JP2018069817A - Stud pin and pneumatic tire with stud pin - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a stud pin having a structure excellent in a holding property in a mounted state as well as excellent in durability.SOLUTION: A stud pin includes a body 2, and a shaft 5 protruding from the body 2. The body 2 is constituted by an edge part 8 at least an upper end portion of which is parallel to a straight line orthogonal to a shaft center, and an arc-shaped part centering the shaft center.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a stud pin and a pneumatic tire provided with the stud pin.

  2. Description of the Related Art Conventionally, as a stud pin, a structure including a trapezoidal body in plan view and a pin having a mountain shape on one side protruding from the upper surface thereof is known (see Patent Document 1).

International Publication No. 2014/122570

  However, the above-described conventional stud pin only improves the holding property to the tire, and the ice performance itself is not considered at all.

  It is an object of the present invention to provide a stud pin that can exhibit not only the retainability in the mounted state but also excellent ice performance, and a pneumatic tire including the stud pin.

As a means for solving the above problems, the present invention provides:
Body,
A shaft protruding from the body;
A stud pin with
The shaft includes a first protrusion protruding from the body and a second protrusion protruding from the first protrusion.
The first and second protrusions provide a stud pin characterized in that the outer shape in plan view is not similar.

  With this configuration, if the snow and snow road surface is traveled with the stud pin fitted to the pin hole of the stud tire, both edges of the first protrusion and the second protrusion can be bitten into the snow and snow road surface in various directions. . As a result, edge performance (driving performance, braking performance, cornering performance) can be improved.

  At least one of the first protrusion and the second protrusion only needs to be configured as a polygon in plan view.

  The first protrusion preferably has a larger number of edges than the second protrusion.

  With this configuration, the first protrusion can be configured to have various edges with different directions, and the edge performance in multiple directions can be enhanced. Further, the second protrusion can play a role of complementing the edge performance of the first protrusion by securing the edge length within a limited region.

  It is preferable that the protrusion dimension of the first protrusion from the body is larger than the protrusion dimension of the second protrusion from the first protrusion.

As a means for solving the above problems, the present invention provides:
A stud pin of any one of the above configurations;
A pin hole formed in the tread portion and fitted with the stud pin;
With
The stud pin provides a stud tire characterized in that an edge portion of the body is arranged on the tire kicking side so as to be orthogonal to the tire circumferential direction.

  With this configuration, the edge effect of the body can be maximized on the tire kicking side during braking.

As a means for solving the above problems, the present invention provides:
A stud pin of any one of the above configurations;
A pin hole formed in the tread portion and fitted with the stud pin;
With
The stud pin provides a stud tire characterized in that an edge portion of the body is disposed on a tire depression side so as to be orthogonal to the tire circumferential direction.

  With this configuration, at the start of traveling, the edge portion of the body on the tire depression side can be easily bitten into the road surface, and the edge effect can be exhibited to improve the traction performance.

  According to the present invention, since both edges of the first protrusion and the second protrusion can be caused to bite into the snowy and snowy road surface in various directions, the edge performance can be improved.

It is a perspective view of the stud pin concerning this embodiment. It is a front view of the stud pin shown in FIG. It is a top view of the stud pin shown in FIG. FIG. 2 is a development view of a tread portion of a tire to which the stud pin shown in FIG. 1 is attached. It is sectional drawing of the pin hole shown in FIG. 6 is a plan view of a shaft according to Embodiment 2. FIG. 6 is a plan view of a shaft according to Embodiment 3. FIG. 6 is a plan view of a shaft according to Embodiment 4. FIG. 10 is a plan view of a shaft according to Embodiment 5. FIG. 10 is a plan view of a shaft according to Embodiment 6. FIG. 10 is a plan view of a shaft according to Embodiment 7. FIG. 10 is a plan view of a shaft according to Embodiment 8. FIG. 10 is a plan view of a shaft according to Example 9. FIG. 5 is a plan view of a shaft according to Comparative Example 1. FIG. It is a top view of the stud pin concerning other embodiments. It is a top view of the stud pin concerning other embodiments. It is a top view of the stud pin concerning other embodiments. It is a top view of the stud pin concerning other embodiments.

