Note: Descriptions are shown in the official language in which they were submitted.
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TRACTION DEVICES FOR AUTOMOTIVE ~HEELS
This invention relates to a wheel attachment to
provide extra traction needed by a motor driven vehicle when
travelling on roadways which are covered with snow, ice or
mud.
Such attachment is of special interest for use on
passenger cars, ambulances, fire trucks, police cars, school
buses, etc.
An outstandiny disadvantage of conven-tional attach-
ments for providing extra traction is the difficulty ofapplying and removir.g the attachmen-t, also the lack of
effectiveness and lack of ease of control.
An object of the invention is ko provide an a-ttach-
ment overcoming the above-named disadvantages.
One oE the specific objects and unique advantages of
the invention is the ability to activate or de-activate the
traction members by merely flipping an electrical switch which
is mounted on the instrument paneL of the vehicle.
Other objects and advantages of the invention will
become more apparent from a study of the following description
taken with the accompanying drawing wherein:
THE DRAWINGS
Figure 1 is a top plan view of a traction device
attached -to a vehicle wheel and embodying the present inven-
tion; figures la, lb, lc, and ld are enlargements and modifica-
-tions of certain parts of Fig. 1.
Figure 2 is a side elevation view of -the outboard
side of wheel and devices of Fig. l;
Figure 3 is an enlarged drawing of some of the parts
3~ shown in Figs. 1 and 2;
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Figure 4 is a side elevation of the inboard side of
the wheel of Figs. 1 and 2;
Figure 5 is a top plan view of another embodiment of
-the invention involving the same concepts in general;
Figure 6 is a side elevation of the inboard side of
the wheel shown in Fig. S;
Figure 7 i5 a speciali~ed ~orm of the trac-tion
members which can be used with either of -the illustrated forms
of the invention;
E'igure 8 refers to a drawing of yet another form o-f
traction member in which conventional pieces of tire chain can
be incorporated in the wearing surface of the traction member.
It is made of a flexible material such as polyurethane having
an open portion across which is stretched a short length of
chain.
Figure 9 is a side elevation;
Figure 10 is a side view thereo-E and of a possible
variation of the invention;
Figures 11, 12, 13, 13a, and 14 are modifications;
Figure lS is an elevation which illustrates a method
of automaticall~ controlling the devices of Figure 1 by means
of a centri-fugal coupler;
Figures 16 and 17 show a different kind of traction
device controlled by the same solenoid tha-t is used -for the
invention as shown in Figure 1, Figure 16 being a side view
taken on -the righ-t of Figure 17 with the tire 199 omitted;
Figure 18 shows an electrical circuit including a
speed-sensitive switch to control the various traction devices,
and Figs. 19-20 show a rnodification.
Referring to Figs. 9 and 10, an electric motor M
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drlves the ring 22, instead of mechanical friction as in
Fig. 1, or magnetic coupling as in Fig. 6.
It is possible to use only one traction member (of
the type illustrated in Fig. 8 for example) and s-tlll get the
traction necessary to climb a hill or to bring the vehicle to a
safe stop. This is so because the traction member will turn
very rapidly and would place the traction member at the inter-
face of the tire and roadway several times a second. The slip-
clutch would allow the traction member to be trapped between
the tire and road without causing undue stress on the electric
motor or other parts of -the apparatus.
An electrical make-or-break switch controls the
current to both the motor and the solenoid, at the same
instan-t, so that when the motor is energized, the solenoid is
energized which causes the pin 15 to be withdrawn ~rom the
hole 16 of the ring 22 and thereby allowing the ring (with the
traction members attached) to rotate. When extra traction is
no longer needed, the switch is thrown and the motor will no-t
exert power on the ring any longer, and at the same time, the
solenoid is de-energized allowing the spring-loaded pin 15 to
enter the hole 16 of the ring 22 so that the traction member
(or members) come to a stop at a position clear o~ the road-
way.
