FI129840B - Anti-skid stud for vehicle tyres - Google Patents

Abstract

The invention relates to the anti-slip stud (10) of a vehicle tire (1), which comprises a stud body, which anti-slip stud body comprises a bottom flange (14) at the lower end of the stud body, and a shaft part (13) which is directed away from the bottom flange. The anti-slip stud (10) comprises the stud pad (20) of the anti-slip stud, which stud pad comprises an inner surface (25) and an outer surface (26), and which stud pad thickness (t20) is between 0.4 mm and 3 mm, which stud pad (20) is located at least partially under said bottom flange (14), and the area of the inner surface (25) of the anti-slip stud (10) stud pad (20) is at least 10% calculated from the area of the bottom flange of the anti-slip stud, which the stud pad (20) of the anti-slip stud includes or is made of polymer material , which polymer material is arranged to soften in hot temperatures, so that the ShA hardness of the stud pad is at most 55, when the ambient temperature is +22°C, and to harden in cold temperatures, so that the ShA hardness of the stud pad is at least 70, when the ambient temperature is - 25°C. The invention also relates to a vehicle's studded air-filled tire and the use of a polymer material in a vehicle's tire anti-slip stud.

Description

VEHICLE TIRE SLIP PROTECTION Field of technology The present invention is directed to a vehicle tire with its non-slip protection. The invention is also directed to a vehicle tire equipped with anti-skid treads, especially a pneumatic vehicle tire. Background of the technology In the field of vehicle tires, it is known to install anti-skid studs in winter tires developed especially for snowy and icy surfaces to improve traction. The purpose of the studs is to bite into the ice and thus form a mechanical connection between the base and the tire, especially for those situations where the tire's rubber alone and the pattern formed on it do not provide a sufficient result. The skid plate typically comprises the body of the skid plate and the tip of the skid plate. The tip of the anti-slip pin, or part of it, is intended for contact with the base. Publication DE 102018211155A1 is directed to a vehicle pneumatic tire with a profiled tread to which studs are attached. Summary of the invention One of the objectives of the invention is to provide a new type of anti-skid. In addition, one of the objectives of the invention is to provide a driving vehicle equipped with such anti-slip

N N advice ring.

No <Q The anti-skid pin of the vehicle tire according to the invention and the vehicle tire are characterized by what is defined in the independent patent claims. E Certain preferred embodiments are presented in independent patent claims.

R N With the help of the now presented skid barrier, a skid barrier that wears less on the road surface can be achieved, which can have suitable grip properties despite the lower wear of the road surface.

The slide barrier comprises a body part, which includes a stem part and a bottom flange. The diameter of the base flange is suitably larger than the diameter of the stem part of the anti-slip pin. In addition, the anti-slip stud comprises a pin cushion of the anti-slip pin, which is placed at least partially under the bottom flange of said anti-slip pin. The mentioned body part is most suitable made of metal, but other suitable materials can also be used. The anti-slip plate typically also includes the tip of the anti-slip pin, which can be, for example, hard metal or ceramic, but other suitable materials can also be used.

Thanks to the new solution, in which the anti-skid pad includes the pin pad of the anti-skid pad, the wear of the undercarriage can be substantially reduced compared to the anti-skid pad, which does not include the pin pad of the anti-skid pad. The pin pad of the anti-skid pin is preferably placed, at least mostly, below the bottom flange of the anti-skid pin.

In one example, the stud pad of the anti-slip pin can be in direct contact with the bottom flange of the anti-slip pin, in which case there is, for example, no separate slime layer between the pin pad and the bottom flange. This example can be particularly advantageous if the stud pad is already attached to the vehicle's tire during the vulcanization phase.

Advantageously, there is, for example, an adhesive layer between the stud pad and the bottom flange. In this case, installing the anti-slip stud can be easier when the stud pad is attached to the bottom flange with a layer of glue. Thanks to the adhesive layer, the skid plate can be installed in the tire as one piece, i.e. the stud pad and the body of the skid plate do not need to be attached separately to the tire. In addition, the wear of the stud pad can be reduced if the stud pad and the bottom flange are glued to each other, because then the movement of the stud pad relative to the bottom flange can be hindered.

O N The new anti-skid pin pad is suitably placed at least partially, preferably <Q at least mainly, below the body of the anti-skid pin, preferably the bottom flange. Ai- 3 30 with the aid of the skid plate stud E pad, which is partially placed below the skid plate stud body, it is possible to effectively influence certain properties of the skid plate stud and © tire. In this case, the stud pad can, for example, substantially improve the grip properties of the N tire on an icy road surface.

O N 35 Thus, the skid block of the vehicle tire comprises a skid block body, which skid block body comprises the bottom flange at the lower end of the stud body, and the stem part directed away from the bottom flange. In addition, the anti-slip stud comprises a stud pad of the anti-slip stud, the thickness of which is suitably between 0.4 mm and 3 mm.

The pin pad of the anti-skid pin is suitably placed at least partially below the mentioned bottom flange.

The pin cushion of the anti-skid pin contains, and is preferably made of, a polymer material whose hardness is essentially dependent on the ambient temperature.

Most suitably, said stud pad of the anti-skid pin is made of polymer material, which polymer material is arranged to soften at warm ambient temperatures so that the hardness of the stud pad ShA is at most 55 when the ambient temperature is +22*C, and to stiffen at cold temperatures so that the hardness of the stud pad ShA is at least 60 when the ambient temperature is - 25°C.

