EP0477227A1

EP0477227A1 - Process for varying the tread band pattern of motor vehicle tyres

Info

Publication number: EP0477227A1
Application number: EP19900909126
Authority: EP
Inventors: Willi Liebig
Original assignee: Individual
Current assignee: Individual
Priority date: 1989-06-16
Filing date: 1990-06-15
Publication date: 1992-04-01
Also published as: WO1990015725A1

Abstract

Le nouveau procédé offre la possibilité d'adaptation de la structure des pneus aux différents états de la chaussée, en particulier pour des chaussées verglacées ou recouvertes d'eau, tout en éliminant largement les influences défavorables sur le fonctionnement produites par des tendances à l'encrassement et au givrage, avec en outre la possibilité de réduire les durées d'adaptation. Le nouveau procédé est caractérisé avant tout par la possibilité de modification, commandée par la pression du pneu, de la répartition de l'appui de la roue sur différentes parties de la bande de roulement. L'adaptation de la structure des pneus aux chaussées verglacées se fait, par exemple, selon le dessin, par l'intermédiaire de bombements (DELTAR), commandés par la pression du pneu, dans des zones de roulement spéciales (1.2) armées de spikes, à savoir par l'intermédiaire d'augmentations de la pression des pneus dans des chambres de pneu partielles (1.3). L'activation correspondante des pneus avec chambres à air peut être réalisée: (i) sur des véhicules stationnaires ou non, (ii) en peu de temps, (iii) de manière manuelle ou automatique, par exemple au moyen de palpeurs et d'une transmission sans fil des impulsions de palpeur (3) par l'intermédiaire du récepteur (4) et du guide d'impulsions (5), avec l'allumage de cartouches à gaz (8) ou par l'intermédiaire de l'alimentation en air comprimé à partir de réservoirs à air comprimé (10) internes à la roue commandée par l'intermédiaire de soupapes de commande (9) et de conduites (11). Des moyens de réglage (6) facilitent, par des diminutions correspondantes de la pression des pneus, des réadaptations aux changements de l'état de la chaussée.The new process offers the possibility of adapting the structure of the tires to the different conditions of the road surface, in particular for icy roads or roads covered with water, while largely eliminating the unfavorable influences on the operation produced by trends in fouling and icing, with the additional possibility of reducing the adaptation times. The new process is characterized above all by the possibility of modification, controlled by the pressure of the tire, of the distribution of the support of the wheel on different parts of the tread. The adaptation of the tire structure to icy pavements is done, for example, according to the drawing, by means of bulges (DELTAR), controlled by the pressure of the tire, in special rolling zones (1.2) armed with spikes , namely through increases in tire pressure in partial tire chambers (1.3). The corresponding activation of tires with inner tubes can be carried out: (i) on stationary vehicles or not, (ii) in a short time, (iii) manually or automatically, for example by means of probes and wireless transmission of the probe pulses (3) via the receiver (4) and the pulse guide (5), with the ignition of gas cartridges (8) or via the power supply in compressed air from compressed air tanks (10) internal to the wheel controlled by means of control valves (9) and lines (11). Adjustment means (6) facilitate, by corresponding decreases in tire pressure, readjustments to changes in the condition of the roadway.

Description

Description;

Process for variability of the tread condition of motor vehicle wheels

The invention relates to methods and devices for the variability of the tread condition of Kral truck wheels with pneumatic tires, the friction behavior of which can be controlled in all driving conditions by adapting the tread condition to the respective road condition.

Such methods and devices have already become known through several published documents or patent applications.

Patent CH 542 732, for example, presents a concept with multi-chamber pneumatic tires and partial spike equipment, in which at least one inflatable annular air chamber is contained in the area of the tread, the spikes being inflated or deflated by inflating this chamber or releasing the pressure can be brought.

In detail, with the conception of the v. G. Patents -CH 542 732 - the following defects are connected:

- The control of the friction-enhancing elements consists in a change of the tread condition from the state "spikes not engaged" to the state "spikes engaged", this change being caused by a change in the tire pressure in the tire component chambers.

This change in position can only be brought about while the vehicle is at a standstill.

- The corresponding tire air pressure change can only be done from the outside - e.g. B. by gas station air pumps.

It is not possible to react quickly to sudden bad weather or sudden icing of the road.

- Due to the possibly very different wear of the two - alternately - stressed tire tread zones, depending on the roads stands - e.g. B. during a winter season - wear the spike zones or the spike-free tread zones more, so that there can be pronounced fluctuations in the outlet height of the spikes.

