JP2763811B2 - Anti-slip pin unit and anti-skid tire using the same - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an anti-skid pin unit embedded in a tire to prevent slippage when starting or stopping an automobile on an icy and snowy road surface, and an anti-slip tire using the same.

(Prior art and its problems) Conventionally, in order to ensure the safe running of an automobile on an icy and snowy road surface, a spike tire in which a plurality of spikes (also referred to as studs) are driven into a snow tire has been used.

However, when the vehicle equipped with the spiked tires travels on a road where the snow and ice melt and the road surface is exposed (dry road surface), the weight of the vehicle is applied to the tip of each of the spike pins that contact the ground, There is a problem that the pin scrapes the road surface. This shaved dust soars into the atmosphere, causing air pollution.

In addition, harmful heavy metals such as cadmium and lead are present in the dust and are harmful to the human body. In addition, road markings such as crossing bands drawn on the road surface are scraped off by spike pins, and the markings are unknown and dangerous. further,
At the time of thaw, enormous costs are required, such as repainting road signs and repairing the shaved road surface.

In order to solve the shortcomings of spiked tires, so-called spikeless tires (studless tires) that do not use spikes have also appeared.

This studless tire is a type of snow tire,
By using a special compound rubber that is hard to cure even at low temperatures, and by cutting a lot of unique narrow grooves (multi-sizing), the contact area with the road surface is increased, the irregularities on the ice are wrapped, and the friction resistance is increased. . However, when the temperature of the ice is low, the studless tire exhibits a friction resistance equal to that of the spike tire, but as the surface temperature approaches 0 ° C., the friction resistance between the tire and the road surface decreases. As described above, the performance of the tire varies due to the state of ice and snow.

It is also known that adding a low-temperature plasticizer to a rubber composition to a studless tire lowers the hardness of the tread at low temperatures, but this characteristic is maintained for about one year immediately after production, The hardening of the quality becomes significant.

On the other hand, in order to restrict the use of spiked tires and prevent traffic accidents, it is also practiced to actively spread snow on roads by spraying calcium chloride or the like. However, secondary pollution such as death of street trees and water pollution has become a major problem.

In order to solve the above problems, the present inventor has filed Japanese Patent Application No. 58-62.
No. 540 (JP-A-59-186704) was filed and filed. The present invention will be described with reference to FIG.

An elastic body 3 made of a material such as rubber is arranged in the cylinder 2.
A shaft 3a in the middle of the spike pin 5 passes through a hole 3a formed in the center of the elastic body 3. Then, the rear end of the spike pin 5 is prevented from falling off on the bottom surface of the cylinder 2. Further, an enlarged diameter neck 6 is formed at the tip of the spike pin 5, and when the enlarged diameter neck 6 is a tire using the spike pin 5 ahead of the opening edge of the tip of the cylinder 2, when braking on a snowy road or the like, When the vehicle slips at the time of starting, a lateral force acts on the spike pin 5 to incline the spike pin 5 with respect to the cylinder 2, the enlarged diameter neck portion 6 is caught on the opening edge of the cylinder 2, and the spike pin 5 is moved to the cylinder 2. Since it does not sink into the inside, slip is prevented, a braking effect is exhibited, and the vehicle can be started smoothly when starting. Of course, at the time of traveling at a constant speed, the road surface is not scraped because the spike pins 5 enter the cylinder 2.

However, when braking or starting on a dry road surface or the like, the tread of the tire grips the road surface, so that the lateral force on the spike pins 5 is reduced, but cannot be eliminated. In some cases, for example, the spike pin 5 is inclined, and the enlarged diameter neck portion 6 is forcibly caught on the opening edge of the cylinder 2, causing a problem that a road surface is cut.

Further, since a large force is applied to the spike pin 5 during acceleration and braking, the shaft diameter of the spike pin 5 is desired to be increased. However, since the enlarged diameter neck portion 6 is provided and the elastic body 3 is disposed around the shaft, the shaft diameter is reduced. Was not able to be set large. Therefore, the enlarged diameter neck portion may be chipped or broken, and there is a problem that the durability is slightly inferior.

