CA3075198A1 - Pneumatic vehicle tyres having a profiled tread with studs - Google Patents
Pneumatic vehicle tyres having a profiled tread with studs Download PDFInfo
- Publication number
- CA3075198A1 CA3075198A1 CA3075198A CA3075198A CA3075198A1 CA 3075198 A1 CA3075198 A1 CA 3075198A1 CA 3075198 A CA3075198 A CA 3075198A CA 3075198 A CA3075198 A CA 3075198A CA 3075198 A1 CA3075198 A1 CA 3075198A1
- Authority
- CA
- Canada
- Prior art keywords
- studs
- type
- stud
- tread
- plane
- 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.)
- Granted
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
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
The invention relates to vehicle pneumatic tyres comprising a profiled tread with studs (1, 2), which are arranged in stud tracks (SP) running around the circumference of the tread, wherein each stud (1, 2) has a stud body (3, 4) anchored in the rubber material of the tread and a stud pin (5) protruding beyond the periphery of the tread, wherein studs (1) of a first type and studs (2) of a second type are anchored in the tread, which differ from one another in terms of the configuration of their stud body (3, 4), wherein the stud bodies (3, 4) each have a base flange (6, 7) and an upper flange (8, 9) and a central vertical axis including their centre of gravity, and wherein the studs (1) of the first type are positioned preferably mainly in lateral regions of the tread and the studs (2) of the second type are positioned preferably mainly in the central tread region. The upper flange (8) of the studs (1) of the first type has a single plane of symmetry (S1) passing through the vertical axis (a) and running at a < 45° angle to the axial direction, and the upper flange of the studs (1') of the second type have a single plane of symmetry (S2) passing through the vertical axis (a) and running at a < 45° angle to the circumferential direction, wherein the upper flanges (8, 9) each have different size extensions determined along the planes of symmetry (S1, S2) and starting from the vertical axis (a).
Description
=
Description Pneumatic vehicle tyres having a profiled tread with studs The invention relates to a pneumatic vehicle tyre having a profiled tread with studs, which are arranged in stud tracks running around the circumference of the tread, wherein each stud has a stud body anchored in the rubber material of the tread and a stud pin protruding beyond the periphery of the tread, wherein studs of a first type and studs of a second type are anchored in the tread, which differ from one another in terms of the configuration of their stud body, wherein the stud bodies each have a bottom flange and a top flange and a central vertical axis including their center of gravity, and wherein the studs of the first type are positioned preferably mainly in lateral regions of the tread and the studs of the second type are positioned preferably mainly in the central treadregion.
A pneumatic vehicle tyre of the type mentioned in the introduction is known from JP
2012176700 A. In order to improve the steering stability of the vehicle with studded tyres, there is a proposal in this document to provide studs in the side regions of the tread, the stud bodies of which have an elongate, oval shape in plan view, wherein the studs are positioned in such a way in the tread that the longer extent thereof is in the circumferential direction of the tread. Studs with stud bodies of circular-cylindrical design, for example, are provided in the tread regions directly adjoining the side regions.
Fl 126308 B discloses anchoring studs with stud pins in the central circumferential region of a tread, these ensuring better braking and traction force transfer than those studs which are anchored in the circumferential regions on the shoulder side. The studs with different properties differ in respect of the cross section of the stud pins thereof, wherein studs anchored in the central circumferential region have stud pins with a smaller cross-sectional area than the studs in the circumferential regions on the shoulder side.
It is known that, as a pneumatic vehicle tyre rolls on the underlying surface, the tyre flattens, wherein different slip movements take place in the side regions of the tread and in CA 03075198 2020-03-06 =
the central region of the tread. In the shoulder regions, the profile positives, e.g. profile blocks, slip through the contact area primarily in the direction of the center of the tread in the case of straightahead travel and small slip angles, while the profile positives, e.g. profile blocks, in the central tread region slip primarily in the circumferential direction. The previously known studs cannot take account of or exploit these different slip movements during the contact of the tread with the ground contact surface.
It is therefore the underlying object of the invention to adapt the concept of the use of two stud types of different design in the tread of a pneumatic vehicle tyre in an optimum manner to the different slip movements of the profile positives or profile blocks in order to prevent tilting movements of the studs, which can disadvantageously affect grip on ice.
According to the invention, the stated object is achieved by virtue of the fact that the top flange of the studs of the first type has a single plane of symmetry extending through the vertical axis and running at an angle of < 45 with respect to the axial direction, and the top flange of the studs of the second type has a single plane of symmetry extending through the vertical axis and running at an angle of < 45 with respect to the circumferential direction, wherein the top flanges each have different extents determined along the planes of symmetry and starting from the vertical axis.
For optimum performance on ice, it is expedient to softly bed the studs for small slip movements which arise due to the flattening movements of the profile positives as the tyre rolls. In the case of large slip movements, which arise during traction, during braking or during cornering, the studs should be stiffly bedded. The top flange geometry is also responsible here for stud retention and the vertical stiffness of the studs.
In the case of the studs positioned on the shoulder side, in the side regions of the tread, most of the slip movements during the rolling of the tyre take place toward the center of the tyre, i.e. the studs are tilted in the direction of the outside of the tread. Owing to the configuration of the top flange, the studs of the first type which are provided particularly in the lateral regions of the tread in this regard are softly bedded in this direction. In the case of the studs of the second type, which are anchored particularly in the central tread region, stiffer embedding of the studs counter to the tilting direction is essential in order to ensure reliable penetration of the stud pins into the ice. This effect is achieved through the special configuration of the top flange relative to the circumferential direction since the rubber matrix surrounding the stud is particularly highly preloaded in this direction and it is thus possible to build up high counterforces against tilting during traction and during braking.
According to a preferred embodiment, the softer bedding of the studs of the first type in the tilting direction mentioned is assisted by the fact that the top flange of the stud of this type has its greatest width along its plane of symmetry, which is less than its greatest length, which is along a second plane extending to the plane of symmetry and through the vertical axis.
