TRACTION DEVICE FOR VEHICLE WHEELS

TRACTION DEVICE FOR VEHICLE WHEELS

FIELD OF THE INVENTION

This invention relates to a traction device mounted to a

vehicle wheel and is selectively convertible to road engaging and

non-road engaging positions.

BACKGROUND OF THE INVENTION

This invention has particular application to dual wheels as

exist on large trucks. However, as will be made clear, different

forms of the invention can be applied to different types of

vehicle wheels.

The invention is considered most applicable to large trucks

driven by truck drivers that crisscross the country continuously

throughout the year. Invariably a truck driver driving over

mountain roads in the winter or even flat land roads in the

Northern states, will on many occasions encounter road conditions

where snow and/or ice is coated over the road surface. The conventional wheel tire provides a road contacting

surface area that frictionally grips a dry or even wet road

surface providing steering and stopping control as well as

propulsion over the road surface, but not when that surface is

covered with ice and/or snow. The conventional tire surface has

poor frictional gripping capability when riding on snow or ice.

Whereas several explanations can be given depending on the

condition of the ice/snow, what can and often does happen is that

the surface of the snow or ice liquefies and forms a liquid film

between the tires and underlying surface, thereby eliminating any

opportunity for the tire to grip the surface frictionally.

An answer to this dilemma is to provide the tire with metal

studs or chains. The studs are embedded in the tire permanently

and the chains are designed to be placed on the tire when needed

and removed when not needed. In both cases, the projecting metal

bites down through the snow or ice (and liquid film) to generate

the desired gripping action. Both have problems. Studded tires

tear up a dry road surface, i.e., when not covered with snow or

ice and most states have strict rules about using them. Most

states ban their use except during the harsh winter months . Tire chains are designed to be put on and taken off. However, mounting

the chains onto the vehicle tires is an unpleasant task even in

ideal conditions which most often is not the case. Weather

conditions are likely uncomfortably cold and blustery. Mounting

the chains onto the tires can take upwards to an hour or more, and

when parked alongside an ice-covered roadway and probably on a

graded road, the driver is exposed to potential life threatening

risks as other unchained vehicles attempt to pass.

BRIEF DESCRIPTION OF THE INVENTION

The present invention alleviates or obviates the problems

associated with studded tires and the chaining of tires using a

retractable studded tire having metal spike-like studs that

project from the periphery of the tire and into the road surface

or not. In a preferred embodiment, the studded tire is sandwiched

between dual tires. The studded tire is designed to expand in

circumference when inflated and to contract in circumference when

deflated. This is achieved in part by the opposing walls of the

dual tires that restrict lateral or axial expansion of the studded

tire, thus forcing expansion circuinferentially or radially. The

expansion characteristics of the tire are designed to provide a circumferential size difference so that when deflated, the tire

periphery (circumference) is retracted radially inwardly of the

dual tires and when inflated is extended radially outwardly of the

dual tires.

The studded tire of this preferred embodiment is not intended

to carry the vehicle weight. Essentially the stud portions only

of the tire protrude and are projected into the ice or snow, e.g.,

to a depth at which the dual tires still engage the road surface n and support the load. The studs provide gripping action for

propelling (or stopping) the vehicle as the studded tire rotates

in unison with the dual tires, e.g., the studded tire is mounted

on the same tire lugs and the expansion of the studded tire

against the opposing side walls, rubber to rubber, resists

rotative slippage of the studded tire relative to the load-bearing

dual tires.

The studded tire is provided with valving and an air pressure

source. The air pressure source may be operated automatically and

!0 remotely with direct connection between the air pressure source

and the studded tire, or the air source may be an air-pressurized cannister that can be clamped to the valving for inflating the

tire. Deflation is enabled, e.g., by a valve mechanism that

simply exhausts the air from the studded tire to the atmosphere.

5 Ideally the inflation/deflation will be accomplished

automatically from the truck cab even without the necessity of

stopping the truck. The less sophisticated embodiment will allow

the driver to stop the truck and in a matter of a few minutes

inflate the several studded tires in a fraction of the time

- D previously allotted for mounting tire chains.

