U.S. patent application number 10/704217 was filed with the patent office on 2004-11-25 for tire with quadrangular studs.
This patent application is currently assigned to Nokian Tyres PLC. Invention is credited to Eromaki, Pentti Juhani.
Application Number | 20040231775 10/704217 |
Document ID | / |
Family ID | 8564876 |
Filed Date | 2004-11-25 |
United States Patent
Application |
20040231775 |
Kind Code |
A1 |
Eromaki, Pentti Juhani |
November 25, 2004 |
Tire with quadrangular studs
Abstract
The invention relates to a studded air-filled vehicle tire
having a rolling direction and comprising a rubber tread with
pattern blocks and grooves that separate said blocks. In said
tread, there are arranged premade stud holes and in at least part
of said stud holes, there are anti-slip studs, having hard cermet
pieces of that have a substantially quadrangular shape with
diagonal dimensions At least part of the anti-slip studs arranged
in the stud holes are orientated so that one of said diagonal
dimensions of the hard cermet piece is located in the rolling
direction or forms an angle, not larger than the toe-out angle,
with respect to the rolling direction.
Inventors: |
Eromaki, Pentti Juhani;
(Nokia, FI) |
Correspondence
Address: |
KLARQUIST SPARKMAN, LLP
121 SW SALMON STREET
SUITE 1600
PORTLAND
OR
97204
US
|
Assignee: |
Nokian Tyres PLC
|
Family ID: |
8564876 |
Appl. No.: |
10/704217 |
Filed: |
November 4, 2003 |
Current U.S.
Class: |
152/210 ;
156/114 |
Current CPC
Class: |
B60C 11/1625 20130101;
B60C 11/1637 20130101; B60C 11/12 20130101; B60C 2011/1213
20130101; B60C 11/1675 20130101; B60C 11/1643 20130101 |
Class at
Publication: |
152/210 ;
156/114 |
International
Class: |
B60C 011/16; B60C
011/14 |
Foreign Application Data
Date |
Code |
Application Number |
Nov 4, 2002 |
FI |
20021966 |
Claims
1-23. (cancelled)
24. A studded air-filled vehicle tire, having a rolling direction,
and comprising a rubber tread with pattern blocks, grooves
separating said blocks and premade stud holes in said tread, said
tire being provided with anti-slip studs with an inner head and an
outer head, and a total length therebetween, said studs being
inserted in at least some of said stud holes, said studs
comprising: a body with a bottom flange and a shank, said bottom
flange having a substantially quadrangular shape with diagonal
dimensions perpendicular to said length, and a hard cermet piece of
a different material than said body, and protruding out of said
outer head, said hard cermet piece having a substantially
quadrangular shape with diagonal dimensions perpendicular to said
length; and said diagonal dimensions of the bottom flange being
substantially parallel to the diagonal dimensions of the hard
cermet piece separate from the bottom flange or forming a toe-out
angle with respect to the diagonal dimensions of the hard cermet
piece; wherein at least some of the anti-slip studs inserted in the
stud holes are orientated so that one of said diagonal dimensions
of the hard cermet piece is in said rolling direction, or from a
toe-out angle that is smaller than 30, .degree.with respect to the
rolling direction.
25. A studded tire according to claim 24, wherein said diagonal
dimensions of the bottom flange are equally large.
26. A studded tire according to claim 24, wherein said diagonal
dimensions of the bottom flange are different from each other.
27. A studded tire according to claim 24, wherein said inserted
anti-slip studs have said diagonal dimensions of the bottom flange
in said rolling direction, or at said toe-out angle with respect to
the rolling direction.
28. A studded tire according to claim 24, wherein said inserted
anti-slip studs comprise at least one first group nearer to the
tire shoulders, and at least one second group nearer to the tire
center regions, wherein the studs in said first group have said
diagonal dimensions of the hard cermet pieces located at said
toe-out angle, and the studs in the second group have said diagonal
dimensions of the hard cermet pieces substantially parallel with
the rolling direction.
