Note: Descriptions are shown in the official language in which they were submitted.
I
VEHICLE TIRE
TECHNICAL FIELD
The invention relates to a vehicle tire having a tread profile and spikes
which are formed with a
spike tip with an encircling grip edge, having two axially lateral extent
portions of the tread
profile, in which in each case only first spikes are formed, and having an
axially middle extent
portion of the tread profile which is formed between the two lateral extent
portions and in which
only second spikes are formed, wherein the spike tip of the second spikes is,
with the contour
profile of its grip edge, formed symmetrically with respect to an axis which
is oriented so as to
enclose an angle [3 with the circumferential direction U, where 00 p <2ce,
wherein the spike tip
of the first spikes is, with the contour profile of its grip edge, formed
symmetrically with respect
to a first axis which is oriented so as to enclose an angle a with the axial
direction A, where 0 < a
<35 .
BACKGROUND
Vehicle tires are normally formed in each case with identical spikes of
uniform design and
orientation over their entire extent in an axial direction and in a
circumferential direction. Here,
said spikes are, as is conventional, optimized for transmitting
circumferential forces and thus for
traction and braking. The realization of lateral control by means of spikes is
secondary in relation
thereto. The spikes used for this purpose are normally, in terms of their
encircling grip edge,
formed symmetrically with respect to the axial direction of the tire. It is
also known for all spikes
formed in this way to be oriented in the tread profile with an orientation of
their axis of symmetry
deviating from the axial direction, in order to thus somewhat compensate the
disadvantage in
terms of lateral control. The traction and braking performance generated by
the spikes in the
vehicle tire is however reduced as a result.
To achieve optimum grip of tires on ice and snow, it is desirable also in the
case of spiked tires to
increase both traction and braking performance characteristics and lateral
control characteristics
to a high level by means of the spikes.
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Modern tires are commonly formed with a smaller profile depth in the shoulder
portion than in
their center, in order to thereby make it possible to realize advantages with
regard to rolling
resistance. For this purpose, in accordance with the varying depth
distribution of the profile, the
spike length should also be adapted to said depth distribution, and thus be of
shorter form in the
shoulder than in the middle portion. In the case of the known tires, in which
the spikes are
designed in identical form, this harbors the risk of confusion during
installation, and thus
necessitates very great effort in correctly assigning the spikes to the
corresponding tire portions
during installation. Incorrect positioning of spikes can lead at least to
rapid loss of the spikes and
thus to restricted usability of the spike effects.
WO 2014/148262 Al has disclosed arranging in each case the same spike with a
1800 rotational
offset in a pneumatic vehicle tire. The above-described problems with regard
to the conflict of
aims between traction and braking performance on the one hand and lateral
control on the other
hand, and reliable installation in the case of modern tires optimized for
rolling resistance, also
exist in the case of the tires known from WO 2014/148262 Al.
From EP 11 99 193 Al, it is known for spikes of substantially identical form
to be arranged
across the entire tire profile width, wherein the spikes are, both in their
spike top flange and at
their spike tip and at the spike foot, of in each case oval-shaped form, and
thus formed in each
case with two axes of symmetry in all planes formed perpendicular to the spike
longitudinal axis.
It is also known here for the oval of the top flange and of the spike tip in
the case of the spikes
used at the tire shoulders to be formed so as to be offset in relation to the
oval of said spikes of
the foot flange by a slightly different angle than in the case of the spikes
that are used in the
central portion of the tread profile. By means of the rotational offset of the
spikes formed in the
tire shoulders in relation to the centrally arranged spikes, it is duly
possible for lateral forces to be
transmitted more effectively. The spikes, formed with a twofold axis of
symmetry in terms of
their oval shapes, both in the central portion and in the shoulder portion
however lead, owing to
the twofold symmetry in the shoulder portion, both to a relatively high weight
of the spikes in the
.. region of the tire shoulder and to the possibility of easy confusion
between the two almost
identical spike types. The twofold symmetry and the resulting relatively high
weight of the spikes
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in the tire shoulder portion have the result that the spikes in the tire
shoulder portion are easily
lost under the locally particularly high lateral forces and increased road
loading. To avoid the
effects caused by high weight, it is therefore possible in the case of said
tire to use only spikes
with very small forms, in particular of the grip edges. As a result, however,
the possibilities for
lateral force transmission with good braking and traction force transmission
are again restricted.
SUMMARY
The invention is therefore based on the object of making it possible to
realize pneumatic vehicle
tires with spikes with an improved resolution of the conflict of aims between
good lateral control,
on the one hand, and good traction and braking performance, on the other hand,
while also
utilizing the modern tire forms optimized for rolling resistance, and with
reliable installation and
high durability of the spikes in the tire.
The object is achieved according to the invention by means of the embodiment
of a vehicle tire
having a tread profile and spikes which are formed with a spike tip with an
encircling grip edge.
According to a broad aspect, the invention provides a vehicle tire comprising
a tread profile and
first and second spikes each formed with a spike tip with an encircling grip
edge, having two
axially lateral extent portions of the tread profile, wherein in each case
only the first spikes are
formed, and having an axially middle extent portion of the tread profile which
is formed between
two lateral extent portions and wherein only the second spikes are formed,
wherein the spike tip
of the second spikes is, with a contour profile of the encircling grip edge of
the second spikes,
formed symmetrically with respect to a first axis which is oriented so as to
enclose an angle 13
with a circumferential direction of the tire, wherein 0 < 13 <200, wherein the
spike tip of the first
spikes is, with a contour profile of the encircling grip edge of the first
spikes, formed
symmetrically with respect to a first axis which is oriented so as to enclose
an angle a with an
axial direction of the tire, wherein 0 < a <35 , wherein the contour profile
of the encircling grip
edge of the first spikes has a different form than the contour profile of the
encircling grip edge of
the second spikes, and wherein the spike tip of the first spikes is, with the
contour profile of the
grip edge of the first spikes, formed in each case asymmetrically with respect
to planes that are
perpendicular to the first axis, wherein a length of a projection, formed in
the axial direction, of
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the encircling grip edge of the first spikes is in each case greater than a
length of a projection,
formed in the axial direction, of the encircling grip edge of the second
spikes.