An alterative embodiment that is contemplated will adapt the

above expanding feature of an expandable studded tire to a single

load-bearing tire. A special single tire is produced which

15 provides conventional (non- studded) tread portions which are

separated on the tire's periphery and a studded tire segment is

provided between the separated tread portions. Air pressure is

separately provided to the studded tire segment. In a preferred

form of this alternative embodiment, the studded tire segment is

"0 inflated and deflated to expose and retract the studs. In a

further embodiment, it is the conventional tread portions that are deflated and inflated to achieve the same result.

Other attempts have been made to provide a gripping member

that can be left on the tires and would project into the road

5 surface only when needed. An example of such an attempt is

disclosed in E. Partin, U.S. Patent No. 2,765,199. Among other

differences, Partin does not teach the basic concept of using a

studded tire that is expanded in the confining space between dual

tires whereby the stationary tire walls induce circumferential

0 expansion of the studded tire beyond the circumference of the dual

tires .

Reference is made to the detailed description and drawings

referred to therein for a thorough understanding of the invention.

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DESCRIPTION OF THE DRAWINGS

Fig. 1 is a perspective view of one embodiment of the

traction device of the present invention mounted between dual

wheels;

20

Fig. 2 is a perspective view of the traction device only; Fig. 3 is a sectional view as viewed on view lines 3-3 of

Fig. 1;

Fig. 4 is a side view of the traction device of Fig. 2

showing both retracted and expanded (in phantom) conditions

thereof ;

Fig. 5 is another embodiment of the traction device;

Fig. 6 is an embodiment of the traction device as applied to

a single wheel;

Fig. 7 illustrates the traction device including an air

source for automatic actuation of the device;

Figs. 8 and 9 are views of a traction device as applied to a

single wheel in accordance with the alternative embodiment of the

invention;

Figs. 10 and 11 are views illustrating a further alternative

embodiment of the invention; Figs. 12 and 13 are views of a further embodiment wherein a

traction device is applied to a single wheel;

Figs. 14 and 15 aie views oi a still further embodiment of a

5 traction device as applied to a single wheel;

Figs. 16 and 17 are views of another embodiment of a traction

device applied to a single wheel; and

•0 Figs. 18-24 illustrate a wheel having a replaceable tread

portion.

DESCRIPTION OF THE PREFERRED EMBODIMENT

Refer now to Fig. 1 of the drawings that illustrates a

J.5 traction device 10 mounted between a set of dual wheels 12, 14.

The wheels 12, 14 are alike and are given separate numbers to

distinguish their mounting position. The dual wheels 12, 14 are

mounted on a common wheel housing 16 and as shown the outer wheel

12 is spaced from the inner wheel 14. This is typical of the dual

20 wheel mounting arrangement in which a space is provided between

the outer wheel 12 and the inner wheel 14. Note from Fig. 3 that the rim 13 of both of the inner dual wheel 14 and outer dual

wheels 12 are mounted to the wheel housing 16 on conventional

mounting lugs 15 (or bolts) that retain the inner wheel 14 and

outer wheel 12 securely onto the wheel housing 16. The

5 configuration of the rims 13 of the outer wheel 12 and the inner

wheel 14 positions the wheels 12, 14 at a distance from each other

as will be noted from Figs. 1 and 3.

The traction device 10 not assembled to the dual tires is

" ° illustrated in Figs. 2 and 4. The traction device 10 has a rim 22

on which a tire 24 of the traction device 10 is mounted. The rim

22 has holes 26 that are alignable with the mounting lugs or bolts

15 of the wheel housing 16. A valve stem 28 (Fig. 2) is provided

to inflate the tire 24 by pressurized air and to deflate the tire

.1.-^" 24 by exhausting the pressurized air. The tire 24 of the traction

device 10 has studs 20 extending from its peripheral surface 32.

The tire 24 has expansion slots 30 that are arranged to permit the

radial expansion and contraction of the tire 24. As shown, the

slots 30 extend across the peripheral surface 32 of the tire 24

20 and extend into the side walls 34, 36. The tire 24 is arranged to

expand radially as pressurized air is introduced via the valve stem 28 .