Furthermore, in one embodiment, the hardness of the stud pad ShA is preferably a maximum of 95 when the ambient temperature is -25°C.

The hardening of the stud pad in cold conditions gives the anti-skid stud better support and thus provides better grip properties for the tire.

In other words, the hardening of the stud pad can increase the puncture force of the anti-skid stud, because the anti-skid can then not sink substantially inside the tire, in which case the penetration of the stud into the ice is greater and the grip of the tire can be significantly better.

In warm conditions, the stud pad can essentially soften, in which case the softening stud pad can allow the stud body to sink into the tire, in which case it can reduce the puncture force and dynamic stud impact, and can thus reduce road wear.

In one embodiment, the ShA of the anti-skid pin pad has a hardness of no more than 38, and preferably no more than 30, when the ambient temperature is 40*C.

In this case, the hardness of the anti-slip pin pad ShA can preferably be at least 70, more preferably at least 80, and most preferably at least 88 when the ambient temperature is -25*C.

This N type of non-slip tile can have particularly good properties for changing environmental N temperatures.

The greater the difference in hardness of the stud pad at different temperatures, the bigger <Q effect the stud pad has on tire grip in cold weather and road wear in warm 3 30 weather. z © In one embodiment, the ShA hardness of the stud pad is between 40-55 when the ambient temperature is 25°C, and/or the ShA hardness of the stud pad is between 60-75 when the ambient temperature is -25*C.

In this case, the effects of the stud pillow can be particularly advantageous for both cold and warm conditions.

In this application, the thickness of the stud pad refers to the thickness of the stud pad when the skid pad is at rest, i.e. when the skid pad is not affected by external forces, such as the pressure caused by the undercarriage.

The thickness of the stud pad can be at least 0.4 mm, more suitably at least 0.7 mm, and most suitably at least 0.9 mm. In addition, the thickness of the pin pad of the anti-skid pin can be no more than 3 mm, more suitably no more than 2.5 mm, more preferably no more than 2.0 mm, and most suitably no more than 1.5 mm. By using a skid plate stud pad with said thickness, the traction characteristics of the skid plate in relation to road surface wear can be particularly suitable. In addition, manufacturing a vehicle tire can be more efficient compared to other sizes of stud pad thicknesses. A stud pad with the thickness shown can flex inwards enough to reduce the wear of the road surface, and keep the tip of the anti-skid stud sufficiently outside the tire so that the tire has good grip when driving on an icy road surface. In addition, installing a stud pad that is thicker than shown can be challenging, and manufacturing a stud pad that is thinner than shown can be particularly challenging.

The area of the inner surface of the stud pad, i.e. preferably the surface essentially facing the bottom flange, is at least 10%, preferably at least 30%, more preferably at least 50%, and most preferably at least 80% calculated from the area of the bottom of the bottom flange of the anti-slip stud. In addition, the area of the inner surface of the stud pad can be at most 120%, suitably at most 110%, preferably at most 100%, more preferably at most 90%, and most preferably at most 80% calculated from the area of the bottom flange of the anti-slip stud. The surface area of the inner surface of the stud pad can be, for example, between 30% and 90% calculated from the surface area of the bottom flange of the anti-slip stud. The control of the grip properties of the tire can be substantially improved when using a stud pad with the 3 mentioned size in relation to the area of the bottom flange. S The area of the outer surface of the stud pad can be at least 10%, preferably at least 30 S 30%, more preferably at least 50%, and most preferably at least 70% calculated from the area of the bottom of the bottom flange of the anti-slip E pin. In addition, the surface area © of the outer surface of the stud pad can be at most 120%, suitably at most 110%, preferably at most 100%, more preferably at most 90%, and most preferably at most 80% calculated from the area of the bottom of the bottom flange of the skid pad N. The surface area of the outer surface of the stud pad can be, for example, between 30% and 90% calculated from the surface area of the bottom flange of the anti-slip stud. The control of the tire's grip properties and the wear of the road surface can be significantly improved when using a stud pad with the mentioned size in relation to the area of the bottom flange.

The pin cushion of the anti-slip pin suitably covers at least 10%, preferably at least 5-25%, more preferably at least 40%, and most preferably at least 55% of the surface area of the base of the bottom flange of the anti-skid pin.

In addition, the stud pad suitably covers a maximum of 100%, more advantageously a maximum of 90%, more suitably a maximum of 80%, and most advantageously a maximum of 70% of the surface of the base of the bottom flange.

The stud pad can cover, for example, 30% to 80% of the bottom surface of the bottom flange.

In this case, the advantages of the stud pillow can be highlighted.

The advantage of this embodiment can be, for example, more precise controllability of the properties of the anti-skid pin.

For example, the control of the grip properties of the tire can be substantially improved by using a stud pad that covers the bottom surface of the bottom flange of the mentioned area.

In addition, the advantages of the stud pad can be highlighted in such a way that the wear of the road in warm weather can be significantly reduced, when the stud pad covers the mentioned area from the surface of the base of the bottom flange.

In one embodiment, the outer surface of the anti-skid pin pad is located below the bottom flange of the anti-skid pin.

More preferably, the inner surface of the pin pad of the anti-skid pin is located below the bottom flange of the anti-skid pin.

In this case, the properties of the anti-slip stud can be more easily predicted.

The shape of the bottom of the pin cushion can advantageously be at least substantially symmetrical.

