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US20040231775A1 - Tire with quadrangular studs - Google Patents

Tire with quadrangular studs Download PDF

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Publication number
US20040231775A1
US20040231775A1 US10/704,217 US70421703A US2004231775A1 US 20040231775 A1 US20040231775 A1 US 20040231775A1 US 70421703 A US70421703 A US 70421703A US 2004231775 A1 US2004231775 A1 US 2004231775A1
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US
United States
Prior art keywords
tire according
studs
studded tire
bottom flange
slip
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US10/704,217
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English (en)
Inventor
Pentti Eromaki
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nokian Renkaat Oyj
Original Assignee
Nokian Renkaat Oyj
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nokian Renkaat Oyj filed Critical Nokian Renkaat Oyj
Assigned to NOKIAN TYRES PLC reassignment NOKIAN TYRES PLC ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: EROMAKI, PENTTI JUHANI
Publication of US20040231775A1 publication Critical patent/US20040231775A1/en
Priority to US11/598,890 priority Critical patent/US7900669B2/en
Priority to US11/980,106 priority patent/US8113250B2/en
Abandoned legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/14—Anti-skid inserts, e.g. vulcanised into the tread band
    • B60C11/16—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/14—Anti-skid inserts, e.g. vulcanised into the tread band
    • B60C11/16—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile
    • B60C11/1675—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile with special shape of the plug- tip
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/14—Anti-skid inserts, e.g. vulcanised into the tread band
    • B60C11/16—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile
    • B60C11/1625—Arrangements thereof in the tread patterns, e.g. irregular
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/14—Anti-skid inserts, e.g. vulcanised into the tread band
    • B60C11/16—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile
    • B60C11/1637—Attachment of the plugs into the tread, e.g. screwed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/14—Anti-skid inserts, e.g. vulcanised into the tread band
    • B60C11/16—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile
    • B60C11/1643—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile with special shape of the plug-body portion, i.e. not cylindrical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B60C2011/1213—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe sinusoidal or zigzag at the tread surface

Definitions

  • the invention relates to a studded air-filled vehicle tire with a rolling direction and a rubber tread with pattern blocks and grooves separating said elements, as well as in the tread anti-slip studs having an inner head and an outer head as well as total length therebetween, each of said anti-slip studs comprising a body provided with a bottom flange and with a shank element extending outwards thereof, the outer head of said anti-slip stud being provided with a polygonal contact surface.
  • the publication DE-23 42 743 describes an ice stud designed for winter tires of vehicles, said ice stud comprising an element made of one single material and being rectangular in cross-section.
  • the shape of said ice stud is substantially the same along the whole length of the anti-slip element, and the only exceptions are the narrowing bevels arranged in the inner head inside the tire, the notches made in the stud shank and the short X-shape of the outer stud head.
  • a stud designed in this fashion is by a slight force pressed deeper in the tire and tends to incline excessively in the tire tread during speed changes, for instance during braking or acceleration, as well as during changes in the direction, which results in a weak holding power and hence in a weak grip on a slippery road surface.
  • These kinds of ice studs are easily detached from the tire tread during usage.
  • the publication mentions a decrease in the wearing of the road surface.
  • the publication JP-58-012806 describes a completely ceramic spike for winter tires.
  • the spike is a polygon in cross-section, and particularly the contact surface of the spike tip is polygonal, according to the drawings of the publication either a sharp-angled quadrangle or an octagon, and the spike includes a bottom flange made of the same ceramic material, with the same shape as the respective shape of the contact surface of the tip.
  • this kind of design is chosen primarily because of the manufacturing technique, although it is maintained that also the spike strength and grip are improved in comparison with a spike that is round in cross-section, but otherwise has the same type of structure.
  • the spike material is mainly composed of aluminum oxide Al 2 O 3 , and the durability of this type of material is not sufficient in practice.
  • This type of spike is strongly inclined when driving, particularly if the tire tread is made of a relatively soft rubber as is the trend nowadays, which means that the grip is remarkably reduced, and the spikes may even be detached.
  • a spike of this type is made of a sufficiently hard, impact-resistant and wear-resistant hard metal, the weight of the anti-slip element becomes remarkably heavy, which means that the wearing of the road surface is intensive, and the rubber tread of the tire is easily damaged.
  • the design according to said publication makes it difficult to install spikes by automatic devices, and what is more, it results in a swift tearing of the tire tread in the vicinity of the spike when driving; as a consequence, the spikes fall off.
  • the publication US-2002/0050312 discloses a studded winter tire.
  • the stud has an elongate bottom part with a shape other than round, and said shape has a lengthwise axis and an elongate top part other than round, said shape also having a lengthwise axis, and the lengthwise axes of the bottom part and the top part are mutually reversed, so that the lengthwise axis of the top part and the lengthwise axis of the bottom part together close an angle other than zero, which advantageously is within the range 65°-115°.
  • the shape of the bottom part and top part of the stud is nearly an ellipse, or an oblong shape resembling an ellipse.