The introduction of pressurized air through the valve stem 28

to the interior of the tire 24 will force the tire 24 to expand

radially outward and thus increase its diameter. The slots 30 are

configured to enhance the uniform radial expansion of the tire 24

and to minimize the axial or lateral expansion of the tire 24.

The mounting arrangement of the traction device 10 is further

-^• >^") illustrated in the sectional view of Fig. 3. In this embodiment,

the wheels 12, 14 are of the same construction and have been

assigned numbers 12, 14 to distinguish the inner wheel from the

outer wheel. Wheels 12, 14 have a rim 13 that has a hole pattern

that mates with the conventional mounting lugs of the wheel

15 assembly 16.

As shown in Fig. 3, the rim 22 of the traction device 10 is

sandwiched between the rims 13 of the inner wheel 14 and outer

wheel 12. The rim 13 of the wheels 12, 14 and the rim 22 of the

^■° traction device 10 are mounted to the wheel assembly 16 and are

secured by the mounting lugs or bolts 15. The traction device 10 is thus rotatable with the wheels 12, 14. The valve stem 28

extends through a conventional opening provided in the rim 13 of

the wheels 12. This provides access to the valve stem 28 for

inflating and deflating the tire 24 of the traction device 10. As

shown in the figure, the tire 24 of the traction device 10 is

illustrated in the deflated state (contracted) in solid lines and

the tire 24 is shown in the inflated (expanded) state in dashed

lines. In the contracted state, the tire 24 has been deflated to

contract radially inward and thus the diameter of the tire 24 is

less than the diameter of the wheels 12, 14. In the expanded

state the tire 24 has been inflated with pressurized air to expand

the tire radially to exceed the diameter of the wheels 12, 14.

The illustration of the tire 24 in the expanded state is

exaggerated for illustrative purposes. The tire 24 is expanded

such that the studs 20 will extend beyond the diameter of the

wheels 12, 14 to engage the supporting surface (roadway) . The

wheels 12, 14 still supports the vehicle weight and the tire 24

provides the traction.

Referring to the dashed outline of the tire 24 of the traction device 10 of Figs. 3 and 4 (which shows the traction

device 10 in the expanded state) the tire 24 has been inflated by

pressurized air. The tire 24 has expanded radially such that the

diameter of the tire 24 is greater than the wheels 12, 14. The

5 studs 20, when the tire 24 is in the expanded state, will extend

beyond the diameter of the wheels 12, 14 to engage the roadway R

projected through an ice or snow covering S. The studs 20 in

engagement with the roadway R will provide the necessary traction

required when the vehicle encounters slippery surfaces caused by

10 ice, snow and the like. (The representation of ice/snow covering

S and the projection of the studs to the roadway R is illustrative

only of the expandability function of the invention and is not

intended to accurately depict the manner by which gripping occurs,

e.g., the studs in packed snow or ice conditions will not

?. ^r- necessarily penetrate through to the bare roadway.)

Fig. 5 illustrates another known mounting arrangement for

dual wheels on a vehicle. The wheels 42, 44 are of the same type

and are reversible. That is, wheel 42 can be mounted in the

20 position of wheel 44 and vice versa. Wheels 42, 44 have a rim 46

that is mountable onto a wheel housing spider 48. The conventional mounting of the wheels 42, 44 includes a spacer 50

positioned on the spider 48 between the wheels 42, 44. The spacer

50 is provided to space the wheels 42, 44 from each other on the

wheel spider 48. In this embodiment, the spacer 50 is altered to

5 support the traction device 10. The spacer 50 includes a wheel

supporting rim 52 on which the tire 24 of the traction device 10

is mounted. The valve stem 28 is extended through a hole 54

provided in the spacer 50 with the valve stem 28 extending between

two adjacent spiders 48. The tire 24 of the traction device is

'0 inflated to increase the diameter of the tire 24 to that which is

larger than the wheels 42, 44 and thus to engage the road surface

to provide the necessary traction. Similarly, the tire 24 is

deflated to contract the tire 24 radially inward such that its

diameter is less than the wheels 42, 44.