Thus, the stud pad can be shaped in such a way that it is possible to divide the stud pad into two equal parts, which parts are, at least essentially, mirror images of each other.

Mirror images can differ from each other, for example, in terms of a shape that has relatively little effect on the properties of a stud pillow, while, for example, in terms of a projection or recess that facilitates installation.

The effect of an essentially symmetrical anti-slip stud on the properties of the N tire can be more accurately determined already during the manufacturing stage of the anti-slip stud <Q.

S 30 E The shape of the base of the stud pad can be chosen from the list below, for example: © - round, N - ellipse, N - in the shape of the bottom flange of the non-slip stud, N 35 - triangle, - rectangle, - 5-corner,

- polygonal, and - ribbon-like, such as an o-ring shape. Instead of these, it is also possible to use another shape of the anti-skid pin pad. The ribbon-like shape is preferably the shape of an endless loop.

According to one embodiment, the shape of the pin pad of the anti-skid pin can be said strip-like, so that the pin pad preferably forms an endless loop. In this case, the stud pad can be more effectively pressed into the empty center in road contact, and the damping effect of the stud pad can be improved. The air space in the center of the stud pad can give the stud pad material space to deform and enable the stud to sink in better in contact with the undercarriage, reducing the stud's puncture force, dynamic impact and road wear.

Preferably, the stud pad has a round shape and/or a shape that conforms to the shape of the bottom flange. This shape of the stud pad can facilitate the installation of the anti-slip stud. The mentioned shape can be particularly advantageous with orientable pins, i.e. with pins where the pin is installed in a certain position. According to one example, the shape that conforms to the shape of the bottom flange of the pin cushion is strip-like. A stud pad in the shape of an endless loop can be easier to install and align compared to a strip-like shape that is not shaped like an endless loop. The stud pad of the skid pad can comprise a stud pad opening. Alternatively or in addition, the pin pad of the anti-slip pin may comprise a concave portion. The opening and/or concave point of the stud pad are conveniently located on the inner surface and/or outer surface of the stud pad, preferably in the middle, or essentially in the middle, of the inner surface and/or outer surface of the stud pad. Most conveniently, the hole and/or concave point of the stud pad are located on the inner N surface of the stud pad. Thanks to the opening and/or concave part of the stud pad, the expansion of the stud pad can be better controlled. The opening and/or concave point of the stud pad can 3 30 give the stud pad room to expand, so that the properties of the anti-slip stud at different E temperatures can be better controlled. A stud pad with an opening and/or © concave point can compress more efficiently in road contact due to the empty center N - point, so the damping effect of the stud pad can be greater. The opening and/or concave of the stud pad can enable the stud to sink in better in contact, reducing the stud's puncture force, dynamic impact and road wear.

In addition or alternatively, the stud pad can have a so-called guiding design, such as for example a recess and/or a projection, at one or more points, such as for example at one or more edge points.

With the help of the mentioned controlled design, such as for example a projection or a recess, the stud pad can be more easily aligned to the desired position, for example in relation to the shape of the bottom flange.

In this case, the manufacture and/or installation of the anti-slip pin can be made easier.

A skid stud that includes a skid stud stud pad can have a number of different benefits.

A skid pad with a stud pad can absorb dynamic shock and puncture force compared to a skid pad without a stud pad when a skid pad is not necessary to ensure grip.

In this case, the noise nuisance caused by the tire can be substantially reduced.

In addition, in this case, the wear of the road surface caused by the tire can be substantially reduced.

In addition, the stud-pillow anti-skid stud can strengthen the dynamic impact and puncture force of the anti-skid stud when the ambient temperature drops to freezing, so that the anti-skid stud produces enough puncture force to improve the tire's grip to a suitable level.

In one embodiment, the stud pad of the skid pad is made of a polymer material whose hardness changes according to the forces acting on the stud pad, so that the grip of the skid pad improves when the forces acting on the stud pad change, for example when braking or accelerating.

Preferably, when the ambient temperature is above 0°C, the stud pillow is an elastic body that has the ability to return to its original shape after compression.

Most preferably, the stud pad is made, or at least mainly made, of an elastomeric material, which has the ability to return to its original N shape after compression when the ambient temperature is above 0°C.

This can substantially reduce the wear of the N road when the ambient temperature is so high that there is no ice on the small parts of the formed road, and in addition, the stud pad 3 30 returned to its original thickness can improve the grip properties of the anti-skid stud when the temperature is below zero. z © In one embodiment, the stud pad is a rubber plate that changes hardness depending on the temperature N placed under the bottom flange of the anti-slip stud.

Such a solution can be particularly N cost-effective.

N 35 There can be a hole in the bottom of the pin body, which said hole forms an air space between the bottom flange of the slide stop pin and the pin cushion of the slide stop pin.

Said hole can give room for the stud pad to expand, so the properties of the anti-slip stud at different temperatures can be better controlled. This feature can be particularly advantageous in a situation where the pin cushion of the anti-skid pin does not contain an opening, pit, or similar shape on its inner surface.

