FI81529C - Anti-slip tires for vehicles - Google Patents

Description

. ”“ 81529

Vehicle anti-slip tire Slirskyddsdäck för fordon

The invention relates to a non-slip ring for vehicles.

In particular, the invention relates to a type of vehicle anti-slip tire in which the actual anti-slip spikes are hidden in the tread pattern of the tire during a normal driving situation, but result from deformations of the tread portions as the tire tends to slide relative to the road surface.

A ring structure of this type is disclosed in German application publication No. 1,948,213. This known structure has pattern buttons on the tread with a considerably large space extending towards the tread. Wire-like barrier spike structures are placed on the tread pads, the spikes of which protrude into the spaces between the pads. When the tire is in its normal condition, the tread pads are in a substantially straight position so that the obstacle spikes do not come into contact with the road surface. When the tread is subjected to lateral forces, such as in a braking situation, the tread buttons tilt and direct the tines on the other side of the button against the road surface.

However, the disadvantage of this known structure is the location of the barrier peaks in the relatively loose gap of the patterned surface, whereby snow and other loose material on the road surface can easily penetrate these gaps. The spikes in the slits further increase the tendency of contaminants to get stuck in the slits, causing the ring to become inoperable very quickly, as the clogged slits effectively prevent the pieces from bending as intended. This clogging occurs specifically in those conditions where the tire should have good lubricating properties, such as snowfall.

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The invention relates in principle to a non-slip anti-slip tire of the type described above, in which the anti-slip effect of the tire is provided by a special structure of the tread and by spike-like metallic anti-slip devices placed in the tread pattern. However, the invention has provided a substantial improvement specifically in terms of maintaining the grip of the tire, while the wear effect of the tire on the road surface has been kept at a low level known from previous solutions.

The tire according to the invention is characterized in that anti-slip means are arranged on these tread buttons divided into lamellae so as to extend obliquely in the blocking direction from the previous lamella towards the tread of the next lamella, from which tread the anti-slip barriers are arranged laterally.

The invention is explained by means of the accompanying drawing, in which

Figure 1 shows a part of an embodiment of a tread of a tire according to the invention,

Figure 2 shows one tread button structure of the tire of Figure 1, on an enlarged scale.

Fig. 3 shows a detail of Fig. 2 in a plane section parallel to the plane of rotation of the tire when the tire rotates in its normal operating situation,

Figure 4 shows a section according to Figure 3 with the tire in the braking situation,

Figure 5 shows the embodiment according to Figure 1, in which the anti-slip devices are arranged in two opposite blocking directions,

Figure 6 shows a variant of the invention,

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Figure 7 shows a detailed enlargement of this variant,

Figure 8 shows a point in Figure 7 in an axial section of the tire,

Figure 9 shows an anti-slip embodiment of a tire according to the invention,

Figure 10 shows the anti-slip implementation of Figure 9 on an enlarged scale,

Figure 11 shows a further embodiment of the anti-slip device,

Figure 12 shows a modification of the anti-slip device,

Figure 13 shows a further modification of the anti-slip device,

Figure 14 shows another further modification of the anti-slip,

Figure 15 shows a read-only transform with an aberrant bending spacer,

Figure 16 shows an alternative implementation of the tread pattern,

Figure 17 shows an additional alternative to the tread pattern,

Figures 18 and 19 show the installation of a non-slip device in a tire according to the invention,

Figures 20 a and b show a non-slip modification corresponding to Figure 15, in which an alternative anchoring implementation is provided,

Figure 21 shows the anti-slip device used in the implementation of Figures 20 a and b, 81 529 4

Fig. 22 shows a tread pattern which is particularly suitable for the anchoring option according to Figs. 20 a and b,

Figures 23 a, b, c and d illustrate the installation of the anchoring implementation according to Figures 20 a and b,

Fig. 24 shows another anti-slip anchoring-replacement charge and

Fig. 25 shows one arrangement of the tire pattern and anti-slip arrangements, with special consideration being given to the lateral grip of the tire,

Figure 26 shows an alternative anti-slip structure, as well as its installation on a textured button,

Figures 27 and 28 show anti-slip forms suitable for the previous installation method,

Figure 29 shows a special surface pattern and the installation of a non - slip device on it,. . Fig. 30 shows the surface pattern of Fig. 29,

Figure 31 shows a further alternative surface texture, and

Figure 32 shows the installation of a non-slip device in connection with the vulcanization of the tire.

