FI125983B

FI125983B - Anti-slip stud and vehicle wheels which include at least one anti-slip stud

Info

Publication number: FI125983B
Application number: FI20145032A
Authority: FI
Inventors: Henri Kossi
Original assignee: Black Donuts Engineering Oy
Priority date: 2014-01-16
Filing date: 2014-01-16
Publication date: 2016-05-13
Also published as: RU2015101146A3; RU2678262C2; RU2015101146A; FI20145032A

Description

Anti-skid stud and vehicle tire comprising at least one anti-skid stud

Technical field

Examples of the present invention relate to an anti-skid stud according to the preamble of claim 1 and to a vehicle tire comprising at least one anti-skid stud according to claim 4.

More specifically the examples of the current invention relate to improved design of an anti-skid stud.

Background

Anti-skid studs have been used in vehicle tires for many years while research and development have been invested in improving road safety in areas where roads are often covered with snow and ice. In certain conditions studded tires are superior compared to others but on the other hand when used on bare asphalt the studs wear and cause the asphalt to wear, too. Modern anti-skid studs have a stud pin part manufactured from a harder material like hard alloy. Traditional shape of the stud pin is circular but also other shapes have been introduced; a quadrangular stud in US8113250 and a triangular stud in EP2540527. In many countries the anti-skid studs are regulated strictly, for example by setting a maximum weight for an anti-skid stud, because of wearing effect of roads. In addition driving comfort needs to be taken in account, too: the anti-skid studs may not cause too much noise. Therefore the design of the anti-skid stud is crucial to maximize road safety and minimize road wear within the regulations.

Publication WO 2012004452 A1 presents an improved anti-skid stud of a vehicle", publication US 2012227880 A1 presents an anti-skid spike, publication FI 114692 B presents installing triangular anti-skid studs to a vehicle tire, US 2011146865 A1 presents a tire stud provided with recesses configured to improve its retention in the tire and EP 1642753 A1 presents a stud for tire.

Summary

There is a need for an approach for further improving the aspects mentioned above as well as others.

The anti-skid stud is characterized by the definitions of independent claim 1.

Preferred embodiment of the anti-skid stud are defined in dependent claims 2 and 3.

The invention relates also to vehicle tire comprising at least one antiskid stud as defined in claim 4

Preferred embodiment of the vehicle tire are defined in dependent claims 5 to 8.

According to one example embodiment of the present invention the anti-skid stud has a body. The body further comprises a bottom flange and a top flange into which a stud pin is attached. The stud pin has a cross-section shaped as Z.

According to another example embodiment of the present invention a vehicle tire comprising at least one anti-skid stud having a cross-section shaped as Z.

According to another embodiment of the present invention the anti-skid stud, has a body. The body further comprises a bottom flange and a top flange. The bottom flange has a groove.

Further examples of the present invention are achieved with embodiments according to the characterizing portions of the independent claims.

Further advantages of the invention are discussed in more detail with the following embodiments.

Brief description of the figures

In the following the invention will be described in greater detail, in connection with preferred embodiments, with reference to the attached drawings, in which: figure 1 illustrates an example embodiment of the anti-skid stud; figure 2 further illustrates an example embodiment of the anti-skid stud; figures 3a and 3b illustrate cross sections of an example stud pin; figure 4 illustrates an example embodiment of the anti-skid stud; figures 5a and 5b illustrate an example embodiment of the anti-skid stud from different directions and figure 6 illustrates an example embodiment of a stud pin; figure 7 illustrates an example embodiment of a tire.

Description of some embodiments

The following embodiments are exemplary. Although the specification may refer to "an", "one", or "some" embodiment(s), this does not necessarily mean that each such reference is to the same embodiment(s), or that the feature only applies to a single embodiment.

Single features of different embodiments may be combined to provide further embodiments.

In the following, features of the invention will be described with a simplified example of an anti-skid stud design with which various embodiments of the invention may be implemented. Only elements relevant for illustrating the embodiments are described in detail. Elements which are generally known to a person skilled in the art may not be specifically described herein.

Figure 1 illustrates an example embodiment of an anti-skid stud 10 consisting of a top flange 14, a body 13, a bottom flange and a stud pin 11. The stud pin 11 may be attached to the top flange 12 pointing radially outwards from the top flange 12. The top flange 12, the body 13 and the bottom flange 14 may be formed as one piece and it may be made from steel, aluminum, plastic, ceramic or other suitable material. The stud pin 11 may be manufactured from ceramic, hard metal, alloy or other suitable material. The stud pin 11 may be installed in a slot formed on top of the top flange 12 for example by pressing the stud pin 11 into the slot. The stud pin 11 is designed to protrude from the top flange 12.

