CN115666968A - Stud and tire with same - Google Patents
Stud and tire with same Download PDFInfo
- Publication number
- CN115666968A CN115666968A CN202180035416.5A CN202180035416A CN115666968A CN 115666968 A CN115666968 A CN 115666968A CN 202180035416 A CN202180035416 A CN 202180035416A CN 115666968 A CN115666968 A CN 115666968A
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- Prior art keywords
- body portion
- central axis
- stud
- maximum width
- tire
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- 230000002093 peripheral effect Effects 0.000 claims description 12
- 238000000926 separation method Methods 0.000 abstract description 3
- 230000000694 effects Effects 0.000 description 15
- 230000003014 reinforcing effect Effects 0.000 description 8
- 239000011324 bead Substances 0.000 description 7
- 238000003780 insertion Methods 0.000 description 5
- 230000037431 insertion Effects 0.000 description 5
- 230000000052 comparative effect Effects 0.000 description 4
- 238000011156 evaluation Methods 0.000 description 4
- 239000007769 metal material Substances 0.000 description 3
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 2
- 239000010426 asphalt Substances 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 239000006185 dispersion Substances 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 239000013585 weight reducing agent Substances 0.000 description 2
- 239000004677 Nylon Substances 0.000 description 1
- 229910000831 Steel Inorganic materials 0.000 description 1
- 239000004760 aramid Substances 0.000 description 1
- 229920003235 aromatic polyamide Polymers 0.000 description 1
- 239000000835 fiber Substances 0.000 description 1
- 239000000945 filler Substances 0.000 description 1
- 239000007789 gas Substances 0.000 description 1
- 239000011261 inert gas Substances 0.000 description 1
- 150000002736 metal compounds Chemical class 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 229910052757 nitrogen Inorganic materials 0.000 description 1
- 229920001778 nylon Polymers 0.000 description 1
- 230000001953 sensory effect Effects 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 238000010998 test method Methods 0.000 description 1
Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/14—Anti-skid inserts, e.g. vulcanised into the tread band
- B60C11/16—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/14—Anti-skid inserts, e.g. vulcanised into the tread band
- B60C11/16—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile
- B60C11/1675—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile with special shape of the plug- tip
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Provided are a stud capable of improving noise performance and anti-separation performance, and a tire provided with the stud. In a stud (P) having a body portion (10) embedded in a tread portion of a tire, a head portion (11) protruding from the distal end side of the body portion (10), and a flange portion (12) disposed on the proximal end side of the body portion (10), the cross-sectional area of the body portion (10) in a plane orthogonal to the central axis (X) thereof varies along the central axis (X) of the body portion (10), and the cross-sectional area Sa at the maximum width position of the body portion (10) and the cross-sectional area Sb at the distal end position of the body portion (10) satisfy the relationship of 0.30 Sb/Sa < 0.80. In a tire (T), cleats (P) are disposed on a tread portion (21).
Description
Technical Field
The present invention relates to a stud and a tire provided with the stud, and more particularly, to a stud capable of improving noise performance and anti-separation performance, and a tire provided with the stud.
Background
In a pneumatic tire having improved running performance on an icy or snowy road surface, a studded tire having a stud driven into a tread portion is known (for example, see patent document 1). The stud has a body portion embedded in a tread portion of the tire, a head portion protruding from a distal end side of the body portion and contacting a road surface, and a flange portion disposed on a proximal end side of the body portion. In addition, when the studded tire is driven, the head portion of the stud mainly comes into contact with the icy road surface to exhibit the edge effect, and thus, the studless tire can exhibit excellent on-ice performance as compared with a studless tire.
However, since the stud is composed of a metal compound, the studded tire has inferior noise performance compared to the studless tire. On the other hand, a studless tire without a stud deteriorates noise performance as wear progresses, but a studded tire tends to optimize noise performance as the stud wears. Therefore, there is a strong demand for improving the noise performance of studded tires when new. Further, in the studded tire, the stud may come off during running, and improvement of the nail drop resistance is required.
Documents of the prior art
Patent literature
Patent document 1: international publication No. WO2018/078941
Disclosure of Invention
Problems to be solved by the invention
The invention aims to provide a stud capable of improving noise performance and anti-stripping performance and a tire with the stud.
Means for solving the problems
The stud of the present invention for achieving the above object has a body portion embedded in a tread portion of a tire, a head portion protruding from a distal end side of the body portion, and a flange portion disposed on a proximal end side of the body portion,
the sectional area of the body section in a plane orthogonal to the central axis of the body section varies along the central axis of the body section, and the sectional area Sa at the maximum width position of the body section and the sectional area Sb at the topmost position of the body section satisfy a relationship of 0.30 Sb/Sa < 0.80.
In addition, the tire of the present invention for achieving the above object is characterized in that the above stud is disposed on a tread portion.