Figure 1 shows a basic implementation as a tread pattern which can be applied in a tire according to the invention. The pattern consists of tread buttons 1, which are placed on the tread so that loose gaps are left between the treads, whereby the tire is well cleaned of snow and other loose material on the road surface. The pieces are placed in the pattern taking into account the desired direction of the silicon 5 81529 *, of which the braking direction of the tire is by far the most important. In addition, the pulling direction as well as the lateral holding directions can also be taken into account in the patterning. According to the invention, each piece is divided into sub-lamellae 1a with separation slots 2 and 2 '. These separation slots extend substantially perpendicular to the desired holding direction and extend substantially the entire depth of the pattern piece. The separating slits must be narrow so that the lamellae la separated by them provide each other with the necessary support for the operation of the invention and so that impurities which interfere with the operation of the ring cannot penetrate into the slots. In the embodiment shown in Figures 1-4, each pattern button 1 is divided into three lamellae, which is the minimum number of lamellae for the invention to function as intended. There may be more than three lamellae, and the button 1 is correspondingly larger in the blocking direction.

The structure and location of the anti-slip 3 in the tread of the tire are shown in detail in enlarged figures 2-4. In the embodiment shown, the actual anti-slip device is implemented in a partially flexible structure. The anti-slip part consists of a claw-like anti-slip part or a pin part 3a, which is connected to the anchoring part 3b by means of an intermediate part 3c. The size and shape of the anchoring part must be such that it cannot rotate or become detached. In the described embodiment, the intermediate part is flexible, like a thin metal rope.

The anti-slip 3 is placed on the tread 1 of the tread pattern so that the anchoring part 3b is located at the base of the middle lamella 1b. From the anchoring part, the rest of the anti-slip part is directed obliquely towards the front lamella 1a in the blocking direction, so that the pin part 3a of the anti-slip passes in the front lamella substantially only to the extent that the pin part is visible on the wear surface, te. the area cut by the anti-slip 3 from the tread 4a of the front lamella is delimited on one side by the separation gap 2 between the lamellae. This situation can be considered as the extreme extent of the pin portion 3a to the front lamella 1a for the best reason from the braking situation of Fig. 4. On the other hand, it must also be taken into account that the pin part may extend only to the level of the tread 4 of the button 1 in order for the tire to function as intended.

The interaction between the tire tread and the anti-slip is best seen in the braking situation in Figure 4. During braking, a lateral force is applied to the surface pattern of the tire from the road surface, which tends to tilt the lamellae in the button 1 downwards. In this case, the anti-slip 3 follows this tilting movement with the lamella Ib and protrudes above all at its front angle 3a '' from the tread 4a of the lamella 1a.

This free tilting movement presupposes that the pin part 3a of the anti-slip device 3 is located in the recess of the rear part of the front lamella 1a, which opens into the separation gap 2 between the lamellae 1a and Ib.

In this protruding position, the anti-slip 3 effectively adheres to the road surface at its front angle 3a "and provides the desired retaining effect. At the same time, the anti-slip buckling backwards.

According to the basic embodiment of the present invention, it is obvious that each tread pattern button 1 must have

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81529 at least three waves. The middle lamella acts as the actual fastener of the anti-slip, the front lamella hides the anti-slip in its tread during normal use, whereby the middle and front lamella also work together to expose the anti-slip in a lateral load situation, and the third or rear lamella provides suitable anti-slip support. The middle lamella also supports the anti-slip very well against the ejection effect of the centrifugal force.

With the basic structure of the tread pattern piece shown, it is possible to provide a non-slip effect at the same time in the opposite direction to that shown in Figures 1 to 4. In this case, a slip barrier is placed between the lamellae Ib and le in the same way as between the lamellae Ib and 1a in the figures mentioned. This situation is illustrated in Figure 5 of the accompanying drawing.

It is also possible that the tread pattern piece has a larger obstruction direction, making it possible to make more than three lamellae. In this case, anti-slip devices can also be placed between the lamellae of the central part of the piece, for example in a four-lamella piece in two directions on two consecutive fronts in each direction.

Figures 6 to 8 show an embodiment of the invention in which additional security is provided in order to guarantee the operation of the tire, in particular in the sliding direction. In this embodiment, a separate anti-slip spike smaller than the actual anti-slip is placed on the outer edge of the outer lamella at the tread pattern buttons located in the shoulder area of the tire to ensure inward bending of the outer lamella in its lateral slip situation. Such a small spike β 81529 can also be used in other pieces 1 in the front corner of the lamella 1 to ensure the tilting of the front lamella 1a in a slippery situation and thus the protrusion of the anti-slip 3. In other respects, the operation of the lamellae and the actual anti-slip 3 corresponds to that described in Figures 3 and 4.