DETAILED DESCRIPTION
With reference to Figs. 1, 2, 3, and 4, numeral 1
designates a conventional automobile wheel and numeral 2 desig-
nates a conventional -tire shown cut-away.
Attached to the wheel by the wheel lugs and nuts is
hub 3 having a spindle 7 protruding therefrom. Rotatably
mounted on the spindle 7 is a disc 5 from which radiates a
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plurality of flexible traction members 6, said disc being
pressed ayainst the hub 3 by helical spring 8, so that friction
occurs between the disc 5 and the hub 3. The friction between
the disc and the hub will cause the disc to rotate at, or near-
ly at, -the speed which the wheel turns, The traction members 6
are joi.ned by cable 17 to hold the traction members in position
relative to each other, especially at high rota-tion speeds such
as are encountered when trying to move the vehicle out of a
rut. The spring 8 is kept compressed by the locknuts 9 and
washer 10.
A rigid arm :Ll which is firmly attached to the wheel
axle
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of the vehicle at lla has on its outboard side, a solenoid 14,
said solenoid having a spring-loaded iron pin 15 slidably
mounted inside the core. The pin 15 has a Teflon~ coating at
its pointecl end.
The pin 15 i5 positioned so as to be in alignment
with the rotary path of a hole 16 in the disc 5 so that when
the solenoid is not energized, ~he pin 15 will press into the
hole 16 (which has a Teflon* sleeve within it) becau~e of the
spring within the solenoid, and this action will cause the di~c
S to stop rotating and cause the traction members to come to
rest clear of the roadway even though the wheel continues to
rotate.
When the solenoid 14 is eneryized, the pin 15 will be
drawn out o~ ~he hole 16 and the disc 5 and the attached
traction members 6 will rotate with the wheel because of the
friction between the disc 5 and the hut 3.
Figs. la, lb, lc and ld are enlargements and
modifica~ions of certain parts of Fig. 1. Fig. la shows two
electromagnets having spring-loaded "ears". When the
electromagnets are not energiæed, they keep the disc (5 of Fig.
1) from revolving because the "ears" are in their extended
position, at which position they engage a dowel or pin which is
integral with the disc 5. When the electromagnets are
energiæed the "ears" are drawn to the iron core of the
electromagnet and thus they clear the pin or dowel and the disc
is free to revolve with the automobile wheel.
In Fig. lb, a manual over-ride is provided to lock
the pin t15 of Fig. 1) in the retracted position in the event
the solenoid of Fig. 1 should fall. In order to use the over-
ride, it is necessary to push the pin out of the hole (16 of
*Trade Mark
2 1 g 2 7 - 1 4 5
Figs. 1 and 3) and th~n 51ide the finger of the catch so that
it is interposecl between the pin 15 and the hole 16.
Fig. lc shows how to attach the support arm (11 of
Fig. 1) to the calliper part of a dlsc brake such as is used on
current front-
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wheel drive autos. We intend to attach a full scale working
model to the front wheels of a 1979 Oldsmobile. We will ~ake
two specially altered bolts to substitute for the conventional
caliper bolts. The special bolts will firmly affix the support
arm of Fig. 1 to the caliper and they will also function to
hold the caliper together as the conventional caliper bolts
do.
Fig. ld shows a modification of the invention which
consists of a spindle 7 which is rigidly affixed to the support
arm 11 and 12 o-f Fig. 1. ~ote that the spindle is not con-
nected to the wheel in any way. This spindle has the disc 5
mounted on it, said disc having riveted to it a star-shaped
pressure plate which is made of a flexible plastic so that
there is frictional engagement of the disc 5 with the wheel of
the auto. When the disc is restrained (by the insertion of the
pin 15 into the hole 16) there is still friction between the
star-shaped pressure plate and the auto wheel but the traction
members 6 will be at rest at the side of the wheel. When the
solenoid is energized, the pin 15 is retracted from the hole of
the disc and the disc will turn because of the friction between
the pressure plate and the auto wheel.