According to embodiments of the invention, it is made possible for the tire to
be formed, in the
.. axially outer extent portions of a tread profile that are particularly
important for the transmission
of lateral forces, with spikes optimized for the transmission of lateral
forces, and in the middle
extent portion that is particularly important for traction and braking, with
spikes optimized for the
transmission of braking and traction forces. The embodiment of the first
spikes with their grip
edge profile with only one axis of symmetry makes it possible for grip edges
important and
particularly effective for the transmission of lateral forces to be provided
specifically in the
shoulder region. Here, the different form of the encircling grip edges of the
first and second
spikes permits a reliable, easy distinction between the spikes, whereby
installation can be easily
performed in a confusion-free manner. By means of the embodiment, it is thus
possible even in
the case of modern, rolling-resistance-optimized tires for the respectively
required spikes to be
easily, securely and reliably installed, whereby the use of spikes in the case
of low-rolling-
resistance modern tires can be made possible in a more reliable manner.
In one embodiment, the width, measured perpendicular to the first axis (m) of
the grip edge of the
first spike, of the surface enclosed by the contour profile of the grip edge
increases along the
extent of the first axis (m) toward the side pointing away from the middle
extent portion of the
tread profile. More specifically, the width of the surface enclosed by the
contour profile of the
grip edge may increase in continuous fashion along the extent of the first
axis. This permits a
further improvement in the transmission of lateral forces through the
additional optimization of
the grip edges in the region of the tire shoulders.
In one embodiment, the contour profile of the grip edge of the first spikes
has in each case one
rectilinear extent portion to both sides of the first axis, wherein the
rectilinear extent portions
intersect, at least in their elongation on that side of the grip edge which
points toward the middle
extent portion of the tread profile, in the first axis, and proceeding from
said intersection point
run in V-shaped fashion, enclosing an angle, along the extent of the first
axis toward the side
pointing away from the middle extent portion of the tread profile as far as
their extent end,
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wherein the two extent ends are connected to one another by a third extent
portion, extending
substantially perpendicular to the first axis, of the grip edge. The contour
profile permits a
particularly material-saving and weight-saving embodiment, which is thus
gentle on the road and
provides security against loss, of the spikes used in the shoulder region, and
at the same time
nevertheless a large grip edge length, which is particularly important
specifically in the shoulder
region and is effective for the transmission of lateral forces, specifically
toward the axial outer
side of the tire.
In one embodiment, the third extent portion is formed so as to extend in
rectilinear or concavely
curved fashion. The rectilinear form permits a particularly simple design of
the tool for the
production of the spike pins. The concave embodiment permits a further weight
reduction of the
spike pin, which, depending on the desired requirement profile, can be
converted into reduced
road wear as a result of lower weight or, with unchanged road wear, into a
lengthening of the
third extent portion, and thus into increased lateral control, by material
redistribution.
In one embodiment, the first and/or the second spikes are composed in each
case of a spike body
and a spike pin, in which, in the spike pin, the spike tip, and in which the
spike body is formed
from a foot flange, a middle portion and a top flange. This permits an optimum
implementation
of a spike with wear-optimized spike pin, on the one hand, and spike body
optimized with regard
to the holding forces and bedding stiffness, on the other hand, in order to
achieve the desired
spike characteristics.
In one embodiment, the foot flange of the first spikes is formed with one of a
circular-segment-
shaped, an oval-segment-shaped and an ellipse-segment-shaped section contour
in each case in
the section planes formed perpendicular to the longitudinal extent direction
of the first spike, the
segment ends of which section contour are connected to a rectilinearly
extending portion,
wherein said rectilinear portion is oriented perpendicular to an axis of
symmetry of the circular
shape or perpendicular to the relatively long axis of symmetry of the oval or
of the ellipse, and
wherein said axis of symmetry is oriented so as to enclose an angle If, where
00<y<450, with
respect to the axial direction A of the tire.
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In one embodiment, the top flange and the middle portion are formed in each
case with one of a
circular, oval and elliptical section contour in the section planes formed
perpendicular to the
longitudinal extent direction of the first and/or second spike. This
embodiment has proven to be
particularly advantageous for the durability of the spiked bedding, because,
in the case of these
forms, no stress peaks are induced in the surrounding rubber matrix. Stress
peaks in the rubber
matrix owing to sharp-edged forms can induce to the reduction of holding
forces owing to
relatively intense creep processes in the rubber and cracks in the rubber,
whereby, in the long
term, would promote to the loss of the spike.