  Embodiments according to the present invention will be described below with reference to the accompanying drawings. In the following description, terms indicating specific directions and positions (for example, terms including “up”, “down”, “side”, “end”) are used as necessary. Is for facilitating understanding of the invention with reference to the drawings, and the technical scope of the present invention is not limited by the meaning of these terms. Further, the following description is merely illustrative in nature and is not intended to limit the present invention, its application, or its use. Furthermore, the drawings are schematic, and the ratios of dimensions and the like do not necessarily match the actual ones.

  1 and 2 show a stud pin 1 according to the present embodiment. The stud pin 1 is made of aluminum, an aluminum alloy or the like by molding or the like. The body 2, the shank 3 that continues to the lower side of the body 2, the pedestal portion 4 that continues to the lower side, and the body 2 It is comprised with the shaft 5 provided in the upper surface center part.

  The body 2 is substantially cylindrical, but a side surface 6 parallel to the axis is formed on a part of the outer peripheral surface. As a result, at least the outer edge of the upper end of the body 2 is formed with a body-side edge portion 8a parallel to a straight line perpendicular to the axis and the other arc-shaped portion 8b.

  Further, the outer edge portion of the upper surface of the body 2 is constituted by a tapered surface 7. The tapered surface 7 is the first region that comes into contact with the road surface when the stud pin 1 is mounted on a pneumatic tire (stud tire) and travels on the road surface. Here, the tapered surface 7 formed on the body side edge portion 8a is a region that first collides with the road surface. Therefore, when the body side edge portion 8a collides with the road surface, it comes into contact with the surface. However, it can be understood that the tapered surface 7 referred to here includes some curved surface shape as long as it can prevent the sharp portion from colliding with the road surface. The arcuate portion 8b includes not only the arc but also a part of a polygonal shape connected by a plurality of line segments. However, the length of the line segment is shorter than the body side edge portion 8a.

Further, in the body 2, the relationship between the diameter L1 of the cylindrical portion and the length L2 of the body side edge portion 8a is set so as to satisfy 1/4 <L2 / L1 <3/4 in plan view. . If it is 1/4 or less, the partial contact pressure at the time of grounding becomes too large, and if it is 3/4 or more, it tends to be damaged at the time of grounding.
However, as shown in FIG. 15, the figure body 2 may have a cylindrical shape, that is, a circle without the body edge portion 8a in plan view.

  As shown in FIG. 3, the pedestal portion 4 is formed in a vertically long shape in which the maximum length a in the vertical direction and the maximum length b in the horizontal direction satisfy a> b in plan view. A linear portion 9 parallel to the side surface 6 of the body 2 is formed on one end side in the vertical direction of the pedestal portion 4. In addition, the pedestal portion 4 is formed with a protruding portion 11 that protrudes in a triangular shape by two inclined portions 10 on the side opposite to the linear portion 9. Here, the protrusion 11 is symmetrical with respect to the center line in the vertical direction. And the angle which the inclination part 10 makes with the centerline of the vertical direction is set so that it may be less than 90 degrees. In particular, this angle is preferably 45 °. Two locations connecting the straight line portion 9 and each inclined portion 10 are arc portions 12. In addition, all the parts are connected by a circular arc surface so that an edge is not formed. A tapered surface 13 is formed on the lower surface of the outer edge portion of the pedestal portion 4.

  The shape of the pedestal portion 4 is not limited to the shape described here, and various shapes can be used as long as the shape expands to the outer diameter side from the body 2 in a plan view, such as a circle and a polygon. FIG. 16 shows an example in which the pedestal 4 is circular in plan view. In this case, as shown in FIG. 17, the body 2 can also be circular in plan view and can be circular in plan view. However, as described above, it is possible to effectively prevent the pin hole 26 from falling off when traveling on the road surface while being mounted on a tire while suppressing an increase in weight by forming it in an irregular shape. It is possible.