Figures 5, 6 and 7 are a different version of -the
invention which can be used on any auto, but particularly
suited for front-wheel drive vehicles. (Because of the equiv-
alent of support arm 11 of Figs. 1, 2, 3 and 4, and likewise
denoted by numeral 11 in Fiy. 5, would be affixed to the wheel,
hub or spindle, or caliper of the disc type brake as shown in
Fig. lc, and would -turn ~ith the steering wheels).
Attached to the wheel 1, by clip5 21, iS a ring 20 of
magnetic material such as steel. An aluminum ring 22 is held
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alongside of ring 20 by flanged rollers 23, the axles of t'ne
rollers being attached to the aluminum ring 22, ancl the flanges
oE the rollers 23 engaging the ring, 20.
The aluminum ring has affixed to it several traction
members 6 which rotate with the wheel, due to the attraction
between the steel ring 20 and permanen-t magnets 24 which are
embedded in the aluminum ring 22, said ring having a hole 16a
in it which is in alignment with the pin 15 of a solenoid 14
the same as described with regard to Figs. 1, 2, 3 and 4.
The action of the solenoid and the related pin and
hole is the same as described in the first sys-tem described
earlier.
Fig. 7 shows a special form of traction member, which
may be made of any one of many plastics or metals, either in
solid or tubular form.
The spring 6a would allow the member to Elex (of need
in -the event of a flat tire), and the thin cable 6b would limit
the axial movement of the member.
6c indica-tes studs which are on both surfaces of the
traction member.
Figs. 11 and 12 show an embodiment of the inven-tion
which uses twice as many traction members, -- there being four
on each of the two discs (disc 5a and disc 5b). A hub 3
attached to the wheel 1 ;s in slidable engagement with disc 5a.
The discs are pressed against each other, and the hub, by the
force exer-ted by -the ~elleville spring 8a.
Disc 5b has a short elongated groove 5e, into which a
round protrusion 5f, on disc 5a, is free to move in an arcuate
path, the limi-ts of -the path being defined by the arcuate
groove. The disc 5a also has a circular ridge 5d which engages
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a circular groove 5c. The circular ridge 5d o-E disc 5a has a
hole 16b, and the circular groove 5c of di5c 5b has a sirnilar
hole 18. The ~wo holes are engaged by the pin 15 of the solen-
oid 14. Because the pin 15 of the solenoid 1~ moves only one-
half inch, it is necessary to use the ridge 5d and groove 5c to
enable both discs to be arrested by the pin 15 when the sole-
noid 14 is not energized (the pin 15 is spring-loaded so that
only when the solenoid is energized, the pin 15 is retracted
from -the holes 16b and 18).
In operation, assuming that the vehicle to which the
device is installed is moving on a clear ice-free road, then
the traction members are at the stored position with the con-
tact portion of the tire turning on the roadway and the trac-
tion members well above the road. ~pon approaching an icy
stretch of road, the driver would Elip an electrical switch,
thus energizing the solenoid 14 which would cause the pin 15 to
be drawn into the solenoid and thereby coming out of the hole
18 and the hole 16b. Because the Belleville spring 8a is con-
stantly forcing the discs 5a and 5b against each other, and
against the hub 3, the discs (with -the traction members) will
turn with the wheel. Said traction members pass between the
tread oE the tire and the road and thereby afford more traction
of the wheels.
At any time, the driver may flip the electrical
switch to the "off" position, de-energizlng the solenoid, and
the pin 15 will engage the hole 18 oE disc 5b and a split-
second later the said pin will engage the hole 16b o-f disc 5a.
It must be noted that as the both discs turn the traction
member 6b will move away from traction member 6a due to inertia
and the rotation of the wheel, thus spacing the traction
2l427-l45
members apart. lrhere would be a total o~ eight traction
members (only two traction members are shown in -the drawing).
Fig. 13 shows a modification for autos, buses and
trucks. l`he devices in this modification are arranged in a
different manner and work in a different way.