As a result of this fact

- Different tire rolling conditions with a correspondingly greater impairment of the suspension comfort and

- Strongly differing power flow conditions with sometimes very high material stresses appear at the connection points of the pressure-controlled tread parts.

- The force required to control the spike intervention for the return and deployment movements of the different tire running zones is highly dependent on the degree of wear of the different running zones. The optimization of the spike intervention on icy roads, with the aim of achieving a reasonably clear frictional relationship on the wheel contact patch, can therefore only be achieved by adjusting the air pressure in the partial tire chamber that controls the spike intervention: The concept according to CH 542 732 does not indicate an adequate one control solution to this problem.

The patent application DE-OS 2131 918 has a basic principle that is largely similar to the concept described above.

The concept of DE-OS 21 31 918 is defined as follows:

"Motor vehicle wheel with claw elements, characterized in that the claw elements are arranged on a band placed around the vehicle strip in the direction of travel and there are means between the band and the tire which push the band outwards."

The decisive disadvantages of this registration result - as with the conception of CH 542 732 - from the mechanism for spike actuation. The same applies accordingly also for DE-OS 21 31 918:

- The control of the friction-enhancing elements is carried out by changing the claw elements from the "spikes not engaged" position to the "spikes engaged" position, the claw elements moving from a recessed position - contact-free and therefore wear-free - to a highly stressed position and thus to the outside wear-intensive position can be pressed. As a result of the possibly very different wear of the alternately stressed tread components, depending on the weather and road conditions during a winter season, the lateral - spike-free - areas or the central, spike-reinforced - tire zones, which are only used for ice rides, can wear out more, so that due to the different wear and tear pronounced fluctuations in the outlet height of the spikes can occur. As a result of this fact, very different tire rolling conditions with correspondingly greater impairments of the suspension comfort can appear together with a fluctuating safety of the spike engagement conditions.

- In motor vehicle tires according to DE-OS 21 31 918 relatively large lifting movements with correspondingly large forces are required to implement the claw elements or the spikes from the position "spikes not in engagement" to the position "spikes in engagement", which lead to correspondingly large stresses on the spike carriers or their connections in the tire tread.

- The attachment of the spike-bearing straps to elastic straps results in a pronounced instability of the tire cover when appropriate tires are used as spike tires. This leads to a pronounced impairment of the lateral guiding ability or the directional stability of corresponding tires - especially when cornering.

The with the DE patent specification 21 06 225 and with the Laid-open documents DE 35 23 506 A1 and DE 35 05 216 A1, designs of anti-skid devices for motor vehicles have largely the same technical solution principle.

In the case of the analog anti-skid devices presented here, cylindrical claw elements - which can be pressurized with compressed air - are arranged in and out of the tire tread. Another characteristic of this concept is the use of additional compressed air systems that are independent of the tire's compressed air filling.

The last-mentioned systems in particular have the following deficiencies: high construction and production costs, which are due to the high expenditure for the integration of the relatively complicated claw actuation systems in the tires, great risk to the functional safety of the claw movement systems due to corrosion, road dirt and melt water as well as the hereby predefined tendency to freeze in the spike guides. Primarily the last-mentioned problem - in connection with the great effort for sealing measures to avoid compressed air losses or to prevent the penetration of icing water - is likely to be responsible for the foregoing so far a large-scale introduction of these and similar systems.

United States Patent No. 4, 582, 108 introduces a system for wireless impulse transmission, with which tire pressure increases and controls are triggered via in-wheel regulators and control energies. The aim of this patent is to change the tire pressure resulting in a change in tire hardness and tire contact area.

In contrast to the concept of the new registration, however, no solution for increasing the bulging of the tires in the sense of a reduction in the tread radius and no possibility of using friction-enhancing agents by exposing friction-enhancing agents is shown.

The new invention is based on the task To be able to use motor vehicle wheels with variable tread quality in all driving conditions by means of pressure medium control to increase the friction in the short term in such a way that a considerable improvement in the friction behavior on smooth road surfaces can be achieved

- with the least possible impairment of tire suspension comfort,

- with extensive maintenance of tire stability and wheel guidance behavior,

- in all driving conditions,

- with as little time as possible,

- With relatively little energy consumption as well

- With the greatest possible operational reliability.

This problem is solved by the characterizing features of the application.

Some of the characteristic features of the first claims belong to the prior art "by themselves". These known features include the use of claw elements or spikes, the use of which as solid or vulcanized components of the tire cover has been prohibited by law - due to the tendency to damage the road surface.

