one another in tapering fashion, wherein the extent end of one of the two grip edge portions converging on one another in tapering fashion which is situated behind in the direction of rotation transitions, with the formation of a bend, into one extent end of the central grip edge portion, and wherein the extent end of the other of the two grip edge portions converging on one another in tapering fashion which is situated behind in the direction of rotation transitions, with the formation of a bend, into the other extent end of the central grip edge portion.
13) The vehicle tire as defined in any one of claims 1 to 12, wherein the encircling grip edge forms in each case one lateral grip edge to both sides in the axial direction, wherein the lateral grip edge has in each case one extent portion in which the grip edge is oriented so as to extend rectilinearly in the circumferential direction of the tire.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102016212279.7A DE102016212279A1 (en) | 2016-07-06 | 2016-07-06 | vehicle tires |
| DE102016212279.7 | 2016-07-06 | ||
| PCT/EP2017/060321 WO2018007040A1 (en) | 2016-07-06 | 2017-05-02 | Vehicle tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA3029771A1 CA3029771A1 (en) | 2018-01-11 |
| CA3029771C true CA3029771C (en) | 2019-12-31 |
Family
ID=58645080
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA3029771A Active CA3029771C (en) | 2016-07-06 | 2017-05-02 | Vehicle tire |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP3481648B1 (en) |
| CA (1) | CA3029771C (en) |
| DE (1) | DE102016212279A1 (en) |
| RU (1) | RU2702373C1 (en) |
| WO (1) | WO2018007040A1 (en) |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10354331A1 (en) * | 2003-11-21 | 2005-06-23 | Continental Aktiengesellschaft | Spike for vehicle tires |
| US20130000807A1 (en) | 2011-06-28 | 2013-01-03 | Frederic Michel-Jean Pons | Anti-skid stud for insertion into the tread of a vehicle tire and pneumatic tire comprising such anti-skid studs |
| JP5883246B2 (en) * | 2011-07-22 | 2016-03-09 | 株式会社ブリヂストン | Tire spikes and spike tires |
| JP6393163B2 (en) * | 2014-11-21 | 2018-09-19 | 株式会社ブリヂストン | Stud and studded tire |
-
2016
- 2016-07-06 DE DE102016212279.7A patent/DE102016212279A1/en not_active Withdrawn
-
2017
- 2017-05-02 WO PCT/EP2017/060321 patent/WO2018007040A1/en unknown
- 2017-05-02 EP EP17720490.6A patent/EP3481648B1/en active Active
- 2017-05-02 CA CA3029771A patent/CA3029771C/en active Active
- 2017-05-02 RU RU2019103091A patent/RU2702373C1/en active
Also Published As
| Publication number | Publication date |
|---|---|
| CA3029771A1 (en) | 2018-01-11 |
| WO2018007040A1 (en) | 2018-01-11 |
| DE102016212279A1 (en) | 2018-01-11 |
| EP3481648B1 (en) | 2020-07-08 |
| EP3481648A1 (en) | 2019-05-15 |
| RU2702373C1 (en) | 2019-10-08 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request |
Effective date: 20190103 |