In the embodiments explained above with the aid of Figures 1 to 8, the anti-slip device has been described as having a triangular cross-section of the pin part 3a, which shape is quite advantageous for use in the invention. The triangular shape provides the opposite part with a good support surface 3a' against the central lamella Ib, as well as a well-extending grip angle. In this embodiment, it is preferred that the body of the pin portion 3a is made of a relatively soft and light metal. Instead, the actual non-slip spike 3a "can be made of a more wear-resistant material and embedded in the body of the pin part 3a, in the region of its grip angle.

The anti-slip can also take other forms. These alternatives are shown in Figures 9-14. The pin portion of the anti-slip device may be a pyramid, a cube, a cylinder or a cylinder, as well as a star pattern according to Fig. 14. Also in these embodiments, the body of the pin portion is preferably a light and soft metal embedded with separate, carbide Liu barrier spikes 3a ". Particularly with respect to the cylinder embodiment of Figure 13, the anti-slip spike 3a" consists of a cylindrical carbide outer sheath, or alternatively an inner sheath.

The connecting part 3c between the anchoring part 3b and the pin part 3a can also have a different implementation. Figures 1-8 show a non-slip barrier in which the connecting part 3c is a flexible metal rope. This connecting part can also be implemented as a chain, as illustrated in Figures 9 and 10. The implementation of the connecting part can also be achieved with a chain structure, in which case the bending takes place in one plane. Fig. 15 shows a connecting part structure which has substantially the same bending properties as the chain, but which provides better support against forces acting in the longitudinal direction of the pin and better supports the pin part 3a against the tendency to engage in the anti-slip situation.

Fig. 16 shows an alternative tread pattern in which it is possible to position the anti-slip devices so that the anti-slip effect is made substantially the same in all directions. The tread pattern of Fig. 17 also effectively takes into account the Liu barrier effects in different directions.

The tire according to the invention is applicable to all types of vehicles, but it can be considered as particularly advantageous as a tire for heavy vehicles, since the puncture effect of the slip against the road surface has been obtained substantially less than in conventional tires.

The anti-slip 3 can be mounted on the tread piece 1 of the tire according to Figs. 18 and 19. When installing, the tread piece is pressed hard from the anti-slip direction, so that the lamellae settle in their position corresponding to the practical anti-slip situation. With the lamellae in this position, a hole is drilled in the anti-slip device in the radial direction of the ring from the interface of the first (1a) and second (Ib) lamellae. It is expedient to shape the hole according to the anti-slip device 3 used in each case, as shown in Fig. 18b. The anti-slip is then placed in the drilled channel while the bending force is still acting. At this stage, the anti-slip device can be sealed in its duct, for example by filling the duct after installation with a suitable adhesive, such as neoprene rubber. After removing the bending force, the tread pattern knob 1 returns to its normal position (Fig. 10 81529 19 b), whereby the anti-slip device is in its position corresponding to the normal operating situation of the tire, at an angle of about 50 to 70 ° to the tire tread plane.

Figures 20 to 23 show an alternative method of anchoring the anti-slip device. The intermediate part of the anti-slip part consists of two parts, respectively, the steel plate lug 3c "and the bracket 3c 'attached to the anti-slip part 3a itself. The free end of the steel plate lug 3c" has a hole into which the locking pin The installation method is illustrated by Figures a, b, c, and d of Fig. 23 of the accompanying drawing. According to this anchoring alternative, the anti-slip device is mounted in the area of the side edge of each piece so that the locking pin 3b forming the anchoring part can be pushed into the tread button from the space between the two pieces. A space for the anti-slip part 3a is first concave in the lamella 1b, after which. . a groove for the sheet steel lug 3c "is further split in the bottom of the space. The anti-slip is then placed in its space and the

The rod 3b is inserted into the drilled hole, whereby the rod locks into the surrounding rubber after the removal of the compressive force applied to the anti-slip device, as the anti-slip part 3a tends to rise to the position defined by the concave space. The retention of the rod is also facilitated if a locking bend 3b 'has been applied to the rod. Instead of the above-mentioned drilling, the locking pin, especially in mechanical installation, can also be pushed into place, in which case it is advantageous for the pin to be made to be inserted.

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81529 is sharpened. It is also possible to install the locking pin 3b when heated, so that its attachment to the partially melted rubber is certain. The described installation method is particularly suitable in connection with the manufacture of a tire, in which case the anti-slip device can be installed in place before the vulcanization of the tread, while the rubber is still soft.