Effects of the invention
In the present invention, the cross-sectional area of the body portion of the stud in the plane orthogonal to the central axis thereof varies along the central axis of the body portion, and the cross-sectional area Sa at the maximum width position of the body portion and the cross-sectional area Sb at the topmost position of the body portion satisfy the relationship of Sb/Sa of 0.30 or more and 0.80 or less, so that when the stud is disposed on the tread portion of a tire, contact between the body portion of the stud and the road surface in a new state can be suppressed, and noise performance can be improved. In addition, when the value of Sb/Sa is set within the above range, the stud implanted in the tread portion is less likely to fall off during driving, so that the nail-falling resistance can be improved and the driving accuracy of the stud can be maintained well.
In the present invention, it is preferable that at least 1 concave portion recessed toward the central axis of the body portion and a pair of convex portions located on both sides of the concave portion are formed on the outer peripheral surface of the body portion. In this case, when the recessed portion formed on the outer peripheral surface of the body portion is in close contact with the insertion hole of the tread portion, the contact area between the body portion and the rubber is increased, and therefore the stud can be held well. Further, the pair of convex portions located on both sides of the concave portion increases the contact pressure between the body portion and the rubber, and therefore the stud can be held well. This improves the nail removal resistance. In addition, in the case where the concave portion and the convex portion are provided on the outer peripheral surface of the body portion, the area of the portion of the body portion that simultaneously contacts the road surface is reduced, and therefore such a structure also contributes to improvement of noise performance. In particular, when the concave portion and the convex portion are arranged in the tire circumferential direction (traveling direction of the vehicle), the effect of improving the noise performance can be remarkably obtained.
Preferably, the body portion has a shape when viewed in the central axis direction, and the convex portion is disposed so as to be convex in a short side direction orthogonal to the long side direction. That is, since the concave portion extends in the longitudinal direction of the body portion, the contact area between the body portion and the rubber can be effectively increased, and the nail-dropping resistance can be improved. In particular, when the short side direction of the body portion is aligned with the tire circumferential direction (the traveling direction of the vehicle), the contact end line of the body portion with the road surface is bent by the concave portion, and therefore, the effect of improving the noise performance can be remarkably obtained.
Preferably, the maximum width WB1 at the maximum width position of the trunk portion, the maximum width WP1 of the head portion, and the maximum width WC1 at the topmost position of the trunk portion satisfy the relationships of WB1 > WC1 > WP1, 0.30. Ltoreq. WP1/WB 1. Ltoreq.0.60, and 0.50. Ltoreq. WC1/WB 1. Ltoreq.0.80. By setting the maximum width WB1 at the maximum width position of the body portion, the maximum width WP1 of the head portion, and the maximum width WC1 at the uppermost end position of the body portion to the above-described relationship, it is possible to improve noise performance and nail-dropping resistance while maintaining good on-ice performance.
Preferably, when a plane including a cross section having the largest cross-sectional area of the body portion is a and a plane including a cross section having the smallest cross-sectional area of the body portion on the distal end side of the plane a is B, the body portion has the following vertical regions: the distance La between an arbitrary point a on the contour of the body and the central axis of the body in the plane A, and the distance Lb between a point B, which is a point on the contour of the body in the plane B and is located at a position corresponding to the point a, and the central axis of the body are 0-0 (La-Lb)/La-0.1. When such a vertical region is provided, the rubber uniformly contacts the vertical region along the central axis of the body portion, and therefore the nail-dropping resistance can be effectively improved.
Preferably, the body portion has a shape when viewed in the central axis direction, the shape having a longitudinal direction, and the vertical region is disposed in a short-side direction orthogonal to the longitudinal direction. In this case, the following structure is provided: based on the setting of Sb/Sa, a tilted surface is formed in the longitudinal direction of the trunk, and no tilted surface is present in the lateral direction of the trunk. As described above, the weight reduction and noise performance can be effectively improved by the presence of the inclined surface in the longitudinal direction of the body portion, and the nail removal resistance can be effectively improved by the presence of the vertical region in the lateral direction of the body portion.
Preferably, the shape of the body portion when viewed in the central axis direction has a longitudinal direction, and the minimum value WB2 and the maximum value WB3 of the body portion dimension measured in the transverse direction perpendicular to the longitudinal direction satisfy the relationship of 1.05 ≦ WB3/WB2 ≦ 1.30. This improves the nail-removal resistance and the noise performance in a well-balanced manner.
Preferably, the body portion has a plurality of inclined surfaces having different inclination angles with respect to a plane orthogonal to a central axis of the body portion between the maximum width position and the top end position. By providing a plurality of inclined surfaces having different inclination angles between the maximum width position and the top end position of the body portion, the area of the portion of the body portion that simultaneously contacts the road surface is reduced, and therefore the noise performance can be effectively improved.
Preferably, the body portion has a shape as viewed in the central axis direction, and 2 concave portions that are concave toward the central axis of the body portion and a pair of convex portions that are located on both sides of each concave portion are formed on the outer peripheral surface of the body portion, the convex portions are arranged so as to be convex in the short-side direction orthogonal to the long-side direction, and a plurality of inclined surfaces are formed between the maximum width position and the maximum end position of the body portion, and the plurality of inclined surfaces are arranged along the short-side direction. By adopting such a configuration, nail-dropping resistance and noise performance can be improved in a well-balanced manner.