In one embodiment, the contour profile of the encircling grip edge of the
second spikes forms a
grip edge situated in front in a direction of rotation D and a grip edge
situated behind in the
direction of rotation D, wherein the grip edge situated in front is formed
with, in the direction of
rotation D, two rectilinearly extending grip edge portions converging on one
another in tapering
fashion, wherein a middle, rectilinearly extending grip edge portion is formed
between the two
grip edge portions converging on one another in tapering fashion, wherein that
extent end of one
of the two grip edge portions converging on one another in tapering fashion
which is situated in
front in the direction of rotation D transitions, with the formation of a
bend, into one extent end
of the middle grip edge portion, and wherein that extent end of the other of
the two grip edge
portions converging on one another in tapering fashion which is situated in
front in the direction
of rotation D transitions, with the formation of a bend, into the other extent
end of the middle grip
edge portion. More specifically, the direction of rotation D may comprise a
direction of rotation
during forward travel. The design of the grip edge situated in front has a
particular influence both
on the grip characteristics and on road wear. It must be able to reliably
penetrate into the ice
surface, because the spike otherwise cannot mechanically interlock. The two
grip edge portions
converging in tapering fashion permit an effective penetration of the grip
edge into the ice in a
simple manner, because the effective edge length that impinges as the tire
rolls can be reduced to
the length of the middle grip edge portion. The middle grip edge portion
permit, upon the
penetration into the ice surface, a corresponding interlocking face surface
for good winter grip.
Here, it is ensured that the spike pin does not impinge on the road surface in
punctiform fashion,
but rather rolls over the edge of the middle grip edge portion, whereby the
wear of the road
surface can be reduced.
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In one embodiment, that grip edge of the second spike which is situated behind
in the direction of
rotation D is formed with two rectilinearly extending grip edge portions
converging on one
another in tapering fashion counter to the direction of rotation D and with a
middle, concavely
curved grip edge portion formed between the two grip edge portions converging
on one another
in tapering fashion, wherein that extent end of one of the two grip edge
portions converging on
one another in tapering fashion which is situated behind in the direction of
rotation D transitions,
with the formation of a bend, into one extent end of the middle grip edge
portion, and wherein
that extent end of the other of the two grip edge portions converging on one
another in tapering
fashion which is situated behind in the direction of rotation D transitions,
with the formation of a
bend, into the other extent end of the middle grip edge portion. The
embodiment permits, in a
simple manner, a large effective overall length of the grip edge situated
behind, with high
stability. The grip edge situated behind plays a particular role in the
transmission of braking
forces. Particularly high braking forces can be transmitted in the case of low
tire slip. It is
therefore desirable for the grip edge situated behind to be formed with a
large overall length in
order to ensure the greatest possible support in the interlocking with the ice
surface. The
embodiment with the middle grip edge portion makes it possible here, despite a
large effective
overall length, to avoid edge transitions converging in tapering fashion, and
possible breakaway
tendencies, in the sensitive grip edge region situated behind.
In one embodiment, the encircling grip edge of the second spike forms in each
case one lateral
grip edge to both sides in the axial direction A, wherein the lateral grip
edge has in each case one
extent portion in which the grip edge is oriented so as to extend
rectilinearly in the
circumferential direction U of the tire. The lateral control can be
additionally further promoted in
this way.
In one embodiment, the foot flange of the second spikes is formed with a
circular-segment-
shaped, with an oval-segment-shaped or with an ellipse-segment-shaped section
contour in each
case in the section planes formed perpendicular to the longitudinal extent
direction of the first
spike, the segment ends of which section contour are connected to a
rectilinearly extending
portion, wherein said rectilinear portion is oriented perpendicular to an axis
of symmetry of the
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circular shape or perpendicular to the relatively long axis of symmetry of the
oval or of the
ellipse, and wherein said axis of symmetry is oriented in the circumferential
direction U of the
tire. By means of this embodiment, the lever ratios at the spike foot, and
thus the bedding
stiffness, can be optimally set in accordance with the individual requirements
of the tire. The
.. bedding stiffness has a significant influence on the winter characteristics
of the spike in the
traction and braking directions, because the different spike movements in the
braking and traction
directions require different stiffnesses in order to be able to transmit
maximum forces.
In one embodiment, between the axially middle extent portion of the tread
profile and at least one
axially lateral extent portion of the tread profile, there is formed an axial
intermediate portion of
the tread profile, in which both first spikes and second spikes are formed so
as to be distributed
over the circumference of the tire. The embodiment permits further design
freedom in the
individual configuration of the spiked tires. For example, in the case of
tires with desired spike
sequences with a particularly large number of spikes in the outer profile
region, in the case of
.. which a strict separation of the spike types have a deficit of the
performance in the
circumferential direction (braking/traction), the deficit can be compensated
through the increased
use of spikes of the second type in the transition region. On the other hand,
in the case of tires
with spike sequences which have a deficit in terms of lateral control and are
distinguished by
unharmonious, "toxic" driving behavior with a very narrow limit range in terms
of lateral control,
can be counteracted through the increased use of spikes of the first type with
improved lateral
control characteristics in the transition region.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention will be discussed in more detail below on the basis of the
exemplary embodiments
illustrated in figures 1 to 13. In the figures:
figure 1 shows a circumferential portion of a directional pneumatic
vehicle tire with spikes
in plan view,
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figure 2 is an enlarged illustration of a spike from the central extent
portion of the tread
profile as per detail II of figure 1 in plan view, but without surrounding
rubber
material,
figure 3 shows the spike of figure 2 in a side view in the viewing
direction III-III of figure
2,
figure 4 shows the spike of figure 2 in a side view in the viewing
direction IV-IV of figure
2,
figure 5 shows the spike of figure 2 in a side view in the viewing
direction V-V of figure
2,
figure 6 shows the spike of figure 2 in an additional perspective
illustration,
figure 7 is an enlarged illustration of a spike from the shoulder region
of the tread profile
as per detail VII of figure 1 in plan view, but without the surrounding rubber
material,
figure 8 shows the spike of figure 7 in a side view in the viewing
direction VIII-VIII of
figure 7,
figure 9 shows the spike of figure 7 in a side view in the viewing
direction IX-IX of figure
7,
figure 10 shows the spike of figure 7 in a side view in the viewing
direction X-X of figure
7,
figure 11 shows the spike of figure 7 in an additional perspective
illustration,
figure 12 shows the spike of figure 7 in a further additional perspective
illustration, and
figure 13 shows the tread profile of figure 1 in an alternative
embodiment of the orientation
of the spikes arranged in the tire shoulders.