The state of the art also includes solutions with movable spikes which are guided through the tire cover through cylindrical openings - usually with clearance fits - and which can alternately be transferred from contact-free to road-attacking positions. The prior art includes several attempts to solve the problem, in which spikes are arranged on or in the tire tread, which can be alternately converted from "contact-free" to "road-attacking" positions by pressurizing tread portions.

However, the approaches based on these principles consistently have the deficiencies described above - when analyzing DE-OS 21 31 918.

With the integrated use of several known features, the new invention leads to a new solution - equipped with the above-mentioned advantages. The following issues are characteristic of these new solutions:

- By increasing the pressure within partial tire compartments 1.3 or multi-strand hose-like control lines 20/21, parts of the tire cover 1.2 can be arched according to the principle of deflection of bending stresses by Δ R, with the elastic reduction of the tread radii - together with the partial increase in Tire hardness - the parts 1.2 of the tire tread are exposed, with the result that here a concentration of the wheel force on a reduced wheel contact area - with a corresponding friction gain due to an increased tendency to penetrate the road surface - is caused.

- The above-described principle of pressure-controllable friction reinforcement can be further reinforced by equipping the exposed tread parts 1.2 with friction-enhancing agents - among other things. via claw elements 15 in connection with their removal Δ R.

- The friction-enhancing means - e.g. B. spikes or claw elements 15 or special tire profiles - are integrated flush with the surrounding material of the tire tread for normal driving conditions. You have in all road conditions - d. H. when driving on dry and icy roads - contact with the road.

- The principle of pressure-controllable friction reinforcement described above can by a pronounced elastic deformability of the tread - z. B. by minimizing or by completely dispensing with belt reinforcement.

- The above-mentioned principle of the flush arrangement of friction-enhancing agents means that the wear of these liners can largely be adapted to the wear and tear of the remaining tread material, regardless of the weather-related icing conditions of the roads, which change from year to year. It follows that z. B. when using the appropriate tires as spike tires the spike lifting can be kept largely constant regardless of whether the tires are used in a new condition or with a worn rubber profile. In addition to this, it follows that the influence of the tire wear condition - on the tire rolling conditions, as well as on the power flow conditions within the tire cover - can be kept relatively low in the conception according to the invention. - Winter tires based on the basic principle described above are primarily suitable for regions that have relatively short-term road icings.

For regions with long periods of frost - this applies e.g. B. for northern countries or for the Alps, it may be necessary to modify this basic concept about the characteristics of the subsidiary or subclaims, e.g. B. through the use of appropriate claw elements or materials or through the targeted use of control technology. In particular, the possibility according to the invention of changing the tire control pressure as a function of the state of wear of the different tread zones would come into question, e.g. B. to compensate for a relatively greater wear of the spike-equipped running zone 1.2 by increasing the pressure in the tire part chambers 1.3 or in the hose-like control lines 20/21 - with a corresponding increase in the spike highlighting.

With the above-described concept, rapid access to anti-skid measures can be implemented according to the invention, when the vehicle is stationary or moving.

Expedient embodiments of the invention are made possible through the subclaims or subclaims.

Various embodiment variants of the invention are illustrated by claims 1 to 3. The uniformity of these variants is given by the fact that in In all cases, the friction-enhancing means are used by increasing the bulge of tire tread parts, whereby, according to the concept of claims 1 and 2, the activation of the friction-enhancing means takes place via a large-area force application, namely by pressurizing the partial tire chambers 1.3, while after Claim 3 the corresponding control movement - z. B. the spike carrier 19 and the spikes 15 - can be carried out via the pressurization of multi-strand hose-like pressure medium control lines 20 according to FIGS. 3 to 5.

The following advantages are obtained in particular by controlling the pressure of the tread surface via a plurality of hose-like pressure control lines 20 and 21 according to claim 3:

- Small thickness dimensions of the pressure-carrying parts to control the pressure forces, even at high pressures. This results in a light tire construction with a relatively low flywheel mass,

- Achieving a high level of operational security through the possibility of subdivision or partitioning e.g. the pressure medium control lines 20 and 21 in several independent functional units.

- Because of the possibility of using simple shapes and components, a relatively low manufacturing effort can be achieved.

- The new concept offers a simple way to control the desired spike position, because the spike carrier 19 as actuators in connection with the pressure medium control lines 20 and 21 - z. B. via internal wheel control valves 9 - both extending and returning adjustment movements of the spikes can be brought about.