29. A studded tire according to claim 28, wherein said toe-out
angles of the diagonal dimensions of the hard cermet pieces in said
first group are pointed outwardly from the center line of the width
of the tread, when observed in said rolling direction.
30. A studded tire according to claim 24, wherein said toe-out
angle is not larger than 20.degree..
31. A studded tire according to claim 24, wherein said toe-out
angle is not larger than 15.degree..
32. A studded tire according to claim 28, wherein said at least one
first group and said at least one second group are arranged in an
interlacing fashion.
33. A studded tire according to claim 24, wherein the body of the
anti-slip studs comprises a top bowl having transverse dimensions,
and a neck portion between said top bowl and said bottom flange,
the neck portion having a cross-sectional area that is
substantially smaller than the cross-sectional areas of the top
bowl and the bottom flange.
34. A studded tire according to claim 24, wherein the sides of the
bottom flange are straight, convex or concave, and wherein if the
sides of the bottom flange are convex or concave, said sides have a
first curvature larger than a rounding formed between said
sides.
35. A studded tire according to claim 33, wherein the top bowl
comprises a round shape in the direction perpendicular to said
length of the anti-slip stud, wherein said transverse dimensions
are equally large.
36. A studded tire according to claim 33, wherein the top bowl
comprises an oblong shape in the direction perpendicular to said
length of the anti-slip stud, wherein said transverse dimensions
are different from each other.
37. A studded tire according to claim 33, wherein the top bowl
comprises a polygonal shape in the direction perpendicular to said
length of the anti-slip stud, wherein said transverse dimensions
are different from each other.
38. A studded tire according to claim 24, wherein the side surfaces
of the quadrangular hard cermet piece are straight, convex or
concave, and wherein if the side surfaces of the quadrangular hard
cermet piece are convex or concave, said side surfaces have a
second curvature.
39. A studded tire according to claim 24, wherein said diagonal
dimensions of the hard cermet piece are substantially equally
large.
40. A studded tire according to claim 38, wherein edges between the
side surfaces of the quadrangular hard cermet piece have a rounding
that is substantially smaller than said second curvature.
41. A studded tire according to claim 40, wherein said rounding is
between about 0.1 mm and about 0.2 mm.
42. A studded tire according to claim 38, wherein the side surfaces
of the quadrangular hard cermet piece have widths that differ from
each other no more than by the ratio 1.5.
43. A studded tire according to claim 24, wherein said hard cermet
piece has a piece length that is smaller than the total length of
the anti-slip stud.
44. A studded tire according to claim 24, wherein the body of the
anti-slip stud is made of plastic or metal, and the hard cermet
piece is attached to the body by a solder joint, an adhesive, a
cast adhesion of the body, or a conical pressure joint.
45. A studded tire according to claim 24, wherein substantially all
of the anti-slip studs installed in the tread are orientated so
that said diagonal dimensions of the hard cermet pieces are located
in said rolling direction or form with said rolling direction an
angle that is not larger than the toe-out angle.
46. A studded tire according to claim 24, wherein the material of
the hard cermet pieces is sintered carbide.
47. A studded tire according to claim 24, wherein said premade stud
holes in the tread are substantially round in cross-section.
48. A studded tire according to claim 24, wherein said premade stud
holes in the tread have a bottom part that is an oval in
cross-section, the oval having a larger transverse dimension and a
smaller transverse dimension.
49. A studded tire according to claim 48, wherein the larger
transversal dimension of the oval is intended for the anti-slip
studs belonging to said first group, the larger transversal
dimension being located substantially in the tire rolling
direction.
50. A studded tire according to claim 48, wherein the larger
transversal dimension of the oval is intended for the anti-slip
studs belonging to said second group, the larger transversal
dimension being located in an substantially perpendicular direction
to the tire rolling direction.
51. A studded tire according to claim 48, wherein the ratio of the
larger transversal dimension to the smaller transversal dimension
is at least about 1.05 but not greater than about 2.
52. A studded tire according to claim 48, wherein said premade stud
holes in the tread have a top part with a cross-sectional shape
that is round.
53. A studded tire according to claim 48, wherein said premade stud
holes in the tread have a top part with a cross-sectional shape
that is not round.