DETAILED DESCRIPTION
Variants, examples and preferred embodiments of the invention are described
hereinbelow.
Figure 1 shows a tread profile of a directional pneumatic vehicle tire of a
passenger motor vehicle
tire with winter characteristics, having multiple profile block rows 22, 23,
24, 25 and 26 of
known type arranged adjacent to one another in an axial direction A of the
pneumatic vehicle tire.
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The profile block row 22 is, in a known manner, oriented so as to extend in a
circumferential
direction U over the entire circumference of the pneumatic vehicle tire, and
formed from profile
block elements which are arranged one behind the other in the circumferential
direction U of the
pneumatic vehicle tire and which are separated from one another by transverse
channels 31.
Likewise, the profile block row 23, the profile block row 24 and the profile
block row 25 are each
oriented so as to extend in the circumferential direction U over the entire
circumference of the
pneumatic vehicle tire, and formed in a known manner from profile block
elements which are
arranged one behind the other in the circumferential direction U and which are
in each case
separated from one another by transverse channels 31. Likewise, the profile
block row 26 is
oriented so as to extend in the circumferential direction U over the entire
circumference of the
pneumatic vehicle tire, and formed in a known manner from profile block
elements which are
arranged one behind the other in the circumferential direction U and which are
in each case
separated from one another by transverse channels 31. The profile block rows
22 and 26 are
shoulder profile block rows. The profile block rows 23, 24 and 25 are formed
in the central extent
portion of the profile. The profile block elements of the profile block row 22
and the adjacent
profile block elements of the profile block row 23 are formed so as to be
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separated from one another in an axial direction A by circumferential channels
27 of
known type extending in the circumferential direction U. The profile block
elements of the
profile block row 23 and the adjacent profile block elements of the profile
block row 24 are
formed so as to be separated from one another in the axial direction A by
circumferential
.. channels 28. The profile block elements of the profile block row 24 and the
adjacent
profile block elements of the profile block row 25 are arranged so as to be
separated from
one another in the axial direction A by circumferential channels 29. The
profile block
elements of the profile block row 25 and the adjacent profile block elements
of the profile
block row 26 are arranged so as to be separated from one another in the axial
direction A
by circumferential channels 30.
The transverse channels 31 extend in a V shape over the entire axial extent
region of the
tread profile, through the tread profile from the profile block row 22 formed
in the left-
hand shoulder to the profile block row 26 formed in the right-hand shoulder.
The direction of rotation D of the pneumatic vehicle tire during forward
travel is indicated
in figure 1 and figure 2.
In the profile block rows 23 and 25 of the central axial extent portion of the
tread profile,
.. in each case in a manner distributed over the circumference in different
profile block
elements, spikes 1 are fastened in spike holes in a known manner, which in a
known
manner are formed in the profile block elements for the purposes of receiving
the spikes 1.
In the profile block rows 22 and 26 of the tire shoulders, in each case in a
manner
distributed over the circumference in different profile block elements, spikes
41 are
fastened in spike holes in a known manner, which in a known manner are formed
in the
profile block elements for the purposes of receiving the spikes 41.
Figure 2 shows the illustration of a spike 1 in an enlarged illustration and,
for the purposes
of a simplified illustration, without the surrounding rubber material of the
pneumatic
vehicle tire. As illustrated in figures 2 to 7, the spike 1 is in a known
manner formed from
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a spike body 2 and from a spike pin 3. The spike body 2 is, from the inside
outward as
viewed in the radial direction R of the pneumatic vehicle tire, formed in a
known manner
with a foot flange 4, a waisted middle part 5 adjoining said foot flange, and
a top flange 6
adjoining said middle part. The spike body 2 is formed with a height H in the
radial
direction R of the pneumatic vehicle tire.
Here, the top flange 6 extends in the radial direction R of the pneumatic
vehicle tire over
an extent height H3 of 0 mm <113 < (0.92 II), and is formed with a cylindrical
shell surface
with a cylinder diameter D3. In the case of conventional passenger motor
vehicle or van
tires, the extent height H3 is selected to be (0.25H) < H3 < (0.48 H).
At the transition outward in the radial direction R of the tire to the face
surface of the spike
body 2 and inward to the waisted middle part 5, the top flange 6 is beveled
concentrically
with respect to the cylinder axis.
The foot flange 4 is formed with an extent height Hi extending in the radial
direction R of
the pneumatic vehicle tire, where (0.08 H) < Hi < (0.4 II). In the case of
conventional
passenger motor vehicle or van tires, the extent height Hi is selected to be
(0.1 H) < HI<
(0.2 1-1).
The foot flange 4 is formed with a cylindrical shell surface composed of a
shell surface
portion 18 and a shell surface portion 19, wherein the shell surface portion
18 forms the
segment of a cylinder shell surface with cylinder axis and diameter Di, and
the shell
surface portion 19 forms a planar surface which intersects the imaginary
completed
cylinder shell surface of the segment parallel to the cylinder axis.
As can be seen in figure 2 and figure 5, in the section planes perpendicular
to the main
extent direction of the spike 1 and thus perpendicular to the radial extent
direction R of the
tire, the shell surface portion 19 is formed so as to extend rectilinearly,
and the portion 18
is in the shape of a circular segment. The shell surface portion 19 and thus
the rectilinear
section contour lines are, in the direction of rotation D, positioned in front
of the position
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13
of the center of mass Si of the foot flange 18 at a distance a from the
position of the center
of mass Si. The cylinder-segment-shaped shell portion 18 and thus the circular-
segment-
shaped section contour line extend counter to the direction of rotation D as
far as into a
position at a distance b from the center of mass Si of the foot flange 4.