The stud pad of the anti-skid pin can be attached to the bottom flange of the anti-skid pin, for example by gluing. Thus, the anti-skid pin can comprise an adhesive layer at least somewhere between the pin pad of the anti-skid pin and the bottom flange of the anti-skid pin. If the anti-slip tile contains said adhesive layer, the adhesive layer may be uniform, or it may have gaps and/or pores. A vehicle's studded pneumatic tire may comprise a tire tread with anti-skid studs attached to the tread. The advantage of the non-slip stud shown in the application can be e.g. the fact that the traction properties of the anti-skid stud are adjusted depending on the temperature, so that the traction properties of the anti-skid stud can be significantly lower when the road surfaces are wet than when the road surfaces are snowy and/or icy. Thanks to this, the grip properties of the anti-skid stud can be at their best when the grip properties of the anti-skid stud are needed, i.e. on an icy and snowy surface, while on a melted road surface the grip properties of the anti-skid stud can be significantly weaker in order to reduce the wear of the surface of the road surface. Thus, the power and grip properties of the anti-skid stud according to the solution can be particularly good when using a winter tire in icy conditions, while in warm conditions the anti-skid stud according to the solution can protect the driving platforms and reduce the wear of the pavement of the driving platforms. In addition, the noise nuisance of the anti-skid pin may be less than usual when driving in warm conditions.

O N The advantage of the new solution is also that the existing Tire Molds can <Q be used to manufacture tires with new anti-slip studs. This can improve both the cost efficiency of tire manufacturing and be a particularly environmentally friendly solution. R. N Brief description of the drawings

O N 35 In the following, the invention is explained in more detail while referring to the accompanying drawings, in which figure 1a shows the structure of a non-skid pin when viewed from the side, figure 1b shows the structure of a non-skid pin as a longitudinal cross-section, figures 2a-d — show different advantageous shapes of the outer and inner surfaces of the pin cushion of the non-skid pin , figure 3a shows a photograph of one anti-skid stud that includes a stud pad, figure 3b shows a vehicle tire as a perspective image, figures 4a-+b — show the operation of a skid-resistant stud as principle pictures, — pictures 5a-f — show the shapes of the stud-pad of a skid-resistant stud according to some examples as longitudinal cross-sectional pictures, and figure 6 shows the change in the hardness of a stud pad according to an example as the temperature changes. The images are observational images that are intended to help in understanding the invention. The images may not be to the correct scale. Detailed description of some embodiments The following reference numbers are used in this application: 1 ring, 10 slide block, 11 slide block tip, 12 slide block blind hole, 13 slide block stem part, N 14 slide block bottom flange, N 20 slide block pin pad, <Q t20 pin pad thickness, 3 30 21 pin pad guiding design , E 22 pin pad opening, © 23 pin pad concave point, N 24 pin pad strip-like shape

S

The inner surface of 25 stud pads, and the outer surface of 26 stud pads. In this application, the unit phr (parts per hundred rubber) is used, which is known to a professional in the field. Figure 1a shows a simplified diagram of the sliding block 10, which includes the pin cushion 20 of the sliding block, as viewed from the side. Figure 1b shows a cross-sectional view of the sliding block in a simplified diagram.

The anti-skid body comprises a base flange 14 and a stem part 13 directed away from the base flange 14. In addition, the anti-skid pin typically has an anti-skid pin tip 11 attached to the body. The anti-skid pin tip 11 can be of a different material than the said anti-skid body. The tip of the anti-slip pin can be, for example, hard metal or hard ceramic. The anti-skid pin tip can be partially located inside the anti-skid body and come out from its outer end. The anti-skid stud 10 comprises the bottom flange 14 of the anti-skid stud 10 and the stud pad 20 arranged to be located in the bottom area of the anti-skid stud hole of the tire 1 of the vehicle.

The body of the anti-slip pin 10 can be manufactured in a way according to known technology, such as for example by cold forming the shape from a round blank wire, which can be forced into the desired shape in several different steps. The carbide tip, if used, can be made, for example, by pressing a blank of carbide powder together with a binder and sintering it at a high temperature. The carbide tip is typically wedge-shaped and the slide pin body typically has a closed hole 12, which corresponds in shape to the slide pin tip 11. Such a slide pin is assembled, for example, by pressing the carbide tip into the slide pin body, whereby a strong wedge connection is formed between them. S 30 E In this context, hard metal means, among other things, hard metal according to known technology. Carbide is typically a wear-resistant metal composite material that may contain tungsten as a carbide compound and the binder is N most commonly cobalt. The alloys may also contain titanium, tantalum, molybdenum N 35 or vanadium carbide. In this context, ceramic-based materials that are similar to carbide in terms of their strength and wear characteristics, or particularly wear-resistant polymers, can also be classified as materials comparable to carbide.

A skid plate that includes a stud pad may be particularly suitable for use with a skid plate tip that is made of hard metal or a ceramic-based material.

The pin pad 20 has an inner surface 25 and an outer surface 26. The inner surface 25 of the pin pad is fitted, or intended to be fitted, at least partially towards the bottom flange of the anti-slip pin. The outer surface 26 of the stud pad is fitted, or intended to be fitted, substantially towards the center of the ring 1.

Figures 2a-d show some examples of the pin pad embodiments of the anti-slip pin. The stud pad can, for example, have an inner surface 25 and/or an outer surface 26 according to examples 2a-d. These shown shapes show some possible shapes for the stud pad. The shape of the pin cushion can also differ substantially from the examples shown in the pictures.

According to one embodiment, the shape of the inner and/or outer surface of the stud pad is round, ellipse, polygonal, o-ring-shaped, triangle, square, rectangle, or substantially in the shape of the bottom flange of the anti-slip pin, but other shapes of the anti-slip pin pad can also be used.

