WO1999007564A1

WO1999007564A1 - Traction device for vehicle wheels

Info

Publication number: WO1999007564A1
Application number: PCT/US1998/016384
Authority: WO
Inventors: John M. O'brien
Original assignee: Brien John M O
Priority date: 1997-08-11
Filing date: 1998-08-06
Publication date: 1999-02-18
Also published as: AU9015198A

Abstract

A traction device for vehicle wheels has tread segments (102) that are expandable and contractible by secondary inflatable chambers (106) to place studs (20) either in engagement or out of engagement with a rod surface. Alternatively, stub bearing tread segments are removably mounted between segments of conventional tread.

Description

TRACTION DEVICE FOR VEHICLE WHEELS

This is a continuation-in-part of the patent application filed October 17, 1996, Serial No. 08/733,676. The disclosure of

this pending application is fully incorporated by reference into

the present disclosure.

FIELD OF THE INVENTION

This invention relates to a traction device mounted to a

vehicle wheel and is selectively convertible to road engaging and

non-road engaging positions.

BACKGROUND OF THE INVENTION

This invention is most applicable for vehicles that are

driven on roads that can become covered with snow or ice. Whereas

such conditions are most commonly associated with colder regions,

e.g., the northern states in the United States, the higher

mountainous cold weather regions extend substantially across the

entire country. Persons who travel extensively will invariably encounter snow laden and/or icy road conditions from time to time.

Yet the vast majority of travel is far more likely to occur on dry

road conditions.

The conventional wheel tire provides a road contacting

surface area that frictionally grips a dry or even wet road

surface providing steering and stopping control as well as

propulsion over the road surface, but not when that surface is

covered with ice and/or snow. The conventional tire surface has

poor frictional gripping capability when riding on snow or ice.

Whereas several explanations can be given depending on the

condition of the ice/snow, what can and often does happen is that

the surface of the snow or ice liquefies and forms a liquid film

between the tires and underlying surface, thereby reducing the

opportunity for the tire to grip the surface frictionally.

An answer to this dilemma is to provide the tire with metal

studs or chains. The studs are embedded in the tire permanently

and the chains are designed to be placed on the tire when needed

and removed when not needed. In both cases, the projecting metal

bites down through the snow or ice (and liquid film) to generate the desired gripping action. Both have problems. Studded tires

tear up a dry road surface, i.e., when not covered with snow or

ice and most states have strict rules about using them. Most

states ban their use except during the harsh winter months . Tire

chains are designed to be put on and taken off as needed.

However, mounting the chains onto the vehicle tires is an

unpleasant task even in ideal conditions which most often is not

the case. Weather conditions are likely uncomfortably cold and

blustery. Mounting the chains onto the tires can take upwards to

an hour or more, and when parked alongside an ice-covered roadway

and probably on a graded road, the driver is exposed to potential

life threatening risks as other unchained vehicles attempt to

pass .

The invention of applicant's parent application SN 08/733,676

alleviates or obviates the problems associated with studded tires

and tire chains. The disclosure teaches a separate studded tire

sandwiched between dual tires. The studded tire is designed to

expand in circumference when inflated and to contract in

circumference when deflated. This is achieved in part by the

opposing walls of the dual tires that restrict lateral or axial expansion of the studded tire, thus forcing expansion

circumferentially or radially. The expansion characteristics of

the tire are designed to provide a circumferential size difference

so that when deflated, the tire periphery (circumference) is

retracted radially inwardly of the dual tires and when inflated is

extended radially outwardly of the dual tires.

The studded tire is not intended to carry the vehicle weight.

Essentially the stud portions only of the tire protrude and are

projected into the ice or snow, e.g., to a depth at which the dual

tires still engage the road surface and support the load. The

studs provide gripping action for propelling (or stopping) the

vehicle as the studded tire rotates in unison with the dual tires,

e.g., the studded tire is mounted on the same tire lugs and the

expansion of the studded tire against the opposing side walls,

rubber to rubber, resists rotative slippage of the studded tire

relative to the load-bearing dual tires.

The studded tire is provided with valving and an air pressure

source. The air pressure source may be operated automatically and

remotely with direct connection between the air pressure source and the studded tire, or the air source may be an air-pressurized

cannister that can be clamped to the valving for inflating the

tire. Deflation is enabled, e.g., by a valve mechanism that

simply exhausts the air from the studded tire to the atmosphere.