Preferably, the distal end surface of the head portion includes a bulging portion having a curved surface shape and a flat portion disposed around the bulging portion. The noise generated when the road surface contacts can be reduced by providing the protruding portion having a curved surface shape on the distal end surface of the head portion, and the noise performance can be effectively improved by further combining the flat portions to obtain the effect of dispersing the frequency of the noise.
According to the tire having the stud formed as described above in the tread portion, noise performance and nail-drop resistance can be improved as compared with the conventional tire.
In the tire according to the present invention, it is preferable that the body portion has a plurality of inclined surfaces having different inclination angles with respect to a plane orthogonal to a central axis of the body portion between the maximum width position and the top end position, and an inclination angle of the inclined surface inclined toward the step-in side is larger than an inclination angle of the inclined surface inclined toward the kick-out side. By adopting such an arrangement, noise at the time of road surface contact can be reduced, and the effect of dispersing the frequency of noise is improved, so that noise performance can be greatly improved.
The tire of the present invention is preferably a pneumatic tire, but may be a non-pneumatic tire. In the case of a pneumatic tire, the inside thereof may be filled with an inert gas such as air or nitrogen, or other gas.
Drawings
Fig. 1 is a perspective view showing a cleat constructed by an embodiment of the present invention.
Fig. 2 is a top view showing the cleat of fig. 1.
Fig. 3 is a side view showing the cleat of fig. 1.
Fig. 4 is a perspective view showing a stud constituted by another embodiment of the present invention.
Fig. 5 is a top view showing the cleat of fig. 4.
Fig. 6 is a side view showing the cleat of fig. 4.
Fig. 7 is a plan view showing a cleat constructed by still another embodiment of the present invention.
Fig. 8 is a side view showing the cleat of fig. 7.
Fig. 9 is a plan view showing a cleat constructed by still another embodiment of the present invention.
Fig. 10 is a side view showing the cleat of fig. 9.
Fig. 11 is a meridian cross-sectional view showing an example of the pneumatic tire of the present invention.
Fig. 12 is a plan view showing the stud in a state of being arranged in the tread portion of the pneumatic tire.
Detailed Description
Hereinafter, the configuration of the present invention will be described in detail with reference to the drawings. Fig. 1 to 3 are views showing a cleat constructed by an embodiment of the present invention.
As shown in fig. 1 to 3, the stud P of the present embodiment includes a body portion 10 embedded in a tread portion of a tire, a head portion 11 protruding from a distal end side of the body portion 10 and contacting a road surface, and a flange portion 12 disposed on a proximal end side of the body portion 10. The trunk portion 10 has a structure extending along the central axis X thereof and bulging most in the midsection thereof in the extending direction. On the outer peripheral surface of the body portion 10, 2 concave portions 13, 13 curved and recessed toward the central axis X of the body portion 10 are formed, and a pair of convex portions 14, 14 are formed at positions on both sides of each concave portion 13. The body portion 10 and the flange portion 12 are integrally formed of the same metal material. The hardness of the metal material constituting the head portion 11 is higher than the hardness of the metal material constituting the body portion 10 and the flange portion 12, and the head portion 11 and the body portion 10 are integrally processed.
In the above stud P, the cross-sectional area of the body section 10 in a plane orthogonal to the central axis X of the body section changes along the central axis X of the body section 10, and the cross-sectional area Sa at the maximum width position of the body section 10 and the cross-sectional area Sb at the topmost end position of the body section 10 satisfy the relationship Sb/Sa of 0.30. Ltoreq. Sb/Sa. Ltoreq.0.80. The maximum width position of the body portion 10 is a position where the dimension of the body portion 10 in the direction perpendicular to the central axis X is maximum. On the other hand, the top end position of the body portion 10 is the position of the top surface of the body portion 10 on the head portion 11 side. As shown in fig. 2, the trunk portion 10 has a maximum width WB1 at the maximum width position, and has a maximum width WC1 at the topmost position. As shown in fig. 3, when a plane a orthogonal to the central axis X is defined at the maximum width position of the body portion 10 and a plane B orthogonal to the central axis X is defined at the top end position of the body portion 10, the cross-sectional area Sa of the body portion 10 in the plane a and the cross-sectional area Sb of the body portion 10 in the plane B satisfy the above-described relationship. As a result, the body portion 10 has the inclined surface 15 inclined with respect to the planes a and B orthogonal to the central axis X of the body portion 10 between the maximum width position and the maximum end position. In other words, the sectional area of the body portion 10 in the plane orthogonal to the central axis X thereof gradually decreases from the maximum width position toward the uppermost end position. In fig. 2, the cross-sectional area Sa corresponds to the area of the region surrounded by the contour Ra of the body portion 10, and the cross-sectional area Sb corresponds to the area of the region surrounded by the contour Rb of the body portion 10.