Here, the distances
b and a are configured such that b> a. Likewise, (a + b) < Di.
As can be seen in figures 3 to 6, the foot flange 4 is also of beveled form at
its transition to
the face surface that delimits the spike body 2 inward in the radial direction
R of the tire.
Thc middle part 5 of the spike body 2 is, in a known manner, of waisted form,
and extends
over an extent height H2 measured in the longitudinal extent direction of the
spike 1 and
thus in the radial direction R of the tire, where 0 mm < Hz< (0.92 II). In the
case of
conventional passenger motor vehicle or van tires, the extent height H2 is
selected to be
(0.4H) H2 5_ (0.55 H).
In all cross-sectional planes perpendicular to the main extent direction of
the spike 1 and
thus to the radial extent direction R of the tire, the middle part 5 is formed
with a circular
section contour of its shell surface. Here, proceeding from the diameter D3 at
the position
of the transition to the top flange 6, the diameter of the circular section
contours becomes
continuously smaller along the extent of the spike 1 in the direction of the
foot flange 4
until a minimum value D2 is reached, and after said minimum value has been
reached, said
diameter becomes continuously larger as far as the transition to the foot
flange 4.
In the face surface that delimits the spike body 2 outward in the radial
direction R of the
tire at its top flange 6, there is formed, in a known manner, an opening for
receiving and
for the fastening of the spike pin 3, in which opening the spike pin 3 is
fastened when in
the installed state in the pneumatic vehicle tire. The spike pin 3 extends in
the tire, from the
face surface that forms a delimitation radially outward at the top flange 6 of
the spike body
2, further outward in the radial direction R of the pneumatic vehicle tire,
and forms the
spike tip here. The spike tip and thus the spike pin 3 is delimited outward in
the radial
direction R of the tire with a surface that forms a plateau 20. The transition
between the
shell surface of the spike pin 3 and the plateau 20 has a sharp edge, and here
forms a grip
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edge 7 running in encircling fashion around the spike pin 3. A radial
elevation 21 extends
outward in the radial direction R out of the plateau 20 at a distance from the
encircling grip
edge 7 in a known manner, which elevation can facilitate the rolling movement.
The encircling grip edge 7 is in this case formed symmetrically with respect
to a straight
line t which forms a line of symmetry. Here, the line of symmetry t is formed
so as to
enclose an angle of inclination [3, where 0 <13 < 20 , with the
circumferential direction U.
In the exemplary embodiment illustrated in figure 1, the angle J3 is selected
such that r3 =-
00.
The encircling grip edge 7 is formed, with a at its extent section situated in
front in the
direction of rotation D during forward travel, with a grip edge 8 situated in
front, and at its
extent section situated behind in the direction of rotation D during forward
travel, with a
grip edge 9 situated behind, and with grip edge portions 16 and 17 which
delimit the spike
pin 3 in the axial direction A of the pneumatic vehicle tire, which grip edge
portions are
each oriented so as to extend in the circumferential direction U of the
pneumatic vehicle
tire.
The grip edge 8 situated in front is formed from two lateral, in each case
rectilinearly
extending grip edge portions 10 and 12, and from a middle extent portion 11
which is
arranged 'in the axial direction A of the pneumatic vehicle tire between the
two lateral grip
edge portions 10 and 12. The lateral, rectilinear grip edge portions 10 and 12
are in this
case formed so as to be oriented so as to converge on one another in tapered
fashion in V-
shaped or arrow-shaped form as viewed in the direction of rotation D. The
middle extent
portion 11 is formed so as to be oriented so as to extend rectilinearly in the
axial direction
A of the pneumatic vehicle tire. Here, that extent end of the lateral grip
edge portion 10
which is situated at the front as viewed in the direction of rotation D forms
one extent end,
directed toward the grip edge portion 10, of the middle extent portion 11, and
transitions
there, with the inclusion of a bend in the extent profile of the grip edge 8
situated in front,
and thus of the encircling grip edge 7, into the middle extent portion 11.
Likewise, the
front extent end, directed in the direction of rotation D, of the lateral grip
edge portion 12
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forms that extent end of the middle extent portion 11 which is directed toward
the lateral
extent portion 12, and transitions there, with the inclusion of a bend in the
extent profile of
the grip edge 8 situated in front, and thus of the encircling grip edge 7,
into the middle
extent portion 11.
5
That extent end of the lateral grip edge portion 10 which is situated at the
rear as viewed in
the direction of rotation D forms that extent end of the grip edge portion 16
which is
situated at the front as viewed in the direction of rotation D, and
transitions, with the
inclusion of a bend in the extent profile of the encircling grip edge 7, into
the grip edge
10 portion 16. Likewise, that extent end of the lateral grip edge portion
12 which is situated at
the rear as viewed in the direction of rotation D forms that end of the grip
edge portion 17
which is situated at the front in the direction of rotation D, and transitions
there, with the
inclusion of a bend in the extent profile of the encircling grip edge 7, into
the grip edge
portion 17.
The grip edge 9 situated behind in the direction of rotation D is formed from
two lateral
extending grip edge portions 13 and 15 and from a middle extent portion 14
which is
arranged in the axial direction A of the pneumatic vehicle tire between the
two lateral grip
edge portions 13 and 15. The lateral grip edge portions 13 and 15 are formed
so as to
extend rectilinearly and so as to be oriented so as to converge on one another
in tapered
fashion in V-shaped or arrow-shaped form as viewed counter to the direction of
rotation D.
The middle extent portion 14 is formed with a concavely curved curvature
profile, that is to
say the curvature radius of the curvature profile 14 is formed on that side of
the curvature
line which points away from the spike pin 3.