To begin with, the devices of the previous drawings,
Figs. l through 6, all relied upon slidably engaged friction-
driven discs. This modification uses a solenoid to force
engagement of a toothed disc with toothed hub, wherein the
solenoid upon being energized, causes the traction members to
come into play, and when de-energized, causes the traction
members to come to inoperative position. (The spring loading
of the solenoid core is opposite to that of Fig. l).
In this arrangement, the hub 3 having a toothed face
25 is held in alignment with the disc 5, having a toothed inner
face 2~, by being slidably mounted on the spindle 7 which is
affixed within the recessed hub. Slidably engaged on the
spindle is a compression spring 8a which urges the disc 5
against the thrust ball-bearing 25a, said spring 8a being
stronger than the spring force within -the solenoid and
therefore the disc 5 and the hub face 25 are kept out of
contact. As long as the solenoid is not energized, -the spring
8a will keep the disc axially spaced away from the hub face 25
and said spring force will cause the disc 5 to engage pin 15a
which is welded to the solenoid support 12, the function of the
pin being to stop the disc in a predetermined position, that
beiny the position where the traction members 6 are clear of
-the roadway. When the solenoid is energized, the disc 5
engages the hub 3, -thereby causing the trac-tion members to turn
with the wheel~
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Fig. 14 and 15 show an automatic modi-fication of the
invention. There is flrmly affixed a collar 107 onto the
spindle 7, said collar having rigid levers 109 which are pivot-
ally moveable on said collar, one end of the levers 109 rests
in sliding engagement against a large rotatable ring 106, the
other end of each of the levers 109 terminates in a weighted
ball 108 which can be made of lead or Kennertium. A pin 15 is
slidably affixed in the pla-te 100 which is secured to the
fender of the automoblle by a cable 103 and heavy extension
spring 10~. A fluid cylinder may be substituted for the cable
and spring.
The plate 100 is held in tension between its bearing
on the spindle 7 and fender of the vehicle. The outer end of
the pin 15 is in sliding engagement with an axially moveable
collar 106. A latch 111, tensioned by spring 112, attached to
collar 110 which is axially moveable inwardly on the spindle 7
and locked in place by- latch 111 by engaging one of two holes
in the spindle 7, thereby locking the weights in their extended
position and pin 15 is then engaged in the hole of disc 5,
thereby locking the traction members 6 in their non-operating
poslt1on.
This mechanism uses the effect of centrifugal force
which causes the levers 109 to push collar 106 inwardly, said
collar pushing pin 15 into the hole in the disc 5 (non-
operating traction members).
This arrangement can be used as a strictly manually
engaged mechanism that will operate automatically thereafter,
once engagedO For example: as a driver starts to work on a
snowy morning, he will engage the latch 111 into the hole
furthes-t from the collar 107, -thus allowing free movemen-t oE
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the wei~hts ]08 which effects the movement of the co:Llar lO6
and pin 15 in response to the var-ying speed of the rotation of
the automobile wheel (and the spindle 7 to which it i9
a-ttached). At speeds of O to 25 miles per hour, 300 RPM of
spindZe 7, the pin is not engaged in the hole in the disc 5,
therefore the disc 5 is free to turn with its a-ttached traction
members, affording ex-tra traction. At speeds of above 25 miles
per hour, the weights, due to centrifual force, would be in
their e~tended position, thus moving collar 106 (and the pin 15
into the hole of disc 5), thus locking the -traction members in
the non-operating position.
This automatic mechanism can be used alone or as an
integral par-t of the invention as shown in Fig. ].
A further modification (Fig. 18) involves using a
pressure-sensitive switch which would be attached to the auto-
matic transmission or a speed-sensitive switch working off the
speedometer cable of a manual transmission of a vehicle. This
switch would be connected in series with the on/off switch on
the dashboard. The speed-sensitive switch can be used to
prevent the solenoid from being energized at high speeds of the
vehicle. The arrangement would prevent the stopping of the
disc 5 at high speeds, which could cause damage due to the high
inertia impact of the stop on the disc and the solenoid pin. To
clarify -- a driver could switch the traction devices on at any
speed, but if he or she switched the circuit embodying the
present inv~ntion off, at speeds above 20 MPH, the speed-
sensitive switch would remain open until the vehicle slowed
down to 20 MPH, then the speed-sensitive switch would close and
thus the electrical circuit to the solenoid would be closed and
then the traction members would come to rest in the non-
operating position.