The stiffer embedding of the studs of the second type counter to the tilting direction mentioned is assisted by the fact that the top flange of the stud of the second type has its greatest length along its plane of symmetry, which is greater than its greatest width, which is along a second plane extending perpendicularly to the plane of symmetry and through the vertical axis.
For the desired embedding of the studs, it is also advantageous if the planes of symmetry of the top flanges of the studs of the first and of the second type are simultaneously the only planes of symmetry of the respective bottom flanges and if, preferably in the case of the stud pins of both types, the stud pin is positioned centrally in the top flange and is elongate in a plan view of the stud, wherein the stud pin in the case of studs of the first type is elongate in the direction of the plane of symmetry, and, in the case of studs of the second type, it is elongate perpendicularly to the plane of symmetry.
As mentioned above, the top flanges of the studs of the first and of the second type each have different extents along the planes of symmetry, determined from the vertical axis. It is preferred if, in the case of a stud of the first type, different distances between the plane situated at right angles to the plane of symmetry and passing through the vertical axis and the two outermost edge locations of the top flange correspond to the different extents of the top flange, wherein the greater distance is preferably 0.1 mm to 0.3 mm greater than the smaller distance, and wherein, in particular, the smaller distance is 2.6 mm to 2.8 mm.
In the case of a stud of the second type, different distances between the plane situated at right angles to the plane of symmetry and passing through the vertical axis and the two outermost edge locations of the top flange preferably correspond to the different extents of the top flange, wherein the greater distance is preferably 0.6 mm to 0.9 mm greater than the smaller distance, which is, in particular, 2.9 mm to 3.2 mm.
It is particularly advantageous for the forces acting on the embedded stud during braking and during traction if both the studs of the first type and the studs of the second type have bottom flanges which each have different extents, determined along the planes of symmetry and starting from the vertical axis.
Particularly advantageous is an embodiment in which, in the case of a stud of the first type and starting from the plane situated at right angles to the plane of symmetry and passing through the vertical axis, the distance, determined in the plane of symmetry, from one outermost edge location of the bottom flange is greater than the distance from the other, opposite outermost edge location of the bottom flange, wherein the greater distance is preferably 1.5 mm to 2.0 mm greater than the smaller distance, which is, in particular, 3.2 mm to 3.5 mm.
Likewise preferred is an embodiment in which, in the case of a stud of the second type and starting from the plane situated at right angles to the plane of symmetry and passing through the vertical axis, the distance, present in the plane of symmetry, from one outermost edge location of the bottom flange is greater than the distance from the opposite outermost edge location of the bottom flange, wherein the greater distance is preferably 0.8 mm to 1.2 mm greater than the smaller distance, which is, in particular, 3.1 mm to 3.4 mm.
The desired soft bedding of the studs of the first type and the desired stiff bedding of the studs of the second type is furthermore influenced in an advantageous way if, both in the case of studs of the first type and of the second type, the smaller distances and the greater distances each exist with respect to the edge locations of the top and bottom flange which are situated in the same directions.
, For the preferred soft bedding in the tilting direction of the studs of the first type, it is advantageous if said studs are anchored in the tread in such a way that the smaller distances are closer to the tread edge.
As regards the studs of the second type, there is a preferred arrangement for directional treads and for non-directional treads. In the case of a pneumatic vehicle tyre with a directional tread, it is advantageous if the studs of the second type are anchored in the tread in such a way that the top flanges thereof with the larger distances are oriented counter to the rolling direction in forward travel, while, in the case of pneumatic vehicle tyres with non-directional treads, it is particularly advantageous if the studs of the second type are anchored in the tread in such a way that, in the case of approximately half of the studs, the top flanges with the larger distances are oriented in one and the other circumferential direction.
Further features, advantages and details of the invention will be discussed in more detail on the basis of the drawing, which illustrates exemplary embodiments. In the drawing, Figure 1 shows an oblique view of a stud of a first type, Figure 2 shows a side view of the stud from figure 1 in the axial extent thereof in the tread, Figure 3 shows a side view of the stud from figure 1 in the circumferential extent thereof in the tread, Figure 4 shows a plan view of the stud according to figure 1, as positioned in the tread, Figure 5 shows an oblique view of a stud of a second type, Figure 6 shows a side view of the stud from figure 5 in the axial extent thereof in the tread, Figure 7 shows a side view of the stud from figure 5 in the circumferential extent thereof in the tread, Figure 8 shows a plan view of the stud according to figure 5, as positioned in the tread, and Figure 9 shows a plan view of a circumferential section of a tread of a pneumatic vehicle tyre with a design variant of the arrangement of the studs.
The invention is concerned with the embodiment of studs in two different types and with the preferred arrangement in the tread of a pneumatic vehicle tyre. The one stud 1 of the first type, shown in figures 1 to 4, is a stud which is preferably to be arranged in the shoulder-side or lateral tread regions. The stud 2 of the second type, which is illustrated in figures 5 to 8, is preferably arranged in the central region of a tread.
Stud 1 and stud 2 each have a stud body 3 (stud 1), 4 (stud 2) and a stud pin 5 anchored therein. Each stud body 3, 4 consists of a bottom flange 6, 7 and a top flange 8, 9. Both top flange 8 and top flange 9 each have a single plane of symmetry, which is denoted by Si in the case of the stud 1 of the first type and by S2 in the case of the stud 2 of the second type.
In the case of the embodiments shown, bottom flange 6 and bottom flange 7, which are substantially or approximately ovals in plan view, furthermore also have the planes of symmetry S1 and S2 as the single plane of symmetry. In alternative embodiments, bottom flange 6 and bottom flange 7 are ovals with two planes of symmetry extending perpendicularly to one another in plan view. In the embodiments shown, the plane of symmetry Si or S2 is in each case also a plane of symmetry of the stud pin 5.
