RU2152318C1 - Tyre studding device - Google Patents

Abstract

FIELD: automotive industry. SUBSTANCE: tyre studding device has antiskid stud charging tube, guide tube communicating with charging tube and provided with outlet hole for antiskid stud, lips for widening the hole antiskid stud in tyre tread at driving in antiskid stud orientated by flange to side of guide tube hole, pusher with drive to fit antiskid stud in widened, hole, and drive starter. Charging tube and guide tube are provided with guide members for orientation of antiskid stud in circumferential position for its delivering and fitting in tyre tread. Section profile of indicated tubes meets section profile of antiskid stud. EFFECT: increased capacity and facilitated studding. 19 dwg

Description

 The invention relates to the automotive industry, and in particular to means of anti-skid vehicles, which are equipped with tire treads to increase their adhesion to the supporting surface, characterized by a low coefficient of adhesion, and can be used in pneumatic tires to improve traction and slip protection. The present invention relates to a tire stud device, i.e. installation of anti-skid studs in the tires, interacting when the tire moves with the road surface.

 One of the directions of creating a pneumatic tire suitable for interaction with a road surface characterized by a low coefficient of adhesion, for example, in the winter period of time, is the formation of a tread layer of a tire with anti-skid elements in the form of solid metal spikes installed on the working surface of the tread of a pneumatic tire.

 The anti-skid stud for vehicle tires comprises a housing with developed support surfaces for securing the tire tread in the rubber layer of the lug. A wear-resistant solid insert is fixed inside the body, protruding above the body to a predetermined height, which is made of hard alloys or other material with increased hardness and wear resistance.

 In shape, the well-known anti-skid spikes are symmetrical bodies of revolution with an unlimited number of planes of symmetry passing through the longitudinal axis of the insert. An example of this may be a well-known anti-skid spike with an insert of solid material having an oblong shape with different cross-sectional areas of the apex and base (see GB, Z. N 1269520, B 60 C 11/16, publ. 1972). This design is primarily due to the manufacturability of the stud and the technology of the studding process of the pneumatic tire itself. The absence of the need to use the mechanism of orientation of the studs when they are fed from the drive into the hole in the tire lug significantly reduces the time for studding the tire.

 The dynamics of the vehicle can be considered as the sum of the longitudinal and transverse movements of the pneumatic tire. In those cases when frequent and sudden acceleration and braking prevail in the vehicle’s dynamics (for example, driving a car in urban conditions), it is advisable to use anti-skid spikes that provide maximum tire grip in the longitudinal direction (in the circumferential direction of the pneumatic treadmill tires), and in conditions of frequent sharp turns and lateral lateral sliding, it is preferable that the anti-skid studs provide increased lateral grip of the tire direction (in the meridional direction of the tire). However, the traditionally used anti-skid studs having wear-resistant inserts of a body of revolution formed by a uniformly spaced forming outer surface provide equal grip properties of the road-covered tire both during longitudinal movement and in lateral movement of the tire. This is due to the fact that a limited number of anti-skid studs are always located in the contact patch, namely, the cross-sectional shape of the inserts forms a coupling effect.

 For vehicles, the operating conditions of pneumatic tires of which combine to the same extent both longitudinal movement and lateral or lateral, it is desirable to obtain increased coupling qualities of the tire with the roadbed. When using traditional anti-skid spikes, the inserts of which are made in the form of cylinders or cones, adhesion is ensured by the interaction of the point edge of the insert at contact and only then by the entire area of the insert tip. The conditions for the insert to come in contact with the road surface form the possibility of engagement with this road surface. And if at the entrance to the contact the spike does not catch on the surface, then in the future it does not participate fully in the tire's work to increase the adhesion of the pneumatic tire to the roadway. In this regard, it is advisable to provide for the possibility of increasing the area of the primary contact zone of the insert with the roadbed.

 One of the examples of creating a wear-resistant insert and, accordingly, an anti-skid stud, which would provide unequal coupling properties of a pneumatic tire with a road surface, can be considered the solution in SU, ed. St. N 495218, B 60 C 11/14, publ. 1976 In this security document, the insert of the anti-skid stud is made in the form of a cylinder with an ellipse at the base and top. This insert can be considered as a figure or body with a limited number of planes of symmetry.

 However, the implementation of the insert in the form of a cylinder has led to difficulty in solving the problem of fixing the insert in the spike body. The use of glue or press fit did not give the desired results, since due to the dynamic interaction of the insert with the road surface, the insert broke the landing hole and fell out. The resulting anti-skid spike had a short service life. On the other hand, this insert also provides pin-on contact.