Ideally the inflation/deflation will be accomplished

automatically from the driver's position even without the

necessity of stopping the vehicle. The less sophisticated

embodiment will allow the driver to stop the vehicle and in a

matter of a few minutes inflate the several studded tires in a

fraction of the time previously allotted for mounting tire chains.

BRIEF DESCRIPTION OF THE PRESENT INVENTION

The present invention is specifically directed to the

provision of retractable studs for a single tire (as

differentiated from dual tires) but based substantially on the

concept of the prior application. A special single tire is

produced which provides conventional (non-studded) tread portions

which are separated on the tire's periphery and a studded tire

segment is provided between the separated tread portions. Air pressure is separately provided to the studded tire segment. In

the preferred embodiment, the studded tire segment is inflated and

deflated to expose and retract the studs. In an alternate

embodiment, it is the conventional tread portions that are

deflated and inflated to achieve the same result.

Reference is now made to the detailed description and

drawings referred to therein for a more thorough understanding of

the invention.

DESCRIPTION OF THE DRAWINGS

Figs. 1 and 2 are views of a traction device as applied to a

single wheel in accordance with the present invention;

Figs. 3 and 4 are views illustrating another embodiment of

the present invention;

Figs. 5 and 6 are views of a further embodiment wherein a

traction device is applied to a single wheel;

Figs. 7 and 8 are views of a still further embodiment of a traction device as applied to a single wheel;

Figs. 9 and 10 are views of another embodiment of a traction

device applied to a single wheel; and

Figs. 11-17 illustrate a wheel having a replaceable tread

portion.

DESCRIPTION OF THE PREFERRED EMBODIMENT

Figs. 1 and 2 of the drawings illustrate a traction device

applied to a single wheel 100. Studs 20 are provided at spaced

intervals along the center of the tread portion 102. The center

tread portion 102 in combination with the tire wall 104 forms an

expandable chamber 106 as shown in Fig. 2. A hose 108 connects

the chamber 106 to a valve stem 110 (valve mechanism) to permit

applying air pressure to the chamber 106 or relieving air pressure

from the chamber 106. Air pressure is applied by a known air

source, either remote or self contained on the vehicle. The

chamber 106 is shown in the expanded state in Fig. 2 which forces

the center tread portion 102 outwardly with reference to the wheel

100 to thus place the studs 20 into engagement with the ground surface. Fig. 1 shows the chamber 106 collapsed. That is, the

air has been released from the chamber 106 and the natural

resilience of the center tread portion 102 retracts the studs 20

inwardly toward the tire wall 104.

Figs. 3 and 4 illustrate another traction device applied to

a wheel 120. A center tread portion 122 is provided between the

side treads 124 and 126. Studs 20 are provided at spaced

intervals along the center tread portion 122. The center tread

portion 122 is expandable as shown in Fig. 4 and is contractible

as shown in Fig. 3. The center tread portion 122 is expanded by

the application of air pressure to a chamber 127 formed within the

center tread portion 122 and is contractible by releasing the air

from the chamber 127. A hose 128 couples the chamber 127 to a

valve stem 130. The center tread portion 122 in the expanded

state as is shown in Fig. 4 places the studs 20 in contact with

the road surface to provided added traction.

Figs. 5 and 6 illustrate a traction device similar to those

of Figs. 1 and 2 except that in Figs. 5 and 6 studs 20 are

provided near each side edge 133 of the tire tread 132 on the wheel 121. An expandable chamber 134 is provided for each row of

studs 20. A hose 136 couples each of the chambers 134 to a valve

stem 138. The chambers 134 are expandable as shown in Fig. 6 and

are contractible as shown in Fig. 5. The chambers 134 are

expanded by applying air pressure to the chambers 134 and the

chambers 134 are contracted by releasing the air from the chambers

134. When the chambers 134 are expanded, the studs 20 are moved

radially outward to contact the road surface.

Figs. 7 and 8 are similar to the traction devices of Figs. 5

and 6 except that the chambers 134 are joined by a duct 142

provided in the tread 132 of the wheel 140. Preferably multiple

ducts 142 are provided at spaced intervals along the length of the

chambers 134. As shown in Figs. 7 and 8, a single hose 146 is

coupled to one of the chambers 134 and is connected to a valve

stem 148. The chambers 134 are shown in the expanded state in

Fig. 8 and are expanded by the application of air pressure. Fig.