  The shaft 5 includes a first protrusion 14 having an odd-numbered square shape (here, a pentagon) in plan view. The first edge portion 15 including one side (edge) of the first protrusion 14 is a plane parallel to the side surface 6 of the body 2. The first edge portion 15 is set to be shorter than the length of the body side edge portion 8a. Further, the second edge portion 16 and the third edge portion 17 on both sides adjacent to the first edge portion 15 are opposed to the arc portion of the pedestal portion 4. Further, the fourth edge portion 18 adjacent to the second edge portion 16 and the fifth edge portion 19 adjacent to the third edge portion 17 face each inclined portion 10 of the pedestal portion 4.

  A second protrusion 20 is formed on the upper surface of the first protrusion 14. The second protrusion 20 has a rectangular shape in plan view, and one of the long sides thereof is a sixth edge 21 that is parallel to the first edge 15 of the first protrusion 14. However, the other edge portions (the seventh edge portion 22, the eighth edge portion 23, and the ninth edge portion 24) of the second protrusion 20 are different in the extending direction from the other edge portions of the first protrusion 14. Yes.

  Further, the shaft 5 is provided such that its axis coincides with the axis of the body 2. Thereby, a sufficient distance can be secured in all directions from the outer edge of the body 2 to the shaft 5. Further, the number of edge portions of the second protrusion 20 is smaller than that of the first protrusion 14. Specifically, the first protrusion 14 has five locations and the second protrusion 20 has four locations. Furthermore, the height of the shaft 5 is 0.5 mm or more and 2.5 mm or less here. This is because if it is less than 0.5 mm, the function as the shaft 5 cannot be sufficiently exhibited, and if it exceeds 2.5 mm, the shaft 5 is grounded before the body 2 and is easily damaged. Further, the ratio of the height of the second protrusion 20 to the first protrusion 14 is set to 10% or more and 80% or less. If it is less than 10%, the edge effect of the second protrusion 20 is insufficient, and if it exceeds 80%, the edge effect of the first protrusion 14 cannot be sufficiently exhibited.

  By forming the shaft 5 in two stages as described above, the total edge length can be increased and a sufficient edge effect can be exhibited. Moreover, the edges extending in various directions of the first protrusion 14 and the second protrusion 20 collide with the road surface, and the edge effect is exhibited not only in the straight traveling direction but also in various directions such as cornering. Can be made. In addition, the shaft 5 can also be composed of three or more stages.

  As shown in FIG. 4, the stud pin 1 having the above configuration is used by being attached to a pin hole 26 formed in a tread portion 25 of a stud tire. As shown in FIG. 5, the pin hole 26 is composed of a small diameter portion 27 having the same inner diameter and an enlarged diameter portion 28 at the tip thereof. The mounting operation of the stud pin 1 in the pin hole 26 is automatically performed by a pin driving device (not shown). In this case, since the shape of the pedestal portion 4 is not a point-symmetrical shape such as a circle, but a vertically long irregular shape as described above, it is possible to easily grasp the direction and accurately attach it to the pin hole 26. it can. Here, the side surface 6 of the body 2 (the first side surface of the shaft 5) is positioned on the tire kicking side so as to extend in the tire width direction perpendicular to the tire circumferential direction. In this state, a portion above the upper end portion (tapered surface 7) of the body 2 of the stud pin 1 is exposed from the surface of the tread portion 25.

  Thus, according to the stud pin 1 attached to the tire, when traveling, the body side edge portion 8a of the upper end portion of the body 2 first collides with the road surface. The body side edge portion 8a has a sufficient length and area. For this reason, even if the body side edge portion 8a collides with the road surface, the impact force per unit area on the road surface can be suppressed. As a result, even when traveling on a dry road surface, problems such as road surface cracks can be avoided. Further, when traveling on a frozen road surface (ice surface), the body side edge portion 8a bites into the road surface and exhibits an excellent driving force.