The stud bodies 3, 4 have vertically extending vertical axes a (figure 3, figure 6), on which the center of gravity (not referenced) of the stud bodies 3, 4 is located.
As figures 2 and 3 as well as 6 and 7 show, the bottom flanges 6 and 7, due to their approximately oval shape, each have a length Li, L2 and a width BI, B2, wherein Li > Bi and L2> B2. In its longitudinal extent, each bottom flange 6, 7 has a narrower, rounded end region and a wider, flattened end region with a side face 6a, 7a extending in a straight line at a right angle to the plane of symmetry Si or S2. As figure 4 and figure 8 show, in the case of both studs 1, 2 the rounded end region of the bottom flange 6, 7 projects beyond the top flange 8, 9, but the flattened end region hardly projects beyond the top flange 8, 9, if at all.
The stud pin 5 is positioned centrally in the stud body 3, 4 and its section 5a projecting beyond the stud body 3, 4 is elongate in plan view and substantially square, but it can also be of oval design or embodied with some other elongate shape. In the case of the stud 1 of the first type, the stud pin 5 extends along the plane of symmetry Si, while, in the case of the stud 2 of the second type, it extends at a right angle to the plane of symmetry S2.
The stud 1 of the first type is positioned in such a way in the lateral regions of a tread that its plane of symmetry S1 is oriented either parallel to or at an angle <450, preferably <300, to the axial direction of the tread, while the stud 2 of the second type is inserted in such a way in the central tread region that its plane of symmetry S2 extends parallel to or at an angle <450, preferably <300, to the circumferential direction. In each of figures 4 and 8, double arrow U indicates the circumferential direction, and double arrow A
indicates the axial direction.
In the embodiment shown, the top flange 8 of the stud 1 of the first type merges via an optionally provided waisted central part 8 into the bottom flange 6. The top flange 8 is of approximately circular-cylindrical configuration and extends along the vertical axis a over at least 30% of the stud body height H. The top flange 8 furthermore has a side face 10, which extends parallel to the side face 6a of the bottom flange 6 and is likewise flattened.
In the preferred embodiment, the top flange 8 has its greatest width B3 along the plane of symmetry Si, which is less than its greatest length L3, which is along a second plane Ei extending perpendicularly to the plane of symmetry Si and through the vertical axis a. In particular, the width B3 is 5.4 mm to 5.8 mm, and the length L3 is 0.2 mm to 0.4 mm greater than the width B3. Starting from the plane El, there are distances c, d, e and f parallel to the plane of symmetry Si and in a plane parallel to the tread periphery. The distance c is between the plane Ei and one outermost edge location of the bottom flange 6 and is less than the distance d between the plane Ei and the other outermost edge location of the bottom flange 6. In particular, the distance c is 3.2 mm to 3.5 mm, and the distance d is 1.5 mm to 2.0 mm greater than c. The distance e is between the plane Ei and one outermost edge location of the top flange 8 and is less than the distance f between the plane Ei and the opposite outermost edge location of the top flange 8. In particular, e is 2.6 mm to
Description Pneumatic vehicle tyres having a profiled tread with studs The invention relates to a pneumatic vehicle tyre having a profiled tread with studs, which are arranged in stud tracks running around the circumference of the tread, wherein each stud has a stud body anchored in the rubber material of the tread and a stud pin protruding beyond the periphery of the tread, wherein studs of a first type and studs of a second type are anchored in the tread, which differ from one another in terms of the configuration of their stud body, wherein the stud bodies each have a bottom flange and a top flange and a central vertical axis including their center of gravity, and wherein the studs of the first type are positioned preferably mainly in lateral regions of the tread and the studs of the second type are positioned preferably mainly in the central treadregion.
A pneumatic vehicle tyre of the type mentioned in the introduction is known from JP
2012176700 A. In order to improve the steering stability of the vehicle with studded tyres, there is a proposal in this document to provide studs in the side regions of the tread, the stud bodies of which have an elongate, oval shape in plan view, wherein the studs are positioned in such a way in the tread that the longer extent thereof is in the circumferential direction of the tread. Studs with stud bodies of circular-cylindrical design, for example, are provided in the tread regions directly adjoining the side regions.
Fl 126308 B discloses anchoring studs with stud pins in the central circumferential region of a tread, these ensuring better braking and traction force transfer than those studs which are anchored in the circumferential regions on the shoulder side. The studs with different properties differ in respect of the cross section of the stud pins thereof, wherein studs anchored in the central circumferential region have stud pins with a smaller cross-sectional area than the studs in the circumferential regions on the shoulder side.
It is known that, as a pneumatic vehicle tyre rolls on the underlying surface, the tyre flattens, wherein different slip movements take place in the side regions of the tread and in CA 03075198 2020-03-06 =
the central region of the tread. In the shoulder regions, the profile positives, e.g. profile blocks, slip through the contact area primarily in the direction of the center of the tread in the case of straightahead travel and small slip angles, while the profile positives, e.g. profile blocks, in the central tread region slip primarily in the circumferential direction. The previously known studs cannot take account of or exploit these different slip movements during the contact of the tread with the ground contact surface.
It is therefore the underlying object of the invention to adapt the concept of the use of two stud types of different design in the tread of a pneumatic vehicle tyre in an optimum manner to the different slip movements of the profile positives or profile blocks in order to prevent tilting movements of the studs, which can disadvantageously affect grip on ice.
According to the invention, the stated object is achieved by virtue of the fact that the top flange of the studs of the first type has a single plane of symmetry extending through the vertical axis and running at an angle of < 45 with respect to the axial direction, and the top flange of the studs of the second type has a single plane of symmetry extending through the vertical axis and running at an angle of < 45 with respect to the circumferential direction, wherein the top flanges each have different extents determined along the planes of symmetry and starting from the vertical axis.