  • this type of studs are shot in the tire tread in a non-vulcanized state by injection tubes, the cross-sectional shape of the tubes corresponding to the shape of the studs, so that in the middle of the tire rolling surface, the lengthwise axes of the top parts of the studs are in a position parallel to the tire axis, and the lengthwise axes of the bottom parts of the studs are arranged in the circumferential direction of the tire, whereas at the edges of the tire rolling surface, the lengthwise axes of the top parts of the studs advantageously form an angle of 45° with respect to the circumferential direction of the tire, and the lengthwise axes of the bottom parts of the studs advantageously form an angle of 25° with respect to the circumferential direction of the tire.
  • the publication WO-99/56976 discloses an anti-skid spike with a hard cermet piece that has a geometric cross-sectional shape, a limited number of symmetry levels and a changing cross-sectional area from the outer head to the inner head, particularly so that the hard cermet piece expands towards the bottom flange of the spike.
  • the publication mentions several different cross-sectional shapes of the hard cermet piece, such as a triangle, a rectangle, an ellipse, a semi rectangle, a semicircle and a quadrangle, as well as an octagon, all these particularly equal in significance.
  • the bottom flange of the anti-skid spike As regards the shape of the bottom flange of the anti-skid spike, it is only said that it may be asymmetrical with respect to one lengthwise plane, having a length and a width that are mutually different.
  • the bottom flange includes two opposite straight sides, either in parallel or at a sharp angle with respect to each other, and neither of the shapes of said sides are quadrangles, which deviates from the definition of the present invention.
  • the publication recommends the use of a rib in the lengthwise direction of the spike, but without the top bowl.
  • the longer dimension of the bottom flange can be positioned either in the circumferential direction of the tire, in which case it is according to the specification suited to urban driving, or as perpendicular to the circumferential direction, in which case it is according to the specification suited to driving on country roads. It is also mentioned that intermediate shapes between these two are possible, but the specification does not offer a more detailed description, only a general remark.
  • the main objective of the present invention is to realize an air-filled vehicle tire provided with anti-slip studs in order to achieve an excellent grip on a slippery road surface, which studs should not have a tendency to fall off even during intensive acceleration and/or braking.
  • a second objective of the invention is to realize a described tire provided with anti-slip studs, which tire would have an optimal wear resistance.
  • a third objective of the invention is to realize a described tire provided with anti-slip studs, with a studding that could be made by automatic studding machines in a process that is as free of errors as possible.
  • a fourth objective of the invention is to realize a described tire provided with stud holes that could be made to be ready for use as such, among others by conventional and effective production methods, but which tire could thereafter be provided for example with studs that in cross-section are other than round, so that the studs could be orientated according to the needs of the situation, i.e. that certain directions of the cross-sectional shape of the studs could be in certain predetermined positions with respect to the circumferential direction or axial direction of the tire.
  • the weight of the anti-slip studs is not increased in comparison with prior art studs.
  • the studs are easily and without difficulty adjusted in the tire stud holes by automatic installation machines provided with four jaw fingers or even with only three jaw fingers, and at the same time in a desired orientation with respect to the circumferential direction of the tire or with the axial direction of the tire, for instance in the above described diagonal circumferential direction.
  • the inclination of the anti-slip studs is reduced under the holding forces, because the flange, i.e.
  • the diagonal is longer in the direction of a possible inclination, and the turning of the anti-slip studs is reduced, as well as the wearing of the tire rubber. Further, by using a relatively wide top bowl in the stud shank, which top bowl is preferably separated from the bottom flange by a neck portion, the inclination of the stud is further reduced.
  • FIGS. 1A and 3A illustrate first embodiments of the orientations of anti-slip studs according to the invention, having a quadrangular hard cermet piece and bottom flange in the vicinity of the first and respectively the second tire shoulder, at points I and III of FIG. 4, but in a larger scale.
  • the first embodiments of the orientations are realized by the second installation method according to the invention.
  • FIGS. 1B and 3B illustrate first embodiments of the orientations of anti-slip studs according to the invention, having a quadrangular hard cermet piece and bottom flange in the vicinity of the first and respectively the second tire shoulder, at points I and III of FIG. 4, but in a larger scale.
  • the first embodiments of the orientations are realized by using the first installation method of the invention.
  • FIG. 2 illustrates a first embodiment of the orientations of anti-slip studs according to the invention, having a quadrangular hard cermet piece and bottom flange, nearer to the center regions of the tire width than in FIGS. 1 and 2, at point II of FIG. 4, but in a larger scale.
  • the drawing illustrates a second embodiment of the orientations of anti-slip studs according to the invention, having a quadrangular hard cermet piece and bottom flange, in various regions of the tire width, at points I and II of FIG. 4, but in a larger scale.
  • FIG. 4 is a general illustration of the tread of an air-filled vehicle tire, showing the positions of the anti-slip studs as seen from the outside, corresponding to the direction V of FIGS. 5, 13A and 12 A- 12 B.