  Subsequently, the shaft 5 collides with the road surface. In this case, a sufficient distance is secured between the body 2 and the shaft 5. For this reason, it is avoided that the shaft 5 collides before the body 2 collides with the road surface. Thereby, damage of the shaft 5 at the time of a road surface collision can be prevented.

  Further, the shaft 5 that collides with the road surface is configured in two steps, and the directions of the peripheral sharp edges are different between the first protrusion 14 and the second protrusion 20 except for one point. Therefore, the edge effect can be sufficiently exhibited. That is, if it goes straight, the 4th edge part 18 of the 1st protrusion 14, the 5th edge part 19, and the vertex part which both cross | intersect, and the 8th edge part 23 of the 2nd protrusion 20 are road surfaces (ice surface). Act on. If cornering is performed on a curve, the second edge 16 or the third edge 17 of the first protrusion 14 and the seventh edge 22 or the ninth edge 24 of the second protrusion 20 are on the road surface. To prevent lateral slippage. Furthermore, when the brake is stepped on, the first edge portion 15 of the first protrusion 14 and the sixth edge portion 21 of the second protrusion 20 apply a braking force to the road surface.

  At this time, a force is applied to the stud pin 1 so as to drop from the pin hole 26 via the body 2 and the shaft 5. The stud pin 1 includes a shaft 5 having a diameter smaller than that of the body 2 and a pedestal portion 4 having a diameter larger than that of the body 2 following the shaft 5, and the drop-off is effectively prevented.

The shaft 5 was tested for edge performance using the comparative example shown in FIG. 14 and the stud pins of Examples 1 to 9 shown in FIGS. 3 and 6 to 13. As a test tire, tire size: 195 / 65R15, air pressure Fr / Re: 220/220 (kPa) was used. In the test, test tires were mounted on a test vehicle (1500 cc, 4WD middle sedan vehicle), traveled on an ice road surface, and edge performance (driving performance, braking performance, and cornering performance) was evaluated. In the evaluation of the edge performance, Examples 1 to 9 were index-evaluated with the case of Comparative Example 1 being 100. The driving performance was evaluated by the elapsed time from the stop state until the travel distance reached 30 m on the ice road surface. The braking performance was evaluated based on the braking distance when braking force was applied by ABS (Antilock Brake System) at a speed of 40 km / h. The turning performance was similarly evaluated by the turning radius when turning at a speed of 40 km / h.
The planar view shape of the shaft 5 protruded from the center of the upper surface of the cylindrical body 2 is as follows. However, in any figure, the upper side shows the traveling direction, that is, the tire stepping side.
In Comparative Example 1, a single-stage circle shown in FIG.
Example 1 is as described in the embodiment shown in FIG.
In Example 2, as shown in FIG. 6, the first protrusion 14 is formed in a hexagonal shape, and the second protrusion 20 is formed in a pentagonal shape. One vertex is facing each other.
In Example 3, as shown in FIG. 7, the 1st protrusion 14 is formed in the heptagon, and the 2nd protrusion 20 is formed in the pentagon. The 1st protrusion 14 is the shape where one place became depressed, the vertex located in the hollow part opposes one vertex of the 2nd protrusion, and the sides located in the other side are parallel. .
In the fourth embodiment, as shown in FIG. 8, the first protrusion 14 is a heptagon, and the second protrusion 20 is a hexagon. Six sides of the first protrusion 14 and each side of the second protrusion 20 are arranged in parallel to each other.
In Example 5, as shown in FIG. 9, the 1st protrusion 14 is formed in the star shape, and the 2nd protrusion 20 is formed in the hexagon.
In Example 6, as shown in FIG. 10, the 1st protrusion 14 is formed in the pentagon, and the 2nd protrusion 20 is formed in the trapezoid.
In the seventh embodiment, as shown in FIG. 11, the first protrusion 14 is a heptagon, and the second protrusion 20 is a triangle. The first protrusion 14 forms a heptagon with a central portion of one side (upper side in the figure) of the trapezoid protruding in a triangle.
In Example 8, as shown in FIG. 12, the 1st protrusion 14 is formed in the pentagon, and the 2nd protrusion 20 is formed in the rectangle. The 2nd protrusion 20 is arrange | positioned so that one diagonal line may follow with respect to the advancing direction.
In Example 9, as shown in FIG. 13, the first protrusions 14 are pentagonal and the second protrusions 20 are rectangular. Example 9 differs from Example 8 in the arrangement direction of the second protrusions 20. Here, it arrange | positions so that two parallel sides of a 2nd protrusion may be orthogonal to a advancing direction.