54. A studded tire according to claim 47, wherein a cross-sectional
area of the stud holes in a bottom flange area is smaller than a
cross-sectional area of said bottom flange.
55. A studded tire according to claim 48, wherein a cross-sectional
area of the stud holes in the bottom flange area is smaller than a
cross-sectional area of said bottom flange.
56. A studded tire according to claim 47, wherein a cross-sectional
area of the stud holes in a top bowl area is smaller than a
cross-sectional area of a top bowl of the studs.
57. A studded tire according to claim 48, wherein a cross-sectional
area of the stud holes in a top bowl area is smaller than a
cross-sectional area of a top bowl of the studs.
Description
[0001] 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.
[0002] 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. As the only objective of the
invention, the publication mentions a decrease in the wearing of
the road surface.
[0003] 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. According to
the publication, 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. In this publication, the spike material is mainly
composed of aluminum oxide Al.sub.2O.sub.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. If 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.
[0004] The publication US-2002/0050312 discloses a studded winter
tire. According to the publication, 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.degree.-115.degree.. The shape of the bottom
part and top part of the stud is nearly an ellipse, or an oblong
shape resembling an ellipse. According to said publication, 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.degree. 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.degree. with respect to the circumferential direction of the
tire. When the studded tire disclosed in the publication is made
ready, it may function relatively well, but the manufacturing is
problematic. Studs designed in this way cannot be reliably turned
in the right position in automatic installation machines, and the
studs may end upside down in the injection tubes. Moreover, studs
designed in this way also easily stick to some part of the
automatic installation machines. Further, the vulcanization of
tires that are already provided with studs is extremely difficult
and expensive and results in a large number of discarded tires in
the production process.
[0005] 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. 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. According to the drawings attached to
said publication, 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. In
particular, the publication recommends the use of a rib in the
lengthwise direction of the spike, but without the top bowl.
Further, in the drawings it is seen that 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.
[0006] 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.
[0007] The above described problems are solved and the above
defined objectives realized by means of a vehicle tire according to
the invention, provided with anti-slip studs, characterized by what
is defined in the characterizing part of claim 1.
[0008] It has now been surprisingly found out that by replacing the
traditionally cylindrical hard cermet tip of an anti-slip stud by a
hard cermet piece that is quadrangular in cross-section, and by
replacing the traditionally round bottom flange of the stud by a
quadrangular bottom flange, and by arranging this kind of studs in
the vehicle tire tread so that one diagonal of the hard cermet
piece that is quadrangular in cross-section is substantially
arranged in the circumferential direction of the tire; the grip of
the studded tire is clearly improved in comparison with tires that
are provided with conventional studs having a round hard cermet
piece, because the stud tips in that case make a wider adhesion
groove in an icy surface or the like. However, the weight of the
anti-slip studs is not increased in comparison with prior art
studs. Likewise it has surprisingly been discovered that by
replacing the traditionally round bottom flange of the stud body by
a bottom flange that is quadrangular in the direction perpendicular
to the stud length, 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. As additional advantages, there are
achieved the following: 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.
[0009] The invention is described in more detail below with
reference to the appended drawings.
[0010] 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. Here the first
embodiments of the orientations are realized by the second
installation method according to the invention.
[0011] 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. Here the first
embodiments of the orientations are realized by using the first
installation method of the invention.
[0012] 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. As an alternative, 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.
[0013] 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 12A-12B.
[0014] 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.
[0015] 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.
[0016] 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.
[0017] 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.
[0018] 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.
[0019] 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.
[0020] 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. As is well known, in 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. For an optimal
holding capacity of the tire, 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. a head that is set in the region of the
outer surface of the tire tread or in the vicinity of said region,
as well as a total length L1 therebetween. 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.
[0021] 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 13A-13B. According to the invention, 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 W4 and a smaller transversal dimension W3 in
directions that are perpendicular to the depthwise direction of the
hole, which in turn corresponds to the direction of the stud total
length L1. In this case, particularly the larger transversal
dimension W4 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 J1.sub.A and/or J1.sub.B is located substantially in
parallel with the tire rolling direction P, as is shown in FIG.