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Fig. 6 illustrates the traction device 10 arranged for use

with a single wheel 70. As shown, the traction device 10 and the

wheel 70 are mounted to a wheel assembly 78 on conventional

mounting lugs. The wheel 70 has a rim 72 configured to fit

20 against the rim 22 of the traction device 10. The rim 72 has an

opening 74 through which the valve stem 28 protrudes. The tire 24 of the traction device 10 is illustrated in the contracted state

in solid line and in the expanded state in dashed lines. It is

contemplated that the tire 24 may be constructed to have radial as

opposed to axial expansion and alternatively a side plate 27 (in

phantom lines) may be secured to the tire rim or otherwise to take

the place of the moving dual wheel and force radial expansion.

The tire 24 of the traction device is inflated by

conventional air sources, such as a compressed air tank. The tire

24 of each traction device 24 mounted on a vehicle may be

individually inflated by manually applying pressurized air to each

tire 24. Most large dual wheel vehicles have their own on board

air source to provide air to the vehicle brakes, air horn and the

like. Each tire 24 may thus be coupled to the air source by

suitable controls and air lines to remotely inflate and deflate

the tires 24 of the traction devices 10. Referring to Fig. 7, an

air line 80 is coupled to the valve stem 28 of the tire 24 of the

traction device 10. The air line 80 extends through the wheel

housing 16 and is coupled to an air line 82 that extends to

control valve (s) 84. The control valve 84 is connected to an air

supply tank 88 of the vehicle by an air line 86. Additional air lines 82 are provided to couple the control valve 84 to each of

the wheel housings 16 (and thus each tire 24) . The control valve

84 preferably is arranged to supply air to inflate each tire 24 or

deflate each tire either individually or simultaneously. The

3 operator of the vehicle may thus inflate or deflate the tires 24

remotely without the need of stopping the vehicle .

Referring now to the embodiments of Figs. 8-24, Figs. 8 and

9 of the drawings illustrate a traction device applied to a single

^': 1 wheel 100. Studs 20 are provided at spaced intervals along the

center of the tread portion 102. The center tread portion 102 in

combination with the tire wall 104 forms an expandable chamber 106

as shown in Fig. 9. A hose 108 connects the chamber 106 to a

valve stem 110 (valve mechanism) to permit applying air pressure

χ5 to the chamber 106 or relieving air pressure from the chamber 106.

Air pressure is applied by a known air source, either remote or

self contained on the vehicle. The chamber 106 is shown in the

expanded state in Fig. 9 which forces the center tread portion 102

outwardly with reference to the wheel 100 to thus place the studs

20 20 into engagement with the ground surface. Fig. 8 shows the

chamber 106 collapsed. That is, the air has been released from the chamber 106 and the natural resilience of the center tread

portion 102 retracts the studs 20 inwardly toward the tire wall

104.

Figs. 10 and 11 illustrate another traction device applied to

a wheel 120. A center tread portion 122 is provided between the

side treads 124 and 126. Studs 20 are provided at spaced

intervals along the center tread portion 122. The center tread

portion 122 is expandable as shown in Fig. 11 and is contractible

as shown in Fig. 10. The center tread portion 122 is expanded by

the application of air pressure to a chamber 127 formed within the

center tread portion 122 and is contractible by releasing the air

from the chamber 127. A hose 128 couples the chamber 127 to a

valve stem 130. The center tread portion 122 in the expanded

state as is shown in Fig. 11 places the studs 20 in contact with

the road surface to provided added traction.

Figs. 12 and 13 illustrate a traction device similar to those

of Figs. 8 and 9 except that in Figs. 12 and 13 studs 20 are

provided near each side edge 133 of the tire tread 132 on the

wheel 121. An expandable chamber 134 is provided for each row of studs 20. A hose 136 couples each of the chambers 134 to a valve

stem 138. The chambers 134 are expandable as shown in Fig. 13 and

are contractible as shown in Fig. 12. The chambers 134 are

expanded by applying air pressure to the chambers 134 and the

5 chambers 134 are contracted by releasing the air from the chambers

134. When the chambers 134 are expanded, the studs 20 are moved

radially outward to contact the road surface.

Figs. 14 and 15 are similar to the traction devices of Figs.