  • FIG. 5 illustrates a first embodiment of an anti-slip stud to be used in a studded tire according to the invention, provided with a quadrangular hard cermet piece and bottom flange, seen in an axonometric view.
  • FIGS. 6-10 illustrate a second, third, fourth, fifth and sixth embodiment of an anti-slip stud to be used in a studded tire according to the invention, provided with a quadrangular hard cermet piece and bottom flange, seen in the lengthwise direction of the anti-slip stud, in the direction IV of FIG. 5.
  • FIGS. 11A and 11B illustrate an oval embodiment of the stud hole arranged in the studded tire according to the invention, as well as the position of the oval with respect to the circumferential direction of the tire: on one hand in the vicinity of the tire shoulders, at points I and III of FIG. 4; and on the other hand respectively nearer to the center regions of the tire width, at points II of FIG. 4, in the same view as in FIG. 4, but in a larger scale.
  • FIGS. 12A and 12B illustrate longitudinal cross-sections of the stud hole of FIGS. 11A and 11B, having an oval bottom part and a round top part, seen along the planes VI-VI of FIGS. 11A and 11B and respectively VII-VII.
  • FIGS. 13A and 13B illustrate a round embodiment of the stud hole arranged in the studded tire according to the invention, at points I, II and III of FIG. 4, seen in a longitudinal cross-section along the plane IV-IV of FIG. 4, and respectively in the same view as in FIG. 4, but in a larger scale, in the direction V of FIG. 13A.
  • FIGS. 14 and 15 illustrate two other embodiments of the oval bottom shape according to the invention, arranged in the studded tire according to the invention, and two other embodiments of the top part, seen in the same view as in FIG. 4, but in a larger scale, corresponding to the direction V of FIGS. 12A-12.
  • FIG. 4 illustrates a typical tread pattern of a studded, air filled vehicle tire.
  • This kind of an air-filled vehicle tire comprises, among others, a tire housing (not illustrated), a tread 20 made of rubber and in the tread, stud holes 18 created during the vulcanization of the tire, and in at least part of said stud holes, anti-slip studs 1 .
  • the tread 20 that also is called the wear surface, there are further made grooves 16 and pattern blocks 17 , in which the anti-slip studs are typically attached, as well as possible fine grooves in the pattern blocks, but because the invention does not relate to the tread as such, the design thereof is not explained in more detail.
  • the hardness of the rubber quality in the tread 20 is relatively low, advantageously of the order 55-60 Shore A.
  • the studded tire illustrated in FIG. 4 has a given rolling direction P, but anti-slip studs according to the invention can also be arranged in tires with a rolling direction that is either one of the opposite circumferential directions, as shall be explained in more detail below.
  • the anti-slip studs 1 arranged in the tread have an inner head 14 , i.e. a head that points towards the axial line of the tire and is set deeper in the tread 20 , and an outer head 15 , i.e.
  • Each of the anti-slip studs comprises a body 3 provided with a bottom flange 4 and a shank element 5 pointing outwards of said body.
  • the premade stud holes 18 arranged in the tread 20 for the anti-slip studs can, according to a preferred embodiment of the invention, be substantially circular in cross-section, in which case typically both the bottom part 25 of the stud hole, in which bottom part the bottom flange 4 of the anti-slip stud is set, is round, and also the top part 26 of the stud hole, in which the top bowl 5 of the anti-slip stud is set, is round as is seen in FIGS. 1A-3B and 13 A- 13 B.
  • said premade stud holes 18 of the tread 20 preferably have a bottom part 25 that is oval or elongate in cross-section, said oval shape having a larger transversal dimension W 4 and a smaller transversal dimension W 3 in directions that are perpendicular to the depthwise direction of the hole, which in turn corresponds to the direction of the stud total length L 1 .
  • the larger transversal dimension W 4 of the oval bottom parts 25 of the stud holes 18 arranged in the tread for the anti-slip studs 1 belonging to the first group J 1 A and/or J 1 B is located substantially in parallel with the tire rolling direction P, as is shown in FIG. 11A.
  • the larger transversal dimension W 4 of the oval bottom parts 25 of the stud holes 18 arranged in the tread for the anti-slip studs 1 belonging to the second group J 2 is located as substantially perpendicular to the tire rolling direction P, as is shown in FIG. 11B.
  • the short transversal dimension W 3 of the oval bottom part of the stud holes is substantially parallel with the axial line of the tire, and the long transversal dimension W 4 is thus in a direction perpendicular to the rolling direction P, while in the tire regions located in the center parts of the tire width, the short transversal dimension W 3 of the oval bottom part of the stud holes is substantially parallel with the rolling direction P, and the long transversal dimension W 4 is parallel with the axial line of the tire.
  • the ratio of the longer transversal dimension W 4 of the bottom part 25 to the shorter transversal dimension W 3 , i.e. W 4 :W 3 is at least 1.05 but not more than 2.