The anti-skid stud 10 may be installed in a stud hole 71 in a surface. The stud hole 71 may be formed essentially according to the shape of the anti-skid stud 10. Therefore as the body 13 is narrower than the bottom flange 14, the bottom flange 14 holds the anti-skid stud in place when installed. Glue or other adhesives may be used to secure the anti-skid stud 10 in its place. The surface may be for example a tread of a vehicle tire. The vehicle tire may be an inflatable tire of an automobile, truck, bus, motorcycle etc. The tire may be designed for winter use on icy and snowy conditions. The surface may also be for example a sole of a shoe or any other surface where more friction is needed on icy, snowy or otherwise slippery conditions.

Figure 2 illustrates an example embodiment of the anti-skid stud 10 from the direction on the stud pin 11. Cross sections of the bottom flange 14 and the top flange 12 may be essentially quadrangular, triangular etc. with possible curvatures on their sides and corners. The quadrangular, triangular etc. shape together with the possible curvatures prevents the anti-skid stud 10 from rotating in the stud hole 71. In certain embodiments the rotation of the anti-skid stud 10 may have a negative effect on friction and the rotation may wear the stud hole 71 and cause the anti-skid stud 10 to fall off.

As used herein, the term "Z-shape" refers essentially to a shape illustrated in Figures 3a and 3b. The shape could be interpreted as S-shape also depending on the direction but the term Z-shape is more representative with sharp angles compared to curves. In certain embodiments it is still possible to replace at least one of the angles with a curve without stepping out of the scope on the claims. The Z-shape has many improvements over the existing stud pin designs. Arranging angles in different directions improves the friction correspondingly in all directions. In an example where the anti-skid stud 10 is implemented in a vehicle tire forces from many directions apply. Accelerating, breaking, steering right/left combined form forces from all possible directions. Yet the manufacturing process of the stud pin 11 and durability of the materials used set restrictions on the sharpness of the angles and overall dimensions of the stud pin 11. The Z-shape presented is an optimal shape for the stud pin 11.

Material thickness of the stud pin 11 may vary depending on a use case. As an example when stud pin 11 is designed to be used in a tire of a passenger car minimum thickness of the material may be 1mm and the minimum angle for corners may be 60° to prevent the stud pin 11 from fractioning.

Looking back on Figure 2 it can be seen from the dimensions of the stud pin 11 that the first dimension PI is clearly larger than the second dimension P2. The relation may be for example 3:2 or 2:1. While using the Z-shape it is possible to form eight angles large enough without jeopardizing the durability of the stud pin 11.

Figure 2 further illustrates an arrow defining the direction of rotation in an example embodiment when the anti-skid stud is installed in a vehicle tire. PI illustrates frontal surface dimension of the stud pin 11 and P2 illustrates side surface dimension of the stud pin 11. More friction is needed in the direction of rotation when accelerating and especially when braking. Therefore the dimension PI is designed to be larger compared to the dimension P2.

When looking at the dimensions of the anti-skid stud 10 it is good to remember the regulations for the maximum weight of the anti-skid stud 10. Only certain amount of material can be used. For example the dimensions of the top flange 12 and bottom flange 14 are important for characteristics like friction, durability, preventing from falling off etc. of the anti-skid stud 10.

In figure 2 TF1 illustrates a first dimension of the top flange 12 and TF2 illustrates a second dimension of the top flange 12, where the TF1 may be designed to be greater compared to the TF2 to give more support for the ant-skid stud 10 against the stud hole 71 in the tire in the direction of rotation. As can be seen from the figure 1 the height of the top flange 12 may be substantial of the total height of the anti-skid stud 10, therefore the height of the top flange together with the TF1 define a support area against the tire in the direction of the rotation. The cross-section of the stud pin 11 may also have an effect on designing dimensions TF1 and TF2 in ensuring enough material on each side of a stud pin hole, into which the stud pin 11 is pressed.

In figure 2 BF1 illustrates a first dimension of the bottom flange 14 and BF2 illustrates a second dimension of the bottom flange 14, where adjusting the dimensions BF1 and BF2 may be used for gaining certain characteristics. For example, if more emphasis is focused on preventing tilting in the direction of the rotation the dimension BF2 should be greater than the dimension BF1. If more emphasis is focused on tilting sideways, the dimension BF1 should be greater than the dimension BF2.