- The stability of the tires is improved by the good integratability of the claw elements and their control elements, namely in that web-like Ver between the individual tube elements or channels Bindings 22 can be arranged, thereby gaining the possibility of significantly improving the power flow relationships between spike carrier 19 and carcass 23. The influence of centrifugal force on the stress and deformation conditions in the area of the tread can thus be largely eliminated or controlled.

The taper of the claw elements 15 according to the invention already represents an essential element for realizing the spike return movement for the tire changeover from "driving on ice" to "normal driving". Accuracy and speed of the corresponding spike positioning can be achieved according to claim 4 by applying pressure from above the spike carrier 19 arranged elastic pressure medium control lines 21 are reinforced.

The claim 5 is an example of the possibilities for applying force from the spike carriers 19 into the spikes 15. It should be pointed out that the spike carriers 19 have to perform the tasks of guiding the spikes and the spike pressure control via the bundling and forwarding of the pressure forces from the ensure multi-line pressure medium control lines. In accordance with this task, the spike carriers 19 are selected by choosing suitable materials - e.g. B. by the use of reinforced plastics or plastic fabrics - or by special shaping measures - z. B. by targeted recesses 24 according to FIG. 6 - appropriately designed to be stretchable and load-bearing.

The inventive «minimizing access time is achieved with solutions according to claims 6 to 9, wherein the ignition of gas cartridges 8 according to the airbag system, the evaporation z. B. CFC-like substances or the supply of compressed air from the wheel internal compressed air containers 10, the required increase in tire pressure in the special tire subchambers 1.3 or in the control lines 20 can be achieved. According to claim 6, pulses or signals triggered by the driver can be transmitted mechanically or via one of the known methods for wireless signal transmission to the regulating and control elements of the wheels of a vehicle, thereby triggering gas cartridges 8 or triggering pressure-increasing chemical or physical reactions, a change in the pressure in the tire subchambers 1.3 or in the pressure medium control lines 20 - with a corresponding activation of the spike carrier 19 - is triggered.

Analog signal processing can be used, according to claim 7, to actuate control valves 9 to bring compressed gases from gas pressure compensation chambers 10 inside the wheel into the tire partial chamber 1.3 or into the pressure medium control lines 20 - with a corresponding activation of the spike carrier 19. With claims 8 and 9, the possibilities for further optimization of the spike pressure control are created, namely by

- The automation of the control process via triggering by sensors, according to claim 8 - and ¬

- by coupling the tire pressure control with wheel force or brake slip control devices - e.g. B. with so-called anti-lock braking systems according to claim 9.

To the above fact, it should be added that the pressure controls required to change the tire running properties can be controlled in a metered manner, specifically by using several or differently metered gas cartridges 8 according to claim 6, by metering the pressure with control valves 9 or via control units 6, which creates the possibility to bring about the adaptation to the different road conditions via increases and decreases in tire pressure.

The energy required for handling the control and regulation processes can further be according to claim 10 via the implementation of the wheel movements gie generated in electrical energy - z. B. via coils or windings 12 in the wheels and magnets 13 on the vehicle cells -, their use can be regulated either directly or via storage in batteries or batteries 7 via appropriate electrical lines 14.

The technology areas of hydraulics and pneumatics are used for the tire pressure control according to the invention. The use of hydraulics primarily offers the advantage of the low compressibility of this pressure medium. In addition, hydraulic and pneumatic elements and media can be used in combination to control the friction-enhancing measures, their connection to control units acting in concert being established via pressure accumulators, pressure medium converters 25 or via pressure intensifiers.

According to claim 12, the different tire tread zones can be equipped with tire materials of different properties, in such a way that, for. B. in normal road travel - with frost-free weather conditions - normal tread zones 1.1 made of tire materials with the usual friction values determine the driving properties, while z. B. in icy road - in connection with a tire pressure control according to claims 1 to 9 - special tire tread zones 1.2 come to bear, which are made of materials with better friction values for ice layers or with greater hardness for penetration into the ice layers of the road or with larger drainage channels are equipped to prevent aquaplaning.

According to the features of claims 13 and 14, the material of the friction-enhancing means - z. B. of spikes 15 - the abrasion resistance of the immediate tire material adapted so that the normal means of reiDungsverεr.arκenαen mean and wear and tear with the normal tire tread and wear out, whereas an emergence of the friction-enhancing agents from the surrounding tire material only after Pressure increases - e.g. B. is brought about in the tire compartment 1.3. With the possibility of the inventive short-term adaptation of the friction-enhancing measures to critical road conditions - in conjunction with a limitation on the duration of use of the particularly exposed tread zones - the wear of the friction-enhancing agents can be minimized and the wear of all parts of the tread can be largely leveled out. This situation results in the relatively low impairment of the tire suspension comfort during the service life of motor vehicle wheels equipped according to the invention.