7 illustrates the chambers 134 in the contracted or collapsed

state and the chamber 134 is collapsed by releasing the air

applied to the chamber 134. Figs. 9 and 10 illustrate another traction device applied to

a wheel 150. In this embodiment, studs 20 are provided at spaced

intervals in two rows around the periphery of the wheel 150. The

studs 20 project from a tread portion 152 of the wheel 150. The

wheel 150 has side tread sections 154 and 156 and a center tread

section 158. Each of the tread sections 154, 156 and 158 have a

chamber 160 that is expandable and contractible. A hose 162

connects the chambers 160 to a valve stem 164. The chambers 160

are collapsible as illustrated in Fig. 9 to place the studs 20 in

contact with the road surface. The chambers 160 are expandable as

shown in Fig. 10 with the tread sections 154, 156 and 158 being

expanded beyond the height of the studs 20 to thus keep the studs

20 out of contact with the road surface.

Figs. 11 and 12 illustrate a traction device as applied to a

single wheel 170. In this embodiment, the wheel 170 has a tread

172. The tread 172 has channels 174 formed (see Figs. 16 and 17)

around its periphery with the channels 174 being of a depth to

receive replaceable tubular section 176. The tubular section 176

is provided with studs 20. The tubular section 176 is removably

mounted in the channels 174 provided in the tire tread 172. The profile of the channels 174 in the tread 172 will have a profile

that matches the profile of the tubular section 176 (see Fig. 16) .

The tubular section has sufficient elasticity such that they may

be installed and removed on the wheel 170 as required. The

tubular section 176 with studs 20 would be installed on the wheel

170 when additional traction is required such as in ice or snowy

conditions and the studs 20 will provide the added traction

required. Each tubular portion 176 is inflatable (expandable) by

pressurized air and as shown in Figs. 11, 12, the tubular portion

176 has a stem 180 that extends through an aperture 171 into the

cavity portion of the wheel 170. A coupler 182 connects the stems

180 to an air line 184. Air line 184 is connected to a

conventional valve stem 186 for inflating and deflating the

tubular portion 176. The tubular portion 176 is contractible by

releasing the pressurized air.

The tubular portion 176 is inflated by pressurized air so

that the tubular portion 176 will be substantially even with the

tread 172 of the wheel 170. When the tubular portion 176 is

inflated to be even with the tread 172, the studs 20 will project

beyond the tread 172 and the studs 20 of the tubular portion 176 thus will be in contact with the ground surface to provide

additional traction.

Tubular portion 178, as illustrated in Figs. 13 and 14, is a

filler unit that is most often utilized when additional traction

afforded by the studs 20 is not required such as during the summer

months. The tubular portion 178 when inflated (Fig. 14) will have

its upper surface substantially even with the tread 172 of the

wheel 170. The tubular portion 178 has a profile that will mate

with the profile of the channel 174 (Fig. 17) . The tubular

portion 178 has a stem 180 that extends through the aperture 171

into the cavity portion of the wheel 170. A coupler 182 connects

the stem 184 to an air line 184. Air line 184 is connected to a

conventional valve stem 186 for inflating and deflating the

tubular portion 178.

Fig. 15 illustrates a tubular portion 178' that is removably

mounted in the channel 174 of the wheel 170. The tubular portion

178' has a stem 181 that fits in the aperture 171 to provide a

seal for the cavity of the wheel 170. The tubular portion 178'

has sufficient elasticity to permit mounting the tubular portion

178' in the channel 174 formed in the tread 172. It will be appreciated that the tubular portions 178 ' may also be provided

with studs 20.

Those skilled in the art will recognize that modifications

and variations may be made without departing from the true spirit

and scope of the invention. The invention is therefore not to be

limited to the embodiments described and illustrated by is to be

determined from the appended claims .

Claims

1. A wheel for mounting to a vehicle comprising:

a wheel hub and a tire mounted on the wheel hub, said tire

having a primary chamber that is inflatable and in the inflated

condition defines a circumferential portion for contacting a road

surface; at least two non-stud bearing tread segments in spaced apart

relation provided on said circumferential portion of the tire and

at least one stud bearing tread segment interposed between the

non-stud bearing tread segments; and

a secondary inflatable chamber associated with one of either

the non-stud bearing tread segments and the stud bearing tread

segment and an inlet control selectively providing the inflation

and deflation of the secondary chamber whereby the studs of the

stud bearing tread segment are placed in contact with the road

surface and out of contact with the road surface in response to

the inflation and deflation of the secondary inflatable chamber.