  • Said premade stud holes 18 arranged in the tread have a top part 26 , with a cross-sectional shape that is either round or other than round.
  • the shape of the top part 26 is relatively insignificant.
  • the cross-sectional area A H of said stud holes is smaller than the cross-sectional area of the stud holes, i.e.
  • the cross-sectional area at the bottom flange or in the region of the bottom flange is smaller than the cross-sectional area A 4 of the bottom flange 4 of the anti-slip studs
  • the cross-sectional area at the top bowl or in the region of the top bowl is smaller than the cross-sectional area A 6 of the top bowl 6 of the anti-slip studs, which means that the anti-slip studs 1 are set tightly in their holes 18 .
  • the body 3 of the anti-slip studs also comprises a top bowl 6 that has transversal dimensions D 5 , D 6 perpendicular to said length of the anti-slip stud, and a top bowl cross-sectional area A 6 that is perpendicular to the length L 1 .
  • a top bowl 6 that has transversal dimensions D 5 , D 6 perpendicular to said length of the anti-slip stud, and a top bowl cross-sectional area A 6 that is perpendicular to the length L 1 .
  • the neck portion 7 that has a cross-sectional area A 7 perpendicular to the length L 1 of the anti-slip stud, said cross-sectional areas being substantially smaller than the cross-sectional areas A 6 of the top bowl and the cross-sectional areas A 4 of the bottom flange. Now the neck portion 7 clearly separates the top bowl 6 from the bottom flange 4 .
  • the top bowl 6 may have a round shape in perpendicular to said length of the anti-slip stud, in which case said transversal dimensions D 5 and D 6 are equally large, or an oblong shape, in which case said transversal dimensions D 5 and D 6 are unequal, or a polygonal shape, in which case said transversal dimensions D 5 and D 6 are equally large or not equally large.
  • each anti-slip stud 1 comprises a hard cermet piece 2 made of a different material than said body, which is placed inside the body 3 and protrudes out of its outer head 15 , said hard cermet piece also having an substantially quadrangular shape in the direction perpendicular to the stud length L 1 .
  • the length L 1 of the studs for passenger car tires is typically of the order 10 mm-11 mm, for delivery vans typically of the order 11 mm-13 mm, for trucks typically of the order 14 mm-17 mm and for heavy machinery, such as loaders, road machines etc., typically of the order 17 mm-20 mm.
  • the rubber surrounding the stud body 3 in the tread 20 supports the stud and holds it in the right position, i.e.
  • the quadrangular hard cermet piece has diagonal dimensions D 3 and D 4 in a direction perpendicular to the stud length L 1 . At least part of the anti-slip studs 1 inserted in the premade stud holes 18 are orientated so that one of said diagonal dimensions D 3 or D 4 of the hard cermet piece is located in the tire rolling direction P, as is shown in FIG. 2, or forms an angle that is not larger than the toe-out angle K with said rolling direction P, as is shown in FIGS. 1A-1B and 3 A- 3 B.
  • the studs 1 can, according to the needs of the situation, be installed in either all stud holes 20 arranged in the tread 20 , or only in part of said stud holes 18 .
  • all anti-slip studs 1 installed in the tread 20 are orientated either so that the diagonal dimensions D 3 , D 4 of the hard cermet pieces are located in said rolling direction P, or so that they form, with respect to said direction, an angle that is not larger than the toe-out angle K, or alternatively a part of the installed anti-slip studs are orientated in some other way.
  • said toe-out angle K is smaller than 30°, but typically not larger than 20° and advantageously not larger than 15°, although in many cases it may be advantageous to use toe-out angles K that are not larger than 10°.
  • the hard cermet piece 2 is arranged inside the stud body 3 , because it has a piece length L 2 that is smaller than the total length L 1 of the anti-slip stud, and because its cross-sectional area A 2 is smaller than the cross-sectional area A 7 of the stud neck portion 7 , and substantially smaller than the cross-sectional areas A 6 and respectively A 4 of the stud top bowl 6 and the bottom flange 4 .
  • the hard cermet piece is composed of any sufficiently hard and appropriate known or new, generally sintered metal, such as metal carbides, metal nitrides, metal oxides etc.
  • the hard cermet piece 2 is made compounds of known, mainly sintered carbides that are typically, but not necessarily, bound by a metal matrix.
  • the stud body 3 it may be made in a known or new way of some suitable metal alloy, such as steel or aluminum, or it may be made of a suitable plastic or composite material.
  • the invention neither relates to the material of the hard cermet piece as such, nor to the material of the body as such, and hence they are not dealt with in more detail here; the materials enlisted above shall be understood as examples only.
  • the hard cermet piece 2 can be attached to the body 3 by a solder joint, by adhesive, by a cast adhesion or by a conical pressure joint depending, among others, on the body material.
  • the side surfaces 10 a, 10 b, 10 c, 10 d of the quadrangular hard cermet piece can be convex, as is shown in FIG. 10, or concave, as is shown in FIG. 8, in which cases the side surfaces have a curvature R 4 , or they are straight, as in FIGS. 1A-3B, 5 - 7 and 9 .