For optimum performance on ice, it is expedient to softly bed the studs for small slip movements which arise due to the flattening movements of the profile positives as the tyre rolls. In the case of large slip movements, which arise during traction, during braking or during cornering, the studs should be stiffly bedded. The top flange geometry is also responsible here for stud retention and the vertical stiffness of the studs.
In the case of the studs positioned on the shoulder side, in the side regions of the tread, most of the slip movements during the rolling of the tyre take place toward the center of the tyre, i.e. the studs are tilted in the direction of the outside of the tread. Owing to the configuration of the top flange, the studs of the first type which are provided particularly in the lateral regions of the tread in this regard are softly bedded in this direction. In the case of the studs of the second type, which are anchored particularly in the central tread region, stiffer embedding of the studs counter to the tilting direction is essential in order to ensure reliable penetration of the stud pins into the ice. This effect is achieved through the special configuration of the top flange relative to the circumferential direction since the rubber matrix surrounding the stud is particularly highly preloaded in this direction and it is thus possible to build up high counterforces against tilting during traction and during braking.
According to a preferred embodiment, the softer bedding of the studs of the first type in the tilting direction mentioned is assisted by the fact that the top flange of the stud of this type has its greatest width along its plane of symmetry, which is less than its greatest length, which is along a second plane extending to the plane of symmetry and through the vertical axis.
The stiffer embedding of the studs of the second type counter to the tilting direction mentioned is assisted by the fact that the top flange of the stud of the second type has its greatest length along its plane of symmetry, which is greater than its greatest width, which is along a second plane extending perpendicularly to the plane of symmetry and through the vertical axis.
For the desired embedding of the studs, it is also advantageous if the planes of symmetry of the top flanges of the studs of the first and of the second type are simultaneously the only planes of symmetry of the respective bottom flanges and if, preferably in the case of the stud pins of both types, the stud pin is positioned centrally in the top flange and is elongate in a plan view of the stud, wherein the stud pin in the case of studs of the first type is elongate in the direction of the plane of symmetry, and, in the case of studs of the second type, it is elongate perpendicularly to the plane of symmetry.
As mentioned above, the top flanges of the studs of the first and of the second type each have different extents along the planes of symmetry, determined from the vertical axis. It is preferred if, in the case of a stud of the first type, different distances between the plane situated at right angles to the plane of symmetry and passing through the vertical axis and the two outermost edge locations of the top flange correspond to the different extents of the top flange, wherein the greater distance is preferably 0.1 mm to 0.3 mm greater than the smaller distance, and wherein, in particular, the smaller distance is 2.6 mm to 2.8 mm.
In the case of a stud of the second type, different distances between the plane situated at right angles to the plane of symmetry and passing through the vertical axis and the two outermost edge locations of the top flange preferably correspond to the different extents of the top flange, wherein the greater distance is preferably 0.6 mm to 0.9 mm greater than the smaller distance, which is, in particular, 2.9 mm to 3.2 mm.
It is particularly advantageous for the forces acting on the embedded stud during braking and during traction if both the studs of the first type and the studs of the second type have bottom flanges which each have different extents, determined along the planes of symmetry and starting from the vertical axis.
Particularly advantageous is an embodiment in which, in the case of a stud of the first type and starting from the plane situated at right angles to the plane of symmetry and passing through the vertical axis, the distance, determined in the plane of symmetry, from one outermost edge location of the bottom flange is greater than the distance from the other, opposite outermost edge location of the bottom flange, wherein the greater distance is preferably 1.5 mm to 2.0 mm greater than the smaller distance, which is, in particular, 3.2 mm to 3.5 mm.
Likewise preferred is an embodiment in which, in the case of a stud of the second type and starting from the plane situated at right angles to the plane of symmetry and passing through the vertical axis, the distance, present in the plane of symmetry, from one outermost edge location of the bottom flange is greater than the distance from the opposite outermost edge location of the bottom flange, wherein the greater distance is preferably 0.8 mm to 1.2 mm greater than the smaller distance, which is, in particular, 3.1 mm to 3.4 mm.
The desired soft bedding of the studs of the first type and the desired stiff bedding of the studs of the second type is furthermore influenced in an advantageous way if, both in the case of studs of the first type and of the second type, the smaller distances and the greater distances each exist with respect to the edge locations of the top and bottom flange which are situated in the same directions.
, For the preferred soft bedding in the tilting direction of the studs of the first type, it is advantageous if said studs are anchored in the tread in such a way that the smaller distances are closer to the tread edge.
As regards the studs of the second type, there is a preferred arrangement for directional treads and for non-directional treads. In the case of a pneumatic vehicle tyre with a directional tread, it is advantageous if the studs of the second type are anchored in the tread in such a way that the top flanges thereof with the larger distances are oriented counter to the rolling direction in forward travel, while, in the case of pneumatic vehicle tyres with non-directional treads, it is particularly advantageous if the studs of the second type are anchored in the tread in such a way that, in the case of approximately half of the studs, the top flanges with the larger distances are oriented in one and the other circumferential direction.
Further features, advantages and details of the invention will be discussed in more detail on the basis of the drawing, which illustrates exemplary embodiments. In the drawing, Figure 1 shows an oblique view of a stud of a first type, Figure 2 shows a side view of the stud from figure 1 in the axial extent thereof in the tread, Figure 3 shows a side view of the stud from figure 1 in the circumferential extent thereof in the tread, Figure 4 shows a plan view of the stud according to figure 1, as positioned in the tread, Figure 5 shows an oblique view of a stud of a second type, Figure 6 shows a side view of the stud from figure 5 in the axial extent thereof in the tread, Figure 7 shows a side view of the stud from figure 5 in the circumferential extent thereof in the tread, Figure 8 shows a plan view of the stud according to figure 5, as positioned in the tread, and Figure 9 shows a plan view of a circumferential section of a tread of a pneumatic vehicle tyre with a design variant of the arrangement of the studs.