  Thus, in Examples 1 to 9, each side edge portion exhibited excellent effects in all items of edge effects. The reason for this edge effect is that the direction of the edge portion can be freely set and that the edge portion can be lengthened by using two stages.

  In addition, this invention is not limited to the structure described in the said embodiment, A various change is possible.

  In the embodiment, the body side edge portion 8a is arranged on the tire kicking side so as to extend in the tire width direction orthogonal to the tire circumferential direction, but may be arranged on the tire stepping side. According to this, it becomes easy to make braking force act by the body side edge part 8a.

  In the above-described embodiment, the body side edge portion 8a of the body 2 and the first edge portion 15 of the shaft 5 are both arranged on the lower side with respect to the alternate long and short dash line, but are arranged on the opposite side. It is also possible. In FIG. 18, the shaft 5 is rotated 180 °, and the body side edge portion 8 a is disposed on the lower side with respect to the straight line extending left and right, and the first edge portion 15 of the shaft 5 is disposed on the upper side. In this case, the body side edge portion 8a can be disposed on the tire stepping side so as to be orthogonal to the tire circumferential direction, and the first edge portion 15 of the shaft 5 can be disposed on the tire kicking side. According to this, it becomes possible to exhibit the braking performance at the body side edge portion 8 a and to exhibit the traction performance at the first edge portion 15 of the shaft 5.

DESCRIPTION OF SYMBOLS 1 ... Stud pin 2 ... Body 3 ... Shank 4 ... Base part 5 ... Shaft 6 ... Side surface 7 ... Tapered surface 8a ... Body side edge part (edge part)
8b ... Arc-shaped part 9 ... Linear part 10 ... Inclined part 11 ... Protruding part 12 ... Arc part 13 ... Tapered surface 14 ... First protrusion 15 ... First edge part 16 ... Second edge part 17 ... Third edge part 18 ... 4th edge part 19 ... 5th edge part 20 ... 2nd protrusion 21 ... 6th edge part 22 ... 7th edge part 23 ... 8th edge part 24 ... 9th edge part 25 ... Tread part 26 ... Pin hole 27 ... Small diameter part 28

Claims (6)

Body,
A shaft protruding from the body;
A stud pin with
The shaft includes a first protrusion protruding from the body and a second protrusion protruding from the first protrusion.
The stud pin, wherein the first protrusion and the second protrusion have non-similar outer shapes in plan view.   2. The stud pin according to claim 1, wherein at least one of the first protrusion and the second protrusion is configured as a polygon in a plan view.   3. The stud pin according to claim 1, wherein the first protrusion has a larger number of edges than the second protrusion. 4.   The protrusion dimension of the said 1st protrusion from the said body is larger than the protrusion dimension of the said 2nd protrusion from the said 1st protrusion, The any one of Claim 1 to 3 characterized by the above-mentioned. Stud pin. The stud pin according to any one of claims 1 to 4,
A pin hole formed in the tread portion and fitted with the stud pin;
With
The stud pin is arranged so that an edge portion of the body is on a tire kicking side and is orthogonal to a tire circumferential direction. The stud pin according to any one of claims 1 to 4,
A pin hole formed in the tread portion and fitted with the stud pin;
With
The stud pin is arranged such that an edge portion of the body is disposed on a tire depression side and is orthogonal to a tire circumferential direction.

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