According to claim 16, the spikes are used to avoid water ingress with shrinkage stresses in the tire tread. About the claim 15, the spikes 15 are designed conically - with a tapering tendency towards the outside - and inserted as free of play as possible or with shrinkage stresses in the tire cover, so that an optimization of the sealing of the spike guides with pushed out as well as with withdrawn or flush spikes are achieved can. With this type of spike design, it can further be achieved that the force relationships on the inclined spike surfaces support that return movement into the - flush - starting position of the spikes, which - after the pressurization of the spikes has ended - is brought about by the wheel contact forces. A further measure for sealing the spikes is made possible in accordance with claim 17 in that a material combination with a water-repellent or capillary-depressive tendency is brought about by the choice of the material properties of the spikes and the surrounding tire parts.

According to the principle of claim 18, the intensity of the friction-enhancing measures can be significantly increased. For this purpose, e.g. B. the claw elements 15 inside the tire cover of a compared to the tire cover layer more elastic or porous serem material - e.g. B. in the form of inserts 16 - surrounded, the respective position of the friction-enhancing means with respect to their exit height from the interplay between the external force of the Reireninnenπdruckes in the tire compartment 1.3 and the elastic or compressible - possibly elastically biased - insert 16 within Tire cover is regulated.

Claim 19 is intended to influence the tread bulging tendency Δ R caused by the pressure change by means of special reinforcing inserts 17, with the aim of optimizing the contact area and the rolling conditions, for which purpose the choice of appropriate materials, the coordination of dimensions and the the pre-tensioning of the reinforcement inserts 17, which is aimed at curvature tendency, is used primarily.

An improvement in the ease of assembly and repair is realized according to claim 20 by designing the spike-reinforced special running zone 1.2 as a bandage 18.

An application extension of the tire design according to the invention to Alwetter tires takes place according to FIG. B. via a three-chamber tire according to claim 21:

In order to adapt to different driving conditions, special running zones 1.2 are equipped with different equipment, which are alternately or jointly caused to bulge Δ R and thus to change the tire friction properties via the pressure control of the tire subchambers 1.3.

Also according to claim 22, the goal of an all-weather chassis concept based on the principle of the multi-chamber tire is aimed at, namely in that, according to FIG Deflection of the membrane shortens the distance between the two side walls and thus reinforces them kung the bulging tendency of the tire tread Δ R triggers.

The invention in the sense of realizing several new features is illustrated below with reference to FIGS. 1 to 9. It should be added that the uniformity of the examples according to FIGS. 1 and 3/4 is given by the fact that in both cases the friction-enhancing means are used by increasing the bulging of tire tread parts, the concept of FIG Activation of the friction-enhancing means takes place via a large-area force application, specifically by pressurizing the partial tire chamber 1.3, while according to FIGS. 3 and 4, the corresponding control movement - e.g. B. the spike carrier 19 and the spikes 15 - is brought about via the pressurization of multi-strand hose-like pressure medium control lines 20.

FIG. 1 shows the principle of the new method according to claims 1 and 2, this drawing being intended to clarify the influence of tire pressure control on the tire bulges Δ R and Δ R ', in particular by comparing the tire conditions 1 and 2.

FIG. 2 shows a detailed drawing with details on the equipment and configuration of the tire special running zone 1.2.

FIG. 3 shows a series of the characteristic parts for the implementation possibility according to claims 3 and 4, the principles of these claims being clarified in particular by means of the detail drawing A according to FIG. 5 - with the comparison of tire conditions 1 and 2.

FIG. 4 shows the partial section of a motor vehicle wheel according to the invention with the possibility of a hydro-pneumatic pressure control, namely together with a pressure medium supply from the outside - via the connection 27 on the rim flange.

FIG. 6 shows the principle of a spike carrier, the deformability of which is increased by recesses 24 has been. FIG. 7 shows the concept of an all-weather tire in the form of a combination of several elements of the invention.

FIG. 8 illustrates the principle of an all-weather tire according to claim 22, the influence of the pressure control according to the invention being clarified by comparing two extreme tire conditions. The mode of operation of this tire is that a membrane (26) connecting the sidewalls of the tire is arranged below the tread, the deflection of which, due to the application of pressure, reduces the distance between the two sidewalls and thereby increases the tendency of the tire tread to bulge.