The stud pad of the anti-slip stud has a thickness of 120 (shown, for example, in figures 1b and 5a-f), which refers to the depth-wise dimension of the stud pad. The stud pad can contain, for example, concave points, which is why the thickness of the stud pad can vary in different parts of the stud pad. In this application, the thickness t20 of the stud pad of the anti-skid pad refers to the thickness of the stud pad at the point where the stud pad has W the largest measurable thickness.

O N The pin cushion of the anti-slip pin is preferably symmetrical in shape, or at least <Q essentially symmetrical. This means that the stud pad is most suitably shaped in such a way that it is possible to divide the stud pad into two equal parts in such a way that both parts are essentially mirror images of each other. This can substantially improve the functionality of the non-slip stud during use, as well as the predictability of functionality during use.

O N 35 In one embodiment, the pin cushion is asymmetrical, i.e. it cannot be divided into two equal parts in such a way that both parts are essentially mirror images of each other.

Advantageously, the stud pad has a shape that conforms to, or essentially conforms to, the shape of the bottom flange. The shape conforming to the shape of the bottom flange can be strip-like (shown in Figures 2b and 2d) or substantially uniform (shown in Figure 2c).

If the pin cushion has a ribbon-like shape, that ribbon-like shape is most suitable in the shape of an endless loop. The strip-like shape of the stud pad, which is shaped like an endless loop, is shown in Figures 2b and 2d. The stud pad in the shape of an endless loop can be compressed more effectively in road contact thanks to the empty center, which means that the cushioning effect of the stud pad can be greater. The air space in the center of the stud pad can give the stud pad material space to deform and enable the stud to sink in better in contact, reducing the stud's puncture force, dynamic impact and road wear.

The stud pad can have a stud pad opening 22 on the inner surface of the stud pad 25. The stud pad opening is preferably located substantially in the center of the stud pad. The opening 22 of the stud pillow is best left under the bottom flange of the anti-slip stud. This stud pad opening 22, when located on the inner surface of the stud pad, can form an air space under the bottom flange of the non-slip stud. The mentioned air space can improve the predictability of the stud pad's functionality when the stud pad expands and enables the stud pad to compress more effectively in warm weather and thus reduce both road wear and noise nuisance.

Alternatively or in addition, the stud pad can have a concave part 23 of the stud pad on the inner surface 25 of the stud pad, such as a pit, for example. The concave point 23 of the stud pad is preferably located substantially in the center of the stud pad. The concave point 23 of the stud pad is preferably under the bottom flange of the anti-slip stud. This concave N point 23 of the stud pad, when located on the inner surface of the stud pad, can form an air space between the bottom flange of the non-slip N stud and the stud pad of the non-slide stud. The concave <Q point of the stud pad can enable more efficient compression of the stud pad in warm weather and thus reduce road wear and noise. z © In one embodiment, the pin pad has an opening N 22 and/or a concave point 23 on the outer surface 26 of the pin pad, most conveniently located substantially in the center of the pin pad. N The opening and/or concave point 23 on the outer surface of the stud pad may allow the stud pad to expand N 35 in an advantageous manner.

Also, in a form that adapts to the shape of the bottom flange, the stud pad can have an opening 22 and/or a concave point 23 on the outer surface and/or the inner surface, which is preferably located substantially in the center of the stud pad.

Instead of or in addition to the opening and/or concave part of one or more stud pads, there can be a hole at the bottom of the bottom flange of the anti-skid pin, which creates an air space between the bottom flange of the anti-skid pin and the stud pad of the anti-skid pad, or increases the air space formed by the stud pad.

In addition to or instead of the above-mentioned shapes placed essentially in the center of the stud pad, the stud pad can have a design 21 that guides the stud pad at one or more edge points, such as for example a recess and/or a projection. An example of a pin pad with a guiding design 21 is shown in figures 2b and 2c. Figure 2b shows the guiding design 21, which is a projection. Figure 2c shows the guiding design 21, which is a slot. The stud pad can have one or more guiding designs 21. The guiding design is conveniently arranged so that the stud pad can be oriented to a certain position relative to the position of the bottom flange. In this case, aligning the stud pad as desired in relation to the body of the anti-skid stud, especially the bottom flange, can be substantially easier.

As presented in the application, most of the pin pad of the anti-skid pin is most conveniently placed below the bottom of the bottom flange of the anti-skid pin. Most suitable, the pin cushion of the slide stop pin is placed entirely below the bottom of the bottom flange of the slide stop pin.

The size of the stud pad, such as, for example, the circumference of a strip-like stud pad, is appropriately determined so that the stud pad is suitable for use in connection with the bottom flange of the sliding block 3 in question.

S The diameter of the bottom flange of the anti-slip pin can be, for example, 6.5-9 mm. In this case, in a preferred embodiment, the diameter of the pin cushion (measured from the point giving the greatest dimension E) could be, for example, 5.2-7.2 mm.

N The area of the bottom of the stud pad is at least 10%, suitably at least 30%, preferably at least 50%, even more preferably at least 70% and most advantageously at least 80% of the area of the bottom of the bottom flange of the anti-slip stud. In addition, the area of the bottom of the pin pad of the anti-skid pin is suitably no more than 120%, preferably no more than 110%, more suitable no more than 100% and most advantageous no more than 90%

calculated from the area of the bottom of the bottom flange of the anti-skid pin. In this case, the installation of the anti-skid pin containing the anti-skid pin cushion can be substantially easier. In addition, the control of the anti-skid grip properties can be improved. In addition to this, a stud pad of that size can effectively reduce the wear of the undercarriage.

