Asymmetric Spike Pin Geometry for Ice Traction and Abrasion Reduction
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Solution Overview
Problem
Conventional spike pins for vehicle tires, designed to reduce mass, often compromise snow and ice grip performance, and existing designs with multiple planes of symmetry can increase road abrasion.
Innovation Solution
The spike pin's upper part is designed to be continuously wider over at least 65% of its length with a maximum of one plane of symmetry, positioned in the tread such that its longitudinal extension aligns with the transverse direction, and features convex or concave boundary surfaces to enhance traction and braking on ice.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Object-generated harmful factors
If spike pin mass is reduced to minimize road abrasion, then road abrasion decreases, but snow and ice grip performance deteriorates
Solution Approach 1:
The spike pin upper part is designed with asymmetry, having either no plane of symmetry or only one plane of symmetry that bisects the upper part perpendicular to the upper side. This asymmetric geometry optimizes the distribution of material to maintain grip performance while reducing overall mass compared to conventional symmetric designs like hexagons or rectangles with multiple planes of symmetry.
Solution Approach 2:
The spike pin features a non-uniform cross-sectional area along its length, with the upper part being continuously wider over at least half of its length (preferably at least 65%). This local variation in geometry concentrates material where it is most needed for snow and ice grip while minimizing mass in less critical areas, thereby reducing road abrasion.
2Stability of the object's composition
If spike pin is designed with multiple planes of symmetry for structural stability, then structural stability improves, but mass increases leading to increased road abrasion
Solution Approach 1:
The invention deliberately employs asymmetric geometries with at most one plane of symmetry, eliminating the multiple planes of symmetry found in conventional designs. This reduces material requirements and mass while the strategic placement of symmetry elements maintains sufficient structural stability for the spike pin's function.
Solution Approach 2:
The spike pin design varies the cross-sectional area parameter along its length, with the upper part being continuously wider over at least half of its length. This parameter variation optimizes the balance between structural stability (where material is concentrated) and mass reduction (where material is minimized), achieving both goals simultaneously.
3Weight of moving object
If spike pin upper part is made narrower to reduce mass, then mass decreases, but traction and braking performance on ice deteriorates
Solution Approach 1:
The upper part of the spike pin is designed to be continuously wider over at least half of its length (preferably at least 65%), concentrating material in the region that directly contacts snow and ice during traction and braking. This local material concentration maintains high traction and braking forces while the overall mass is reduced compared to uniform cross-section designs.
Solution Approach 2:
The invention optimizes the spike pin geometry in multiple dimensions, particularly varying the cross-sectional area along the length dimension. The upper part's increased width in the lateral dimension (while maintaining appropriate length) provides enhanced contact area for ice traction without proportionally increasing mass, as the width increase is localized rather than uniform throughout.
Data Source
Figure 1a~3b
Figure 4a~6b
Figure 7a~9b
AI summary
Spike for a vehicle tyre comprising a spike body and a spike pin (1), which is inserted in said body and has an upper part (2) that at least partly protrudes from or rises above the spike body and has an upper side (2a) forming a rolling surface, wherein the upper part (2) is a body on which the lateral surface follows the outer contour of the upper side (2a). The upper part (2) of the spike pin (1) is a body which is elongated in the plan view of its upper side (2a) and has a length (l) that is 1.3 to 2.4 times its greatest width (b), which body becomes continuously wider over at least half of its length (l).