11A. Now also, in a preferred embodiment, the larger transversal
dimension W4 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 J2 is located as substantially perpendicular to the
tire rolling direction P, as is shown in FIG. 11B. In other words,
in the vicinity of the tire shoulders, the short transversal
dimension W3 of the oval bottom part of the stud holes is
substantially parallel with the axial line of the tire, and the
long transversal dimension W4 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
W3 of the oval bottom part of the stud holes is substantially
parallel with the rolling direction P, and the long transversal
dimension W4 is parallel with the axial line of the tire. The ratio
of the longer transversal dimension W4 of the bottom part 25 to the
shorter transversal dimension W3, i.e. W4:W3 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. Thus the shape of the top part 26 is
relatively insignificant. The cross-sectional area A.sub.H of said
stud holes is smaller than the cross-sectional area of the stud
holes, i.e. more precisely, the cross-sectional area at the bottom
flange or in the region of the bottom flange is smaller than the
cross-sectional area A4 of the bottom flange 4 of the anti-slip
studs, and the cross-sectional area at the top bowl or in the
region of the top bowl is smaller than the cross-sectional area A6
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.
[0022] The body 3 of the anti-slip studs also comprises a top bowl
6 that has transversal dimensions D5, D6 perpendicular to said
length of the anti-slip stud, and a top bowl cross-sectional area
A6 that is perpendicular to the length L1. Between the top bowl and
the bottom flange, there is arranged the neck portion 7 that has a
cross-sectional area A7 perpendicular to the length L1 of the
anti-slip stud, said cross-sectional areas being substantially
smaller than the cross-sectional areas A6 of the top bowl and the
cross-sectional areas A4 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 D5
and D6 are equally large, or an oblong shape, in which case said
transversal dimensions D5 and D6 are unequal, or a polygonal shape,
in which case said transversal dimensions D5 and D6 are equally
large or not equally large.
[0023] According to the invention, 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 L1. The length L1 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. substantially perpendicular to the tread rolling
surface. The quadrangular hard cermet piece has diagonal dimensions
D3 and D4 in a direction perpendicular to the stud length L1. 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 D3
or D4 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 3A-3B. It should be understood that 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. Likewise, it should be understood that
all anti-slip studs 1 installed in the tread 20 are orientated
either so that the diagonal dimensions D3, D4 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. According to the
invention, said toe-out angle K is smaller than 30.degree., but
typically not larger than 20.degree. and advantageously not larger
than 15.degree., although in many cases it may be advantageous to
use toe-out angles K that are not larger than 10.degree..
[0024] The hard cermet piece 2 is arranged inside the stud body 3,
because it has a piece length L2 that is smaller than the total
length L1 of the anti-slip stud, and because its cross-sectional
area A2 is smaller than the cross-sectional area A7 of the stud
neck portion 7, and substantially smaller than the cross-sectional
areas A6 and respectively A4 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. However,
advantageously the hard cermet piece 2 is made compounds of known,
mainly sintered carbides that are typically, but not necessarily,
bound by a metal matrix. As for 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.
[0025] The side surfaces 10a, 10b, 10c, 10d 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 R4, or they are straight, as in FIGS. 1A-3B, 5-7
and 9. The above mentioned diagonal dimensions D3, D4 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 D3, D4 may also be mutually different,
as is shown in FIG. 6, so that the shape of the quadrangular hard
cermet piece is mainly a lozenge or a parallelepiped. Said shape
definitions--square, rectangle, lozenge and parallelepiped--are
also applied to shapes provided with sides 10a, 10b, 10c, 10d
having curvature R4, as long as the side curvature or radius of
curvature R4 is substantially larger than the radius of the circle
drawn via the edges 11a, 11b, 11c, 11d of the hard cermet piece.