In this way, in the stud P, the cross-sectional area of the body portion 10 in the plane orthogonal to the central axis X thereof changes along the central axis X of the body portion 10, and the cross-sectional area Sa at the maximum width position of the body portion 10 and the cross-sectional area Sb at the topmost end position of the body portion 10 satisfy the relationship of Sb/Sa of 0.30 or more and 0.80 or less, so when the stud P is disposed in the tread portion of a tire, contact between the body portion 10 of the stud P and the road surface in the new state can be suppressed, and noise performance can be improved. In addition, when the value of Sb/Sa is set within the above range, the stud P implanted in the tread portion is less likely to fall off during running, so that the nail-drop resistance can be improved, and the driving accuracy of the stud can be maintained well.
Here, if the value of Sb/Sa is less than 0.30, the driving accuracy of the stud P is extremely deteriorated, whereas if it exceeds 0.80, the effect of improving the noise performance and the nail-dropping resistance cannot be obtained. In particular, the cross-sectional area Sa at the maximum width position of the body section 10 and the cross-sectional area Sb at the top end position of the body section 10 preferably satisfy the relationship of 0.40 Sb/Sa 0.65.
In the cleat P, at least 1 recessed portion 13 recessed toward the central axis X of the body portion 10 and a pair of protruding portions 14, 14 located on both sides of the recessed portion 13 are formed on the outer peripheral surface of the body portion 10. In this case, when the recessed portion 13 formed on the outer peripheral surface of the body portion 10 is in close contact with the insertion hole of the tread portion, the contact area between the body portion 10 and the rubber is increased, and therefore the stud P can be held well. On the other hand, the pair of convex portions 14 and 14 located on both sides of the concave portion 13 increase the contact pressure between the body portion 10 and the rubber, and therefore the stud P can be held well. This improves the nail removal resistance. In addition, when the concave portion 13 and the convex portion 14 are provided on the outer peripheral surface of the body portion 10, the area of the portion of the body portion 10 that simultaneously contacts the road surface is reduced, and therefore such a structure also contributes to improvement of noise performance. In particular, when the concave portion 13 and the convex portion 14 are arranged in the tire circumferential direction (the traveling direction of the vehicle), the effect of improving the noise performance can be remarkably obtained. The number of the concave portions 13 provided on the outer peripheral surface of the body portion 10 may be 1, 2, or 2 or more.
When the shape of the body 10 (see fig. 2) viewed in the direction along the central axis X of the body 10 has a longitudinal direction L, the convex portion 14 is preferably disposed so as to be convex in a short-side direction S perpendicular to the longitudinal direction L. That is, since the concave portion 13 extends along the longitudinal direction L of the body portion 10, the contact area between the body portion 10 and the rubber can be effectively increased, and the nail-dropping resistance can be improved. In particular, when the short side direction S of the body portion 10 is aligned with the tire circumferential direction (the traveling direction of the vehicle), the contact end line of the body portion 10 with the road surface is bent by the concave portion 13, and therefore, the effect of improving the noise performance can be remarkably obtained.
In the cleat P, the maximum width WB1 at the maximum width position of the trunk portion 10, the maximum width WP1 of the head portion 11, and the maximum width WC1 at the topmost position of the trunk portion 10 preferably satisfy the relationships of WB1 > WC1 > WP1, 0.30. Ltoreq. WP1/WB 1. Ltoreq.0.60, and 0.50. Ltoreq. WC1/WB 1. Ltoreq.0.80. By setting the maximum width WB1 at the maximum width position of the body portion 10, the maximum width WP1 of the head portion 11, and the maximum width WC1 at the distal end position of the body portion 10 to the above-described relationship, it is possible to improve noise performance and nail coming-off resistance while maintaining good on-ice performance.
Here, when the value of WP1/WB1 is less than 0.30, the on-ice performance deteriorates, and conversely, when it is greater than 0.60, the noise performance improvement effect decreases. If the value WC1/WB1 is less than 0.50, the driving accuracy of the cleat P is deteriorated, and if it exceeds 0.80, the effect of improving the noise performance and the nail-dropping resistance is reduced.
In the cleat P, it is preferable that the body portion 10 has the following vertical region V when a plane including a cross section where the cross-sectional area of the body portion 10 is the largest is a and a plane including a cross section where the cross-sectional area of the body portion 10 is the smallest on the tip end side of the plane a is B: the distance La between an arbitrary point a on the contour of the body 10 on the plane A and the central axis X of the body 10 and the distance Lb between a point B, which is a point on the contour of the body 10 on the plane B and is located at a position corresponding to the point a, and the central axis X of the body 10 are 0. Ltoreq. (La-Lb)/La. Ltoreq.0.1. The point b being located at a position corresponding to the point a means that the phase around the axis of the point b centered on the central axis X coincides with the phase around the axis of the point a.