  • the above mentioned diagonal dimensions D 3 , D 4 of the hard cermet piece 2 are typically equally large or nearly equally large as in FIGS. 1A-3B, 5 and 7 - 10 , in which case the shape of the quadrangular hard cermet piece is mainly a square or a rectangle, but the diagonal dimensions D 3 , D 4 may also be mutually different, as is shown in FIG.
  • the shape of the quadrangular hard cermet piece is mainly a lozenge or a parallelepiped.
  • both of said diagonal dimensions D 3 and D 4 passing from an edge of the hard cermet piece to the opposite edge, are larger than all other such connecting lines between the opposite sides 10 a and 10 c or 10 b and 10 d of the hard cermet piece that pass via the intersection of the diagonal dimensions D 3 , D 4 .
  • the edges 11 a, 11 b, 11 c, 11 d between the side surfaces of the quadrangular hard cermet piece have a rounding R 3 that is substantially smaller than said curvature R 4 , and typically said rounding R 3 is at least 0.1 mm but no more than 0.2 mm, said rounding preventing the hard cermet piece from splitting.
  • the side surfaces 10 a, 10 b, 10 c, 10 d of the quadrangular hard cermet piece have widths W 1 , W 2 with a mutual difference that is at the most the ratio 1.5, in other words W 1 :W 2 ⁇ 1.5.
  • the cross-sectional area A 2 of the hard cermet piece is within the range 4.5 mm 2 -6 mm 2 , in which case the widths W 1 , W 2 are respectively of the order 2.1 mm-2.5 mm, and the diagonals are of the order 2.9 mm-3.6 mm in a quadrangular or corresponding shape, and a rectangular shape has extreme values that somewhat deviate from these.
  • the cross-sectional area A 2 of the hard cermet piece of the anti-slip studs 1 is typically within the range 7 mm 2 -9 mm 2 , and in heavy machinery typically within the range 9 mm 2 -13 mm 2 .
  • the bottom flange 4 of the anti-slip stud has a substantially quadrangular shape in a direction perpendicular to said length, and diagonal dimensions D 1 and D 2 as well as a cross-sectional area A 4 in a direction perpendicular to the stud length L 1 .
  • Said diagonal dimensions D 1 , D 2 of the bottom flange 4 can be equally large, as is shown in FIGS. 1A-3B and 5 - 9 , or they can be different in length, as is shown in FIG. 10.
  • the bottom flange is mainly and for the major features quadrangular or a lozenge, but it may also be mainly a rectangle.
  • the diagonal dimensions D 1 , D 2 of the bottom flange 4 are either substantially parallel with the diagonal dimensions D 3 , D 4 of the hard cermet piece that is separate from the bottom flange, in a way shown in FIGS, 1 A, 2 , 3 A, 5 - 6 and 8 , or they form a toe-out angle K with respect to the diagonal dimensions D 3 , D 4 of the hard cermet piece, as is seen in FIGS. 1B, 3B, 7 and 9 - 10 .
  • the bottom flange sides 9 a, 9 b, 9 c, 9 d can be convex, as is shown in FIGS. 5, 6 and 10 , or concave, as is shown in FIG. 9, in which cases the sides have a curvature R 2 .
  • the bottom flange sides 9 a, 9 b, 9 c, 9 d can be straight in a way illustrated in FIGS. 1A-3B and 7 - 8 .
  • the above given shape definitions square, rectangle and lozenge also apply to shapes provided with sides 9 a, 9 b, 9 c, 9 d that have a curvature R 2 , as long as the curvature or radius of curvature R 2 of the sides is substantially larger than the radius of the circle drawn via the bottom flange edges 8 a, 8 b, 8 c, 8 d.
  • both of the above mentioned diagonal dimensions D 1 and D 2 passing from the bottom flange edge to the opposite edge, are larger than all other such connecting lines of the opposite sides 9 a and 9 c or 9 b and 9 d of the bottom flange that pass via the intersection of the diagonal dimensions D 1 , D 2 .
  • the edges 8 a, 8 b, 8 c, 8 d left between said sides of the bottom flange have a rounding R 1 that is substantially smaller than said curvature R 2 .
  • the earlier described location of the diagonal dimensions D 3 , D 4 of the hard cermet pieces in the rolling direction P or at an angle with respect to said rolling direction, which angle is not larger than the toe-out angle K, is arranged so that one of the diagonal dimensions D 1 or D 2 of the bottom flange is located in said rolling direction P or forms said toe-out angle K with respect to the rolling direction P.
  • K 1°, 2°, 3°, 4° . . . etc.
  • all anti-slip studs used in a given tire are—at least as regards the mutual directions or positions of the diagonal dimensions D 3 , D 4 of the hard cermet piece and the diagonal dimensions D 1 , D 2 of the bottom flange 4 —of the same type, preferably for example of a type where at least one of the diagonal dimensions D 3 or D 4 of the hard cermet piece is parallel with at least one diagonal dimension D 1 or D 2 of the bottom flange, typically so that both of the diagonal dimensions D 3 and D 4 of the hard cermet piece are parallel with the corresponding diagonal dimensions D 1 and D 2 of the bottom flange.