The invention is concerned with the embodiment of studs in two different types and with the preferred arrangement in the tread of a pneumatic vehicle tyre. The one stud 1 of the first type, shown in figures 1 to 4, is a stud which is preferably to be arranged in the shoulder-side or lateral tread regions. The stud 2 of the second type, which is illustrated in figures 5 to 8, is preferably arranged in the central region of a tread.
Stud 1 and stud 2 each have a stud body 3 (stud 1), 4 (stud 2) and a stud pin 5 anchored therein. Each stud body 3, 4 consists of a bottom flange 6, 7 and a top flange 8, 9. Both top flange 8 and top flange 9 each have a single plane of symmetry, which is denoted by Si in the case of the stud 1 of the first type and by S2 in the case of the stud 2 of the second type.
In the case of the embodiments shown, bottom flange 6 and bottom flange 7, which are substantially or approximately ovals in plan view, furthermore also have the planes of symmetry S1 and S2 as the single plane of symmetry. In alternative embodiments, bottom flange 6 and bottom flange 7 are ovals with two planes of symmetry extending perpendicularly to one another in plan view. In the embodiments shown, the plane of symmetry Si or S2 is in each case also a plane of symmetry of the stud pin 5.
The stud bodies 3, 4 have vertically extending vertical axes a (figure 3, figure 6), on which the center of gravity (not referenced) of the stud bodies 3, 4 is located.
As figures 2 and 3 as well as 6 and 7 show, the bottom flanges 6 and 7, due to their approximately oval shape, each have a length Li, L2 and a width BI, B2, wherein Li > Bi and L2> B2. In its longitudinal extent, each bottom flange 6, 7 has a narrower, rounded end region and a wider, flattened end region with a side face 6a, 7a extending in a straight line at a right angle to the plane of symmetry Si or S2. As figure 4 and figure 8 show, in the case of both studs 1, 2 the rounded end region of the bottom flange 6, 7 projects beyond the top flange 8, 9, but the flattened end region hardly projects beyond the top flange 8, 9, if at all.
The stud pin 5 is positioned centrally in the stud body 3, 4 and its section 5a projecting beyond the stud body 3, 4 is elongate in plan view and substantially square, but it can also be of oval design or embodied with some other elongate shape. In the case of the stud 1 of the first type, the stud pin 5 extends along the plane of symmetry Si, while, in the case of the stud 2 of the second type, it extends at a right angle to the plane of symmetry S2.
The stud 1 of the first type is positioned in such a way in the lateral regions of a tread that its plane of symmetry S1 is oriented either parallel to or at an angle <450, preferably <300, to the axial direction of the tread, while the stud 2 of the second type is inserted in such a way in the central tread region that its plane of symmetry S2 extends parallel to or at an angle <450, preferably <300, to the circumferential direction. In each of figures 4 and 8, double arrow U indicates the circumferential direction, and double arrow A
indicates the axial direction.
In the embodiment shown, the top flange 8 of the stud 1 of the first type merges via an optionally provided waisted central part 8 into the bottom flange 6. The top flange 8 is of approximately circular-cylindrical configuration and extends along the vertical axis a over at least 30% of the stud body height H. The top flange 8 furthermore has a side face 10, which extends parallel to the side face 6a of the bottom flange 6 and is likewise flattened.
In the preferred embodiment, the top flange 8 has its greatest width B3 along the plane of symmetry Si, which is less than its greatest length L3, which is along a second plane Ei extending perpendicularly to the plane of symmetry Si and through the vertical axis a. In particular, the width B3 is 5.4 mm to 5.8 mm, and the length L3 is 0.2 mm to 0.4 mm greater than the width B3. Starting from the plane El, there are distances c, d, e and f parallel to the plane of symmetry Si and in a plane parallel to the tread periphery. The distance c is between the plane Ei and one outermost edge location of the bottom flange 6 and is less than the distance d between the plane Ei and the other outermost edge location of the bottom flange 6. In particular, the distance c is 3.2 mm to 3.5 mm, and the distance d is 1.5 mm to 2.0 mm greater than c. The distance e is between the plane Ei and one outermost edge location of the top flange 8 and is less than the distance f between the plane Ei and the opposite outermost edge location of the top flange 8. In particular, e is 2.6 mm to
2.8 mm, and f is 0.1 mm to 0.3 mm greater than e. The stud 1 is preferably anchored in the tread in such a way that the respective smaller distances e and c are closer to the tread edge.
In the embodiment shown and as an option, the top flange 9 of the stud 2 of the second type likewise merges into the bottom flange 7 via a waisted central part 9a. In plan view, the top flange 9 is oval with a relatively short flattened side face 11 parallel to the side face 7a of the bottom flange 7. The orientation of the oval of the top flange 9 coincides with the orientation of the oval of the bottom flange 7. The top flange 9 has its greatest width B4 along a second plane E2 extending perpendicularly to the plane of symmetry Si and passing through the vertical axis a, this width corresponding approximately to the width of the bottom flange 7 at this location and being 4.7 mm to 5.1 mm. The greatest length L4 of the top flange 9, which is along the plane of symmetry Sz, is 5.9 mm to 6.3 mm.
Starting from the plane Ez, there are distances x, y, z and w in a plane parallel to the tread periphery and parallel to the plane of symmetry S2. The distance x is between one outermost edge location of the top flange 9 and the plane E2 and is less than the distance y between the plane Ei and the opposite outermost edge location of the top flange 9. In particular, the distance x is 2.9 mm to 3.2 mm, and the distance y is 0.6 mm to 0.9 mm greater than x. The distance w is between the plane E2 and one outermost edge location of the bottom flange 7 and is less than the distance z between the plane E2 and the opposite outermost edge location of the bottom flange 7. In particular, the distance w is 3.1 mm to 3.4 mm, and the distance z is 0.8 mm to 1.2 mm greater than the distance w.