Figures 5a-f show the shapes of the pin cushion of the slide barrier according to some examples as longitudinal cross-sectional views. Figures 5a-f show the inner surface of the stud pad, the outer surface of the stud pad and the thickness of the stud pad according to the examples.

The thickness of the stud pad is measured in the longitudinal direction of the anti-slip stud from the thickest part of the stud pad. According to one embodiment, the thickness of the pin pad t20 can be at least 0.7 mm, more suitably at least 0.8 mm, and most suitably at least 0.9 mm. In addition, the thickness of the anti-slip pin pad in this embodiment can be at most 2.5 mm, more suitably at most 2 mm, and most suitably at most 1.5 mm. With Tällö, the control of the grip properties of the anti-skid stud can be substantially improved in cold air and, in addition, the wear of the undercarriage in warm air can be substantially reduced. The total length of the anti-skid pin, including the anti-skid pin pad, can be, for example, 9 mm — 15 mm. The total length of the anti-skid pin in passenger cars can be, for example, 9-12 mm. The length of the anti-skid stud in relation to the size of the anti-skid stud pad can affect the properties of the anti-skid stud and the tire. The base flange of the skid plate together with the stud pad of the skid plate can essentially determine the puncture force of the skid plate in relation to the undercarriage. When the outside N temperature is above freezing, the skid plate pin pad may be N relatively soft, elastic material, allowing the skid plate to press deeper into the skid plate hole. In this way, the skid barrier can also consume less surface of the driving platform. In addition, the noise caused by the tire can be substantially reduced. z © When the outside temperature drops so that ice or snow can form on the road, the material of the skid pad's stud pad can harden substantially, so the skid pad can N bite into the undercarriage more effectively, improving the tire's grip. N 35 Figures 4a and 4b show the operation of the anti-slip pin as principle diagrams. Figure 4a shows a situation where the stud pad of the anti-skid stud has hardened so that the stud has protruded from the surface of the tire.

Figure 4b, on the other hand, shows a situation where the stud pad of the anti-skid stud behaves like a soft elastic material, allowing the stud to sink deeper into the tire.

In this application, the term hardness (ShA) refers to the hardness of the material, which can be determined according to the standard ASTM D2240.

Most suitably, said stud pad of the anti-skid pin is made of a polymer material, which polymer material is arranged to soften at warm temperatures so that the ShA hardness of the stud pad is at most 55 when the ambient temperature is +22*C, and to stiffen at cold temperatures so that the ShA of the stud pad temperature is at least 60 when the ambient temperature is -25*C.

Furthermore, in one embodiment, the hardness of the pin pad ShA is preferably at most 95 when the ambient temperature is -25*C.

Higher stud pad hardness in freezing temperatures can significantly increase the stud's penetration force and thus improve the tire's grip on ice.

The ShA hardness of the stud pad is at least 60, suitably at least 70, more suitably at least 75, and most suitably at least 80 when the ambient temperature is -25*C.

In addition, the ShA hardness of the stud pad is at most 55, more suitably at most 50, and most suitably at most 45 when the ambient temperature is +22*C.

The softer stud cushion material can essentially increase the stud's depression in the tire in warmer weather and thus reduce road wear and noise.

According to one advantageous example, the hardness of the anti-skid pin pad ShA is at least 60, more suitably at least 65, even more preferably at least 70, and most suitably at least 75 when the ambient temperature is -5*C.

In addition, in this case, the hardness of the N pin pad of the anti-slip stud N is at most 100, preferably at most 95, and most preferably N at most 90 when the ambient temperature is -5*C.

In this case, the advantages of the anti-skid stud pad <Q can come to the fore as soon as the temperature drops to freezing.

S 30 E According to one embodiment, the ShA hardness of the stud pad is between 45 and 89, more suitable between 50 and 80, and most preferably at least 60 when the ambient temperature is 0°C.

N In this case, a hardness around O”C can be particularly suitable for a stud pad. a N 35 The stud pad is at least partially made of polymer material, the hardness of which is essentially dependent on the ambient temperature.

In one embodiment, the polymer material of the pin cushion of the anti-skid pin is vulcanized in such a way that sulfur is used as the vulcanizing agent.

The pin pad may comprise, mainly comprise, or consist of a polymer material with a glass transition temperature (Tg) of at least -40*C, such as for example at least -30°C, suitably at least -20°C, more suitably at least -15°C, or at least -10 °C, and most preferably at least -5*C: In addition, the glass transition temperature of said polymer material can be at most 40*C, such as for example at most 30*C, suitably at most 20°C, more suitably at most 15°C, or at most 10°C, and preferably no more than 5°C.

In this case, the hardening of the stud pad can hit the optimal point in terms of road wear and grip.

If the glass transition temperature is arranged close to 0°C, the hardening of the stud pad can hit the optimum point in terms of road wear and grip.

In one embodiment, the stud pad may contain at least 10 phr of styrene-butadiene rubber (SBR). The amount of styrene-butadiene rubber can be at least 10 phr, suitably at least 20 phr, more suitably at least 30 phr, and most suitably at least 40 phr, calculated from the pin cushion of the anti-skid pin.

In addition, the anti-skid stud pad may contain styrene-butadiene rubber up to 100 phr.

By using SBR rubber, the glass transition temperature can be more easily determined as desired in terms of the implementation of the anti-slip pin.