Thus both of said diagonal dimensions D3 and D4, 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 10a and
10c or 10b and 10d of the hard cermet piece that pass via the
intersection of the diagonal dimensions D3, D4. The edges 11a, 11b,
11c, 11d between the side surfaces of the quadrangular hard cermet
piece have a rounding R3 that is substantially smaller than said
curvature R4, and typically said rounding R3 is at least 0.1 mm but
no more than 0.2 mm, said rounding preventing the hard cermet piece
from splitting. Moreover, the side surfaces 10a, 10b, 10c, 10d of
the quadrangular hard cermet piece have widths W1, W2 with a mutual
difference that is at the most the ratio 1.5, in other words
W1:W2.ltoreq.1.5. Typically in the anti-slip studs 1 of the tires
of passenger cars and delivery vans, the cross-sectional area A2 of
the hard cermet piece is within the range 4.5 mm.sup.2-6 mm.sup.2,
in which case the widths W1, W2 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. In the tires of
trucks, the cross-sectional area A2 of the hard cermet piece of the
anti-slip studs 1 is typically within the range 7 mm.sup.2-9
mm.sup.2, and in heavy machinery typically within the range 9
mm.sup.2-13 mm.sup.2. By applying this shape and orientation of the
hard cermet piece in the tire according to the invention, there is
achieved an excellent holding capacity for, the studded tire in the
desired way.
[0026] Moreover, according to the invention the bottom flange 4 of
the anti-slip stud has a substantially quadrangular shape in a
direction perpendicular to said length, and diagonal dimensions D1
and D2 as well as a cross-sectional area A4 in a direction
perpendicular to the stud length L1. Said diagonal dimensions D1,
D2 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. Thus 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 D1, D2 of the bottom flange 4
are either substantially parallel with the diagonal dimensions D3,
D4 of the hard cermet piece that is separate from the bottom
flange, in a way shown in FIGS, 1A, 2, 3A, 5-6 and 8, or they form
a toe-out angle K with respect to the diagonal dimensions D3, D4 of
the hard cermet piece, as is seen in FIGS. 1B, 3B, 7 and 9-10. The
bottom flange sides 9a, 9b, 9c, 9d 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 R2. As an alternative, the bottom
flange sides 9a, 9b, 9c, 9d 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 9a,
9b, 9c, 9d that have a curvature R2, as long as the curvature or
radius of curvature R2 of the sides is substantially larger than
the radius of the circle drawn via the bottom flange edges 8a, 8b,
8c, 8d. Thus both of the above mentioned diagonal dimensions D1 and
D2, passing from the bottom flange edge to the opposite edge, are
larger than all other such connecting lines of the opposite sides
9a and 9c or 9b and 9d of the bottom flange that pass via the
intersection of the diagonal dimensions D1, D2. In addition, the
edges 8a, 8b, 8c, 8d left between said sides of the bottom flange
have a rounding R1 that is substantially smaller than said
curvature R2. By means of this shape according to the invention of
the bottom flange, the anti-slip studs are orientated in a desired
fashion in the stud holes 18 arranged in the tire tread, and there
is thus obtained a desired and excellent holding capacity for the
studded tire.