As already mentioned, the stud 1 of the first type is preferably a "shoulder stud", which, in particular, is inserted into the tread with its plane of symmetry Si extending in the axial direction, wherein the flattened side face 6a of the bottom flange 6 faces in the direction of the tread edge. Studs 2 of the second type are preferably "center studs", which are anchored in the tread with their plane of symmetry S2 preferably extending in the circumferential direction.
Figure 9 shows schematically a circumferential section of a tread for a passenger car winter tyre with a directional profile. The tread shown by way of example has two shoulder-side =
profile block rows 12, between which are formed further profile blocks 13, which are formed by transverse grooves 14 extending in a V-shaped manner over the width of the tread, and a number of circumferential grooves 15 and oblique grooves 16. The direction of rotation in forward travel is indicated by an arrow P. B indicates the width of that part of the tread which touches the ground. Within the width B, the studs 1 and 2 are arranged in "stud tracks" Sp, the number of which is generally between 4 and 25, in particular 12 and 20. Stud tracks Sp are lines running around in a circle parallel to the circumferential direction or to the tyre equator AR-AR and are symbolized as dashed lines in figure 9. In the embodiment shown in figure 9, seven stud tracks Sp are provided in each tread half, the arrangement of which stud tracks relative to the tyre equator AR-AR is symmetrical.
In a central circumference region Zu of the tread, which extends symmetrically with respect to the tyre equator A-A over 30% to 60% of the width B, there are eight stud tracks Sp in the embodiment shown and, in the lateral circumference regions SB, which each extend over 15% to 20% of the width B and adjoin the tread edge, there are in each case three stud tracks Si,. The total number of studs 1, 2 per stud track Sp over the circumference of the tyre is 4 to 25, in particular 7 to 16. In the embodiment shown, there are only studs 1 of the first type positioned in the stud tracks Sp in the two lateral circumference regions SB, and there are only studs 2 of the second type positioned in the stud tracks Sp in the central circumference region Zu. In a directional tread, the "center spikes" 2 are positioned with the same orientation of the top flanges thereof and as shown in figure 3 and, accordingly, with the greater distances y and z counter to the rolling direction in forward travel, while, in a non-directional tread, approximately half of the studs are preferably positioned with a corresponding orientation in each of the circumferential directions.
=
List of reference numerals 1. .............. Stud of the first type 2. .... Stud of the second type
In the embodiment shown and as an option, the top flange 9 of the stud 2 of the second type likewise merges into the bottom flange 7 via a waisted central part 9a. In plan view, the top flange 9 is oval with a relatively short flattened side face 11 parallel to the side face 7a of the bottom flange 7. The orientation of the oval of the top flange 9 coincides with the orientation of the oval of the bottom flange 7. The top flange 9 has its greatest width B4 along a second plane E2 extending perpendicularly to the plane of symmetry Si and passing through the vertical axis a, this width corresponding approximately to the width of the bottom flange 7 at this location and being 4.7 mm to 5.1 mm. The greatest length L4 of the top flange 9, which is along the plane of symmetry Sz, is 5.9 mm to 6.3 mm.
Starting from the plane Ez, there are distances x, y, z and w in a plane parallel to the tread periphery and parallel to the plane of symmetry S2. The distance x is between one outermost edge location of the top flange 9 and the plane E2 and is less than the distance y between the plane Ei and the opposite outermost edge location of the top flange 9. In particular, the distance x is 2.9 mm to 3.2 mm, and the distance y is 0.6 mm to 0.9 mm greater than x. The distance w is between the plane E2 and one outermost edge location of the bottom flange 7 and is less than the distance z between the plane E2 and the opposite outermost edge location of the bottom flange 7. In particular, the distance w is 3.1 mm to 3.4 mm, and the distance z is 0.8 mm to 1.2 mm greater than the distance w.
As already mentioned, the stud 1 of the first type is preferably a "shoulder stud", which, in particular, is inserted into the tread with its plane of symmetry Si extending in the axial direction, wherein the flattened side face 6a of the bottom flange 6 faces in the direction of the tread edge. Studs 2 of the second type are preferably "center studs", which are anchored in the tread with their plane of symmetry S2 preferably extending in the circumferential direction.
Figure 9 shows schematically a circumferential section of a tread for a passenger car winter tyre with a directional profile. The tread shown by way of example has two shoulder-side =
profile block rows 12, between which are formed further profile blocks 13, which are formed by transverse grooves 14 extending in a V-shaped manner over the width of the tread, and a number of circumferential grooves 15 and oblique grooves 16. The direction of rotation in forward travel is indicated by an arrow P. B indicates the width of that part of the tread which touches the ground. Within the width B, the studs 1 and 2 are arranged in "stud tracks" Sp, the number of which is generally between 4 and 25, in particular 12 and 20. Stud tracks Sp are lines running around in a circle parallel to the circumferential direction or to the tyre equator AR-AR and are symbolized as dashed lines in figure 9. In the embodiment shown in figure 9, seven stud tracks Sp are provided in each tread half, the arrangement of which stud tracks relative to the tyre equator AR-AR is symmetrical.
In a central circumference region Zu of the tread, which extends symmetrically with respect to the tyre equator A-A over 30% to 60% of the width B, there are eight stud tracks Sp in the embodiment shown and, in the lateral circumference regions SB, which each extend over 15% to 20% of the width B and adjoin the tread edge, there are in each case three stud tracks Si,. The total number of studs 1, 2 per stud track Sp over the circumference of the tyre is 4 to 25, in particular 7 to 16. In the embodiment shown, there are only studs 1 of the first type positioned in the stud tracks Sp in the two lateral circumference regions SB, and there are only studs 2 of the second type positioned in the stud tracks Sp in the central circumference region Zu. In a directional tread, the "center spikes" 2 are positioned with the same orientation of the top flanges thereof and as shown in figure 3 and, accordingly, with the greater distances y and z counter to the rolling direction in forward travel, while, in a non-directional tread, approximately half of the studs are preferably positioned with a corresponding orientation in each of the circumferential directions.