 However, one embodiment of an insert in the form of an elongated body with a cross section in the form of a geometric figure having a limited number of planes of symmetry is not enough to achieve the oriented position of the stud in the tire tread. As a rule, housings are used for spikes, the outer surface of which is formed by a generatrix of a body of revolution at an equidistant radius. The result is an anti-skid spike that does not seem to differ from the standard with a cylindrical or conical insert. It is possible to install such an anti-skid stud in a tire tread only by manual labor, and when using the machine, all the studs are set with random orientation. Such an installation does not allow to obtain pronounced directional coupling properties in the tire.

 An anti-skid stud for truck tires is known, comprising a housing having a support flange, inside of which a wear-resistant solid material insert protruding to a given height is fixed, made in the form of an elongated body with a limited number of symmetry planes in the longitudinal direction (see DE, n. 1202156, B 60 C 11/16, publ. 1965).

 This insert is a regular prism with an isosceles triangle or square at the base. In this regard, this insert has all the disadvantages that have been described previously. In addition, the execution of the housing itself with protrusions similar to spatial orientation elements in the longitudinal direction of the housing itself allows determining the orientation of the insert relative to the housing (the longitudinal protrusions on the housing correspond to the position of the angles of the geometric shape of the insert cross section), but do not give an idea of the orientation of the insert longitudinal circumferential direction of the tread of the pneumatic tire. A round flange made of support does not participate in the process of oriented installation of the stud into the tire. This flange is aimed at solving the problem of fixing the spike in the lug. Due to difficulties in solving the spatial orientation of the studs in the tire, in this patent source, it is proposed to use two types of inserts: a square or an isosceles triangle in cross section. When using such sections, any installation of the spike leads to the fact that, regardless of the position, it becomes oriented at the installation site. In this regard, these protrusions on the stud body cannot be considered as elements of the spatial orientation of the body, since these protrusions do not participate in the process of stud orientation in the tire tread.

 A device for studding tires comprising a loading tube for anti-skid studs, sponges for expanding the hole in the lug of the tire tread when the anti-skid stud is oriented with the flange toward the hole, a pusher with a drive for introducing the stud into the expanded hole, a drive starter and a guide tube communicated with the boot a tube and having an outlet for an anti-skid stud (see FR, Z. N 2438552, B 60 C 11/16, publ. 1980).

 The disadvantage of this device is that it can only be used for spikes in the form of regular bodies of revolution, i.e. the outer surfaces of which are formed equidistant from the longitudinal axis of the generatrix. This device has a means of orientation of the spike, ensuring its position in the tubes with a support flange in the direction of the hole in the lug. But this device does not orient the position of the spike relative to its longitudinal axis. In case of using irregular spikes, i.e. having a spatial orientation along the longitudinal axis, this device will not be considered as a regular body of revolution.

 At the same time, when using studs having a spatial orientation, such as, for example, are described in SU, ed. St. N 495218, it is necessary that when studding, these spikes would be oriented oriented along the treadmill pattern. In this case, it would be possible to ensure that the tire has different coupling qualities.

 In addition, it was found that the load acting on the spike upon its contact with the roadway creates the conditions for it to be turned out of the lug hole. In this regard, some anti-skid studs are made with parts of the support flange that are enlarged in the direction of movement. Such a tenon, while maintaining the correct body shape in the form of a body of revolution, as a whole, has an irregular shape due to the difference in the transverse dimensions of the support flange in different directions. For the oriented installation of such anti-skid studs in the tread, the latter must come from the studding device already oriented at least in the elements of the device itself.

 The present invention is directed to solving the technical problem of providing the longitudinal orientation of an anti-skid stud in a tire studding device. The technical result achieved in this case is to simplify the process of studding tires, reduce the time needed for studding and improve the performance of studded studs.

 The technical result is achieved in that a tire hissing device, comprising a loading tube for anti-skid studs, sponges for widening the hole in the lug of the tire tread when the anti-skid stud is oriented with the flange toward the hole, a pusher with a drive for introducing the stud into the expanded hole, a drive starter, and a guide tube in communication with a loading tube and having an outlet for an anti-skid stud, a loading tube, a guide tube and an outlet the latter have guiding elements for oriented installation of the anti-skid stud in the tread.

 These features are significant and interconnected with the formation of a set of essential features sufficient to obtain the desired technical result.

 So, equipping the pipes along which the anti-skid studs move towards the outlet of the guide tube with guiding elements allows the anti-skid stud having its own spatial orientation elements to be oriented in the outlet area, oriented relative to the outlet or any element of the device itself. In this case, the operator can install an anti-skid stud in the lug of the tire tread with that orientation of either the support flange or the insert relative to the treadmill pattern and tire direction of travel.