  • the anti-slip studs used in a given tire are at least of two different types with respect to the mutual directions or positions of the diagonal dimensions D 3 , D 4 of the hard cermet piece, and the diagonal dimensions D 1 , D 2 of the bottom flange, of which two types in at least one type the diagonal dimension D 3 and/or D 4 of the hard cermet piece forms a toe-out angle K with a predetermined size with the diagonal dimension D 1 and/or D 2 of the bottom flange.
  • control elements of the installation machine can be arranged in a standard position, presupposing that in said anti-slip studs of different types, the angle differences between the diagonals of the hard cermet piece and the diagonals of the bottom flange correspond to the desired toe-out angles K in a finished studded tire, in which case in the various regions of the tire tread, there is in each case obtained the desired orientation of the hard cermet piece by changing the type of the studs to be inserted.
  • This method of installation can be understood from FIGS. 1B and 3B; the studding is carried out for instance by using studs according to FIG. 5, as is shown in FIG. 2 , and the toe-out angle K is formed by means of studs illustrated in FIGS.
  • FIGS. 1B and 3B installed according to FIGS. 1B and 3B, in which studs the diagonal dimensions D 1 and/or D 2 of the bottom flange are set in a way illustrated in FIG. 2 in the rolling direction P, but where the diagonals D 3 and/or D 4 of the hard cermet piece are turned to opposite toe-out angles K with respect to the rolling direction P.
  • the anti-slip studs 1 may be arranged in one position only, in which case all studs are arranged in a position illustrated in FIG. 2, where one of the diagonals D 3 or D 4 of the hard cermet piece 2 is substantially in parallel with the rolling direction P.
  • the anti-slip studs typically constitute at least two first groups J 1 A and J 1 B nearer to the tire shoulders, and at least one second group J 2 nearer to the center regions of the tire, so that in the width direction of the tread, the studded tire is made symmetrical, when so desired. It also is possible to use only one first group J 1 A or J 1 B nearer to one of the tire shoulders, and at least one second group J 2 nearer to the center regions of the tire and to the opposite shoulder, so that in the width direction of the tread, the studded tire is made asymmetrical, when so desired. It is known in the prior art that the tread pattern proper of the tread 20 may, independent of the studding, be either symmetrical or asymmetrical.
  • one set of the diagonal dimensions D 3 or D 4 the hard cermet pieces of the anti-slip studs are located at said toe-out angle K with respect to the rolling direction P, as can bee seen from FIGS. 1A-1B, 3 A- 3 B and 4
  • one set of the diagonal dimensions D 3 or D 4 of the hard cermet pieces of the anti-slip studs are located substantially in parallel with the rolling direction P, as is seen from FIGS. 2 and 4.
  • the toe-out angles are in the second group J 2 smaller than in the first group or groups J 1 A , J 1 B .
  • the toe-out angle K is thus smaller than the earlier mentioned 30°, but typically not larger than 20° and preferably not larger than 15°. There are, however, situations where there are applied toe-out angles K that are not larger than 10°.
  • the toe-out angles K are smaller than 15° and typically smaller than 10°, advantageously approaching the value 0° of the toe-out angle.
  • the tire includes third groups—not illustrated in the drawings—that can naturally be interlaced with one or both of the above described groups, there are advantageously used intermediate toe-out angles K, for instance angles within the range of 10°-15°.
  • the toe-out angles K can be pointed in any of the two directions, i.e. outwardly from the center line 21 of the tread 20 , or inwardly in a case where the tread pattern represents a type that can in the vehicle be arranged to rotate in any direction, i.e. that can have a rolling direction that is either one of the two opposite circumferential directions.
  • the tread pattern represents a type that requires a given, predetermined rolling direction, i.e. the tire must be arranged in the vehicle so that the rolling direction is always the same when driving forward, there can be applied an even more effective method of forming the toe-out angle.
  • the toe-out angles K of one set of the diagonal dimensions D 3 or D 4 of the hard cermet pieces are pointed, when seen in the rolling direction P, outwardly from the center line 21 of the width of the tread 20 .
  • the rolling direction P points downwards, and now the toe-out angles K opening in the rolling direction, which toe-out angles thus are angles between the diagonal D 3 or D 4 of the hard cermet piece and the rolling direction, are always located outside the rolling-direction line 22 proceeding via the center line 23 of the anti-slip stud 1 , in the group J 1 A in one direction and in the group J 1 B in the opposite direction.
  • those regions of the tire tread that are provided with studs fulfilling said conditions can be mutually fully detached, or the regions can be exactly bordered by each other.