=
List of reference numerals 1. .............. Stud of the first type 2. .... Stud of the second type
3,4. ............. Stud body 5 ................ Stud pin 6, 7 ............. Bottom flange 6a, 7a ........... Side face 8, 9 ... Top flange 8a, 9a ........... Central part 10,11 ........... Side face 12 ............... Profile block row 13 ............... Profile block 14 ..... Transverse groove 15 .............. Circumferential groove 16 .............. Oblique groove A ................ Axial direction Bl, B2, B3, B4 .. Width c, d, e, f Distance x, y, z, W ....... Distance El, E2, ......... Plane ................. Stud body height ................. Vertical axis Li, L2, L3, 1,4 Length Pv ............... Arrow indicating forward travel SB ............... Lateral circumference region =
s , Sp .................... Stud tracks Si, Sz ................ Plane of symmetry Fz .................... Centroid U ..................... Circumferential direction AR-AR ..... Tyre equator Zu .................... Central circumference region
s , Sp .................... Stud tracks Si, Sz ................ Plane of symmetry Fz .................... Centroid U ..................... Circumferential direction AR-AR ..... Tyre equator Zu .................... Central circumference region
Claims (17)
1. A pneumatic vehicle tyre having a profiled tread with studs (1, 2), which are arranged in stud tracks (Sp) running around the circumference of the tread, wherein each stud (1, 2) has a stud body (3, 4) anchored in the rubber material of the tread and a stud pin (5) protruding beyond the periphery of the tread, wherein studs (1) of a first type and studs (2) of a second type are anchored in the tread, which differ from one another in terms of the configuration of their stud body (3, 4), wherein the stud bodies (3, 4) each have a bottom flange (6, 7) and a top flange (8, 9) and a central vertical axis (a) including their center of gravity, and wherein the studs (1) of the first type are positioned preferably mainly in lateral regions of the tread and the studs (2) of the second type are positioned preferably mainly in the central tread region, characterized in that the top flange (8) of the studs (1) of the first type has a single plane of symmetry (Si) extending through the vertical axis (a) and running at an angle of <
45° with respect to the axial direction, and the top flange (9) of the studs (1') of the second type has a single plane of symmetry (S2) extending through the vertical axis (a) and running at an angle of < 45° with respect to the circumferential direction, wherein the top flanges (8, 9) each have different extents determined along the planes of symmetry (S1, S2) and starting from the vertical axis (a).
45° with respect to the axial direction, and the top flange (9) of the studs (1') of the second type has a single plane of symmetry (S2) extending through the vertical axis (a) and running at an angle of < 45° with respect to the circumferential direction, wherein the top flanges (8, 9) each have different extents determined along the planes of symmetry (S1, S2) and starting from the vertical axis (a).
2. The pneumatic vehicle tyre as claimed in claim 1, characterized in that the top flange (8) of the stud (1) of the first type has its greatest width (B3) along its plane of symmetry (S1), which is less than its greatest length (L3), which is along a second plane (E1) extending perpendicularly to the plane of symmetry (S1) and through the vertical axis (a).
3. The pneumatic vehicle tyre as claimed in claim 1, characterized in that the top flange (9) of the stud (2) of the second type has its greatest length (L4) along its plane of symmetry (S2), which is greater than its greatest width (B4), which is along a second plane (E2) extending perpendicularly to the plane of symmetry (S2) and through the vertical axis (a).
4. The pneumatic vehicle tyre as claimed in any of claims 1 to 3, characterized in that the planes of symmetry (S1, S2) of the top flanges (8, 9) of the studs (1, 2) of the first and of the second type are simultaneously the only planes of symmetry of the respective bottom flanges (6, 7).
5. The pneumatic vehicle tyre as claimed in any of claims 1 to 4, characterized in that, in the case of the studs (1, 2) of both types, the stud pin (5) is positioned centrally in the top flange (8, 9) and is elongate in a plan view of the stud (1, 1'), wherein the stud pin (5) in the case of studs (1) of the first type is elongate in the direction of the plane of symmetry (Si), and, in the case of studs (2) of the second type, it is elongate perpendicularly to the plane of symmetry (S2).
6. The pneumatic vehicle tyre as claimed in any of claims 1 to 5, characterized in that, in the case of a stud (1) of the first type, different distances (e, 0 between the plane (E1) situated at right angles to the plane of symmetry (S1) and passing through the vertical axis (a) and the two outermost edge locations of the top flange (8) correspond to the different extents of the top flange (8), wherein the greater distance (f) is preferably 0.1 mm to 0.3 mm greater than the smaller distance (e).
7. The pneumatic vehicle tyre as claimed in claim 6, characterized in that the smaller distance (e) is 2.6 mm to 2.8 mm.
8. The pneumatic vehicle tyre as claimed in any of claims 1 to 5, characterized in that, in the case of a stud (1) of the first type and starting from the plane (E1) situated at right angles to the plane of symmetry (S1) and passing through the vertical axis (a), the distance (d), determined in the plane of symmetry (S1), from one outermost edge location of the bottom flange (6) is greater than the distance (c) from the other, opposite outermost edge location of the bottom flange (6), wherein the greater distance (d) is preferably 1.5 mm to 2.0 mm greater than the smaller distance (c).
9. The pneumatic vehicle tyre as claimed in claim 8, characterized in that the smaller distance (c) is 3.2 mm to 3.5 mm.
10. The pneumatic vehicle tyre as claimed in any of claims 1 to 5, characterized in that, in the case of a stud (2) of the second type, different distances (x, y) between the plane (E2) situated at right angles to the plane of symmetry (S2) and passing through the vertical axis (a) and the two outermost edge locations of the top flange (9) correspond to the different extents of the top flange (8), wherein the greater distance (x) is preferably 0.6 mm to 0.9 mm greater than the smaller distance (y).
