RU231047U1 - Anti-skid repair stud reinforced for passenger car tires - Google Patents

Abstract

The utility model relates to inserts made in the form of studs and installed in the tire tread to prevent the tire from slipping with the road surface, and can be used primarily for restoring the studding of winter tires of passenger cars used for active driving in extreme conditions. The stud is a metal body made in the form of a rivet consisting of a cylindrical rod, into the end of which a hard-alloy insert is pressed, and a flange. The stud has an outer shell in the form of a sleeve made of a polymer material covering the rod, wherein the sleeve is fixed on the metal body with a hook lock. On the outer surface of the sleeve there are at least three protrusions with grooves between them, with equal angular intervals relative to each other. In the area of the grooves in the lower part of the sleeve there are damping petals resting on the upper part of the flange and made with an expansion towards the outer edge of the flange. The grooves are made with a narrowing towards the outer wall of the bushing, and the groove depth is selected to be no more than 0.4 of the bushing wall thickness. In the preferred embodiment, the bushing has six projections, and the carbide insert has a diameter of at least 2.8 mm. The technical result consists in increasing the durability of the stud body retention in the tire due to increasing the reliability of the adhesion of the stud bushing to the tread rubber. 2 cl., 2 fig.

Description

The utility model relates to inserts made in the form of studs and installed in the tire tread to prevent the tire from slipping with the road surface, and can be used primarily for restoring the studding of winter tires of passenger cars used for active driving in extreme conditions.

The prior art includes anti-skid studs used for the manufacture and repair of tires for vehicles of various purposes, for example, those disclosed in patents RU 132039 U1, IPC B60C 11/16, published 10.09.2013; RU 208634 U1, published 28.12.2021; RU 209499 U1, IPC B60C 11/16, published 16.03.2022; RU 211331 U1, IPC B60C 11/16, published 10.09.2013.

The anti-skid stud for vehicle tires and footwear according to patent RU 132039 U1, 2013 is a metal body made in the form of a rivet consisting of a cylindrical rod, into the end of which a hard-alloy insert is pressed, and a flange, and has an outer shell in the form of a plastic sleeve covering the rod. The sleeve is fixed on the metal body with a catch lock formed by the presence of a protrusion in the upper part of the sleeve, which engages with a protrusion made in the lower part of the stud body.

The disadvantage of the stud according to patent RU 132039 U1, 2013 is the insufficient adhesion of the stud to the tread rubber, since the decisive factors affecting the stud (and being the factor of its falling out) during the operation of the wheel are rolling forces. That is, constantly acting transverse angular rolling loads rotate the stud during operation, which leads to subsequent breakage of the seat and the stud falling out.

The closest to the claimed technical solution is the anti-skid stud for vehicle tires and shoes according to patent RU 208634 U1, 2021, which is a metal body made in the form of a rivet consisting of a cylindrical rod, into the end of which a carbide insert is pressed, and a flange, and having an outer shell in the form of a sleeve made of polymer material covering the rod. On the base of the stud, notches are applied on the upper side, which increases the adhesion of the stud to the tread rubber, preventing the body from turning in the socket under specific rolling loads and thereby reducing the wear of the seat well in the tread rubber.

The disadvantage of the device according to patent RU 208634 U1, 2021, is the complexity of its implementation, associated with the complexity of making notches.

The basis of the claimed utility model is the task of creating repair studs for passenger car tires used for active driving in extreme conditions, with increased durability of retention of the stud body in the tire.

The technical result is an increase in the durability of the stud body retention in the tire due to an increase in the reliability of the adhesion of the stud sleeve to the tread rubber, which also leads to a decrease in the wear of the seating sockets.

The problem with the specified technical result is solved in that in the reinforced anti-skid repair stud for passenger car tires, which is a metal body made in the form of a rivet consisting of a cylindrical rod, into the end of which a hard alloy insert is pressed, and a flange, and having an outer shell in the form of a sleeve made of a polymer material covering the rod, wherein the sleeve is fixed on the metal body with a hook lock, according to the utility model, on the outer surface of the sleeve there are at least three projections with grooves between them, with equal angular intervals relative to each other, in the area of the grooves in the lower part of the sleeve there are damping petals resting on the upper part of the flange and made with an expansion towards the outer edge of the flange, while the grooves are made with a narrowing towards the outer wall of the sleeve, and the depth of the groove is selected to be no more than 0.4 of the thickness of the wall of the sleeve.