The above installation is facilitated if the tread pattern division is implemented according to Fig. 22. This is in the pattern of the tire tread extreme shortage of lines pole-piece-side dimension of the central region sprigs moved with respect to the pieces interstices provide a sufficient space for mounting the locking pin 3b in the lateral direction, as well as the extreme edge of the button rows inside the outer edges of the rows of toiseksiäärimmäisten piece.

According to Fig. 24, the anchoring part 3b of the anti-slip device 3 can also be considered to be mounted on the frame structure of the ring or even inside the frame structure, whereby a secure retention of the anchoring part is obtained. This installation possibility is especially relevant in connection with the manufacture of a tire.

The anchoring part 3b of the anti-slip 3 can also be realized as a somewhat curved and sharpened rod at the tip part, which is pushed into the bottom of the hole made on the anti-slip part 3a substantially parallel to the hole. Due to its curved shape, the rod curves deeper when pushed and settles substantially transversely to the mounting hole in the immediate vicinity of the tire carcass structure.

Fig. 25 shows another tread pattern of the tire, which takes into account in particular the prevention of the lateral slip of the tire in an effective manner.

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Figures 26-29 show a variation on the alternative type of anti-slip barrier illustrated in Figures 9-14. The anti-slip is not attached to the lamella from the front edge of the lamella, as in Fig. 9, but a pyramidal, conical or star-shaped anti-slip is attached to the center of the tread button. The angle of the anti-slip tip is 50 to 80 ° (Fig. 27-28). Its body is made of soft metal and the spikes embedded in it are hard metal (Fig. 27). If the anti-slip is star-shaped, its core part may be a soft metal and its star-shaped shell a hard metal. For attachment, there is a round pin in the middle of the tread button along the base of the anti-slip base. A conical (or pyramidal) recess corresponding to the size of the anti-slip is made on its surface. In the middle of this, the barrier is fastened with a metal rope, such as in Figures 1-8, a chain, a chain (Fig. 9-10) or a metal plate-pin assembly (Fig. 20-23).

The attachment of this and other types of anti-slip devices (Figs. 3-4 to 9-10) is performed either on the tread of the finished tire or on a detached pre-vulcanized tread, prior to its final vulcanization (Fig. 32). In this case, a steel wire-pin combination (Fig. 32b) can also be used for fastening, or a steel wire with a transverse pin pin T-shaped attached to the tip. A chain or chain can also be used to attach the anti-slip device. In this case, the locking can be performed by placing a transverse dowel pin with a bend in the middle as shown in Fig. 21 on the outer link of the chain (chain).

The rest of the tread button is cut into a sufficient number of lamellae (Fig. 26). The tread button may also be circular in shape, as in Figure 29. Figures 30 and 31 show two examples of how these pieces are positioned in the tread pattern.

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Claims (9)

1. Anti-slip tires for vehicles with tread construction and nail-shaped, metallic anti-slip devices arranged in the tread at least in part of the tread having pattern blocks (1) divided into at least three substantially separate lamellae (1). narrow, substantially perpendicular to the obstacle direction placed radial dividing slits (2, 2 '), characterized in that in these tread blocks (1) divided into slats, the sliding guards (3) are arranged so that they extend from the obstruction in the direction of obstruction the lamella (1b) obliquely to the tread (1a) of the lamella (1a) following (4a), from which the tread (4a) slides are arranged to project so that they tangent the dividing slot (2) between the lamellae. 2. Anti-slip tires according to claim 1, characterized in that the anti-slip cover (3) consists of a pin part (3a), an anchor part (3b) and a flexible connection part (3c) between them. 3. Anti-slip tires according to claim 2, characterized in that the pin portion has a body provided with a support surface (3a ') and at least one obstacle nail (3a1') recessed in the body. 4. Anti-slip tires according to claim 3, characterized in that the pin portion (3a) has a triangular cross-section, the obstacle nail (3a '') being arranged in the horn of the triangle lying in the obstacle direction. 5. Abrasion protection tires according to claim 3, characterized in that the body of the pin (3a) is a hemisphere, a cube, a cylinder or a cross-sectional star shape in cross section. 6. Anti-slip tires according to claim 2, characterized in that the connecting part (3c) consists of a wire, a chain, or a chain. 7. Slip-protection tire according to claim 2, characterized in that the connecting part (3c) consists of a metal disc bracket (3c ") fixable to the anchoring part and a mortar (3c ') fixed to the pin part (3a). 1 Slip-proof tire according to claim 7, characterized in -described in that the anchoring part consists of a welding pin (3b)., 6 81 529 9. Anti-slip tires according to Claim 1, characterized in that the anti-slip tires are arranged to project mainly in the driving direction and in the metering manner. Il