Such a vertical region V is the following region: a wall surface extending substantially parallel to the central axis X from the topmost position of the body portion 10 toward the base end side of the body portion 10 is formed and substantially does not include the inclined surface 15. When the vertical region V is provided, the rubber uniformly contacts the vertical region V along the central axis X of the body portion 10, and therefore, the nail-dropping resistance can be effectively improved. Here, in the region where the value of (La-Lb)/La is greater than 0.1, the effect of improving the nail ejection resistance is reduced.
When the shape of the body 10 has the longitudinal direction L as viewed in the direction of the central axis X of the body 10, the vertical region V is preferably arranged in the short-side direction S perpendicular to the longitudinal direction L. In this case, the following structure is provided: based on the setting of Sb/Sa, the inclined surface 15 is formed in the longitudinal direction L of the body portion 10, but the inclined surface 15 is not present in the lateral direction S of the body portion 10. By providing the inclined surface 15 in the longitudinal direction L of the body portion 10 in this way, the weight reduction and noise performance can be effectively improved, and by providing the vertical region V in the lateral direction S of the body portion 10, the nail-dropping resistance can be effectively improved.
In the cleat P, when the shape of the body portion 10 as viewed in the direction along the central axis X of the body portion 10 has the longitudinal direction L, as shown in fig. 2, it is preferable that the minimum value WB2 and the maximum value WB3 of the dimension of the body portion 10 measured in the lateral direction S orthogonal to the longitudinal direction L satisfy the relationship of 1.05 ≦ WB3/WB2 ≦ 1.30. This improves the nail-removal resistance and the noise performance in a well-balanced manner.
Here, if the value of WB3/WB2 is less than 1.05, the improvement effect of the nail pull-out resistance and the noise performance is reduced, whereas if it exceeds 1.30, the shape of the body portion 10 is distorted, and therefore, the stable driving operation of the cleat P becomes difficult. In particular, the minimum value WB2 and the maximum value WB3 of the dimension of the body portion 10 measured in the short-side direction S perpendicular to the long-side direction L preferably satisfy the relationship of 1.10 ≦ WB3/WB2 ≦ 1.25.
Fig. 4 to 6 are views showing a cleat according to another embodiment of the present invention. In fig. 4 to 6, the same portions as those in fig. 1 to 3 are denoted by the same reference numerals, and detailed description thereof is omitted. In the present embodiment, a plurality of inclined surfaces 15 inclined with respect to planes a and B orthogonal to the central axis X of the body portion 10 are formed between the maximum width position and the top end position of the body portion 10. The inclination angle θ of the inclined surface 15 with respect to the planes a and B orthogonal to the central axis X of the body 10 is set in the range of, for example, 30 ° to 65 °. The inclination angles θ of the plurality of inclined surfaces 15 may be the same or different from each other.
For example, when the inclination angles θ a to θ f of the inclined surfaces 15a to 15f are assumed, they may all be set to the same value. As another aspect, the inclination angles θ a to θ c of the inclined surfaces 15a to 15c disposed on one side in the longitudinal direction L of the body portion 10 and the inclination angles θ d to θ f of the inclined surfaces 15d to 15f disposed on the other side in the longitudinal direction L of the body portion 10 may be different from each other, or the inclination angles θ a, θ c, θ d, and θ f of the inclined surfaces 15b and 15e disposed on the center side in the transverse direction S of the body portion 10 and the inclination angles θ a, θ c, θ d, and θ f of the inclined surfaces 15a and 15d disposed on both end sides in the transverse direction S of the body portion 10 may be different from each other, or the inclination angles θ a and θ d of the inclined surfaces 15a and 15d disposed on one side in the transverse direction S of the body portion 10 and the inclination angles θ c and θ f of the inclined surfaces 15c and 15f disposed on the other side in the transverse direction S of the body portion 10 may be different from each other, or the inclination angles θ a and θ c and θ f of the inclined surfaces 15c and 15f disposed on one diagonal line of the body portion 10 may be different from each other.
In particular, when the body portion 10 is provided with the plurality of inclined surfaces 15 having different inclination angles θ with respect to the planes a and B orthogonal to the central axis X of the body portion 10 between the maximum width position and the maximum end position, the area of the portion of the body portion 10 that simultaneously contacts the road surface is reduced, and therefore, the noise performance can be effectively improved.
In the embodiment of fig. 4 to 6, the body portion 10 has a longitudinal direction L when viewed in the direction of the central axis X, 2 concave portions 13 that are concave toward the central axis X of the body portion 10 and a pair of convex portions 14, 14 that are located on both sides of each concave portion 13 are formed on the outer peripheral surface of the body portion 10, the convex portions 14 are arranged so as to be convex in the short-side direction S orthogonal to the longitudinal direction L, a plurality of inclined surfaces 15 are formed between the maximum width position and the maximum end position of the body portion 10, and the plurality of inclined surfaces 15 are arranged along the short-side direction S.