11. The pneumatic vehicle tyre as claimed in claim 10, characterized in that the smaller distance (x) is 2.9 mm to 3.2 mm.
12. The pneumatic vehicle tyre as claimed in any of claims 1 to 5, characterized in that, in the case of a stud (2) of the second type and starting from the plane (E2) situated at right angles to the plane of symmetry (S2) and passing through the vertical axis (a), the distance (z), present in the plane of symmetry (S2), from one outermost edge location of the bottom flange (7) is greater than the distance (w) from the opposite outermost edge location of the bottom flange (7), wherein the greater distance (z) is preferably 0.8 mm to 1.2 mm greater than the smaller distance (w).
13. The pneumatic vehicle tyre as claimed in claim 12, characterized in that the smaller distance (w) is 3.1 mm to 3.4 mm.
14. The pneumatic vehicle tyre as claimed in any of claims 1 to 13, characterized in that, both in the case of studs (1, 2) of the first type and of the second type, the smaller distances (c, e, w, x) and the greater distances (d, f, y, z) each exist with respect to the edge locations of the top and bottom flange (8, 9; 6, 7) which are situated in the same directions.
15. The pneumatic vehicle tyre as claimed in any of claims 1 to 14, characterized in that the studs (1) of the first type are anchored in the tread in such a way that the smaller distances (c, e, w, x) are closer to the tread edge.
16. The pneumatic vehicle tyre with a directional tread as claimed in any of claims 1 to 14, characterized in that the studs (2) of the second type are anchored in the tread in such a way that the top flanges (9) thereof with the larger distances (y, z) are oriented counter to the rolling direction in forward travel.
17. The pneumatic vehicle tyre with a non-directional tread as claimed in any of claims 1 to 14, characterized in that the studs (2) of the second type are anchored in the tread in such a way that, in the case of approximately half of the studs (2), the top flanges (9) with the larger distances (y, z) are oriented in one and the other circumferential direction.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102017219036.1A DE102017219036A1 (en) | 2017-10-25 | 2017-10-25 | Pneumatic vehicle tire with a profiled tread with spikes |
| DE102017219036.1 | 2017-10-25 | ||
| PCT/EP2018/068914 WO2019081080A1 (en) | 2017-10-25 | 2018-07-12 | Pneumatic vehicle tyres having a profiled tread with studs |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA3075198A1 true CA3075198A1 (en) | 2019-05-02 |
| CA3075198C CA3075198C (en) | 2022-09-13 |
Family
ID=62976035
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA3075198A Active CA3075198C (en) | 2017-10-25 | 2018-07-12 | Pneumatic vehicle tyres having a profiled tread with studs |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP3700761B1 (en) |
| CA (1) | CA3075198C (en) |
| DE (1) | DE102017219036A1 (en) |
| RU (1) | RU2736898C1 (en) |
| WO (1) | WO2019081080A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR102548595B1 (en) * | 2021-05-25 | 2023-06-29 | 넥센타이어 주식회사 | Pneumatic tire |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1199193B1 (en) * | 2000-10-18 | 2007-12-19 | Continental Aktiengesellschaft | Fixed spike for vehicle tyre |
| JP5785400B2 (en) | 2011-02-25 | 2015-09-30 | 株式会社ブリヂストン | Pneumatic tire |
| FI126308B (en) | 2014-12-30 | 2016-09-30 | Nokian Renkaat Oyj | vehicle Tires |
-
2017
- 2017-10-25 DE DE102017219036.1A patent/DE102017219036A1/en not_active Withdrawn
-
2018
- 2018-07-12 CA CA3075198A patent/CA3075198C/en active Active
- 2018-07-12 RU RU2020114442A patent/RU2736898C1/en active
- 2018-07-12 WO PCT/EP2018/068914 patent/WO2019081080A1/en unknown
- 2018-07-12 EP EP18742973.3A patent/EP3700761B1/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| RU2736898C1 (en) | 2020-11-23 |
| DE102017219036A1 (en) | 2019-04-25 |
| EP3700761A1 (en) | 2020-09-02 |
| WO2019081080A1 (en) | 2019-05-02 |
| EP3700761B1 (en) | 2021-09-22 |
| CA3075198C (en) | 2022-09-13 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US10994575B2 (en) | Tire | |
| JP4677027B2 (en) | Pneumatic tire and spike tire | |
| JP5144720B2 (en) | Pneumatic tire | |
| CN101249779B (en) | Studless tire | |
| JP5894556B2 (en) | Pneumatic tire | |
| CN101298229B (en) | Pneumatic tire | |
| US3155135A (en) | Tread structure for pneumatic vehicle tires | |
| CN106394138B (en) | Pneumatic tire | |
| RU2482971C1 (en) | Winter tire | |
| US11046117B2 (en) | Tire | |
| US11511571B2 (en) | Tyre for heavy load vehicle wheels | |
| ES2860451T3 (en) | Tire for vehicle wheels | |
| JP6848641B2 (en) | Pneumatic tires | |
| CN106103137A (en) | Pneumatic tire | |
| US11155121B2 (en) | Tire | |
| CN105764708B (en) | winter tyre | |
| RU2482969C1 (en) | Winter tire | |
| US11505005B2 (en) | Pneumatic tire | |
| CN104044409A (en) | Pneumatic tire | |
| JPH0840021A (en) | Tire for vehicle | |
| CA3075198C (en) | Pneumatic vehicle tyres having a profiled tread with studs | |
| CN104044407A (en) | Pneumatic tire | |
| RU2730354C1 (en) | Pneumatic tire of vehicle | |
| CA2776559C (en) | Pneumatic vehicle tire | |
| JP2016210199A (en) | Pneumatic tire |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request |
Effective date: 20200306 |
|
| EEER | Examination request |
Effective date: 20200306 |
|
| EEER | Examination request |
Effective date: 20200306 |