0 12 and 13 except that the chambers 134 are joined by a duct 142

provided in the tread 132 of the wheel 140. Preferably multiple

ducts 142 are provided at spaced intervals along the length of the

chambers 134. As shown in Figs. 14 and 15, a single hose 146 is

coupled to one of the chambers 134 and is connected to a valve

. - stem 148. The chambers 134 are shown in the expanded state in

Fig. 15 and are expanded by the application of air pressure. Fig.

14 illustrates the chambers 134 in the contracted or collapsed

state and the chamber 134 is collapsed by releasing the air

applied to the chamber 134.

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Figs . 16 and 17 illustrate another traction device applied to a wheel 150. In this embodiment, studs 20 are provided at spaced

intervals in two rows around the periphery of the wheel 150. The

studs 20 project from a tread portion 152 of the wheel 150. The

wheel 150 has side tread sections 154 and 156 and a center tread

5 section 158. Each of the tread sections 154, 156 and 158 have a

chamber 160 that is expandable and contractible. A hose 162

connects the chambers 160 to a valve stem 164. The chambers 160

are collapsible as illustrated in Fig. 16 to place the studs 20 in

contact with the road surface. The chambers 160 are expandable as

0 shown in Fig. 17 with the tread sections 154, 156 and 158 being

expanded beyond the height of the studs 20 to thus keep the studs

20 out of contact with the road surface.

Figs. 18 and 19 illustrate a traction device as applied to a

- single wheel 170. In this embodiment, the wheel 170 has a tread

172. The tread 172 has channels 174 formed (see Figs. 23 and 24)

around its periphery with the channels 174 being of a depth to

receive replaceable tubular section 176. The tubular section 176

is provided with studs 20. The tubular section 176 is removably

20 mounted in the channels 174 provided in the tire tread 172. The

profile of the channels 174 in the tread 172 will have a profile that matches the profile of the tubular section 176 (see Fig. 23) .

The tubular section has sufficient elasticity such that they may

be installed and removed on the wheel 170 as required. The

tubular section 176 with studs 20 would be installed on the wheel

5 170 when additional traction is required such as in ice or snowy

conditions and the studs 20 will provide the added traction

required. Each tubular portion 176 is inflatable (expandable) by

pressurized air and as shown in Figs. 18, 19, the tubular portion

176 has a stem 180 that extends through an aperture 171 into the

^'• 0 cavity portion of the wheel 170. A coupler 182 connects the stems

180 to an air line 184. Air line 184 is connected to a

conventional valve stem 186 for inflating and deflating the

tubular portion 176. The tubular portion 176 is contractible by

releasing the pressurized air. j

The tubular portion 176 is inflated by pressurized air so

that the tubular portion 176 will be substantially even with the

tread 172 of the wheel 170. When the tubular portion 176 is

inflated to be even with the tread 172, the studs 20 will project

20 beyond the tread 172 and the studs 20 of the tubular portion 176

thus will be in contact with the ground surface to provide additional traction.

Tubular portion 178, as illustrated in Figs. 20 and 21, is a

filler unit that is most often utilized when additional traction

afforded by the studs 20 is not required such as during the summer

months. The tubular portion 178 when inflated (Fig. 21) will have

its upper surface substantially even with the tread 172 of the

wheel 170. The tubular portion 178 has a profile that will mate

with the profile of the channel 174 (Fig. 24) . The tubular

portion 178 has a stem 180 that extends through the aperture 171

into the cavity portion of the wheel 170. A coupler 182 connects

the stem 184 to an air line 184. Air line 184 is connected to a

conventional valve stem 186 for inflating and deflating the

tubular portion 178.

Fig. 22 illustrates a tubular portion 178' that is removably

mounted in the channel 174 of the wheel 170. The tubular portion

178 ' has a stem 181 that fits in the aperture 171 to provide a

seal for the cavity of the wheel 170. The tubular portion 178'

has sufficient elasticity to permit mounting the tubular portion

178' in the channel 174 formed in the tread 172. It will be appreciated that the tubular portions 178' may also be provided

with studs 20.

Those skilled in the art will recognize that modifications

and variations may be made without departing from the true spirit

and scope of the invention. The invention is therefore not to be

limited to the embodiments described and illustrated by is to be

determined from the appended claims.