Fig. 7 to 8 are views showing a cleat according to still another embodiment of the present invention. In fig. 7 to 8, the same portions as those in fig. 1 to 6 are denoted by the same reference numerals, and detailed description thereof is omitted. In the present embodiment, the distal end surface of the head 11 includes 2 bulging portions 16 having a curved surface shape and a flat portion 17 disposed around the bulging portions 16. By providing the bulging portion 16 having a curved surface shape on the distal end surface of the head portion 11, noise at the time of road surface contact can be reduced, and by further combining the flat portion 17, a dispersion effect of the frequency of noise can be obtained, and therefore, noise performance can be effectively improved. The amount of projection of the bulging portion 16 of the head 11 from the flat portion 17 is not particularly limited, and may be set in the range of 0.1mm to 0.3mm, for example.
In each of the above-described embodiments of fig. 1 to 8, the head portion 11 has a long shape along the longitudinal direction L of the body portion 10, but the shape of the head portion 11 is not particularly limited. However, from the viewpoint of the on-ice performance, the noise performance, and the nail-removal resistance, the shape in which the head portion 11 is elongated along the longitudinal direction L of the body portion 10 is preferable in the cleat P.
Fig. 9 to 10 are views showing a cleat according to still another embodiment of the present invention. In fig. 9 to 10, the same portions as those in fig. 1 to 6 are denoted by the same reference numerals, and detailed description thereof is omitted. In the present embodiment, the head 11 has a cylindrical structure. Even in the stud P having such a columnar head 11, noise performance and nail-dropping resistance can be improved.
Fig. 11 shows an example of a pneumatic tire of the present invention. As shown in fig. 11, the pneumatic tire T includes: a tread portion 21 extending in the tire circumferential direction to be annular, a pair of sidewall portions 22, 22 disposed on both sides of the tread portion 21, and a pair of bead portions 23, 23 disposed on the inner side of the sidewall portions 22 in the tire radial direction.
A carcass layer 24 is provided between the pair of bead portions 23, 23. The carcass layer 24 includes a plurality of reinforcing cords extending in the tire radial direction, and is folded back from the tire inner side to the outer side around a bead core 25 disposed in each bead portion 23. A bead filler 26 made of a rubber composition having a triangular cross section is disposed on the outer periphery of the bead core 25.
On the other hand, a plurality of belt layers 27 are embedded in the outer circumferential side of the carcass layer 24 in the tread portion 21. These belt layers 27 include a plurality of reinforcing cords inclined with respect to the tire circumferential direction, and are disposed so that the reinforcing cords intersect with each other between the layers. In the belt layer 27, the inclination angle of the reinforcing cords with respect to the tire circumferential direction is set in the range of, for example, 10 ° to 40 °. As the reinforcing cords of the belt layer 27, steel cords are preferably used. At least 1 belt cover layer 28 in which reinforcing cords are arranged at an angle of, for example, 5 ° or less with respect to the tire circumferential direction is disposed on the outer circumferential side of the belt layer 27 for the purpose of improving high-speed durability. As the reinforcing cord of the belt cover layer 28, an organic fiber cord such as nylon, aramid or the like is preferably used.
In the pneumatic tire T described above, circumferential grooves 31 extending in the tire circumferential direction are formed in the tread portion 21, and a plurality of land portions 32 are defined by these circumferential grooves 31. A plurality of insertion holes 33 for inserting the cleats P are formed in the land portion 32 of the tread portion 21. The body portion 10 of the stud P is inserted into the insertion hole 33 and disposed on the tread portion 21 so that the head portion 11 protrudes from the tread portion 21. The inner diameter of the implanting hole 33 is slightly smaller than the outer diameter of the stud P, and the stud P implanted into the implanting hole 33 is firmly held to the tread portion 21.
By providing the stud P having a predetermined structure in the tread portion 21 of the pneumatic tire T as described above, noise performance and anti-separation performance can be improved.
The reinforcing structure of the pneumatic tire T shown in fig. 11 is a representative example, but is not limited thereto. The tread pattern formed in the tread portion 21 of the pneumatic tire T is also not particularly limited.
Fig. 12 is a view showing a stud in a state of being arranged on a tread portion of a pneumatic tire. When the rotation direction R of the pneumatic tire T is specified, it is preferable that the body portion 10 has a plurality of inclined surfaces 15 (e.g., inclined surfaces 15a to 15 f) having different inclination angles with respect to a plane orthogonal to the central axis of the body portion 10 between the maximum width position and the maximum end position, and the inclination angle α of the inclined surfaces 15c and 15f inclined toward the step-in side is larger than the inclination angle β of the inclined surfaces 15a and 15d inclined toward the kick-out side. By adopting such a configuration, noise at the time of road surface contact can be reduced, and the dispersion effect of the frequency of noise is improved, so that the noise performance can be greatly improved.
Examples
Tires of conventional examples, comparative examples 1 to 3, and examples 1 to 11 were produced in which the structure of the stud disposed only in the tread portion was different in the pneumatic tire having the tire size of 205/55R16 94T.