In some embodiments the dimensions BF1 and BF2 and/or the shape of the bottom flange 14 cross-section may be utilized when the anti-skid stud 10 is installed to a stud hole 71. Orientation of the anti-skid stud 10 can be verified using the dimensions BF1 and BF2 or the shape by an automated installation machine. Anti-skid studs 10 according to the example embodiments of the present invention require orientation by 180°.

The design of the stud pin 11 enables easy installation to the stud hole 71. An automated installation machine may install the anti-skid stud 10 in two different positions rotated by 180°. The curves or other shapes of the anti-skid stud can be designed such that using for example a vibrating table they can be positioned in a desired way. From the vibrating table the anti-skid studs 10 may be guided to an actuator for installation. In some tire there is a defined direction of rotation for going forward. Also, when installing anti-skid studs in such tires the automated installation machine may install the anti-skid stud in both positions rotated by 180°.

In order to prevent or at least reduce the road wear effect and/or noise of the anti-skid studs 10, when driving on road not covered with ice or snow the anti-skid stud 10 can be designed to sink into the stud hole 71 in the tire when the stud pin 11 meets the road surface. Level of sinking can be adjusted with the area of the bottom flange 14 pointing towards centre of the tire. The bigger the area is the less the anti-skid stud 10 sinks into the stud hole 71 and the smaller the area is the more the antiskid stud 10 sinks into the hole.

In figure 4 BF1 illustrates a first dimension of the bottom flange 14 and BF2 illustrates a second dimension of the bottom flange 14. Certain curves or other shapes may be added to the sides and/or corners of the bottom flange 14 but in general the dimensions BF1 and BF2 define the area of the bottom flange 14 facing the bottom of the stud hole 71, for example the bottom flange 14 facing inwards to a centre of a vehicle tire.

The BF1 may be designed to be greater compared to the BF2 to give more support for the anti-skid stud 10 against the bottom of the stud hole 71 in the tire in the direction of rotation. The bottom flange plays an important role in preventing the anti-skid stud 10 from tilting in the stud hole 71 and preventing the anti-skid stud 10 from falling off. The BF1 is greater compared to the BF2 in order to give more support against the stud hole 71 in the tire in the direction of rotation.

According to another example embodiment of the current invention a groove 40 is introduced in the bottom flange 14 of the anti-skid stud 10. One example embodiment of the groove 40 is presented in figure 4.

Again, keeping in mind that the weight and therefore the amount of the material out of which the anti-skid stud 10 is made of, is limited, the area of the bottom flange 14 in direction of the surface of the tire can be increased. This helps in keeping the anti-skid stud 10 from falling off the stud hole 71.

In figure 4 and figure 5b one groove 40 is illustrated formed as a shape of an arc. It is clear to a person skilled in the art that there may be more than one grooves 40 and the shape may also include angles.

In figure 4 the groove 40 is arranged essentially in the same direction as the upper and lower (in the figure 4) sides of the bottom flange 14. The groove 40 is essentially crosswise to the direction of rotation which enables to arrange support areas 41 and 42 further away from centre line 43. This helps in keeping the anti-skid stud 10 from tilting in the direction of rotation.

With the sizes of the support areas 41 and 42 together with the width and depth of the groove 40 the sinking characteristics of the anti-skid stud 10 can be adjusted.

The design of the groove 40 in the bottom flange 14 enables easy installation to the stud hole 71. An automated studding machine may install the anti-skid stud 10 in two different positions rotated by 180°. The curves or other shapes for example in the top flange 12 or the bottom flange 14 can be designed such that orientating means of the automated studding machine can ensure that the anti-skid stud 10 is in correct orientation.

The anti-skid stud 10 may be transferred to the stud hole 71 for example in a tube, channel or other suitable feed arrangement keeping the orientation and then installed, for example utilizing a studding pistol with a striking pin, pushing the anti-skid stud 10 to the stud hole 71. The automated studding machine may also comprise spreader finger spreading the stud hole 71 for the anti-skid stud 10. In some tires there is a defined direction of rotation for going forward. Also, when installing anti-skid studs 10 in such tires the automated installation machine may install the anti-skid stud 10 in both positions rotated by 180°.