Therefore, the present invention has been made to solve the above problems, and when running on a dry road surface or the like, when slip does not occur, even when braking or starting operation, the anti-slip pins enter the cylinder and almost eliminate the road surface. An object of the present invention is to provide an anti-skid pin unit and an anti-skid tire that are not shaved.

(Means for Solving the Problem) The present invention has the following configuration in order to solve the above problem.

That is, the tip of the anti-slip pin can be buried by projecting the tip of the anti-slip pin into a hole provided on the outer surface of the tire. A plurality of extending ridges and recesses are alternately provided at predetermined intervals in the circumferential direction, and the inner edge of the distal end opening end surface is formed in the locking portion,
A cylinder that can be embedded in a hole provided on the outer surface of the tire, a retaining portion is formed at a rear end, and a concave portion on the outer peripheral surface on which the convex portion of the cylinder is loosely fitted and a concave portion on the cylinder. Is formed straight in the axial direction without having a protruding portion protruding outward on the wall surface. It is freely inserted and retracted in the axial direction so that it can protrude from the end, and when it is inclined with respect to the axis of the cylinder in the cylinder and its outer periphery strongly contacts the locking portion of the cylinder, frictional force A non-slip pin for which immersion is restricted, and biasing means such as a spring disposed in the cylinder and biasing the anti-slip pin from behind the retaining portion so that a tip of the anti-slip pin projects from an opening edge of the cylinder. Is characterized by

The anti-slip tire is formed by embedding the anti-slip pin unit configured as described above into a plurality of holes provided on the outer peripheral surface of the tire.

(Operation) When braking or starting on snowy roads, if the tread slips and does not grip the road surface, a large lateral force directly from the road surface acts on the anti-slip pins. It is inclined and its outer peripheral surface is strongly pressed against the locking portion of the opening of the cylinder, and even if a load from the vehicle body is applied to the anti-slip pin, the frictional force between the anti-slip pin and the cylinder locking portion causes the inside of the cylinder of the anti-slip pin Immersion into the vehicle is suppressed, and braking, starting, acceleration, etc. can be performed effectively. In particular, since irregularities are provided on the inner wall of the cylinder and the outer periphery of the anti-slip pin, when the anti-slip pin is inclined so as to be twisted with respect to the cylinder, the anti-slip pin and the cylinder come into contact at various points and the cylinder of the anti-slip pin Immersion into the interior is more effectively deterred.

When braking or starting on a dry road surface or the like, the tread of the tire grips the road surface, and the lateral force on the anti-skid pins is reduced. Also in this case, the anti-slip pin is inclined,
The outer peripheral surface may come into contact with the locking portion of the cylinder, but the pressing force on the locking portion is small, and the convex and concave ridges of the anti-slip pin project outward on the wall surface. Since the pin is formed straight in the axial direction without having the protrusion, the anti-slip pin is immersed in the cylinder by the load from the vehicle body. Therefore, the possibility of shaving the road surface is reduced.

Further, since the biasing means is arranged behind the retaining portion at the rear end of the anti-slip pin, and furthermore, the outer periphery of the anti-slip pin is provided with irregularities, so that the shaft diameter of the anti-slip pin can be increased and the strength can be increased.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

As shown in FIG. 2, the tire 11 has a carcass 11a in which a number of warp-only nylon cloths called cord cloths are layered, and a rubber is impregnated on the cloth, and a breaker 11b
And a thick rubber layer 11c that supports the weight of the vehicle and withstands the impact and friction with the road surface due to rapid rotation. A pattern is engraved on the outer peripheral surface of the rubber layer 11c to form a tread portion 11d.

Anti-slip pin units 10 are respectively embedded in a number of holes 15 formed at appropriate positions on the entire circumference of the tread portion 11d of the tire 11 (see FIG. 3).

A flange portion 14 is formed at the rear end (the end on the center side of the tire 11) of the cylindrical cylinder 12 constituting each anti-slip pin unit 10. In each cylinder 12, a slip prevention pin 32 is loosely inserted.