In the conventional examples, comparative examples 1 to 3, and examples 1 to 11, as shown in tables 1 and 2, a cross-sectional area Sa at the maximum width position of the trunk portion, cross-sectional areas Sb, sa/Sb at the top end position of the trunk portion, the presence or absence of a protrusion in the trunk portion, the protruding direction of a protrusion in the trunk portion, the presence or absence of a long-side direction of the trunk portion, a distance La, a distance Lb, (La-Lb)/La, a minimum value WB3 of the trunk size in the short-side direction, maximum values WB2, WB3/WB2 of the trunk size in the short-side direction, a maximum width WB1 at the maximum width position of the trunk portion, a maximum width WC1 at the top end position of the trunk portion, maximum widths WP1, WP1/WB1, WC1/WB1 of the head portion, an inclination angle α of the inclined surface on the step-in side, an inclination angle β of the inclined surface on the kick-out side, the presence or absence of a bulge in the head portion, and the number of bulge portions in the head portion were set.
The test tires were evaluated for noise performance, nail pull-out resistance, and nail driving accuracy by the following test methods, and the results are shown in tables 1 and 2.
Noise performance:
each test tire was assembled to a wheel having a rim size of 16 × 6.5J and mounted on a front wheel drive vehicle having an air displacement of 1.4 liters, and a nail noise was subjected to a sensory evaluation by a test driver on a test route constituted by a dry asphalt road surface by filling a vehicle with a specified air pressure. The evaluation results are expressed by an index with the conventional example set to 100. The larger the index value, the more excellent the noise performance is.
Nail-falling resistance:
each test tire was assembled to a wheel having a rim size of 16 × 6.5J, mounted on a front wheel drive vehicle having an air displacement of 1.4 liters, filled with vehicle-specified air pressure, and after 20000km was run in a predetermined urban driving mode on a test road composed of a dry asphalt road surface, the number of detached cleats was measured. The evaluation result is expressed by an index in which the conventional example is 100 using the reciprocal of the measured value. The larger the index value, the more excellent the nail coming-off resistance is.
Nail driving precision:
for each test tire, cleats were driven into a plurality of insertion holes formed in a tread portion using a nail driving device, and the number of cleats that were inserted in a state in which the cleats were inclined was measured. The evaluation result is expressed by an index in which the conventional example is 100 using the reciprocal of the measured value. The larger the index value, the more excellent the nail driving accuracy. If the index value is 95 or more, the nail driving accuracy is good.
[ Table 1]
[ Table 2]
As is clear from tables 1 and 2, in examples 1 to 11, the noise performance and the nail-dropping resistance can be improved at the same time in comparison with the conventional example. On the other hand, in comparative example 1, since the value of Sb/Sa is too small, the nail driving accuracy is significantly deteriorated. In comparative examples 2 and 3, the Sb/Sa value was too large, and therefore, the noise performance and the nail-dropping resistance could not be improved.
Description of the reference numerals
10. Trunk part
11. Head part
12. Flange part
13. Concave part
14. Convex part
15. Inclined plane
16. Bulge part
17. Flat part
21. Tread portion
22. Sidewall portion
23. Bead part
P anti-skid nail
T-shaped pneumatic tire
Claims (11)
1. A stud having a body portion embedded in a tread portion of a tire, a head portion protruding from a distal end side of the body portion, and a flange portion disposed on a proximal end side of the body portion,
the sectional area of the body section in a plane orthogonal to the central axis of the body section varies along the central axis of the body section, and the sectional area Sa at the maximum width position of the body section and the sectional area Sb at the topmost end position of the body section satisfy the relationship of Sb/Sa being 0.30-0.80.
2. The stud of claim 1,
at least 1 recessed portion recessed toward the central axis of the body portion and a pair of protruding portions located on both sides of the recessed portion are formed on the outer peripheral surface of the body portion.
3. The stud of claim 2,
the body portion has a shape when viewed in a central axis direction, and the convex portion is disposed so as to be convex in a short-side direction orthogonal to the long-side direction.
4. The stud according to any one of claims 1 to 3,
the maximum width WB1 at the maximum width position of the trunk portion, the maximum width WP1 of the head portion, and the maximum width WC1 at the topmost position of the trunk portion satisfy the relationships of WB1 > WC1 > WP1, WP1/WB1 not less than 0.30 and not more than 0.60, WC1/WB1 not less than 0.50 and not more than 0.80.
5. The stud according to any one of claims 1 to 4,
when a plane including a cross section having the largest cross-sectional area of the body portion is denoted by a and a plane including a cross section having the smallest cross-sectional area of the body portion on the distal end side of the plane a is denoted by B, the body portion has the following vertical regions: the distance La between an arbitrary point a on the contour of the body portion and the central axis of the body portion in the plane A, and the distance Lb between a point B, which is a point on the contour of the body portion in the plane B and is located at a position corresponding to the point a, and the central axis of the body portion are 0. Ltoreq (La-Lb)/La. Ltoreq.0.1.