That extent end of the lateral grip edge portion 13 which is formed behind in
the direction
of rotation D forms that extent end of the middle extent portion 14 which is
formed toward
the grip edge portion 13, and transitions there, with the inclusion of a bend
in the extent
profile of the rear grip edge 9, and thus of the encircling grip edge 7, into
the extent portion
14. That extent end of the lateral grip edge portion 15 which is formed behind
in the
direction of rotation D forms that extent end of the middle extent portion 14
which is
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16
formed toward the grip edge portion 15, and transitions there, with the
inclusion of a bend
in the extent profile of the rear grip edge 9, and thus of the encircling grip
edge 7, into the
extent portion 14.
That extent end of the grip edge portion 13 which is situated in front in the
direction of
rotation D forms that extent end of the grip edge portion 16 which is situated
behind in the
direction of rotation D, and transitions there, with the inclusion of a bend
in the extent
profile of the encircling grip edge 7, into the grip edge portion 16. That
extent end of the
grip edge portion 15 which is situated in front in the direction of rotation D
forms that
extent end of the grip edge portion 17 which is situated behind in the
direction of rotation
D, and transitions there, with the inclusion of a bend in the extent profile
of the encircling
grip edge 7, into the grip edge portion 17.
The projection of the encircling grip edge 7 in the axial direction A of the
tire has a
projection length e. The projection of the encircling grip edge 7 in the
circumferential
direction U of the tire has a projection length c, which corresponds to the
width of the
spike pin 3 at the radial position of the grip edge 7 and indicates the
effective grip edge
length of the spike 1 in the circumferential direction U. The projection
length e
corresponds to the extent length, measured in the circumferential direction U,
of the spike
pin 3 at the radial position of the grip edge 7, and indicates the effective
grip edge length of
the spike in the axial direction A of the tire. Here, c and e are dimensioned
such that c > e.
The extent length, measured in the axial direction, of the middle extent
portion 11 of the
front grip edge 8 is in this case configured in the range from 30% to 80% of
the projection
length c. The extent length, measured in the axial direction A, of the middle
extent portion
14 of the rear grip edge 9 is in this case configured to be greater than the
extent length,
measured in the axial direction A, of the middle extent portion 11 of the
front grip edge 8.
As illustrated in figures 3, 5 and 2, in one exemplary embodiment of the spike
1, the center
of mass S1 of the foot flange 4 of the spike body 2, the center of mass S2 of
the middle part
5 of the spike body 2, the center of mass S3 of the top flange 6 and the
center of mass S4 of
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17
the spike pin 3 lie on a common straight line g, which extends in the radial
direction R of
the pneumatic vehicle tire. In one exemplary embodiment, the overall center of
mass S (not
shown) of the spike 1 also lies on said straight line.
.. In the exemplary embodiments of the spike 1 described and illustrated in
the figures, the
middle part 5 and the top flange 6 are, in terms of their shell surface, in
each case of
circular form in the section planes perpendicular to the main extent direction
of the spike 1
and to the radial extent direction R of the tire.
In another embodiment which is not illustrated, the section contours of the
shell surfaces of
the top flange 6 and of the middle part 5 of the spike 1 are each of oval or
elliptical form,
wherein the relatively large main axis of the oval or of the ellipse is
oriented in the
circumferential direction U of the pneumatic vehicle tire. The above-stated
diameters D2
and D3 then in each case form the relatively large diameter of the respective
ellipse or of
the oval.
In the exemplary embodiments of the spike 1 described above and illustrated in
the figures,
the foot flange is of cylinder-segment-shaped form in the region of its shell
surface portion
18, with a circular outline of the cylinder and with a circular-segment-shaped
section line
.. contour of the cylinder segment shape in the section planes perpendicular
to the main
extent direction of the spike 1 and to the radial extent direction R of the
tire.
In an alternative embodiment of the spike 1 which is not illustrated, the
shell surface
portion 18 is a cylinder-segment-shaped portion with an oval or elliptical
outline of the
cylinder and with an oval-segment-shaped or ellipse-segment-shaped section
line contour
of the cylinder segment shape in the section planes perpendicular to the main
extent
direction of the spike 1 and to the radial extent direction R of the tire,
wherein the
relatively large main axis of the ellipse or of the oval is oriented in the
circumferential
extent direction U of the pneumatic vehicle tire. The above-stated diameter Di
then
.. corresponds to the relatively large diameter of the oval or of the ellipse.
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18
Figure 7 shows the illustration of a spike 41 in an enlarged illustration and,
for the
purposes of a simplified illustration, without the surrounding rubber material
of the
pneumatic vehicle tire. As illustrated in figures 7 to 12, the spike 41 is in
a known manner
formed from a spike body 42 and from a spike pin 43. The spike body 42 is,
from the
inside outward as viewed in the radial direction R of the pneumatic vehicle
tire, formed in
a known manner with a foot flange 44, a waisted middle part 45 adjoining said
foot flange,
and a top flange 46 adjoining said middle part. The spike body 42 is formed
with a height
H' in the radial direction R of the pneumatic vehicle tire.
to Here, the top flange 46 extends in the radial direction R of the
pneumatic vehicle tire over
an extent height H'3 of 0 mm < H'3 < (0.92 H'), and is formed with a
cylindrical shell
surface with a cylinder diameter D'3. In the case of conventional passenger
motor vehicle
or van tires, the extent height H3 is selected to be (0.25H') <1113 < (0.48
H').
At the transition outward in the radial direction R of the tire to the face
surface of the spike
body 42 and inward to the waisted middle part 45, the top flange 46 is beveled
concentrically with respect to the cylinder axis.