  • the first groups J 1 A , J 1 B were interlaced with respect to the second groups J 2 , when these groups are observed in the way indicated in FIG. 4, as zones in the width direction, bordered in the width direction by the outermost studs 1 that fulfill the toe-out condition of the studs of said group, i.e. the toe-out angle K has either a given, predetermined value, or the toe-out angle K is within a given, predetermined angle range.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)
US10/704,217 2002-11-04 2003-11-04 Tire with quadrangular studs Abandoned US20040231775A1 (en)

Priority Applications (2)

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US11/598,890 US7900669B2 (en) 2002-11-04 2006-11-13 Tire with quadrangular studs
US11/980,106 US8113250B2 (en) 2002-11-04 2007-10-29 Tire with quadrangular studs

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FI20021966A FI123702B (sv) 2002-11-04 2002-11-04 Pneumatiskt dubbat däck för fordon
FI20021966 2002-11-04

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US10/704,217 Abandoned US20040231775A1 (en) 2002-11-04 2003-11-04 Tire with quadrangular studs
US11/598,890 Active 2026-06-21 US7900669B2 (en) 2002-11-04 2006-11-13 Tire with quadrangular studs
US11/980,106 Active 2026-06-30 US8113250B2 (en) 2002-11-04 2007-10-29 Tire with quadrangular studs

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US11/980,106 Active 2026-06-30 US8113250B2 (en) 2002-11-04 2007-10-29 Tire with quadrangular studs

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USD559775S1 (en) * 2005-05-13 2008-01-15 Nokian Tyres Plc Tire stud
WO2009068744A1 (en) * 2007-11-26 2009-06-04 Sancus Oy Anti-skid stud for a tyre
FR2931728A1 (fr) * 2008-06-03 2009-12-04 Michelin Soc Tech Pneumatique pour roulage sur glace
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JP2013136300A (ja) * 2011-12-28 2013-07-11 Bridgestone Corp スタッダブルタイヤ
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USD708567S1 (en) * 2013-02-15 2014-07-08 The Yokohama Rubber Co., Ltd. Spike pin for automobile tire
JP2015058787A (ja) * 2013-09-18 2015-03-30 東洋ゴム工業株式会社 タイヤ用スタッド及び空気入りスタッドタイヤ
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EP3421266A1 (en) * 2017-06-28 2019-01-02 Spikesafe OY A discharge head for an anti-skid insert installation tool, an anti-skid insert and a system for providing a traction device with an anti-skid insert
CN109501529A (zh) * 2018-10-26 2019-03-22 安徽佳通乘用子午线轮胎有限公司 一种具有八卦式钉子结构的雪地轮胎
JP2019085008A (ja) * 2017-11-08 2019-06-06 Ｔｏｙｏ Ｔｉｒｅ株式会社 空気入りタイヤ
CN110290940A (zh) * 2017-02-28 2019-09-27 横滨橡胶株式会社 防滑钉及镶钉轮胎
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CN110561986A (zh) * 2019-09-19 2019-12-13 赛轮集团股份有限公司 一种新型镶钉雪地轿车轮胎
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RU2721367C1 (ru) * 2018-10-22 2020-05-19 Дзе Гудйеар Тайр Энд Раббер Компани Шип протектора зимней шины
CN111936324A (zh) * 2018-04-25 2020-11-13 横滨橡胶株式会社 防滑钉及镶钉轮胎
EP3452304B1 (fr) 2016-06-28 2020-12-30 Compagnie Générale des Etablissements Michelin Pneumatique clouté
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NO325698B1 (no) 2005-06-13 2008-07-07 Gunnebo Anja Ind As Kjoretoykjetting.
FI119183B (sv) 2005-12-16 2008-08-29 Scason Oy Dubbtapp för en dubb i ett dubbdäck
FR2915125A1 (fr) * 2007-04-23 2008-10-24 Michelin Soc Tech Procede de fabrication de moules pour pneumatique cloute.