Figure 6 illustrates an example stud pin 11 separate from the anti-skid stud 10. Some of the important characteristics of the stud pin 11 are good traction, high durability and reliable adhesion to the anti-skid stud 10. Durability is needed not only when in use but also when the stud pin 11 is installed to the anti-skid stud 10. The stud pin 11 may be installed to the anti-skid stud 10 for example by pressing it into an installation hole. In order to secure a reliable adhesion the cross-section of the installation hole may be smaller compared to the cross-section of the stud pin 11 and the stud pin needs to be pressed all the way to the bottom of the hole. Therefore the pressing force needs to be taken into account when designing the stud pin 11. The stud pin 11 may have a smaller cross section in the end to be pressed into the hole in the antiskid stud 10. The shape of the cross-section of the stud pin may also differ on different ends of the stud pin 11.

Material of the stud pin 11 may comprise a combination of carbide for hardness and binder for persistence. The combination may include for example wolfram (W) as carbide and cobalt (Co) as binder or other suitable materials.

Figure 7 illustrates an example embodiment of a tread 70 of a vehicle tire surface. Tread patterns on the treads 70 come in numerous forms. Some tread patterns are arranged to rotate in any direction - either of the two circumferential directions when mounted on a vehicle. Some tread patterns may have a tread pattern arranged to only one predefined direction of rotation used when driving forwards. The antiskid stud 10 embodiments according to the current invention can be used in any tread patters and installed into those with ease, since the anti-skid stud 10 may be installed to a stud hole 71 in the two positions rotated by 180°. The stud holes 71 in the tread 70 can be arranged in any suitable pattern and number. At least one anti-skid stud 10 can be installed to at least one of the stud holes 71. In some embodiments at least one stud hole 71 and anti-skid stud 10 may be arranged in different angle 72 compared to another stud hole 71 or anti-skid stud 10.

It is apparent to a person skilled in the art that as technology advances, the basic idea of the invention can be implemented in various ways. The invention and its embodiments are therefore not restricted to the above examples, but they may vary within the scope of the claims.

Claims

1. Liukumisenestonasta (10), joka käsittää rungon (12), pohjalaipan (14) ja yläpäälaipan 40, pohjalaipan (14) käsittäessä ainakin yhden uran (40), tunnettu siitä, että mainittu ainakin yksi ura (40) jakaa pohjalaipan (14) ainakin kahteen tukialueesen (41, 42) ja mainittu ainakin yksi ura (40) on järjestetty oleellisesti poikittain renkaan pyörimissuntaan nähden.An anti-slip knob (10) comprising a body (12), a bottom flange (14) and a top top flange 40, the bottom flange (14) comprising at least one groove (40), characterized in that said at least one groove (40) divides the bottom flange (14). at least two support regions (41, 42) and said at least one groove (40) being arranged substantially transverse to the direction of rotation of the tire.

2. Vaatimuksen 1 mukainen liukumisenestonasta (10), jossa liukumisenestonasta (10) lisäksi käsittää nastan tapin (11).The anti-slip pin (10) of claim 1, wherein the anti-slip pin (10) further comprises a pin pin (11).

3. Vaatimuksen 1 mukainen liukumisenestonasta (10), jossa liukumisenestonasta (10) voidaan asentaa pinnassa olevaan nastareikään (71).The anti-slip stud (10) of claim 1, wherein the anti-slip stud (10) can be mounted in a pin hole (71) on the surface.

4. Ajoneuvon rengas joka käsittää ainakin yhden vaatimusten 1-3 mukaisen lukumisenestonastan (10).A vehicle tire comprising at least one anti-read pin (10) according to claims 1-3.

5. Vaatimuksen 4 mukainen ajoneuvon rengas, jossa ajoneuvon rengas lisäksi käsittää ainakin yhden kulutuspintaan (70) järjestetyn nastareiän (71).The vehicle tire of claim 4, wherein the vehicle tire further comprises at least one stud hole (71) provided on the tread (70).

6. Vaatimuksen 5 mukainen ajoneuvon rengas, jossa nastareiässä on ontelo pohjalaippaa (14) varten sekä pohja.The vehicle tire of claim 5, wherein the pin hole has a cavity for the bottom flange (14) and a bottom.

7. Vaatimuksen 6 mukainen ajoneuvon rengas, jossa pohjalaippa (14) ja ura (40) osoittavat nastareiän (71) pohjaa kohti.The vehicle tire of claim 6, wherein the bottom flange (14) and the groove (40) point to the pin hole (71) toward the bottom.

8. Vaatimuksen 7 mukainen ajoneuvon rengas, jossa liukumisenestonasta (10) voi tunkeutua syvemmälle nastareikään (71) kun liukumisenestonastaan (10) kohdistuu voima.The vehicle tire of claim 7, wherein the anti-slip (10) can penetrate deeper into the pin hole (71) when a force is exerted on its anti-slip (10).