FIG. 9 shows a simple form of the control of the tire quality according to the invention, the principle of which consists in exposing the friction-enhancing means by increasing the pressure within the main tire chamber.

The invention is explained below in the form of an example on wall αer Figures 1 and 2.

With the assumption of a particularly critical danger situation, given by the sudden impact of a moving vehicle on an icy section of the road, the shortest possible access time should be achieved to adapt the running gear as quickly as possible to the new road situation.

To accomplish this task, the following devices are to be used according to the invention - according to FIG. 1:

Rims 2 and tires 1 with separately pressurizable partial tire compartments 1.3,

equipping the tire special running zones 1.2 with claw elements 15 according to claims 13 to 15, with preformed reinforcement inserts 17 according to claim 19 and special elastic inserts 16 according to claim 18,

- Gas cartridges 8 with their ignition mechanism in the wheels 1/2 Devices for triggering and transmitting the ignition pulse for the gas cartridges 8. These are in detail:

- temperature and humidity sensors below the vehicle near the tires and the road,

- Converters and amplifiers for converting the sensors B. in electromagnetic waves,

- Sender - depending on the choice of information processing or the signal or pulse generator - 3,

- Pickup or receiver 4 for receiving the signals or pulses from the pulse generator 3 - and

- Pulse conductor 5, regulating or control valves 9, electr. Energy storage 7, gas pressure lines 11 and control and regulating units 6 for processing the pulses or signals, for. B. for the gas cartridges 8 or for the control of the tire pressure via the gas pressure compensation chamber 10.

If critical road conditions with wetness at temperatures in the region of freezing are now registered by the sensors while driving a motor vehicle equipped according to the invention, z. B. after acoustic-optical advance warning of the driver, those automatic systems are put into operation which, after reaching critical limit values, trigger those ignition pulses which - coming from the sensors - via pulse converters, via the wireless information transmitters 3 and 4 and via information processing in the control and control unit 6 bring the gas cartridges 8 to ignition. With this ignition, the tire pressure increase in the tire subchambers 1.3 is generated, which bulges the tire treads or uses those excellent or load-bearing tire elements, which bring about an increase in the surface pressure and thus penetration and clawing in the ice of the roads by reducing the load-bearing tire area can.

Me. this conception can essentially achieve those tire rolling and friction conditions which, for. B. also occur when driving with studded tires, but with the decisive advantage of the new Kon zeption, according to which the possibility of short-term adaptation to a critical situation that is predetermined by a sudden icing of the road can now be achieved. In particular, with the new concept, the tendency to damage the driving spell is relatively low, since an engagement of the claw elements is only possible for journeys over critical railroad tracks.

Furthermore, the new concept offers the possibility of reducing the hardness of the claw elements - possibly without the use of hard metal - so that the wear on the claw elements can be adapted to that of the rest of the tread.

Since the hardness of the claw elements - in contrast to that of spikes with conventional studded tires - does not have to be designed for months of wear due to contact with conventional road surfaces, a lower hardness is sufficient here, which on the one hand for penetration into the ice and on the other hand for a reduced one The duration of use of trips on ice-covered roads can be determined.

The adaptation of the special tire 1.2 to the danger z. B. by melting snow or wetness - with the corresponding risk of aquaplaning - can also be achieved by large profile channels between the load-bearing tread elements, with the principle of the tread on arching according to the invention primarily - for. B. without claw elements - can be used.

Furthermore, the new concept offers the possibility of improving the driving safety of motor vehicles by means of a control-related linkage with brake slip preventers or with anti-lock braking systems.

Regarding the importance of the new concept, it should be emphasized that above all black ice weather conditions are more likely to cause vex-related accidents. stir, ol'c in conjunction with bulk billiards.

In particular, the equipment of emergency vehicles after The concept described above can significantly reduce the time required from the moment of an emergency to the arrival of the persons providing assistance, since auxiliary or rescue vehicles with the above-mentioned equipment can achieve a decisive improvement in their maneuverability in critical road conditions - with a corresponding reduction in travel times.

In the description as well as in the graphical representation of the patient application, many technical details were omitted in the interest of emphasizing the principle of the invention as concisely as possible.

This applies in particular to the representation of valves, screw connections, closures, seals, electrical devices or part joints on the rims, which, for. B. - because of the better accessibility to the control devices and their connections - could be divisible.