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Yet, another extra--traction mechanism is ilLustrated
by Figs. 16 and 17. This concept embodies a "traction squirrel
cage" which is a wheel attachment comprised of two flexible
polyurethane rings 201, one on eac'h side of the tire 199 of a
conventional automobile wheel 198. Said rinys are gripped
between the rim of the wheel and the bead of the tire. The
rings 201 each 'have a raised rib 202 which is engaged by a
flanged roller 203. Attached to axles 204 of the rollers 203
are traction cleats 205. Also on the axle 204, is an elongated
roller 206, said roller rolls upon the wearing surface of the
tire at all times, when the traction members are in operating
condition or when the traction members are in the non-operating
condition.
A smaller ring 207 is attached to each of -the axles
204 so that the rollers 203 are kep-~ in spaced relationship to
each other. A balancing weight 211 is at-tached to ring 207 to
compensate for the cleats 205 and rollers 206. A stop p~n 208
protrudes from the ring 207, said stop pin engages a solenoid
pin 209 (only when the solenoid is not energi~ed) so tha-t the
ring 207 (with the trac-tion members attached) does not turn
with the tire. The trac-tion cleats surround only the upper
substantiall~ semi-circular portion of the tire.
When the solenoid 210 is energized, the pin 209 is
retracted away from the path of the stop pin 208 allowing the
ring 207, with its tractions members, to turn with the tire
(because there is enough friction between the rollers 206 and
the tire 199) and engage the road surface.
~ hen the "squirrel cage", composed of the ring 207,
the rollers 203, the axles 204, and the rollers 206, turns with
the tire, the cleats 205 pass between the tire and the roadway
and thereby afford extra grip~
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Reerring to Fi~,s. 19 and 20, attached to the rim of an
au~omobile wheel 301 are three tri~ngular steel plates 302
having s~uds 303 welded thereon. Slidably mounted on the s~uds 30
are laxge washers 304 which have a compression spring 305 behind
each of ~hem.
The plates 302 have a lip wbich grips the rim of the wheel 301
by virtue of a flexible steel cable 306 which has a t rnbucle 307
to tigh~en the cable 306 and thus keep the plates 302 (with the
studs 303~ ri~idly affixed ~o the wheel. This part of ~he
invention stays on the wheel of the auto all ~hrough the
winter season.
A large rigid dlsc of suitable material 308, about the
same dia~eter as the wheel 302~ having holes and slots 309
and a recess 310 is designed to engage the s~uds 303, said
s~uds engaging the recess 310 and being pressed against such
recess by ~he compression springs 305~ tbus locking ~he disc
308 to the wheel 301.
Flexible traction fingers 311 are attached to the disc 308
by bracke~s 312. The traction fingers 311 overhang the wearing
surface of the tire 314. These ~raction fingers 311 are made
of a polyurethane elastomer ~mul~rathane 520-E) or other suitable
materials which retain their flexibili~y at very low temperatures~
A handle 313 is incorporated in ~he disc 308 to facilitate
attaching ~he dis~ to ~he wheel~ There are si~ slotted holes 30~,
only three of whlch are used; this arrangemen~ being used allows
the disc 308 to be affixed ~o the three studs 303 as the traction
fingers 311 wlll clear the arc of contact of the tire and therefore
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the auto does not have to be jacked-up to attach the
traction ~evice to the wheelO
The disc 308 (with the attached traction fin~ers)
i8 stored inside the auto until they are needed.
While we have illustrated and described several
embodiments of our invention~ it will be understood that these
are by way of illustration only and ~hat various changes and
modifica~ions may be contemplated in ouar invention and within
the scope of the ~ollowing claims:
