Note: Descriptions are shown in the official language in which they were submitted.
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TREAD PATTERN AND BELTED TIRE
BACKGROUND OF THE INVENTION
This invention relates to a tread pattern formed on a
tire of various vehicles or a belted tire.
This invention also relates to a tire of various
vehicles or a belted tire which is secured thereon, and more
particularly to a belted tire which enables a safe drive on
normal roads as well as under adverse conditions wherein a
drive with normally equipped tires is difficult,
particularly on snow, muddy road, sandy soil and gravelled
road.
Tire chains, studded or spike tires, and snow tires
have been used for traveling on snow and icy roads for anti-
skidding purposes, although they have various drawbacks.
On normal roads like pavement, tire chains cause a high
noise level failing to provide a comfortable ride, and they
are susceptible to be disengaged or ruptured.
Therefore, the tire chains can be employed only in low-
speed driving for a short distance.
Tire chains also require a considerable labor to cope
with road conditions, that is, tire chains should be put on
and off every time when snow or bare pavement is presented
on road.
Studded tires can be used on normal roads although they
have a defect that studs embedded therein cause a serious
road damage, and consequently a dust pollution.
Snow tires run on both snow and normal roads, although
their anti-skid effect is not comparable to that of studded
tires. Particularly, their poor ice and packed snow traction
results in a longer breaking distance causing safety
problems.
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- Recently, tire ch~; n~ are often substituted by rubber
and resin nets adapted to be secured on tire treads. These
nets induce neither violent vibration nor noise during
travel on normal roads although they are inherently
susceptible to be ruptured detracting from durability. For
example, a passenger car having anti-skid nets of a
synthetic rubber mounted on its driving wheels can travel
only 50 to 80 kilometres on asphalt pavement when traveled
at an average speed of 40 kilometers per hour.
SUMMARY OF THE INVENTION
It is, therefore, an object of the present invention
to provide a tread pattern formed on a tire or belted tire
having high traction and thereby preventing skidding which
enables a safe, comfortable drive on snow, muddy roads,
packed or icy snow as well as on normal roads.
Another object of the present invention is to provide
a novel belted tire which can be secured over a tire.
Another object of the present invention is to provide
a belted tire which enables a safe, comfortable drive on
normal roads as well as in adverse conditions wherein a
drive with normally equipped tires is difficult~ typically
on snow, muddy roads, sandy soils and gravelled roads.
Still another object of the present invention is to
provide a belted tire which saves labor of putting on and
off an anti-skid device to cope with a change in road
conditions.
Still another object of the present invention is to
provide a belted tire having an improved durability.
In accordance with one aspect of the invention there
is provided a tire tread when on a circumference of a
vehicle wheel comprising a plurality of tread members
defining a primary road contact surface and a plurality of
cavities recessed from said road contact surface for
receiving and expelling snow, dirt or sand; said tire tread
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- having a first zone and a second zone at either side of said
first zone with transverse recessed gaps separating said
second zones from said first zone; said first zone
comprising a central anti-skid zone and at least two driving
rows disposed axially outward, on opposite sides of said
anti-skid zone; said anti-skid zone comprising a
circumferentially-extending hollow, said hollow being
divided into said plurality of cavities by first transverse
tread members interpositioned therein, each of said cavities
having a circumferential width larger than one of said first
transverse tread members; said driving row providing a
driving function on normal paved roads and having a
plurality of driving tread members and a plurality of ridges
interposed between said driving tread members, each of said
ridges extending transversely and having an end protruding
radially beyond said driving tread members; and said second
zone having at least one second transverse tread member and
at least one elongated resilient lug associated with each
second transverse tread member, each elongated resilient lug
being in close proximity to, parallel to and narrower in the
circumferential direction than the associated second
transverse tread member, said elongated lug protruding
radially beyond the associated second transverse tread
member so as to bend over an edge of the associated second
transverse tread member and to wedge between the associated
second tread member and a road surface upon braking or
starting.
In accordance with another aspect of the invention
there is provided a tire tread when on a circumference of
a vehicle wheel comprising a plurality of tread members
defining a primary road contact surface and a plurality of
cavities recessed from said road contact surface for
receiving and expelling snow, dirt or sand; said tire tread
having a first zone and a second zone at either side of said
first zone with transverse recessed gaps separating said
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second zones from said first zone; said first zone
comprising a central anti-skid zone and at least two driving
rows disposed axially outward, on opposite sides of said
anti-skid zone; said anti-skid zone comprising a
circumferentially-extending hollow, said hollow being
divided into said plurality of cavities by first transverse
tread members interpositioned therein, each of said cavities
having a circumferential width larger than one of said first
transverse tread members; said driving row providing a
driving function on normal paved roads and having a
plurality of driving tread members and a plurality of ridges
interposed between said driving tread members, each of said
ridges ext~n~;ng transversely and having an end protruding
radially beyond said driving tread members; said second zone
having at least one second transverse tread member and at
least one elongated resilient lug associated with each
second transverse tread member, each elongated resilient lug
being in close proximity to, parallel to and narrower in the
circumferential direction than the associated second
transverse tread member, said elongated lug protruding
radially beyond the associated second transverse tread
member; and each elongated resilient lug being separated
from the associated second transverse tread member by a
first groove and from the first zone by the respective
transverse recessed gap; said ridges being wider in the
circumferential direction than said elongated resilient lugs
and being separated from the driving tread members by second
grooves; and said second grooves being significantly more
shallow than said first grooves.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a partially cutaway perspective view of a
preferred embodiment of a belted tire according to the
present invention.
FIG. 2 is a partial plan view of a tread configuration
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of the belted tire according to a preferred embodiment of
the present invention.
FIG. 3 is a partial plan view of a flexible surface of
the belted tire according to a preferred embodiment of the
present invention.
FIG. 4 is a transverse cross-section of the belted tire
according to the present invention.
FIG. 5 is a plan view of a securing member in unfolded
state.
FIG. 6 is a side view of the securing member.
FIG. 7 is a plan view of a coupling means.
FIG. 8 is side view of the coupling means.
FIG. 9 is a partially cutaway view of a fastener.
FIG. 10 is a partial cross-section taken along lines X-
X of FIG. 9.
FIG. 11 is a plan view of a linkage.
FIG. 12 is a side view of a linkage.
FIG. 13 is a partial side view of an exemplary lip-
connecting means on the inner side of a wheel.
FIGS. 14, 15, 16, and 17 illustrate an attachment of
the belted tire onto a vehicle tire.
FIG. 18 is a plan view of a preferred embodiment of a
tread pattern formed on a tire according to the present
invention.
FIG. 19 is a cross-section taken along lines II-II of
the tread pattern of FIG. 18.
FIG. 20, 21, 22, 23 and 24 are plan views of tread
patterns according to the present invention.
FIG. 25, 26, 27, 28 and 29 are enlarged transverse
cross-section showing the shape of the protrusion according
to the present invention.
FIG. 30 is a partial transverse cross-section showing
the a tire with a tread pattern according to the present
` 1 335423
invention in contact with an icy road.
FIG. 31 is a partial plan view of a preferred
embodiment of the second configuration of the belted tire
according to the present invention.
FIG. 32 is a cross-section showing the ridge.
FIG. 33 is a cross-section showing the ridge and the
resilient ridge.
FIG. 34 is a partial cross-section showing the flexible
surface of the belted tire of the second configuration.
FIG. 35 is an exploded view showing the innner
structure of the rubber laminate of the belted tire
according to the second configuration.
FIG. 36 is a cross-section showing the configuration
the edge ~f the rubber laminate of a belted tire according
to the second configuration.
FIG. 37 is a exemplary diagram showing the reinforcing
member which also functions as a fastening means on both
side of the laminate layers of the belted tire of the second
configuration.
FIG. 38 is a cross-section showing the fastening means
fastening the both side of the laminate layer.
FIG. 39 is a cross-section showing lips connected by
the coupling means.
DETAILED DESCRIPTION OF THE INVENTION
The present invention is described in detail referring
to preferred embodiments illustrated in drawings.
Unless otherwise indicated, the term "axial" and
"axially" refer to a direction parallel to the rotational
axis of a tire.
FIG. 1 is a partially cutaway perspective view of a
preferred embodiment of the belted tire 1 comprising a
rubber laminate 2 including a first rectangular rubber layer
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`
3 defining the outer surface and a second rectangular rubber
layer 4 defining the back surface.
A tread pattern or configuraion is formed on the first
rubber layer 3, that is, on the rubber laminate 2. A
preferred tread configuration is illustrated in FIG. 2.
As shown in FI~. 2, the tread pattern on the first
rubber layer 3 comprise a first zone 31 and a second zone 32
alternately disposed along the longitudinal or
circumferential axis of the rubber laminate 2.
The first zone 31 comprise a pair of side edge rows 31a
along axially opposed tread edges, a pair of driving rows
31b inside the side edge rows 31a, and an anti-skid row 31c
at the axial center of the tread.
The side edge rows 31a are formed with a plurality of
notches 311 opening outwardly of the axially opposed side
edges 21 of the rubber laminate 2. The notches 311 are
disposed at regular intervals along the longitudinal axis of
the rubber laminate and chiefly function to prevent axial
skidding of the tire.
The driving rows 31b perform a driving function on
normal roads and are typically patterned for normal driving
conditions. In an exemplary embodiment illustrated in FIG.
2, the driving rows 31b are provided with a combination of
grooves 312 comprising a pair of circumferentially extending
parallel grooves and uniformly spaced apart diagonal grooves
running between the circumferentially extending grooves.
Such a configuration ensures a stable drive on both dry and
wet roads.
The anti-skid row 31c is formed with a plurality of
uniformly circumferentially spaced apart lateral grooves
313. The grooves 313 are relief elements into which snow,
dirt and sand are taken in so that the road-engaging surface
of the belted tire 1 contacts the road directly. This
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configuration improves gripping properties of the belted
tire 1 to provide a better traction upon acceleration and
prevents from skidding upon deceleration, breaking and
cornering, enabling a safe drive.
In the anti-skid row 31c, the lateral grooves 313 are
defined within a ladder-like rib 314 which is independent
of the adjacent driving rows 31b. The ladder-like rib 314
sufficiently strengthens the anti-skid row 31c to prevent
the belted tire 1 from being ruptured at the anti-skid row
31c even after driving a long-distance on normal roads.
Bottom edges of the notch 311 and the lateral groove
313 may be provided with a taper to aid an instantaneous
evacuation of snow and the like taken therein.
The second zone 32 is formed with a lateral groove 321
extending between and opening outwardly of the axially
opposed side edges 21 of the rubber laminate 2. Even if the
first zone 31 should allow circumferential slipping of the
tire, the second zone 32 may stop the slipping.
For example, upon acceleration on snow, traction is
likely to be reduced to cause circumferential slipping of
the tire at the first zone 31. The groove 321 in the second
zone 32 axially extending throughout its width may then pool
snow on the road-engaging surface of the tire to regain the
snow traction and stop the slipping.
The groove 321 functions as an edge to exert traction
and braking force particularly on deep snow or packed ice
when the tread of the belted tire does not contact the
pavement.
As shown in FIG. 2, a pair of lateral ridges 322 may
preferably be provided in the groove 321 at positions
axially corresponding to the driving rows 31b. The provision
of the lateral ridges 322 facilitates a more stable drive at
lower noise level on normal pavement since the ridges 322
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fill gaps defined between the driving rows 31b of the
adjacent first zones 31.
Apart from the embodiment illustrated in FIG. 2, two or
more grooves 321 may be provided in one second zone 32.
Configuration of the groove 321 as well as the ridge 322 are
not particularlY limited to the one illustrated in FIG. 2.
Although the alternate first and second zones 31 and 32
are disposed alternately along the longitudinal axis of the
laminate 2 in the embodiment of FIG. 2, it will be
appreciated that the tread may solely comprise the first
zone 31 throughout its length without providing the second
zone 32. It is clearly understood that the tread
configuration is not limited to those described above.
The second rubber layer 4 on the back of the rubber
laminate 2 has flexible surface 41 to facilitate a close
contact of the belted tire 1 with the tread 171 of the tire
17. The flexible surface 41 may preferably be either
provided with, for example, a longitudinal groove 42 and/or
proJections (not shown) or surface-roughened to increase a
friction between the flexible surface 41 and the tire tread
171. The thus provided closer contact between the flexible
surface 41 and the tire tread 171 avoids displacement of the
belted tire 1 on the vehicle tire 17 since the flexible
surface 41 is likely to follow the contour of the vehicle
tire 17 even if the tire is deformed during operation.
For example, referring to FIG. 3, there is illustrated
a preferred configuration of the flexible surface 41 wherein
a plurality of lateral grooves 44 axially extending between
and through the opposed edges 21 of the rubber laminate 2.
The lateral groove 44 temporarily accomodates foreign
matters such as muddy water and sand, and aids their
evacuation from opposite ends 21 in case they should enter
between the flexible surface 41 and the tire tread 171.
1 335423
Since no foreign matter is present between a tire-engaging
portions 45 in the flexible surface 41 defined by grooves 42
and 44 and the tire tread 171, a close contact is retained
therebetween to avoid displacement of the belted tire.
The longitudinal and lateral grooves 42 and 44 also
function to dissipate heat generated by the friction between
the flexible surface 41 and the tire tread 171. The flexible
surface 41 may be formed with a plurality of protrusions 43
along its axially opposed edges for abutting against
shoulders 172 of the vehicle tire 17. When the belted tire 1
is mounted on the tire 17, the protrusions 43 become engaged
with the shoulders 172 of the tire 17 preventing an axial
displacement of the belted tire 1 during usage.
Although the rubber laminate 2 is set forth as being
comprised on the first rubber layer 1 and the second rubber
layer 4, it will be appreciated that the rubber laminate may
comprise either a single layer or three or more layers.
The rubber layers constituting the rubber laminate 2,
which are the first and second rubber laminates 3 and 4 in
the embodiment illustrated in FIG. 1, may be prepared from
any rubber material. Non-limiting examples of the rubber
material include natural rubber (NR), diene rubber such as
isoprene rubber (IR), styrene-butadiene rubber (SBR),
butadiene rubber (BR), chloroprene rubber (CR),
acrilonitrile-butadiene rubber (NBR, NIR, NBIR), non-diene
rubber such as butyl rubber (IIR), urethane rubber (U), and
a mixture thereof.
The rubber material may further include an additive
such as curing agent, curlng accelerater or its ald, curing
retarder, scorch retarder, aging retarder, antioxidant,
filler such as carbon blac~, reinforcing agent, softener,
plasticizer, tac~ifier, hardener, dispersant, and processing
aid.
1 335423
-
~The rubber material constituting the rubber laminate 3
is appropriately selected to meet the end use and required
~functions. For example, a material having a good wear
resistance, cold-temperature resistance and elasticity is
selected for the first rubber layer 3, and a material
capable of facilitating a close contact with the tread 171
of the vehicle tire 17 is selected for the second rubber
layer 4.
The first and second rubber layers 3 and 4 may
preferably comprise rubber materials which exhibit analogous
properties and whose functions are unlikely to be degraded
to exhibit hardening or deterioration at low and high
temparatures.
The rubber laminate should also have strength and
durability for various stresses applied on the belted tire
during its operation. The rubber materials must be selected
by taking all these factors into account.
Total thickness of the rubber laminate 2 may vary from
about 1.5 to about 3.0 cm when the rubber laminate comprises
a typical tire material such as styrene-butadiene rubber
(SBR). A thickness less than 1.5 cm results in a reduced
stability upon curing/molding the laminate 2 with the
members 5, 6 and 22 embedded therebet~een, and in an
insufficient depth of the grooves and notches defined in the
tread of the belted tire I detracting from anti-skid
properties. A thickness exceeding 3 cm results in an
increased substantial diameter of the vehicle tire 17, and
consequently in a larger error of speedometer and odometer,
although a total strength of the rubber laminate 2 may
increase.
As shown in FIGS. 1 and 4, fastening belts 5 and
securing members 6 are embedded in the rubber laminate 2.
At least two fastening belts 5 are circumferentially
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1 335423
`
embedded in the rubber layer 2 substantially parallel to
each other. The fastening belts 5 are employed to fixedly
secure the belted tire 1 over the entire circumference of
the tread 171 of the vehicle tire 17. Two or more fastening
belts 5 are thus required. If there is only one fastening
belt, the belted tire 1 is likely to be displaced during a
deformation of the tread 171 of the rotating tire 17 when
the fastening belt is instantaneously loosened. Two or more
fastening belts may avoid such displacement of the belted
tire 1 since at least one fastening belt remains tightened
until the other belt is retightened after being loosened by
the deformation of the tire tread 171.
The fastening belt 5 may be prepared from any material
capable of enduring tension applied thereto. Non-limiting
examples of the material include a strip of metal such as
steel and stainless steel, a ceramics strip, and a resin-
treated or impregnated bundle of knitted or unknitted
synthetic fibers such as ceramics, nylon, Tefron and Kevler.
A plurality of securing members 6 are embedded in the
rubber laminate 2. The securing members 6 extend
substantially perpendicular to the fastening belts 5, and
are disposed at regular intervals along said fastening belts
5. The securing members 6 axially tighten and stabilize the
belted tire 1 over the entire circumference of the tread 171
of the tire 17.
A preferred embodiment of the securing member 6 is
illustrated in FIG. 5. It is to be noted that the securing
member 6 is illustrated in its developed state with lips
unfolded for ease of understanding.
The securing member 6 is a boat-shaped thin plate
having an elongated opening 62 extending lengthwise and lips
61 on opposite ends as shown in FIG. 5. The elongated
opening 62 provided in the securing member 6 increases
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1 335423
integrity of the securing member 6 with the rubber laminate
2 to prevent the securing member 6 from peeling off in the
laminate 2 by the stress applied during operation.
Two broken lines in FIG. 5 indicate the axial opposite
ends 21 of the rubber laminate 2. The lips 61 protruding out
of the edges 21 of the rubber laminate 2 are bent toward the
vehicle tire 17 so that the lips 61 may be engaged on the
opposed sides of the vehicle tire. Opposite end portions 621
of the elongated opening 62 are located beyond the opposite
ends 21 of the rubber laminate 2.
The lip 61 is pulled toward the center of the vehicle
tire 17 by a fastening member comprising a fastener 10 and a
linkage 16 as set forth hereinafter. The lip 61 is formed
with a mating means such as a key slot 65 for engaging with
an appropriate member of the fastening member.
The lips 61 and the end portions 621 of the elongated
opening 62 are tapered. Upon bending the lip 61, bent
portions 64 and beams 63 defining the elongated opening 62
are deformed to closely fit along the arc or circumference
of the tire 17. A closer contact between the flexible
surface 41 and the tire tread 171 is thus facilitated upon
pulling the lips 61 toward the center of the tire 17.
It is to be noted that the securing member 6 is not
limited to the above-specified configuration, and other
configurations with no opening 62 or with two or more
openings may be used as well.
The securing member 6 may be formed from a metal such
as steel and stainless steel or a plate of ceramics, among
which a highly corrosion resistant material such as
stainless steel or a corrosion-preventive plated steel being
preferred.
Although the fastening belts S and the securing members
6 are both embedded in the rubber laminate 2, they are
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1 335423
`
preferably not fixedly secured to each other. Since the
fastening belts 5 and the securing members 6 are disposed
perpendicular to each other and tightened in different
directions, that is, circumferential and radially inward
directions, different forces are applied on them during
rotation resulting in their independent movements. If the
securing members 6 are fixedly secured to the fastening
belts 5, various tensions are likely to be concentrated at
and near their junctions to cause a crack or rupture of the
belted tire 1.
When the rubber laminate 2 comprises two or more rubber
layers, the fastening belts 5 and/or the securing members 6
may preferably be interposed between the rubber layers for
an ease of manufacture. The belted tire 1 of the present
invention is prepared by subjecting the first rubber layer 3
to a pressure on a mold of a pressing machine and
compression molding in the mold to provide the tread with a
pattern, and then overlying other rubber layers in a
predetermined order and subjecting these layers to a
pressure by the pressing machine to vulcanize and shape
these layers into the rubber laminate 2. The fastening belts
and the securing members 6 are sandwiched between the
rubber layers during the above-described process.
Circumferential and axial tensile stresses are exerted
on the rubber laminate 2 of the belted tire 1 during usage
on vehicle tire 17. Large complicated stresses are applied
onto the rubber layer 2 particularly upon braking,
cornering, driving on rough roads, and high speed driving.
There arises a danger of tearing rupturing of the belted
tire 1 which is exaggerated by deterioration of the rubber
laminate 2. It is, therefore, preferred to embed a
reinforcing member 21 for increasing an entire strength of
the rubber laminate 2.
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~ The reinforcing member 21 may preferably comprise a
network due to its relatively light weight, high strength,
large surface area, and excellent adhesion to the rubber
layer. Illustrative networks utilized for the reinforcing
member 21 include woven or unwoven fabrics and nets of
fibrous metal and resin such as nylon, Kevler, ceramics;
punched metal; resin screen and the like. A reinforcing
member 21 having a large mesh as illustrated in FIG. 1 is
preferable since the rubber can get into the mesh allowing
an increased integrity of the reinforcing member with the
rubber layers sandwiching the reinforcing member
therebetween. The large meshed reinforcing member 21 may
also facilitate mutual fusing of the rubber layers during
the vulcanization/shaping of the rubber laminate 2 to
increase the integrity of the rubber layers. The type and
configuration of the reinforcing member 21 are not limited
to the above mentioned ones so long as it is effective for
reinforcing the rubber laminate 2. For a convenience of
production, the reinforcing member may preferably be
interposed between the rubber laYers, as set forth above for
fastening belts 5 and securing members 6.
Upon fitting the belted tire 1 around the vehicle tire
17, opposite ends of the fastening belts are coupled by a
set of coupling means 7. FI~S. 7 and 8 demonstrate an
embodiment of the coupling means comprising a male member 8
pivotably secured to one end 51 of the fastening belt 5 with
a pin 83, and a female member 9 pivotably secured to the
other end 52 of the fastening belt 5 with a pin 92. The
opposite end portions 51 and 52 of the fastening belt 5 are
folded back on themselves around pins 83 and 92
respectively, and bonded by means of spot welding and the
like. Optional reinforcing members (not shown) may be
provided around the pins 83 and 92 for avoiding the belt 5
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from being ruptured by wear.
The male member 8 includes an axially extending first
shaft of rotation 81 provided with a worm gear 811 at about
center of the first shaft 81. A recess 812 is formed at one
end of the first shaft 81 for receiving an appropriate tool
84 for turning the first shaft 81. The tool may resemble a
screwdriver in shape having a handle grip and a shaft of
several ten centimeters. The recess 812 may have a straight,
cross, square or hexagonal configuration.
The male member 8 is further provided with a second
shaft of rotation 82 extending perpendicular to the first
shaft or along the longitudinal axis of the fastening belt
5. The second shaft 82 is provided at one end with a gear
821 engaging the worm gear 811. The gear 821 may engage the
worm gear 811 either directly or with an intervening train
of change gears (not shown). The second shaft 82 includes a
threaded portion 822 protruding out of the male member 8.
On the other hand, the female member 9 is formed with a
threaded hole 91 for receiving the threaded portion 822 of
the second shaft 82. The threads formed inside the threaded
hole 91 correspond to the threads 822 formed on the second
shaft 82.
Turning now to a description of coupling and tightening
operation utilizing the coupling means 7, the tool 84 is
inserted into the recess 812 and turned in a predetermined
direction to rotate the first shaft 81 and consequently the
second shaft 82. In the meantime, the threaded end of the
second shaft 82 is mated with the threaded hole 91. The
second shaft 82 screws into the threaded hole 91 allowing
the male and female members 8 and 9 to approach to thereby
tighten the fastening belt 5. Degree of fastening is
controlled by a distance between the male and female members
8 and 9.
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_
-When the tool 84 is removed from the recess 812, a
mechanism including the worm gear 811 avoids the loosening
-of the fastening belt 5 maintaining the relative position of
the male and female members 8 and 9 as it was.
Such a coupling means 7 may preferably be provided
independentlY for each fastening belt 5 as illustrated in
FIGS. 7 and 8 so that each fastening belt 5 is provided with
the male and female members 8 and 9 at its opposite ends.
The degree of fastening in each fastening belt can then be
independently adjusted, and even if one fastening belt is
loo~hened, other belts are not effected by that.
A plurality of fastening belt 5 may also be fastened at
once by one coupling means comprising a pair of male and
female members 8 and 9 for purpose of simplifying the
arrangement.
A protective cover (not shown) may optionally be
provided on the coupling means 7 for preventing foreign
matters such as dirt, sand, gravel and dust from getting
into the engagement between the worm gear 811 and gear 821,
or threaded portion 822 of the second shaft of rotation 82.
The coupling means 7 is not limited to the above-
described one so long as it couples opposite ends of the
fastening belt 5 in a tightened state upon fitting the
belted tire 1 around the vehicle tire 17 to facilitate a
close contact between the flexible surface 41 and the tread
171 of the tire 17.
The belted tire 1 is securely mounted around the
vehicle tire 17 with a fastening means which pulls the lips
61 inwardly toward the rotational axis of the tire.
The fastening means comprise a fastener 10 to be
disposed on the outer side of a vehicle wheel which is
partially illustrated in FIGS. 9 and 10 and a linkage 16 to
be disposed on the inner side of the vehicle wheel
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demonstrated in FIGS. 11 and 13.
Referring to FIGS. 9 and 10, there are illustrated the
fastener 10 which has a ring member 11 defining an interior
space 111 for housing tackles 14, a take up unit 14, and the
like therein.
The ring member 11 houses in its interior space 111
coaxial first and second pulleys 141 and 142 via an axially
extending shaft 145 at positions corresponding to each of
the lips 61 along an inner circumference of the ring member
11 .
The ring member 11 is formed with radially extending
elongated slots 112 on its outer side at positions
corresponding to each of the lips 61. A shaft 144 supporting
a third pulley 143 thereon extends through the elongated
slot 112 serving as a guide member for a radially sliding
member 13.
The sliding member 13 are slidably mounted within said
ring member 11 at positions corresponding to each of the
lips 61, and extend through slots 113 formed on radially
outer circumference of the ring member 11. The sliding
member 13 is provided with the third pulley 143 via the
shaft 114. A catch or protrusion 131 is formed on the other
end of the sliding member 13 for mating through the slot 65
formed on the tip portion of the lip 61.
A handle 146 mounted on one end of the shaft 144 is
located on the axially outer surface of the ring member. The
handle 146 is used for engaging the catch 131 through the
slot 65. Since the sliding member 13 is pulled inwardly into
the ring member 11, the sliding member 13 must be pulled out
by means of the handle 146 before the sliding member 13 can
be engaged with the lip 61.
In this arrangement, the first, the second and third
pulleys 141, 142, and 143 constitute a tackle 14 which
. ~.
1 33~;~23
correspond to each of the lips 61. A cable la is threaded
around the tackle 14 to form a loop around the first, third
and second pulleys 141, 143 and 142. The cable 15 serially
connects all of the tackles 14.
In the tackle 14, the cable 15 may also be threaded
around the pulleys in different order from the above-
specified order. Although three pulleys are shown in FIG.
10, number of the pulleys is not limited thereto. Tackles of
different arrangement may also be employed in one fastener.
As demonstrated in FIG. 9, one end of the cable 15
serially threaded around the tackles 14 is fixedly secured
to the ring member 11 by means of a stopper 1~1 or the like.
The other end of the cable 1~ is wound by a take up unit 12
mounted at an appropriate position within the interior space
111 of the ring member 11.
The take up unit 12 comprise a ta~e up spool 121
mounted in the ring member 11 via a shaft which is capable
of winding a sufficient length of the cable 15, and a
ratchet/pawl assembly 122 for preventing reverse rotation of
the take up spool 121.
Upon counterclockwise rotation (FIG. 9) of the take up
spool 121, the cable 15 is wound by the take up spool 121
and the loop around the tackle 14 is tightened. The sliding
member 13 is then translated inwardly toward the center of
the vehicle tire 17 as indicated by arrow 18 pulling the
lips 61 in the same direction.
Referring to FIGS. 11 and 12, there are illustrated the
linkage 16 to be disposed on the inner side of the vehicle
wheel. The linkage 16 comprise a plurality of links 161.
Number of the links 161 corresponds to that of the lips 61.
The links 161 are pivotably coupled at their ends in a
serial arrangement by means of pins 162. The p~ns 162 are
also provided at opposite ends 164 and 165 of the linkage
18
.,,, . " . .
1 335423
16.
As shown in FIG. 12, the pin 162 is pro~ided at its
head with a catch or protrusion 163 to mate through the slot
65 formed at the tip portion of the lip 61.
The linkage 16 is mounted on the inner side of the
vehicle tire 17 by sequencially mating the catch 163 through
the corresponding slot 65 of the lip 61 from the starting
end 164 to the finishing end 165. Adjacent catches or
protrusions 163 are spaced at a distance equal to or
slightly shorter than the distance between the slots 65 of
the adJacent lips 61 of the mounted belted tire 1 over the
vehicle tire 17. With the thus arranged linkage 16, the lips
61 are positioned properly in relation to the adjacent lips
61 on the inner side of the vehicle tire 17.
FIG. 13 is a partial side view illustrating an
alternative embodiment for the linkage 16. In this
embodiment, an arm 166 is pivotably attached to the tip of
the lip 61. A key slot 66 including a predetermined angle
between the longitudinal axis of the lip 61 is formed beside
one end of the arm 166 at the tip of the lip 61. A catch or
protrusion 167 is provided at the other end of the arm 166.
The catch 167 is inserted into a head portion 661 of the key
slot 66, and the arm is then turned in direction indicated
by an arrow. The catch 167 slides downward along the slot 66
until it reaches a bottom portion 662 of the key slot 66 to
complete the fitting of the catch 167 through the key slot
66.
By carrying out this fitting process for each lips 61,
all of the lips 61 are interconnected by the arms 166 and
positioned properly on the inner side of the vehicle tire
17.
A detailed description of a embodiment of a tread
pattern of a tire or belted tire according the present
- 19
1 335423
-invention is set forth hereinafter referring to the
drawings.
~FIG. 18 is a plan view showing the preferable
embodiment of a tread pattern.
FIG. 19 is a cross-section taken along lines II-II of
FIG. 18.
As shown in FIGS. 18 and 19, the surface of the tire 24
comprises a pair of side edge rows A, A along axially
opposed tread edges and a pair of driving rows B, B inside
the side edge rows and an anti-skid row C at the axial
center of the tread.
Each row has grooves recessed from the surface of the
tread 25 which contacts the road directly.
The grooves are suitably formed corresponding to the
function of the row as set forth hereinafter.
The side edge rows A, A are formed with a plurality
of regularly spaced notches 27 opening outwardly of the
tread edges. The notches 27 chiefly function to prevent
axial skidding of the tire 24.
The driving rows B, B perform a driving function on
normal roads and are typically patterned for normal
driving conditions. In an e~emplary embodiment illustrated
in FIG. 18.
The driving rows B, B are provided with grooves 28
comprising declined grooves uniformly spaced apart running
circumferentially along the tire 24. Such a configuration
ensures a stable drive on both dry and wet roads.
In the anti-skid row C, ladder-like recess 29 are
formed with comparatively large area. The recess 29 serve to
take in snow, dirt and sand, and thus prevent these stuffs
from intervening between the road surface and the tread 25.
This configuration improves gripping properties of the tread
to provide a better traction upon acceleration and prevents
- 20
.,
- 1 335423
skidding upon deceleration, braking and cornering.
In the recess 29, protrusions 34. 34 are provided
neighboring the inside wall 30, 30 of the tread 25 running
circumferencially along the tire 24. The protrusion 34 is
formed simultaneously with the recess of the tire 24 from
the same rubber material. And the resilience allows the
protrusions to bend freely.
As shown in FIG. 18, the protrusion 34 may preferably
be plate-shaped extending along the inside walls of the
recess 29.
Apart from the tread pattern shown in FIG. 18, a
recessed area opening outwardly of the tread edges may be
formed in the tread 25 with plate-shaped protrusions
neighboring the inside walls of the recessed area.
Various patterns or shapes are available to form the
protrusion other than the one shown in FIGS. 18 and 19.
Typical patterns to form the protrusion 34 are hereinafter
set forth according to FIGS. 20 to 24 .
The example shown in FIG. 20 illustrates two plate-
shaped protrusions 34, 34 with different heights both
neighboring an inside wall 30.
The example shown in FIG. 21 illustrates a protrusion
34 formed about the center of the recess 29. In this case
drains 33, 33 are formed to aid instantaneous evacuation of
water and the like in the recess 29.
The example shown in FIG. 22 illustrates a protrusion
divided into a plurality of aligned protrusions neighboring
an inside wall 30.
In the example shown in FIG. 23, the recess 29 extends
with an angle to the axis and the protrusions 34, 34
are formed parallel to the inside wall 30, 30.
In the example shown in FIG. 24, a pair of
circumferentially extending parallel recess 29 are formed.
~ 1 335423
In each of the left recess 29, only one side of the inner
wall 30 has neighboring plate-shaped protrusion 34. In each
of the right recess 29, the side opposite to the above-
mentioned inner wall 30 has neighboring plate-shaped
protrusion 34. The protrusion may be formed only at one side
of the inner wall 30, 30.
Moreover, it is not necessary that all the recessed
area has a protrusion.
The tip of the protrusion 34, as shown in FIG. 19,
protrudes a predetermined length above the surface le~el of
the tread 25. Upon braking, the tip of the protrusion bends
toward the tread 25 and contacts with the road prior to the
tread 25, wedging into the space between the tread 25 and
the road. This configuration, therefore, exerts resistance
or friction between the tread and the road surface to
provide greater braking force.
Apart from the example shown in FIG. 19, the shape of
the protrusion 34 may be formed as following.
As shown in FIG. 25, the protrusion 34 is tapered to
provide a swift bending of the tip of the protrusion 34. In
this case, a notch 39 is formed between the protrusion 34
and the inner wall 30. As shown in FIG. 26, the tip of the
protrusion 34 has an edge 37 declining inwardly to the
recessed area 26 to aid the tip of the protrusion 34 in
wedging into the gap between the road and the tread 25. In
stead of the tapered part, a step may be formed at the tip
of protrusion 34 to provide the same effect.
As shown in FIG. 27, a rounded head 38 may be formed at
the tip of the protrusion 34. The rod-shaped head 38 produce
an anti-skid effect upon braking by sticking into the road
surface (ice layer 49~ as the tip of the protrusion 34
wedges into the gap between the road and the tread 25.
As shown in FIG. 28, two or more protrusions 34 may be
22
U
V
1 335423
formed adjoing each other. By this configuration, rupture
by a shock of an emergency braking is avoided. Additionally,
gravel, trash, and the like can be evacuated
instantaneouslY. And an anti-skid effect is heightened on a
road covered with wet snow.
As shown in FIG. 29, more than two protrusions 34 with
different height may be formed apart from each other
neighboring the inner wall 30. The heavy vehicle causes
greater distorsion of the tire and the protrusion formed on
the tread of the tire intrudes deeper into the tread. The
configuration shown in FIG. 29 prevents detracting from
anti-skid property otherwise being caused by the falling
down of the protrusions of the same height one upon another.
As shown in FIGS. 2S to 29, bottom edges of the
recessed area 26 may be provided with a taper 47 to aid an
instantaneous evacuation of snow and the like taken therein.
Moreover, the shoulder of the inner wall 30 has a taper 48
to aid the tip of the protrusion 34 in wedging into the gap
between the road and the tread 25 when the protrusion falls
toward the inner wall 30 upon braking or starting.
A round may be substituted for the taper 47, 48.
According to one aspect of the invention, the patterns
of the protrusions shown in FIGS. 20 to 24 may be combined
with various shape or other properites of the protrusions.
It is noted that the shape, configuration of the
recessed area and the shape, configuration of the protrusion
34 are not limited to those above mentioned.
The tread pattern according to the present invention
may be applied to automobiles such as passenger cars, truck
and race cars such as rally cars, special cars such as
automobiles for constuction use and to a belted tire (for
example, a belted tire disclosed in Japanese Patent 62-
16gl8) secured on the tires of the vehicles.
- 23
. .
,,.~
` 1 335423
-- A tire and belted tire according to one aspect of the
present invention is hereinafter set forth referring to FIG.
r 31 ~
FIG. 31 illustrates an example of a belted tire
featuring a unit of the tread pattern.
This unit comprises a first zone I and a second zone
II. The tread pattern in the second zone comprises a
protrusion(s) 34 as previously set forth. The tread pattern
in the first zone is hereinafter set forth.
The first zone comprises a anti-skid row 70, ridges 71,
and driving row 72 used for tires in general. The tread
pattern shown in FIG. 31 has its feature in the combination
of a second zone comprising protrusions 34 (resilient ridge
73 hereinafter) and a first zone comprising ridges 71.
The function of the second zone is as above set forth.
The anti-skid row 70 in the first zone I is described
hereinafter.
The anti-skid row 70 prevents axial skidding of the
tire (hereinafter denoted as "tire" including belted tire).
The tread evacuates snow which is taken into the tread
to opposed sides of the tire as the tire runs on the road
covered with snow. When the tire rotates at high speed, the
tread contacts the road prior to the evacuation of the snow
- and the tire runs on the snow left unevacuated. This causes
skidding on the layer of snow between the road and the tire.
In order to avoid this phenomenon, an anti-skid row at the
axial center of the tread is formed to take in snow into the
central cavity and stabilize the tread surface of the tire.
The anti-skid row 70 according to the present invention
is provided with many cavities 74 to stabilize the tread
surface by retaining snow therein. In the case only
relatively large cavity 74 is formed in the center of the
tire, it will cause bending of the tire surface. Therefore,
- 24
.i .l
1 335423
typical tread 75 may preferably spaced in the anti-skid row
70 at a comparatively long distance. The shape of the tread
may be a rectangle shown in FIG. 31, a circle, a diamond, or
any sort.
Next, the ridge 71 provided at both ends of the above-
mentioned anti-skid row 70 is set forth hereinafter.
The ridge 71 is a project between the treads 75
sticking out above the surface level of the tread 7S. The
sub groove 76 a little higher than that of the main groove
77 which forms the anti-skid row 70 (see FIG. 33). If the
level of the sub groove 76 is lowered, the gripping force
and repulsive force of ridge 71 is reduced.
The bottom edges of the ridge 71 and sub groove 76 may
preferably be tapered to a comparatively greater radius.
The longitudinal length or the width of the ridge 71
and the sub groove 76 may preferably about the same. And
the ridge 71 may preferably not extremly wide and about 4 to
6 mm at the top is most desirable. Narrower design may
result in weak gripping force and wider design in less
durabily from its lack of compliance.
The ridge 71 expands and contracts with its tip
trembling from its elasticity and sticks into the road
surface only upon starting and bra~ing. Therefore, it is
desirable that the ridge is wide across the bottom, strong
enough, having upward repulsive force, and not being
susceptive to excessive lateral trembling.
In order to achieve this, as shown in FIG. 33, the
ridge 71 formed so that the height is less than that of the
be resilient ridge 78 and the width is greater than that of
the resilient ridge 78.
The ridges 71 formed in the anti-skid row 70
neighboring the both walls and the tread 75 are running in
the same direction with an angle. The angle serves as a mark
- 25
, . :,, ;
`_ 1 335423
- to distinguish tires from each other and as an edge to avoid
lateral sliding.
-- Further, the main groove 77 and the sub groove 76 are
connected to aid an instantaneous evacuation of snow, ice,
and dirt taken therein.
Next, a preferred embodiment of a belted tire having
the second configuration is set forth hereinafter referring
to figures.
The belted tire, as shown in FIG. 31, comprises rubber
layer 2 with a lip 61 and is the same as the one shown in
FIG. 1. The rubber layer 2 comprises a first rubber layer 3
defining the outer surface and a second rubber layer 4
defining the back surface.
A feature of the belted tire having the second
configuration according to the present invention is the
shape of the lip 61. A plurality of lips 61 is provided at
opposite edges protruding out of the rubber laminate,
extending circumferentially extending uniformly spaced
apart.
The lip 61 serves as means to secure the belted tire
all along the cicumferencial tread 171 of the tire 17,
fastening the belted tire 1 inwardly toward the rotational
axis of the tire.
FIG. 31 illustrates a preferred embodiment for the lip
61. The figure shows the lip not being bent to aid in the
understanding.
When applied to a tire, the lips 61, 61 are bent
inwardly toward the rotational axis of the tire 17 and are
capable of holding the tire 17 on opposite sides.
Each lip 61 is pro~ided with a hole 65 or the like to
be hooked with the corresponding securing memeber.
The tip of the lip 61 is tapered so that the lip can
bends to fit the arc of the tire 17 when being fastened
- 26
1 335423
toward the rotational axis of the tire. In other words, the
flexible surface 41 and the tread 171 closely contact each
other.
It is noted that the shape of the lip 61 is not limited
to the one described above.
The first rubber layer 3, defining the surface of
rubber laminate 2, is provided with a tread pattern.
Preferred embodiments of the tread pattern are already
described in detail referring to FIG. 31.
The second rubber layer 4, defining the back surface of
the rubber laminate 2, is provided with a flexible surface
41 to fit the tread 171 of the tire 17 whereon the belted
tire 1 is secured. The flexible surface 41 may preferablY
be provided with many independent protrusions 46 at the
axial center of the tread formed as independent round-top
protrusions. The height of the protrusion is about the same
as the level of the tire-engaging portion 45 shown in FIG.
3.
By forming many independent protrusions in combination
with lateral grooves 44 and flexible surface 45 which are
shown in FIG. 3 and described in connection with a belted
tire having the first configuration, displacement of the
belted tire during operation can be reduced and immediately
restored.
When a belted tire according to the present invention
having the second configuration applied to front wheels of
an FF vehicle, the independent protrusion 46 prevent lateral
displacement upon hard cornering and circumferencial
displacement on hard braking or starting to a minimum.
The independent protrusion 46 also aid in dissipating
heat efficiently while running on a normal road where the
asphalt surface is warmed by sunbeam and the temperature of
the tire tends to rise accordingly. The heat generated by
- 1 335423
friction between the belted tire and the tire can be
dissipated as well.
The flexible surface 41 may preferably be formed with a
plurality of protrusions 43 along its axially opposed edges
for abutting against shoulders 172 of the vehicle tire 17.
The protrusion 43 is the same to the detail as the one
described in connection with the belted tire having the
first configuration referring to FIG. 4.
Each rubber layer is made from the same material
described in connection with the belted tire having the
first configuration according to the present invention. The
total thic~ness is also the same.
The rubber layer 2 may preferably comprise, as shown in
FIG. 35, at least a mesh layer 53, a sailcloth~ e layer
54, a fiber network layer 55, between the first rubber layer
3 ( surface of the rubber layer 2) and the second rubber
layer 4 (back surface of the rubber layer 2).
A plurality of thin threads as lateral threads and a
plurality of thick threads 1 to 1.5 mm in diameter formed by
twisted threads as longitudinal threads are woven into a
mesh defining the mesh-like layer. When manufactured, the
belted tire is adhered to the rubber layer with an adhesive
agent for rubber and fiber such as Kemlock 402. Being
vulcanized, the rubber fuses into the mesh and aids in
sticking the layers together.
Sailcloth-like layer 54 comprises a woven layer
resembling sailcoth.
Fiber network layer includes many fibers extending
longitudianally preventing longitudinal distortion of the
belted tire. Fibers taken as an example may be amorphous
fiber, ceramic fiber, carbon fiber, piano wire or the like.
~ibers, when being woven as warp yarn of a plain weave to
form a belt-core-like network, increase the strength of the
-- 1 335423
-~ laminate and adhesive property to the rubber.
. As shown in FIG. 36, at least one layer of these mesh-
like layer 53, sailcloth-like layer 54 and fiber network
layer 55 may preferably be bent at the opposite ends of the
belted tire and be pressed and adhered therein during the
vulcanization/shaping of the rubber laminate 2 to form a
reinforcing layer 57.
More preferablY~ opposed ends of the belted tire may
include a reinforcing member 58 set forth in FIG. 37. Any
material which increases the strength of the end 20 of the
rubber laminate of the belted tire mechanically may be
utilized for the reinforcing member 58. The spring wire
bent into a shape resembling that of the end of the rubber
laminate and being embedded into the rubber may be
preferably utilized as a reinforcing member. Moreover, a
portion of this reinforcing member 58 may preferably
protrudes from the end 20 of the rubber laminate and
functions as locking means 59 hereinafter set forth.
Upon fitting the belted tire 1 around tire 17, it is
connected by the locking means 59. The locking means 59
connects the opposed ends of the belted tire when mounted on
the tire 17.
Any shape of the locking means 59 is availabe as long
as it connects the opposed ends of the belt with some
clearance after connecting the ends of the belted tire with
connecting means hereinafter set forth.
FIGS. 37 and 38 illustrate an example of this loc~ing
means 59. The loc~ing means shown in FIGS. 37 and 38 which
also functions as a reinforcing member 58, comprises a
portion of the reinforcing member 58 which protrudes from
the end 20 of the rubber laminate to form a rectangle and
the edge of which bends orthogonally against the tread 25 of
the belted tire to form a hook. A portion of the other
29
1 335423
reinforcing member included in the other end 23 of the
rubber laminate also protrudes from the end 23 to form a
rectangle having a hole therein so that it can be hooked by
the aforementioned hook.
Another locking means 59 comprises longitudinal grooves
formed on the flexible surface of the opposed ends of the
laminate 2 and a rod-shaped member opposed ends of which
bend like a hook and which is hang over both longitudinal
grooves.
Such a locking means 59 preferably does not protrude
from the surface or the back surface. For example, as shown
in FIG. 38, covering means 87, protecting means 86 which is
formed on the end of the rubber laminate and cover the
locking means 59 improves the durability of the locking
means 59 during driving especially a long driving.
After fitting the belted tire 1 on the tire 17, two
lips positoned on the ends of the rubber laminate 2 is
connected tightly by the connecting means from the flexible
surface as shown in FIG. 39. The connecting means is
preferably a rod-shaped member both ends of which all bent
and are inserted in holes 65 of lips 61 to connect the lips.
But it is not limited to the one mentioned above.
It is preferable to make a protecting at the hole 65 of
the lip 61 to avoid a deface of the end of a rod-shped
member inserted in the hole 65.
The belted tire 1 is securely mounted around tire 17
with a fastening means which pulls each lips inwardly loward
the rotational axis of the tire when fitted to the tire 1.
The fastening means may comprise fastner 10 to be
disposed on the outer side of a wheel, partially illustrated
in FIGS. 9 and 10, and a linkage 16 to be disposed on the
inner side of the wheel (demonstrated in FIGS. 11 AND 12).
But it is not limited to the one mentioned above.
- 30
B
- 1 335423
-- The securing of the belted tire according to the
present invention onto the vehicle tire 17 is hereinafter
set forth referring to FIGS. 14 through 17. FIGS. 14, 15 and
17 are views taken from outer side of the wheel, and FIG. 16
is from inner side of the wheel.
Referring to FIG. 14, the belted tire 1 is placed over
upper part of the ~ehicle tire 17. The belted tire 1 is
temporarily held in place by a band 19 between two
appropriate lips 61.
The vehicle tire 17 is then turned counterclockwise
until the opposite ends of the belted tire 1 or the coupling
means 7 is substantially at the top of the vehicle tire 17,
as shown in FIG. 15. The male and female members 8 and 9 are
coupled and tightened as set forth above by means of the
tool 84 to facilitate a close contact between the flexible
surface 41 and the tire tread 171. Preferably, two fastening
belts 5 are alternately tightened so that two belts are
equally tightened to exhibit an identical tension.
In the second configration, as shown in FIG. 38, a hook
member 67 and a hook hole member 68 constituting a locking
means 59 are hooked each other. Next, in the second
configration, the lips of the opposed ends of the belted
tire 1 are fitted by the coupling means 88. Here, the
locking means 59 is applied to have some clearlance or play
as shown in FIG. 39.
Next, the linkage 16 is mounted on the inner side 174
of the vehicle tire 17, as shown in FIG. 16. The catches 163
are serially inserted through the slots 65 of the
corresponding lips 61 by appropriately pivotting the link
161 of the linkage 16 from the starting end 164 to the
finishing end 165. The starting and finishing ends 164 and
165 are engaged with the same lip 61 to complete the annular
linkage 16. It is to be noted that this is a simple groping
. r;
- 1 335423
process carried out by slipping hands into the inner side
174 of the wheel from a gap or opening between the tire 17
and the fender (not shown).
At the stage when the attachment of the linkage 16 on
the inner side 174 of the vehicle tire 7 is completed,
tension is applied onto the lips 61 only at the inner side
174 of the vehicle tire 17. However, disposition or
inclination of the belted tire 1 does not take place since
the fastening belts 5 securely fasten the belted tire
facilitating a close contact of the flexible surface 41 with
the tire tread 171. Tensions applied to the lips 61 at
opposite ends 61 are balanced by subsequently pulling the
lips 61 at outer side of the vehicle tire 17 with the
fastener 10, to thereby secure close contact between the
flexible surface 41 and the tread 171 of the vehicle tire
17.
The lips 61 on the outer side 173 of the vehicle tire
17 is pulled toward the center of the tire 17 by the
fastener 10 as described hereinafter.
As illustrated in FIG. 9, the catches 131 of the
sliding members 13 are mated through the slot 65 of the
corresponding lips 61, the cable 1~ is then wound by the
take up unit 12 to translate sliding members 13 along the
elongated slots 112 for pulling the lips 61 inwardly toward
center of the tire 17. In the fastener 10, a substantiallY
equal tension is exerted throughout the cable lS by function
of the pulleys 141, 142 and 143, and consequently, a
substantially uniform stress is applied onto the lips 61.
The belted tire 1 is thus securely fixed over the tire 17.
Since the sliding memebers 13 extend through the slits
113 formed at regular intervals on the radially outer
circumference of the ring member 11, the distances between
the adjacent sliding lips 13, that is, the distances between
- 32
1 335423
adjacent lips 61 remain constant. Therefore, mutual position
of the securing memebers 6 is not changed in operation even
during acceleration or deceleration.
The fixing of the belted tire 1 over the vehicle tire
17 is completed by the above-described procedure. The belted
tire 1 may be removed from the tire 1 by carrying out the
reverse precedure.
For a two-wheel drive vehicle, it is enough if the
-belted tires according to the present invention are mounted
on driving wheels (front or rear wheels) although they may
be mounted on all of the four wheels. For a four-wheel drive
vehicle, the belted tires may also be mounted on either
front and/or rear wheels.
The behavior of the belted tire 1 during operation on
vehicle tire 17 is hereinafter set forth.
The tire contour is different between the road-engaging
portion and other portion of the tire even during a drive on
pavement in a beeline at a constant speed. Various stresses
are exerted on the tire in axial and circumferential
directions, particularly during acceleration, deceleration
and cornering. Stresses applied onto the tire 17 and the
deformation of the tire due to the stresses become augmented
and complicated on snow, mud or rough road. It is necessary
that the belted tire 1 is securely fixed over the tire 17 to
avoid displacement and disengagement under such adverse
conditions.
The belted tire according to the present invention is
strongly tightened over the tread 171 of the vehicle tire in
its circumferential direction by two or more fastening belts
5. Therefore, the belted tire is not likely to be displace
even at a high velocity. If one fastening belt S should be
instantaneously loosened due to an axially uneven
deformation of the vehicle tire 17 in such occasion as
- 33
` 1 335423
cornering, the other fastening belt S firmly holds the
belted tire 1 in place until the loosened belt is
retightened.
The belted tire according to a second configuration of
the present invention enables a long time and long distance
drive without displacing even at a high velocity, since the
belted tire having a fiber network layer 55 along its
longitudinal axis which includes carbon fibers, piano wires
or the like tightly and being embedded in the opposed ends
of it a reinforcing member 58 a portion of which also
functions as longitudinal locking means 59 of the belted
tire.
The belted tire 1 is brought into a close contact with
the tread 171 of the tire 1? throughout its circumference by
means of a plurality of securing members 6 which tighten the
belted tire 1 in its axial direction. An axial displacement
of the tire is thus avoided even under the adverse
conditions as mentioned above. Particularly, the protrusions
53 along axially opposed edges of the flexible surface 41 of
the belted tire 1, if provided, prevent axial displacement
of the belted tire 1 with certainty by abutting against the
shoulders 72 of the vehicle tire 17.
Since the tread pattern comprise the first zone 31 as
described above, the belted tire 1 according to the present
invention is imparted with an increased traction to allow a
safe operation on snow, mud, sand, gravel and the like as
well as on normal pavement. When first and second zones 31
and 32 are alternately disposed along the longitudinal axis
of the belted tire 1, the second zone 32 stops the slipping
occurred in the road engaging portion of the first zone 31
to enhance driving safety.
The belted tire 1 according to the present invention
may be used on normal pavement as well as on bad roads
- 34
1 335423
_
r
exemplified by snow, and there is no need to put on and off
the belted tire to cope with the road conditions such as
presence/absence of the snow on roads.
According the belted tire 1 of the second
configuation in the present invention, the tread pattern
comprises a plurality of units each having a first zone
circumferentially of the tire and a second zone at either
side of the first zone, the first zone having a cavity 74
positioned adjacent the axial central for taking
therein snow, dirt and sand and the like and a ridge 71 at
either end side of axially outward of the tire, the second
zone having a resilient ridge 73 positioned adjacent the
axial central of the tire.
To this end, the cavity 74 hold the packed snow into
the central portion of the tire tread at the snow road when
the tire rotates at higher speed on increasing the speed,
not push aside of the tire, resulting in preventing
the layer of the pushed-aside snow from the slipping.
Also, the specific tread pattern formed by the
ridge 71 and the resilient ridge 73 heighten the
prevention of the slippage on the icy snow or wet road
and heighten the running performance when starting or
baraking.
Due to the difference of the road condition between
the icy road and the icy snow, the relative area ratio is
changed according to the application of use to more heighten
the running performance.
Further, the belted tire 1 of the present invention has
an improved durability. The rubber laminate 2 is imparted
with a particularly improved strength when reinforcing
member 22 is embedded in the rubber laminate 2, resulting in
a significantly improved durability.
- 35
1 335423
-
' INDUSTRIAL APPLICABILITY
- According to the belted tire of the present invention,
upon mounting on the tire, the circumferential tightening
and the axial fastening with respect to the tire aids in
firm fixation of the belted tire. Therefore, no
displacement or disengagement occurs even when various
forces are applied to the tire in operation.
By selecting a proper tread pattern, a safe and
comfortable drive is capable under adverse conditions
including snow, muddy road, sandy soil and gravelled road.
Further, it does not require any labor to cope with road
conditions such as putting on and off chains or the like
when snow or bare pavement is presented on road.
Another advantage of the belted tire according the
present invention is its profound durability, especially the
belted tire with reinforcing member embedded therein has
great strength and considerable improvement in durability
can be achieved.
- 36