 This device allows you to automate the process of studding tires with spatially oriented anti-skid studs.

 The present invention is illustrated by a specific example, which, however, is not the only possible, but clearly demonstrates the possibility of achieving the above set of features of the required technical result.

In FIG. 1 is a longitudinal section through an anti-skid stud installed in a tread of a pneumatic tire;
in FIG. 2 is a plan view of the anti-skid stud of FIG. 1, a first example of execution;
in FIG. 3 is a plan view of the anti-skid stud of FIG. 1, a second example of execution;
in FIG. 4 - the first example of a section in the form of a triangle;
in FIG. 5 is a second example of a section in the form of a rectangle;
in FIG. 6 - the third example of the execution of the section in the form of an ellipse;
in FIG. 7 is a fourth example of a section in the form of a trapezoid;
in FIG. 8 is a fifth example of a section in the form of a semicircle;
in FIG. 9 - the sixth example of the execution of the section in the form of a square;
in FIG. 10 is a seventh example of a section in the form of a square with beveled corners (octagon);
in FIG. 11 is a top view of an anti-skid stud with a spatial orientation element;
in FIG. 12 is a section AA in FIG. 16;
in FIG. 13 is an arrangement of anti-skid studs in a tread, a first example;
in FIG. 14 - arrangement of anti-skid studs in the tread, second example;
in FIG. 15 is a longitudinal section through a tire hissing device;
in FIG. 16 is the same as in FIG. 15, the installation position of the anti-skid stud in the lug.

in FIG. 17 is a view of the outlet of the guide tube of the device;
in FIG. 18 is a cross section of a guide tube;
in FIG. 19 is a view of the outlet of the guide tube of the device in the presence of an anti-skid stud.

 The tire studding device according to the invention is intended for laying anti-skid studs in the openings of the tread lugs of the tire having a spatial orientation of either inserts relative to the housing or a support flange relative to the housing, or a combination of the insert and flange relative to the stud body.

 The anti-skid stud for a vehicle (Figs. 1-3) contains a housing 1 made with a flange bearing surface 2 for securing the housing in the lug hole of the pneumatic tire 3. The housing is made with a central hole 4 for accommodating and securing the wear-resistant insert 5 of solid material (from a special alloy or ceramic).

 Wear-resistant insert 5 made of solid material (Fig. 1) is an oblong body with different cross-sectional areas at the base 6 and top 7. In general, the insert can be a cone (an example of execution is shown in Fig. 1) with a small taper angle, the account of which ensures the insert is retained in the stud body. At small taper angles determined by falling into a range of angles smaller than the angle of friction, the wedge effect of self-braking appears, as a result of which the application of an external force cannot cause one body to move relative to another. With this design, the insert under the action of dynamic load from the side of the antennal surface, as it were, self-tightens into the opening of the housing and is held there securely.

 Naturally, this example of the execution of an insert in form is not the only one. The insert can be made in the form of a concave cone. A feature of a solid material insert made with different cross-sectional areas at the base and top is its cross-sectional shape, which determines the manifestation of coupling qualities and their change in directions relative to the position on the treadmill and the operating mode of the pneumatic tire.

 To obtain unequal directions in the movement of the pneumatic tire coupling increased properties section 8 should be a geometric figure with a limited number of planes of symmetry. When using a section in the form of a triangle (Fig. 4), very high coupling qualities can be obtained in the direction in which the insert faces its base 9 (linear contact), while maintaining the usual coupling qualities from the top of this triangle (point contact). The same result can be obtained using a section in the form of a semicircle (Fig. 8). Different linear contact in different directions is ensured by the implementation of section 8 in the form of a rectangle (Fig. 5) or trapezoid (Fig. 7). When performing a cross section in the form of an ellipse (Fig. 6), it is possible to obtain a point contact at the entrance to any of the directions of interaction, but at the same time provide a large surface contact area in the direction in which the ellipse is oriented with its larger axis.

 Naturally, it is impossible to foresee all the conditions and clearly define that the spike will work in only one direction. In those cases when frequent sudden braking prevails in the vehicle’s dynamics (for example, driving a car in urban conditions), it is desirable that the inserts in the pneumatic tires with anti-skid spikes are oriented with the contour of their cross section in such a direction that the car interacts with the road surface, the insert entered along the line of greatest contact (Fig. 14). And when the road is replete with sharp sharp turns passing at high speeds, or there are conditions for the lateral movement of the tire, it is desirable that the inserts are oriented along the line of maximum contact in the direction of the possible lateral displacement of the pneumatic tire (Fig. 13).

 In some cases, the most optimal orientation of the cross-section of the insert of the anti-skid stud may be some intermediate position between the two described above, that is, at an angle to the direction of movement of the car.

 In addition, the insert can be hollow while maintaining the geometric shape of the cross section, however, since this example does not differ from the previously considered, in addition to lightening the spike in weight, it is not illustrated illustratively.

 In the case when it is necessary to create increased coupling qualities in different directions by ensuring linear contact, the insert can be made with a cross section in the form of a square (Fig. 9) or in the form of a square with beveled corners, which is an octagon (Fig. 10). It is possible to obtain a section in the form of a hexagon or other multifaceted figure (not shown).

 In addition, you can use the body of the anti-skid stud for installing the insert with both a hole 4 specially shaped for the cross section (Fig. 2, top view) and a round hole (Fig. 3, the traditional case), in which the insert will be fixed with faces .

 The insert can be made in the form of a regular prismatic figure with a cross section according to one of these examples. In this case, special measures are provided for securing the insert in the stud body.

 When using an insert in the form of an elongated body with a certain cross-section, for example, having corners and faces (sides), it is important to install it in the housing and its orientation relative to the housing, so that when studding the tire, clearly visible prerequisites are created for proper oriented laying studs in the tire tread. As spatial orientation elements for an anti-skid stud, they can be considered as protrusions, faces, etc., specially made along the longitudinal axis of the housing, the presence and shape of which with respect to the shape of the housing itself or its individual parts clearly indicates the position of the insert in the housing itself. As the most optimal example of the execution of such spatial orientation elements, one can consider the support flange 2 of the housing 1 (see Fig. 1-3). The implementation of the support flange with various sizes in length and width allows you to clearly orient when treading the tire tread the position of the anti-skid studs in the circumferential direction of the treadmill (see Fig. 13 and 14).

 In this case, when creating a specific spike, its specific insert, having a certain geometric shape in cross section, can also be installed oriented in relation to the sides of the flange 2 in the housing. For inserts with geometric figures in cross section having sides different in length and asymmetrical composition (for example, in the form of a trapezoid), it is possible while maintaining the shape of the support flange 2 of FIG. 2 one of the sides is longer than the other in the same direction.

 As an example of the execution of spatial orientation elements, we can consider supplying the stud body having an annular supporting flange 2 with one stiffener 10 directed along the length of the stud from the open end (where the insert protrudes outward) to the flange 2. This rib should be formed on that side of the insert with which the anti-skid stud should be oriented in the tread. This example is shown in FIG. 10 and 11.

 The implementation of the anti-skid stud with different sizes of both the insert and the body as a whole or its part (for example, the support flange) in two mutually perpendicular directions of its cross section allows the stud to be oriented generally relative to the longitudinal axis of the treadmill (Figs. 13 and 14). The spatial orientation of the anti-skid studs allows you to achieve an increase in the adhesion force of the tire to the road surface without reducing the resistance to turning the stud in modes with intense dynamic load in the direction of vehicle movement. At the same time, orientation can pursue a wide variety of purposes, in particular, ensuring maximum tire grip force on the prevailing driving modes, ensuring minimum stud wear with maximum resistance to its inversion, etc.

 The design of the anti-skid stud with an insert according to the invention allows in some cases to reduce material consumption, improve grip and drive safety on sections of the road with a low coefficient of adhesion. At the same time, from a technological point of view, design complexity is practically absent, since while maintaining the manufacturing process and equipment, the tuning parameters and only those nodes that are involved in the formation of the cross section of the insert and hole in the stud body are reconfigured and changed.

 In FIG. 15 shows a device for studding tires with anti-skid studs. The device comprises a guide tube 11 mounted motionlessly in the housing, along which anti-skid spikes facing their support flanges 2 toward the outlet 12 are aligned. On the side opposite to the location of the outlet 12, the guide tube is in communication with the loading tube 13 in communication with the drive of anti-skid studs (not shown). The anti-skid spikes supplied from the drive enter the loading tube 13 with their support flanges 2 oriented in the direction of movement into the guide tube. In the housing of the device from the side of the outlet there are sponges 14 mounted with angular mobility and bearing elements for expanding the holes in the lug at the free ends. The sponges are interconnected, for example, by an elastic element 15, which ensures that the jaws are pressed against each other in the inoperative position of the device. Sponge extension elements are inserted into the lug hole.