Styrene-butadiene rubber (SBR), if used, may be solution polymerized styrene-butadiene rubber (SSBR). The vinyl content of the styrene-butadiene rubber (SSBR) produced by solution polymerization is then suitably at least 30%, more suitably at least 35% and most suitably at least 40%. In addition, the vinyl content of the styrene-butadiene rubber (SSBR) is then suitably at most 70%, more suitably at most 65 N%, and most suitably at most 60%. In addition, the styrene content of the styrene-butadiene rubber (SSBR) N produced is preferably between 30 and 40%. In this case, the glass transition <Q temperature of the polymer can be particularly suitable for the pin cushion material and the hardening can take place at a more precisely predetermined moment. z © The stud pad may contain resin.

The amount of resin, if used, can be at least N 5 phr of resin, suitably at least 10 phr of resin, more suitably at least 15 phr of resin N and most suitably at least 20 phr of resin.

In addition, the anti-skid pin pad can N 35 contain a maximum of 70 phr resin, suitably a maximum of 60 phr resin, more suitably a maximum of 50 phr resin, and most suitably a maximum of 40 phr resin.

By using resin, the glass transition temperature of the pin pad material can be raised by a predetermined amount so that the hardening of the pin pad can be carried out in a pre-defined temperature range. The stud pad may contain reinforcement. The amount of reinforcement, if it has been used, can be at least 20 phr of reinforcement, suitably at least 25 phr of reinforcement, more suitably at least 30 phr of reinforcement and most suitably at least 35 phr of reinforcement. In addition, the stud pad of the anti-skid pin can contain no more than 50 phr of reinforcement, suitably no more than 45 phr of reinforcement, more suitable no more than 40 phr of reinforcement, and most suitably no more than 35 phr of reinforcement. The reinforcement may contain or consist of carbon black reinforcement and/or silica reinforcement. The strength of the stud pad material can be increased with reinforcement, which can improve the strength of the stud pad. In addition, the hardness of the stud pad ShA can be influenced with the reinforcement so that the hardness of the stud pad can be more easily optimized to the desired level. Figure 6 shows an example of the change in the hardness of the anti-skid pin pad when the temperature changes. In this advantageous example, the hardness of the stud pad is adjusted so that the stud pad is hardened when the ambient temperature is close to freezing. Figure 3 shows a vehicle tire, which comprises a tread that is intended for rolling contact against the ground and on which anti-slip studs are installed. The vehicle tire 1 can be, for example, a pneumatic vehicle tire. Anti-skid studs according to the invention can be attached to a vehicle tire by embedding the stud pad of the anti-skid stud, the bottom flange of the anti-skid stud and the stem part into a hole formed in the tire of the vehicle, which can be called the anti-skid stud-N hole. In this case, the stud pad and bottom flange of the anti-skid stud are most conveniently located in the bottom area of the N skid-resistant stud, and the stem part of it outwards towards the surface of the tire. <Q The stud pad of the anti-skid pin can be attached to the bottom flange of the anti-skid pin, for example, by gluing before attaching the anti-skid pin to the vehicle tire. E Alternatively, the stud pad of the skid plate can be placed in the hole made in the vehicle's tire before placing the body of the skid plate in that hole.

R o N The method for manufacturing a vehicle tire can comprise, for example, the following N 35 steps: - the body of the anti-skid stud, which comprises the bottom flange, is made available,

o = stud pad with a thickness between 0.4 mm and 3 mm, and which comprises a polymer material which is arranged to soften in warm temperatures and stiffen in cold temperatures, so that the hardness of the anti-skid stud pad ShA is at least 70 when the ambient temperature is -25*C, and the hardness of the stud pad of the anti-skid pad ShA is a maximum of 55 when the ambient temperature is +22*C, and o a vehicle tire, which comprises the tire body and a rubber tread, in which the anti-skid stud hole for the anti-skid stud is arranged in the tread, - a stud pad of the skid plate is attached, the surface area of the inner surface (25) of the stud pad (20) of the skid plate (10) is at least 10% calculated from the surface area of the bottom of the bottom flange of the skid plate, to the bottom surface of the bottom flange, for example by gluing, and - is attached from the skid plate to the skid pad arranged in the vehicle tire to the tin hole.

With the method in question, the anti-slip mat can be installed particularly effectively on the tire. The stud pad can be attached to the lower surface of the bottom flange most conveniently by gluing, but other suitable solutions are also possible.

The invention and its various embodiments are not limited to the above examples of embodiments. The presented individual features can appear in the solution according to the invention independently of the other presented individual features. Expressions describing the existence of characteristic features contained in the patent claims are open, so that the presentation of characteristic features does not exclude from the solution such characteristic features,

N N which are not presented in independent or non-independent patent claims.