6. The stud of claim 5,
the shape of the trunk portion when viewed in the central axis direction has a longitudinal direction, and the vertical region is arranged in a short-side direction orthogonal to the longitudinal direction.
7. Stud according to any one of claims 1 to 6,
the shape of the trunk portion when viewed in the central axis direction has a longitudinal direction, and the minimum value WB2 and the maximum value WB3 of the size of the trunk portion measured in the short-side direction orthogonal to the longitudinal direction satisfy the relationship of 1.05. Ltoreq. WB3/WB 2. Ltoreq.1.30.
8. The stud according to any one of claims 1 to 7,
the body portion has a plurality of inclined surfaces having different inclination angles with respect to a plane orthogonal to the central axis of the body portion between the maximum width position and the top end position.
9. The stud according to any one of claims 1 to 8,
the shape of the body portion as viewed in the central axis direction has a longitudinal direction, 2 concave portions that are concave toward the central axis of the body portion and a pair of convex portions that are positioned on both sides of each concave portion are formed on the outer peripheral surface of the body portion, the convex portions are arranged so as to be convex toward the short side direction orthogonal to the longitudinal direction, a plurality of inclined surfaces are formed between the maximum width position and the maximum end position of the body portion, and the plurality of inclined surfaces are arranged along the short side direction.
10. A tire, characterized in that,
the tread portion is provided with the stud according to any one of claims 1 to 9.
11. The tire according to claim 10,
the body portion has a plurality of inclined surfaces having different inclination angles with respect to a plane orthogonal to the central axis of the body portion between the maximum width position and the maximum tip end position, and the inclination angle of the inclined surface inclined toward the step-in side is larger than the inclination angle of the inclined surface inclined toward the kick-out side.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2020-128171 | 2020-07-29 | ||
| JP2020128171A JP7056695B2 (en) | 2020-07-29 | 2020-07-29 | Stud pins and tires with them |
| PCT/JP2021/020602 WO2022024541A1 (en) | 2020-07-29 | 2021-05-31 | Stud pin and tire comprising same |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN115666968A true CN115666968A (en) | 2023-01-31 |
Family
ID=80035378
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202180035416.5A Pending CN115666968A (en) | 2020-07-29 | 2021-05-31 | Stud and tire with same |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JP7056695B2 (en) |
| CN (1) | CN115666968A (en) |
| FI (1) | FI20226187A1 (en) |
| WO (1) | WO2022024541A1 (en) |
Family Cites Families (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1557662A (en) * | 1975-07-05 | 1979-12-12 | Dunlop Ltd | Tyre studs |
| JPS63227405A (en) * | 1987-03-18 | 1988-09-21 | Agency Of Ind Science & Technol | Spike tire |
| JPH0354005A (en) * | 1989-07-14 | 1991-03-08 | Neste Oy | Spike tire |
| FR2931728B1 (en) * | 2008-06-03 | 2010-07-30 | Michelin Soc Tech | PNEUMATIC FOR ICE TRUCK |
| JP5379444B2 (en) * | 2008-10-20 | 2013-12-25 | 株式会社ブリヂストン | Tire spike |
| JP5917846B2 (en) * | 2011-07-22 | 2016-05-18 | 株式会社ブリヂストン | Tire spikes and spiked tires |
| JP6149870B2 (en) * | 2013-12-09 | 2017-06-21 | 横浜ゴム株式会社 | Pneumatic tire |
| JP6420111B2 (en) * | 2014-10-09 | 2018-11-07 | 東洋ゴム工業株式会社 | Stud pin and stud tire |
| JP6730161B2 (en) * | 2016-10-26 | 2020-07-29 | Ｔｏｙｏ Ｔｉｒｅ株式会社 | Stud pin and pneumatic tire with stud pin |
| JP6860063B2 (en) * | 2017-02-28 | 2021-04-14 | 横浜ゴム株式会社 | Stud pins and stud tires |
| JP6508254B2 (en) * | 2017-04-28 | 2019-05-08 | 横浜ゴム株式会社 | Stud tire |
| CN110435364B (en) * | 2019-09-09 | 2024-09-13 | 正新橡胶（中国）有限公司 | Tyre and anti-skid nail thereof |
-
2020
- 2020-07-29 JP JP2020128171A patent/JP7056695B2/en active Active
-
2021
- 2021-05-31 WO PCT/JP2021/020602 patent/WO2022024541A1/en active Application Filing
- 2021-05-31 CN CN202180035416.5A patent/CN115666968A/en active Pending
- 2021-05-31 FI FI20226187A patent/FI20226187A1/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| JP2022025387A (en) | 2022-02-10 |
| FI20226187A1 (en) | 2022-12-30 |
| JP7056695B2 (en) | 2022-04-19 |
| WO2022024541A1 (en) | 2022-02-03 |
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Address after: Kanagawa Applicant after: THE YOKOHAMA RUBBER Co.,Ltd. Address before: Tokyo, Japan Applicant before: THE YOKOHAMA RUBBER Co.,Ltd. |