 The pusher 16 is designed to ensure that the anti-skid stud is pushed out of the guide tube through the outlet towards the jaws, the dilution of their expansion elements in the hole and the stud is forced into this expanded hole. In this example, the pusher is a plurality of rods, ends brought out through the radial slots 17 of the guide tube into the area of the outlet (Fig. 17). The drive of the pusher in this example embodiment of the device is a pneumatic or hydraulic ram, the casing of which is formed by the end wall, directly by the casing of the device and the guide tube. The piston 18 of this cylinder, spring-loaded in the direction of the control cavity 19 of the power cylinder, is mounted with the possibility of axial movement along the guide tube. The specified rods are fixed on the piston 18 at the other ends, which can be connected to each other by an elastic element (not shown) for pressing them against the guide tube and the elements 20 of the direction of movement of the rods. When the pressure is removed in the control cavity, the piston returns to its original position under the force of the spring pressing it.

 The control cavity 19 is connected by highways with a drive starter, which in relation to the considered example is a distributor 21 controlled from a control 22 and connected to a pressure source 23. When using a pneumatic circuit, the pressure source is a receiver or compressor. In this case, the distributor is a pneumatic device with the function of supplying pressure to the control cavity 19 and releasing the agent into the atmosphere. When using a hydraulic circuit, the corresponding element base is used while maintaining the circuit as a whole.

 In FIG. 16 shows the position of the elements of the device when inserting the anti-skid stud into the lug 24. To insert the spike into the tread lug hole, the jaw extension elements 14 are first introduced into the pre-prepared hole, then pressure is supplied to the control cavity and the piston moves along the guide tube 11. The piston moves in the direction of their movement, the rods, which are located in the radial through-slots 17 with their free ends, abut against the anti-skid spike, which is located first at the exit versts. Further movement of the piston leads to the fact that the anti-skid spike, abutting against the jaws, part them, expanding the hole in the lug. Subsequent movement of the piston leads to the fact that the anti-skid spike is introduced into the lug hole. Pressure relief in the control cavity leads to the fact that under the action of a spring pressing it, the piston is displaced to its original position and retracts the rods. The device as a whole is retracted from the tire, while the jaws pop out of the lug. The spike remains in the hole. Its retention in the rubber body is ensured by compressing the spike directly with the tread rubber or due to this compression and additionally by introducing glue or other fixing means.

 For introducing into the grouser tread of the tire to be studded, anti-skid studs with a spatial orientation either in the position of the insert relative to the housing or the housing relative to the support flange, it is necessary that the anti-skid studs supplied from the drive are already oriented in the area of the outlet of the guide tube. Only in this case, the operator can enter the anti-skid spike into the tread unambiguously in accordance with the specified orientation in the treadmill pattern and in accordance with the shape of the spike itself.

 As a rule, from the drive into the loading tube, the anti-skid spikes are already oriented with their support flanges towards the outlet. When passing along the loading tube and the guide tube, the anti-skid spikes are oriented along the longitudinal and circumferential positions in accordance with the spatial configuration of the spike itself. For this, the loading and guide tubes are made with guide elements that uniquely orientate the anti-skid spike in its position relative to these elements and the tubes themselves. As anti-skid elements of these tubes, one can consider their cross-sectional profile corresponding to the profile of the tenon itself. For example, when using the anti-skid stud of FIG. 11 and taking the shape of the support flange 2 as the orientation base, the profile of the tubes may correspond in shape to the shape of the flange (FIG. 18).

 Naturally, the outlet of the guide tube should also have guiding elements, for example, the end of the tube with the outlet can be in cross section in the shape of the stud flange (Fig. 19).

 Other examples of the implementation of the guide elements of the tubes for the outlet, for example, in the form of ribs, protrusions or slots in the tubes are also possible. However, these examples are not given, since for each anti-skid stud, guides are made that would correspond to the particular design of the stud.

 The present invention will reduce time and improve the manufacturability of studding tires of vehicles with anti-skid spikes, characterized by the need to produce their spatial orientation when installed in the tread.

Claims (1)

 A tire hissing device comprising a loading tube for anti-skid studs, a guide tube communicated with the loading tube and having an outlet for the anti-skid stud, sponges for expanding the hole in the lug of the tire tread when the anti-skid stud is guided in the direction of the flange toward the opening, the pusher is driven for introducing the spike into the expanded hole, the actuator starter, characterized in that the loading tube and the guide tube are made with guide elements to orient the stud in the circumferential position for feeding and installing it into the tread, while the cross-sectional profile of these tubes repeats the cross-sectional profile of the anti-skid stud.

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