N o <Q 00

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Claims (15)

Patent claim: 1. Anti-skid stud (10) of a vehicle tire (1), comprising - a stud body, which anti-skid stud body comprises o a bottom flange (14) at the lower end of the stud body, and o a shaft part (13) which is directed away from the bottom flange, which anti-skid stud ( 10) additionally comprises the anti-slip stud's stud pad (20), which stud pad comprises an inner surface (25) and an outer surface (26), and which stud pad (20) is placed at least partially under said bottom flange (14), and which anti-slip stud ( 10) the area of the inner surface (25) of the stud pad (20) is at least 10% calculated from the area of the bottom flange of the anti-slip stud, characterized in that the thickness of the stud pad (120) of the anti-slip stud is between 0.4 mm and 3 mm, and that the stud pad (20) of the anti-slip stud comprises or is made of polymer material, which polymer material is arranged to soften in hot temperatures, say that the stud pad's ShA hardness is a maximum of 55, where the ambient temperature is +22*C, and to stiffen in cold temperatures, say that the stud pad's ShA hardness is at least 70, since the ambient temperature is -25*C, and that the stud pad of the anti-slip stud comprises - at least 5 phr resin, most suitable 5-60 phr resin, and/or - at least 20 phr, most suitable between 20-50 phr of at least one strengthening agent, which is most suitably selected from a group consisting of carbon black strengthening and silica strengthening. 2. Anti-slip stud for a tire according to patent claim 1, where N - the ShA hardness of the stud pad of the anti-slip stud is at least 60, most suitable N at least 70, where the ambient temperature is -5*C, and/or <Q - the ShA hardness of the stud pad of the anti-slip stud is the highest 95, most suitable 3 30 maximum 90, then the ambient temperature is -5°C z © 3. — Anti-slip stud for a tire according to one of the previous patent claims, whose N - stud pad's ShA hardness is between 40-55, when the ambient temperature N is 25*C, and/or N 35 - stud pad's ShA hardness is between 70-90, since the ambient temperature is -25°C. 4. Anti-slip stud for a tire according to one of the preceding patent claims, where the area of the inner surface (25) of the stud pad (20) of the anti-slip stud is between 20% and 120%, more advantageously between 30% and 90%, calculated from the area of the bottom of the flange of the anti-slip stud. 5. —Anti-slip stud for a tire according to one of the preceding patent claims, where the outer surface (26) of the stud pad (20) of the anti-slip stud is located below the bottom flange of the anti-slip stud. 6. Anti-slip stud for a tire according to any of the preceding patent claims, where the shape of the stud pad (20) of the anti-slip stud is symmetrical, or at least substantially symmetrical, whereby the stud pad (20) can be divided into two equal parts, so that said parts are essentially mirror images of each other. 7. Anti-slip stud for a tire according to one of the preceding patent claims, where the thickness (t20) of the stud pad (20) of the anti-slip stud is at least 0.9 mm and at most 2.5 mm. 8. —Anti-slip stud for a tire according to any of the preceding patent claims, where the stud pad of the anti-slip stud comprises an opening (22) in the stud pad. 9. — Anti-slip stud for a tire according to one of the preceding patent claims, where the stud pad of the anti-slip stud comprises a concave point (23) in the stud pad. 10. Anti-slip stud for a tire according to one of the preceding patent claims, where the anti-slip stud (10) comprises an adhesive layer, which is placed between the stud pad and the bottom flange. N S 11. Anti-slip stud for a tire according to one of the preceding patent claims, where the glass transition temperature (Tg) of said polymer material is arranged between E -40°C and +40°C, more suitably between -20°C and +20*C, and most suitable © between -5°C and +5°C. R o N 12. Anti-skid stud for a tire according to any of the preceding claims, which N 35 contains - at least 10 phr styrene-butadiene rubber (SBR), and/or - at least 10 phr natural rubber, and/or - at least 10 phr polybutadiene rubber. 13. Anti-slip stud for a tire according to claim 12, comprising styrene-butadiene rubber produced by solution polymerization (SSBR), whose vinyl content is between 30% and 60%, and styrene content is between 30 and 40%. 14. A studded air-filled tire of a vehicle, comprising the running surface of the tire, on which running surface anti-skid studs are attached, which anti-skid studs comprise - an anti-skid stud body, which anti-skid stud body comprises a bottom flange (14) at the lower end of the stud body, and a shaft part (13) which is directed away from the bottom flange, and - the anti-slip stud's stud pad (20), which anti-slip stud's stud pad is located at least partially under said bottom flange (14), and which anti-slip stud's (10) stud pad's (20) inner surface (25) area is at least 10% calculated from the bottom flange of the anti-slip stud area, characterized in that the thickness (t20) of the stud pad (20) of the anti-slip stud is between 0.4 mm and 3 mm, and in that the stud pad (20) of the anti-slip stud is made of polymer material, which polymer material is arranged to soften in hot temperatures, see that the ShA hardness of the stud pad is a maximum of 55, where the ambient temperature is +22*C, and to stiffen in cold temperatures, say that the ShA hardness of the stud pad is at least 70, that the ambient temperature is -25*C, and that the anti-slip stud's stud pad comprises - at least 5 phr resin, most suitable 5-60 phr resin, and/or - at least 20 phr, most suitable between 20-50 phr of at least one reinforcing agent, which most suitable is selected from a group consisting of 3 of soot reinforcement and silica reinforcement. S 15. Use of a polymer material in the stud pad of a vehicle's anti-slip stud, characterized in that the polymer material is arranged to soften in hot E temperatures, say that the ShA hardness of the stud pad is at most 55, then the ambient © temperature is +22°C, and to harden in cold temperatures, said that the N ShA hardness of the stud pad is at least 70, when the ambient temperature is -25”C, and of N that the stud pad of the anti-slip stud includes at least 5 phr resin, most suitable N 35 sand 5-60 phr resin, and/or at least 20 phr, most suitably between 20-50 phr of at least one strengthening agent, which is most suitably selected from a group consisting of carbon black strengthening and silica strengthening.