The control and regulating unit 6 has a central position in the variation of the tire curvature Δ R in connection with the control of the tire tread condition influenced thereby. In addition to the v. G. Controlling the friction-enhancing measures to perform the following tasks:

- Control the discharge of compressed air or the gas-air mixtures from the tire interior 1 or from the tire compartment 1.3, with the aim of striving to return the tire bulge to the normal state for dry road conditions;

- Regulation of the exchange of information with the vehicle interior, so that the driver has all the relevant data about the wheels and equipment status - e.g. B. on the tire pressure ratios, the energy reserves or the wear of the parts - can be transmitted.

Claims

1. Method for variability of the tread quality of motor vehicle wheels with pneumatic tires, the treads (1.1 / 1.2) with friction-enhancing devices - z. E. equipped with spikes (15) - so that the frictional behavior of the wheels in the event of anomalous Fahhnz conditions by a change in the tire pressure in the tire part chambers (1.3) caused change in the tire tread can be changed, characterized in that the friction-enhancing devices of the tire tread

- Are largely flush in the adjacent tread material (Fig. 1, state 1) and

- in normal road conditions, they rest on the road together with the other areas of the tire tread under the influence of the wheel force,

while for critical road conditions - e.g. B. caused by ice or water - - via pressure increases in tire compartments (1.3),

- By controlled by the internal wheel control and regulating units (6 and 9) Eiπsati. of internal energy sources (7/8),

- via a - e.g. B. due to belt-free reinforcement or through special inserts - particularly pronounced elastically deformable tire cover

- an elastic increase in the bulge (Δ R) of the tire tread is triggered,

with which a concentration of the wheel force on the friction-enhancing devices can be brought about.

2. Method for variability of the tread condition of motor vehicle wheels with multi-chamber pneumatic tires, the treads (1.1 / 1.2) with friction-enhancing devices - e.g. B. are equipped with spikes (15) so that the friction behavior of the wheels in abnormal road conditions can be changed by a change in the tire traction caused by the change in tire pressure in the tire part chambers (1.3), characterized in that that the friction-enhancing devices of the tire tread (1.2 / 15)

- Are largely flush in the adjacent tread material (Fig. 1, state 1) and

- Under normal road conditions together with the other areas of the tire tread (1.1 / 1.2) lie under the influence of the wheel force on the road, while for critical road conditions - e.g. B. caused by ice or water -

- via pressure increases in partial tire chambers (1.3) -

- via a correspondingly increased force application on the inside of the running surface of the friction-enhancing means -

- Against the elastic resistance of the elastic materials surrounding the friction-enhancing means (16) - - by pushing the friction-enhancing means out of the tread (FIG. 1, condition 2) - a concentration of wheel force can be brought about on the friction-enhancing means.

3. A method for varying the tread surface of motor vehicle wheels with pneumatic tires, from the tread of which claw elements can be extended and retracted by pressure medium controls when the vehicle is stationary or moving, characterized in that the claw elements or spikes (15)

- be largely flush with the surrounding tire material of the tire tread in normal driving conditions,

- in normal road conditions, they rest on the road under the influence of the wheel force together with the other areas of the tire tread (1.1 / 1.2),

- Inside the tire cover on relatively rigid belt-like spike carriers (19) are attached and oei critical Fanroannzusranαen - z. ιs. on icy roads - - are pulled out of the tire tread via the force application to the spike carriers (19), namely - By pressurizing multi-strand, elastically deformable hose or channel-like pressure medium control lines (20) which engage the spike carriers.

4. Motor vehicle wheels according to your claim 3, characterized in that the tendency of the spikes to withdraw via the pressurization from above the spike carrier (19) arranged elastic pressure medium control lines (21) can be induced or reinforced.

5. Motor vehicle wheels according to one of claims 1 to 4, characterized in that the spike carrier (19) to optimize their task on the choice of suitable materials - z. B. in the form of reinforced plastics or plastic fabrics - or by special shaping measures - z. B. through targeted recesses (24) - with sufficient resilience designed to be adequately stretchable.

6. A method for variability of the tread quality of vehicle wheels with pneumatic tires according to one of claims 1 to 5, characterized in that vυm driver triggered pulses or signals are transmitted mechanically or via one of the known methods for wireless signal transmission to the wheels of vehicles and here z . B. trigger the ignition of gas cartridges (8) or triggering pressure-increasing chemical or physical reactions in the tires (1) or in the control lines (20/21) pressure increases.

7. The method for variability of the tread quality of vehicle wheels with pneumatic tires according to one of claims 1 to 6, characterized in that pulses triggered by the driver are transmitted mechanically or via one of the known methods for wireless signal transmission (3/4) to the wheels of vehicles and via the actuation of pusher valves (9) the transition from compressed gases located in the gas pressure equalization chambers (10) into the tire part chambers (1.3) or into the control lines (20/21) bring the tire.