[0027] According to the invention, the earlier described location
of the diagonal dimensions D3, D4 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 D1 or D2 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. First of
all it is maintained that in principle, the number of different
orientations in the tire may be nearly infinite, which is
understandable when there is taken into account the toe-out angle
K=0.degree., i.e. D3 or D4 is parallel with the rolling direction
P, as well as other possible toe-out angles that are used
simultaneously, for example K=1.degree., 2.degree., 3.degree.,
4.degree. . . . etc. These different orientations of the anti-slip
stud with respect to the rolling direction can be realized in many
different ways by using a quadrangular shape of the anti-slip stud
bottom flange 4 in adjusting the stud position. According to a
first embodiment of the installation method, all anti-slip studs
used in a given tire are--at least as regards the mutual directions
or positions of the diagonal dimensions D3, D4 of the hard cermet
piece and the diagonal dimensions D1, D2 of the bottom flange 4--of
the same type, preferably for example of a type where at least one
of the diagonal dimensions D3 or D4 of the hard cermet piece is
parallel with at least one diagonal dimension D1 or D2 of the
bottom flange, typically so that both of the diagonal dimensions D3
and D4 of the hard cermet piece are parallel with the corresponding
diagonal dimensions D1 and D2 of the bottom flange. In this case
the control elements of the installation machine--not illustrated
in the drawings--are always arranged in such a position with
respect to the tire tread under operation that the studs 1 are set
in a desired orientation. This installation method is apparent from
FIGS. 1A, 2, 3A; in the case of FIG. 2, the mutually parallel
diagonals D3 and D1 of the studs are located in the tire rolling
direction P, and in the case of FIGS. 1A and 3A, both of said
mutually parallel diagonals D3 and D1 are turned to opposite
toe-out angles K with respect to the rolling direction P. It should
be understood that these positions can be achieved by turning the
jaws of the installation machine in three different positions,
wherebetween there is formed said toe-out angle. According to a
second embodiment of the installation method, 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 D3, D4 of the hard cermet piece, and the diagonal
dimensions D1, D2 of the bottom flange, of which two types in at
least one type the diagonal dimension D3 and/or D4 of the hard
cermet piece forms a toe-out angle K with a predetermined size with
the diagonal dimension D1 and/or D2 of the bottom flange. In this
case the 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. 1B and 3B and
installed according to FIGS. 1B and 3B, in which studs the diagonal
dimensions D1 and/or D2 of the bottom flange are set in a way
illustrated in FIG. 2 in the rolling direction P, but where the
diagonals D3 and/or D4 of the hard cermet piece are turned to
opposite toe-out angles K with respect to the rolling direction
P.
[0028] In the tread 20 of a vehicle tire, 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 D3 or D4 of the hard cermet piece 2 is substantially in
parallel with the rolling direction P. However, it is more
advantageous to arrange the anti-slip studs 1 in the tire tread 20
in various positions, generally in at least two different
positions, but advantageously in three or more positions in the way
described in FIGS. 1A-4. Thus the anti-slip studs typically
constitute at least two first groups J1.sub.A and J1.sub.B nearer
to the tire shoulders, and at least one second group J2 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 J1.sub.A or
J1.sub.B nearer to one of the tire shoulders, and at least one
second group J2 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.
According to the invention, in the first groups J1.sub.A and
J1.sub.B, one set of the diagonal dimensions D3 or D4 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, 3A-3B and 4, and in the second group J2, one set
of the diagonal dimensions D3 or D4 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. In any case,
the toe-out angles are in the second group J2 smaller than in the
first group or groups J1.sub.A, J1.sub.B. In the first groups
J1.sub.A, J1.sub.B, the toe-out angle K is thus smaller than the
earlier mentioned 30.degree., but typically not larger than
20.degree. and preferably not larger than 15.degree.. There are,
however, situations where there are applied toe-out angles K that
are not larger than 10.degree.. In the second groups, the toe-out
angles K are smaller than 15.degree. and typically smaller than
10.degree., advantageously approaching the value 0.degree. of the
toe-out angle. In case in between said first and second groups 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.degree.-15.degree..
In the first groups or group, 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. On the
other hand, in a case where 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. In that
case in the first groups J1.sub.A and J1.sub.B, the toe-out angles
K of one set of the diagonal dimensions D3 or D4 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. In FIGS.
1A-1B and 3A-3B, 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 D3 or D4 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 J1.sub.A in one
direction and in the group J1.sub.B in the opposite direction.
There may be several of such groups, for example five, in which
case the studs 1 belonging to the group that is located nearest to
the shoulders can have the widest toe-out angle, the middle group
does not have any toe-out angle at all, exactly as was explained
above, and the studs 1 belonging to the group therebetween have a
toe-out angle that is smaller than with the studs located near the
shoulders. It also is possible to arrange such additional groups of
the anti-slip studs 1 where the toe-out angles of the studs are
pointed in different directions than what was explained above. Said
first stud groups J1.sub.A, J1.sub.B and second stud group J2, i.e.
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. In practice it
should be most feasible that for instance the first groups
J1.sub.A, J1.sub.B were interlaced with respect to the second
groups J2, 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.
* * * * *