In a private version:

the sleeve has six projections;

The carbide insert has a diameter of at least 2.8 mm.

The increased reliability of the adhesion of the stud and the tread rubber is ensured by the projections on the outer surface of the bushing, preventing the stud from turning in the tread rubber, and the damping petals, which, by distributing the load between the stud body and the bushing, eliminate the breakage of the stud. Also, the carbide insert with an increased diameter ensures increased reliability of the adhesion of the stud to the ice surface under increased loads.

The essence of the utility model is explained by drawings, which show:

Fig. 1 shows a tenon, general view with a section;

Fig. 2 shows a spike, top view.

The anti-skid stud 1 is a metal body made in the form of a rivet consisting of a rod 2 of cylindrical shape, into the end of which a hard-alloy insert 3 is pressed, and a flange 4. The outer shell, made in the form of a sleeve 5 made of a polymer material, covers the rod 2. The sleeve 5 is fixed on the metal body by a hook lock 6, for example formed due to the presence of a protrusion in the lower part of the sleeve 5, which engages with a protrusion made in the upper part of the rod 2.

To increase the reliability of the adhesion of the stud and the tread rubber, projections 7 with grooves 8 with equal angular intervals relative to each other are located on the outer surface of the bushing 5. In this case, the outer circumferential dimensions of the projection 7 and the groove 8 are equal. The projections 7 prevent the stud from turning in the tread rubber, which provides additional retention of the stud in the tire to the flange. The minimum number of projections that prevent the stud from turning in the tread rubber is three. The preferred number of projections is six, as shown in Fig. 1, which provides sufficient strength of the stud with significant resistance to stud rotation.

To facilitate the flow of the tread rubber into the groove, the grooves 8 are made with a narrowing towards the outer wall of the bushing 5. To maintain the strength of the bushing, the depth of the TP groove 8 is selected to be no more than 0.4 of the wall thickness of the TS bushing.

In the area of the grooves 8 in the lower part of the bushing 5 there are damping petals 9, resting on the upper part of the flange and made with an expansion towards the outer edge of the flange 4. The damping petals 9 ensure the distribution of the load between the body of the tenon and the bushing, which eliminates the breakage of the tenon.

Standard studs for passenger car tires have a hard-alloy insert diameter of 2.3 mm. To ensure increased reliability of the stud's grip on the ice surface under increased loads, the diameter of the hard-alloy insert in the claimed stud is chosen to be no less than 2.8 mm (Dі2.8 mm). With such a minimum value of diameter D, insert 3 is made with the ability to pierce ice and provides the maximum cross-section. The working surface area obtained with a diameter D of 2.8 mm is the most optimal.

The anti-skid repair reinforced stud is used as follows. The studs are installed instead of worn, broken or fallen factory studs in the same holes without damaging the integrity of the rubber and the factory studding scheme.

The results of practical tests showed that the proposed technical solution can be used for passenger car tires used for active driving in extreme conditions, since the stud can withstand the loads acting on it.

Claims (3)

1. A reinforced anti-skid repair stud for passenger car tires, which is a metal body made in the form of a rivet consisting of a cylindrical rod, into the end of which a hard alloy insert is pressed, and a flange, and having an outer shell in the form of a sleeve made of a polymer material covering the rod, wherein the sleeve is fixed on the metal body with a hook lock, characterized in that at least three projections with grooves between them are located on the outer surface of the sleeve, with equal angular intervals relative to each other, in the area of the grooves in the lower part of the sleeve there are damping petals resting on the upper part of the flange and made with an expansion towards the outer edge of the flange, while the grooves are made with a narrowing towards the outer wall of the sleeve, and the depth of the groove is selected to be no more than 0.4 of the thickness of the wall of the sleeve. 2. The spike according to item 1, characterized in that the sleeve has six projections. 3. A spike according to item 1, characterized in that the hard alloy insert has a diameter of at least 2.8 mm.

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