JP5379444B2 (ja) * 2008-10-20 2013-12-25 株式会社ブリヂストン タイヤ用スパイク
JP5706192B2 (ja) * 2011-03-01 2015-04-22 株式会社ブリヂストン タイヤ用スパイク
CN102582371A (zh) * 2012-03-21 2012-07-18 北京化工大学 一种降低汽车轮胎噪声的胎面
EP3549795B1 (en) 2012-11-12 2020-12-02 Pirelli Tyre S.p.A. Method for improving the performance of a studded tyre and studded tyre produced according to this method
CA2897677A1 (en) 2013-02-06 2014-08-14 Pirelli Tyre S.P.A. A studded tyre and a method for improving the performance of a studded tyre
US10369848B2 (en) * 2013-07-24 2019-08-06 The Yokohama Rubber Co., Ltd. Stud pin, and pneumatic tire
DE102014219615A1 (de) * 2014-09-26 2016-03-31 Continental Reifen Deutschland Gmbh Fahrzeugluftreifen mit Spikes im Laufstreifen
JP6589885B2 (ja) * 2014-12-15 2019-10-16 横浜ゴム株式会社 空気入りタイヤ
US10981423B2 (en) 2015-12-29 2021-04-20 Bridgestone Americas Tire Operations, Llc Tire projection and housing system
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USD550611S1 (en) * 2005-05-13 2007-09-11 Nokian Tyres Plc Tire stud
USD551614S1 (en) * 2005-05-13 2007-09-25 Nokian Tyres Plc Tire stud
USD559775S1 (en) * 2005-05-13 2008-01-15 Nokian Tyres Plc Tire stud
WO2009068744A1 (en) * 2007-11-26 2009-06-04 Sancus Oy Anti-skid stud for a tyre
CN102046398B (zh) * 2008-06-03 2013-07-17 米其林集团总公司 用于在冰上行驶的轮胎
US20110168310A1 (en) * 2008-06-03 2011-07-14 Societe De Technologie Michelin Tire for Driving on Ice
WO2009147047A1 (en) * 2008-06-03 2009-12-10 Societe De Technologie Michelin Tyre for driving on ice
WO2009147046A1 (en) * 2008-06-03 2009-12-10 Societe De Technologie Michelin Tyre for driving on ice
CN102046398A (zh) * 2008-06-03 2011-05-04 米其林技术公司 用于在冰上行驶的轮胎
CN102046399A (zh) * 2008-06-03 2011-05-04 米其林技术公司 用于在冰上行驶的轮胎
US9527350B2 (en) 2008-06-03 2016-12-27 Michelin Recherche Et Technique S.A. Tire for driving on ice
FR2931729A1 (fr) * 2008-06-03 2009-12-04 Michelin Soc Tech Pneumatique pour roulage sur glace
US9925834B2 (en) 2008-06-03 2018-03-27 Compagnie Generale Des Etablissements Michelin Tire for driving on ice
FR2931728A1 (fr) * 2008-06-03 2009-12-04 Michelin Soc Tech Pneumatique pour roulage sur glace
EA017677B1 (ru) * 2008-06-03 2013-02-28 Компани Женераль Дез Этаблиссман Мишлен Шина для езды по льду
EA017678B1 (ru) * 2008-06-03 2013-02-28 Компани Женераль Дез Этаблиссман Мишлен Шина для езды по льду
US9022085B2 (en) 2008-06-03 2015-05-05 Michelir Recherche et Technique S.A. Tire for driving on ice
EP2202096A3 (en) * 2008-12-24 2014-05-14 Sumitomo Rubber Industries Limited Pneumatic tire
WO2011067006A1 (de) * 2009-12-03 2011-06-09 Continental Reifen Deutschland Gmbh Fahrzeugluftreifen
CN102310726A (zh) * 2010-06-17 2012-01-11 住友橡胶工业株式会社 充气轮胎
WO2012004452A1 (en) * 2010-07-08 2012-01-12 Sancus Oy Improved anti-skid stud of a vehicle
JP2013136300A (ja) * 2011-12-28 2013-07-11 Bridgestone Corp スタッダブルタイヤ
WO2014095138A1 (de) * 2012-12-19 2014-06-26 Continental Reifen Deutschland Gmbh Spike
RU2623320C2 (ru) * 2013-01-25 2017-06-23 Нокиан Ренкаат Оий Шина транспортного средства и шип противоскольжения, вставляемый в шину транспортного средства
USD708567S1 (en) * 2013-02-15 2014-07-08 The Yokohama Rubber Co., Ltd. Spike pin for automobile tire
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RU2633014C2 (ru) * 2013-03-19 2017-10-11 Бриджстоун Корпорейшн Шип и шина, содержащая указанный шип
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JP2015058787A (ja) * 2013-09-18 2015-03-30 東洋ゴム工業株式会社 タイヤ用スタッド及び空気入りスタッドタイヤ
CN104786743A (zh) * 2014-01-16 2015-07-22 诺基安伦卡特股份有限公司 车辆轮胎和防滑钉
CN105916705A (zh) * 2014-01-16 2016-08-31 株式会社普利司通 防滑钉轮胎
US9849731B2 (en) * 2014-01-16 2017-12-26 Nokian Renkaat Oyj Vehicle tire and anti-skid stud
US20160046156A1 (en) * 2014-01-31 2016-02-18 The Yokohama Rubber Co., Ltd. Stud Pin And Pneumatic Tire
US10035382B2 (en) * 2014-01-31 2018-07-31 The Yokohama Rubber Co., Ltd. Stud pin and pneumatic tire
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US20080060733A1 (en) 2008-03-13
FI20021966A0 (sv) 2002-11-04
FI20021966L (sv) 2003-01-27
US8113250B2 (en) 2012-02-14
RU2007118373A (ru) 2008-11-27
US20070056666A1 (en) 2007-03-15
RU2003132764A (ru) 2005-04-27
SE0302888D0 (sv) 2003-11-03
US7900669B2 (en) 2011-03-08
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RU2429141C2 (ru) 2011-09-20
SE526625C2 (sv) 2005-10-18

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