The foot flange 44 is formed with an extent height H'1 extending in the radial
direction R
of the pneumatic vehicle tire, where (0.08 H') < H't < (0.4 H'). In the case
of conventional
passenger motor vehicle or van tires, the extent height H'i is selected to be
(0.1 H') < H't <
(0.2 H').
As can be seen in figures 7 to 12, the foot flange 44 is also of beveled form
at its transition
to the face surface that delimits the spike body 42 inward in the radial
direction R of the
tire.
The middle part 45 of the spike body 42 is, in a known manner, of waisted
form, and
extends over an extent height H'2 measured in the longitudinal extent
direction of the spike
41 and thus in the radial direction R of the tire, where 0 mm < H'2 < (0.92
H'). In the case
of conventional passenger motor vehicle or van tires, the extent height Hz
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19
is selected to be (0.4H') < H'2 S. (0.55 H').
In all cross-sectional planes perpendicular to the main extent direction of
the spike 41 and
thus to the radial extent direction R of the tire, the middle part 45 is
formed with a circular
section contour of its shell surface. Here, proceeding from the diameter D'3
at the position
of the transition to the top flange 6, the diameter of the circular section
contours becomes
continuously smaller along the extent of the spike 41 in the direction of the
foot flange 44
until a minimum value D'2 is reached, and after said minimum value has been
reached,
said diameter becomes continuously larger as far as the transition to the foot
flange 44.
to
In the face surface that delimits the spike body 42 outward in the radial
direction R of the
tire at its top flange 46, there is formed, in a known manner, an opening for
receiving and
for the fastening of the spike pin 43, in which opening the spike pin 43 is
fastened when in
the installed state in the pneumatic vehicle tire. The spike pin 43 extends in
the tire, from
the face surface that forms a delimitation radially outward at the top flange
46 of the spike
body 42, further outward in the radial direction R of the pneumatic vehicle
tire, and forms
the spike tip here. The spike tip and thus the spike pin 43 is delimited
outward in the radial
direction R of the tire with a surface that forms a plateau 54. The transition
between the
shell surface of the spike pin 43 and the plateau 54 has a sharp edge, and
here forms a grip
edge 47 running in encircling fashion around the spike pin 43. A radial
elevation 55
extends outward in the radial direction R out of the plateau 54 at a distance
from the grip
edge 47 in a known manner, which elevation can facilitate the rolling
movement.
The encircling grip edge 47 of the spike tip 43 is formed with a grip edge 48
situated in
.. front of the spike tip in the direction of rotation D of the tire, with a
grip edge 49 situated
behind the spike tip in the direction of rotation D, with a lateral grip edge
50 formed in the
axial direction A direction of the spike tip 43 which points away from the
central extent
portion of the pneumatic vehicle tire, and with a lateral grip edge 51 formed
in the axial
direction A direction of the spike tip 43 which points toward the middle
extent portion of
the tread profile. The encircling grip edge 47 is in this case formed
symmetrically with
respect to a straight line m which forms a line of symmetry. Here, the
straight line m that
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forms the line of symmetry is oriented so as to enclose an angle of
inclination a, where 0
< a < 35 , with the axial direction A of the pneumatic vehicle tire.
In figure 1 and in figure 7, the angle a has been selected to be a = 0 .
5
The lateral grip edge portions 50 and 51 are oriented perpendicular to the
line of symmetry
m and thus ¨ in the exemplary embodiment illustrated in figure 1 and figure 7
¨
perpendicular to the axial direction A. Here, the lateral grip edge 51 is
formed so as to be
shorter than the lateral grip edge 50. That extent end of the grip edge 51
which is situated
10 in front in the direction of rotation D forms that extent end of the
grip edge 48 which points
toward the tire center, and transitions into the grip edge 48 with the
inclusion of a bend in
the contour profile of the encircling grip edge 47. That extent end of the
grip edge 51
which is situated behind in the direction of rotation D forms that extent end
of the grip
edge 49 which points toward the tire center, and transitions into the grip
edge 49 with the
15 formation of a bend in the contour profile of the encircling grip edge
47. That extent end of
the grip edge 50 which is situated in front in the direction of rotation D
forms that extent
end of the grip edge 48 which points toward the tire outer side, and
transitions into the grip
edge 48 with the formation of a bend of the contour profile of the encircling
grip edge 47.
That extent end of the grip edge 50 which is situated behind in the direction
of rotation D
20 forms that extent end of the grip edge 49 which points toward the tire
outer side, and
transitions into the grip edge 49 with the formation of a bend of the contour
profile of the
encircling grip edge 47. The transition between grip edge 48 and grip edge 50
and between
grip edge 50 and grip edge 49 is in this case of rounded form. The grip edges
48 and 49
extend between grip edge 50 and grip edge 51 so as to converge on one another
in V-
shaped fashion in the direction of the tire center, and in their elongation
beyond the grip
edge 51, intersect the line of symmetry m. Accordingly, the two grip edges 48
and 49
spread apart in V-shaped fashion, enclosing an angle, in the extent direction
from the grip
edge 50 toward the tire outer side as far as their extent end at the grip edge
50.
In the exemplary embodiment illustrated, the grip edge 50 and the grip edge 51
are in each
case formed so as to extend rectilinearly.
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21
In another exemplary embodiment which is not illustrated, the grip edge 50 is
of concavely
curved form, that is to say is curved about a curvature radius about a middle
point which is
arranged on the line of symmetry m on the side pointing away from the grip
edge 50 of the
spike tip 43.