8. A method for variability of the tread quality of vehicle wheels with pneumatic tires according to one of claims 1 to 7, characterized in that the pressure changes required within the tire or in the control strands (20/21) for changing the tire running properties by pulses from sensors - e.g. B. triggered by temperature or water sensors - whereby the adaptation of the tire condition to the road condition is automatically brought about.

9. A method for varying the tread quality of vehicle wheels with pneumatic tires according to one of claims 1 to 8, characterized in that the pulses for pressure control according to claims 1 to 8 of wheel force or brake slip control devices - z. B. from anti-lock braking systems - triggered or used in coordination with these for wheel force control.

10. A method for variability of the tread quality of vehicle wheels with pneumatic tires according to an in dex claims 1 to 9, characterized gekennzeiennet that the energy required for handling the control and regulation processes or for generating pressure is generated by converting the wheel kinetic energy into electrical energy - e.g. B. via coils or windings (12) on the wheels and magnets (13) on the vehicle cells - and via corresponding electrical lines (14) either directly or via storage in batteries (7) for the tire pressure control.

11. A method for influencing the tread quality of vehicle wheels according to one of claims 1 to 10, characterized in that to control the friction-enhancing measures hydraulic and Pneumatikelerαsr-ta and media are used individually or in combination, the connection of which to control units acting together via pressure accumulators , Pressure medium converter (25) or brought about by pressure intensifiers can be.

12. Vehicle wheels with pneumatic tires according to one of claims 1 to 11, characterized in that different tire tread zones are equipped with tire materials of different properties, in such a way that, for. B. a part of the tread (1.1) from tire materials with the usual friction values determine the driving properties, while z. B. the influenceable via tire pressure controls tire special zones (1.2) are made of materials with better friction values for layers of ice on the road, what z. B. can be achieved by the addition of metallic or organic particles or ceramic granules or by the formation of porous structures.

13. Vehicle wheels with pneumatic tires according to one of claims 1 to 12, characterized in that the variable tire pressure control tire special zones (1.2) are equipped with claw elements or spikes (15) which are flush with the surrounding tread material for normal driving on ice-free roads .

14. Vehicle wheels with pneumatic tires according to one of claims 1 to 13, characterized in that the

Material of the friction-enhancing devices - e.g. B. claw elements (15) or special studs - the abrasion resistance of the surrounding tire material is adapted.

15. Vehicle wheels with pneumatic tires according to one of claims 1 to 14, characterized in that the claw elements or spikes (15) are conical - with a tapering tendency towards the outside.

16. Motor vehicle wheels according to one of claims 1 to 15, characterized in that the claw elements or

Spikes to prevent water ingress with shrinkage stresses are embedded in the tire tread.

17. Motor vehicle wheels according to one of claims 1 to 16, characterized in that the material properties of the claw elements or spikes is selected so that in combination with the surrounding materials or with the introduced lubricants, a water-repellent or capillary-depressive tendency is brought about.

18. Vehicle wheels with pneumatic tires according to one of claims 1 to 17, characterized in that the claw elements or spikes (15) in the interior of the tire cover are surrounded by elastic inserts (16) which, in comparison to the tire cover layer, are less solid or more elastic or porous material.

19. Vehicle wheels with pneumatic tires according to one of claims 1 to 4, characterized in that the control of the tread bulge by small reinforcements - z. B. by dispensing with belt reinforcement - or be influenced by special reinforcement inserts (17), whereby the choice of appropriate materials and the desired curvature promoting bias of reinforcement inserts (17) are used primarily.

20. Vehicle wheels with pneumatic tires according to one of claims 1 to 19, characterized in that the bulging tire special running zones (1.2) are designed as interchangeable bandages (18).

21. A method for influencing the tread condition of vehicle wheels according to one of claims 1 to 20, characterized in that in the tire treads tire parts are equipped with different equipment and separate tire part chambers for adapting to different driving conditions, which are controlled by the pressure control of tire part chambers (1.3) or of control strands (20/21) alternately or jointly to bulge (Δ R) of the tread or to cause friction-enhancing agents to emerge.

22. A method for influencing the tread quality of vehicle wheels according to one of claims l and 2, characterized in that a membrane connecting the side cheeks of the tire (26) is arranged below the tread so that the through Bending of the membrane due to pressure causes a shortening of the distance between the two side cheeks and thus an increase in the tendency of the tire tread to bulge.