2. A wheel as defined in Claim 1 wherein the secondary

chamber is associated with the stud bearing tread segment and is positioned between the primary gas chamber and the stud bearing

tread segment whereby inflation of the secondary chamber forces

extension of the stud bearing tread segment into contact with the

road surface .

3. A wheel as defined in Claim 1 wherein the secondary

inflatable chamber is positioned between the primary gas chamber

and the non-stud bearing tread segments whereby inflation of the

secondary chamber forces extension of the non-stud bearing tread

segments beyond the stud bearing segment to place the stud bearing

segment out of contact with the road surface.

4. A wheel as defined in Claim 1 wherein the space between

the non-stud bearing segments is a cavity and the stud bearing

tread segment and the secondary expandable chamber are a unit

separable from the wheel and mountable in the cavity.

AMENDED CLAIMS

[received by the International Bureau on 11 January 1999 (11.01.99); original claims 1-3 amended; new claims 5 and 6 added; remaining claim unchanged (4 pages)]

1. A wheel for mounting to a vehicle comprising: a wheel hub and a tire mounted on the wheel hub, said tire having a primary chamber that is inflatable and in the inflated

condition defines a circumferential portion for contacting a road

surface; at least two non-stud bearing tread segments in spaced apart relation provided on said circumferential portion of the tire and at least one stud bearing tread segment interposed between the

non-stud bearing tread segments; and

a secondary inflatable chamber associated with one of either

the non-stud bearing tread segments and the stud bearing tread segment and an inlet control selectively providing the inflation

and deflation of the secondary chamber whereby the stud bearing

tread segment is placed in contact with the road surface and out

of contact with the road surface in response to the inflation and

deflation of the secondary inflatable chamber.

2. A wheel as defined in Claim 1 wherein the secondary

chamber is associated with the stud bearing tread segment and is positioned between the primary chamber when inflated and the stud

bearing tread segment whereby inflation of the secondary chamber

forces extension of the stud bearing tread segment into contact with the road surface.

3. A wheel as defined in Claim 1 wherein the secondary

inflatable chamber is positioned between the primary chamber when

inflated and the non-stud bearing tread segments whereby inflation of the secondary chamber forces extension of the non-stud bearing tread segments beyond the stud bearing segment to place the stud

bearing segment out of contact with the road surface.

4. A wheel as defined in Claim 1 wherein the space between the non-stud bearing segments is a cavity and the stud bearing

tread segment and the secondary expandable chamber are a unit

separable from the wheel and mountable in the cavity.

5. A wheel for mounting to a vehicle comprising:

a wheel hub and a tire mounted on the wheel hub, said tire

having a primary chamber that is inflatable and in the inflated condition defines a circumferential portion for contacting a road surface; at least two tread segments provided on said circumferential

portion of the tire, one tread segment permanently contacting the

road surface and the other tread segment adjustable between a first position in contact with the road surface and a second position retracted from the road surface and forming a channel

with said road surface; and

a secondary inflatable chamber associated with the other tread segment and an inlet control selectively providing the inflation and deflation of the secondary chamber whereby said

other tread segment is placed in contact with the road surface and

retracted from the road surface in response to the inflation and

deflation of the secondary inflatable chamber.

6. A wheel as defined in Claim 5 including multiple of said

other tread segments, each other tread segment having a said one

tread segment at each side whereby with the secondary inflatable chamber deflated, channels are formed between said first segments

STATEMENT UNDER ARTICLE 19

In Claim 1: page 14, line 15 the words "the studs of" have been deleted and in line 16 "are" is changed to —is— . In claim 2: page 15, line 1, the word "gas" is deleted and after "chamber" in the words — hen inflated—are inserted. In claim 3 page 15 line, 7 the word "gas" is deleted and after "chamber" the words —when inflated— are inserted. New claims 5 and 6 are added to provide somewhat expanded coverage as the original claims were unduly limited.

Additionally, an amendment is proposed for page 1 of the specification to provide the reference required for the designated U.S. application.