The projection of the encircling grip edge 47 in the axial direction A of the
tire has a
projection length f, where f> e. The projection of the encircling grip edge 47
in the
circumferential direction U of the tire has a projection length k, where
k <c, which corresponds to the width of the spike pin 43 at the radial
position of the grip
edge 47 and indicates the effective grip edge length of the spike 41 in the
circumferential
direction U. The projection length f corresponds to the extent length,
measured in the
circumferential direction U, of the spike pin 43 at the radial position of the
grip edge 47,
and indicates the effective grip edge length of the spike in the axial
direction A of the tire.
Here, k and fare dimensioned such that k> f.
The foot flange 44 of the spike body 42 is, analogously to the foot flange 4
of the spike
body 2 of the spike 1, formed with a cylinder-segment-shaped shell surface
with the shell
surface portions 52 and 53. Here, the shell surface portion 52 forms the
curved cylinder
shell form of the cylinder segment, and the shell surface portion 53 forms the
planar form,
which truncates the cylinder, of the cylinder segment. In the cross-sectional
planes
perpendicular to the spike extent axis gi, the flange 44 thus forms a circular-
segment-
shaped section contour, wherein the section contour of the shell surface
portion 52 forms
the circular portion and the section contour of the shell surface portion 53
forms the
rectilinear connecting portion. The circle of the circular segment is formed
with a diameter
D'3. The circular segment contour is formed symmetrically with respect to a
straight-line
axis of symmetry n that intersects the spike axis gi, wherein the straight-
line extent portion,
formed by the planar cylinder shell surface 53, of the circular segment
perpendicularly
intersects the line of symmetry n. The circle middle point lies within the
circular segment.
The line of symmetry n is oriented so as to enclose an angle of inclination y,
where 00 < y
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22
< 45 , with the axial direction A. In the exemplary embodiment illustrated in
figures 1 and
7,
y = a = 0 .
As can be seen in figure 7, the shell portion 53 is arranged on that side of
the foot flange 44
which points away from the middle axial extent portion of the tread profile.
Figure 13 shows an exemplary embodiment of a tread profile which is designed
similarly
to the tread profile of figure 1, but in which the spikes 41 are formed so as
to enclose an
angle a = y = 13 .
Figures 1 and 13 each illustrate an exemplary embodiment of a tread profile in
which a
central profile block row 24 without spikes is formed between the middle
profile block
rows 23 and 25. In an alternative embodiment which is not illustrated, spikes
1 are also
formed in the central profile block row 24.
Figures 1 and 13 each show an exemplary embodiment of a tread profile in which
in each
case only spikes 41 are formed in the shoulder profile block rows and only
spikes 1 are
formed in the middle profile block rows formed between the shoulder profile
block rows.
In another embodiment which is not illustrated, only spikes 41 are formed in
the shoulder
profile block rows and only spikes 1 are formed in the middle profile block
rows.
Furthermore, between shoulder profile block rows and central middle profile
block rows,
there are formed further intermediate profile block rows, which likewise
extend over the
entire circumference of the pneumatic vehicle tire and in which both spikes 1
and spikes 41
are arranged so as to be distributed over the circumference and over the axial
extent of the
profile block row.
In the exemplary embodiments described and illustrated in the figures, the
central part 45
and the top flange 46 are, in terms of their shell surface, in each case of
circular form in the
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23
section planes perpendicular to the main extent direction of the spike 41 and
to the radial
extent direction R of the tire.
In another embodiment which is not illustrated, the section contours of the
shell surfaces of
the top flange 46 and of the central part 45 are each of oval or elliptical
form, wherein the
relatively large main axis of the oval or of the ellipse is oriented in the
axial direction A of
the pneumatic vehicle tire. The above-stated diameters D'2 and IY3 then in
each case form
the relatively large diameter of the respective ellipse or of the oval.
In the exemplary embodiments described above and illustrated in the figures,
the foot
flange 44 of the spike 41 is of cylinder-segment-shaped form, with a circular
outline of the
cylinder and with a circular-segment-shaped section line contour of the
cylinder segment
shape in the section planes perpendicular to the main extent direction of the
spike 41 and to
the radial extent direction R of the tire.
In an alternative embodiment which is not illustrated, the shell surface
portion 53 is a
cylinder-segment-shaped portion with an oval or elliptical outline of the
cylinder and with
an oval-segment-shaped or ellipse-segment-shaped section line contour of the
cylinder
segment shape in the section planes perpendicular to the main extent direction
of the spike
41 and to the radial extent direction R of the tire, wherein the relatively
large main axis of
the ellipse or of the oval is oriented in the extent direction of the
direction of the axis of
symmetry n. The above-stated diameter D then corresponds to the relatively
large
diameter of the oval or of the ellipse.
24
LIST OF REFERENCE DESIGNATIONS
(Part of the description)
1 Spike body
2 Spike pin
3 Foot flange
4 Waisted middle portion
5 Top flange
6 Encircling grip edge
7 Grip edge situated in front
8 Grip edge situated behind
9 Grip edge portion
10 Middle grip edge portion
11 Grip edge portion
12 Grip edge portion
13 Middle grip edge portion
14 Grip edge portion
15 Grip edge portion
16 Grip edge portion
17 Shell contour portion
18 Shell contour portion
19 Plateau
20 Elevation
21 Profile block row
22 Profile block row
23 Profile block row
24 Profile block row
25 Profile block row
26 Circumferential channel
27 Circumferential channel
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25
28 Circumferential channel
29 Circumferential channel
30 Transverse channel
31 Sipe
41 Spike
42 Spike body
43 Spike pin
44 Foot flange
45 Waisted middle portion
46 Top flange
47 Encircling grip edge
48 Grip edge situated in front
49 Grip edge situated behind
50 Grip edge portion
51 Grip edge portion
52 Shell contour portion
53 Shell contour portion
54 Plateau
55 Elevation
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