The anti-slip pin will be described with reference to FIG. Recesses 32 a extending in the axial direction of the anti-slip pins 32 are engraved at three places on the peripheral surface of each anti-slip pin 32, and irregularities 33 are formed on the peripheral surface of the anti-slip pins 32. Each concave streak 32a is open to the front end side so as to leave the rear end. Also, between the ridges 32a engraved on the peripheral surface of each anti-slip pin 32, ridges 32b are formed. The portion left at the rear end of each anti-slip pin 32 is referred to as a retaining portion 20. The outer diameter of the retaining portion 20 is slightly larger than the outer diameter of the ridge 32b. A hard tip 24 is fixed to the center of the tip of each anti-slip pin 32.

A reduced-diameter cylinder portion 12A having an uneven ridge 13 formed on the inner peripheral surface, which substantially matches the shape of the uneven ridge 33 of the anti-slip pin 32, is formed from the middle part to the distal end side of the inner wall of each cylinder 12. . There is a slight gap between each anti-slip pin 32 and each diameter-reducing cylinder 12A. That is, as is clear from FIGS. 4 and 5, the cylinder 12 has an opening at the tip end, and a plurality of ridges and recesses extending in the axial direction on the inner wall between the middle and the tip are provided in the circumferential direction. It is provided alternately at intervals. Also, the anti-slip pin 32 has a retaining portion formed at the rear end,
On the outer peripheral surface, the concave ridge on which each of the convex ridges of the cylinder loosely fits and the convex ridge on the respective cylindrical ridges loosely fit are directed in the axial direction without having a projection protruding outward on the wall surface. It is formed in a straight shape. The rear end side of each cylinder 12 is the expanded cylinder
12B, a step 16 is formed at the boundary between the diameter-enlarging cylinder portion 12B and the diameter-reducing cylinder portion 12A of each cylinder 12 (as shown in FIG. The rear end face coincides with this.)
The anti-slip pin 32 is prevented from coming off by the contact of the pin 20.

The rear end face of the retaining part 20 at the rear end of each anti-slip pin 32 and each cylinder
A spring 30 as urging means is disposed between the bottom surfaces 12b of the cylinders 12, and the tip of the anti-slip pins 32 is urged to protrude from the cylinder 12.

Each anti-slip pin unit 10 is embedded in the tread portion 11d of the tire 11 as described above.
From the tread portion 11d, the tip of the anti-skid pin 32 and the tip 24
Is protruding. Note that only the chip 24 of each anti-slip pin 32 may be projected.

Next, the operation of the anti-slip pin unit when the tire is mounted on a vehicle and the vehicle runs will be described.

A case in which an automobile travels on a non-ice / snow road surface (dry road surface) will be described.

 First, the case of traveling at a constant speed will be described.

The tips of the anti-slip pins 32 of the anti-slip pin unit 10 embedded in the rotating tire 11 sequentially contact the road surface. Each anti-slip pin 32 that touches the ground is pushed into each cylinder 12 against the urging force of the spring 30 by the action of the load (pin load) applied to the pin by the weight of the vehicle body or the like (see FIG. 6). At this time, the tip of each anti-slip pin 32 only hits the dry road surface with a slight repulsive force of each spring 30, so that the road surface is not damaged.

When the grounded anti-slip pins 32 are released from the ground contact with the road surface, they are urged by the springs 30 and are brought into contact with the tread surface.
The tip of the anti-slip pin 32 protrudes from 11d.

On a dry road surface, since the coefficient of friction of the road surface is high, the tread portion 11d that touches the ground firmly captures (grips) the road surface without slipping, and the rotational force of the tire 11 acts as a forward force as it is. In addition, a force is applied from the road surface toward the center of the tire due to the reaction of the pin load (no horizontal force for tilting the anti-slip pin 32) is applied to the anti-slip pin 32 that contacts the dry road surface.
The 32 sinks into the cylinder 12 smoothly.

 A case where the vehicle is braked will be described.

On a dry road surface, the friction coefficient of the road surface is high even when the vehicle is braked, so that the tread portion 11d does not slip and the tread portion 1
1d will grip the road surface. In addition, the shock at the time of braking is absorbed by the tread portion 11d and slightly applied as a horizontal force to the tip of the anti-skid pin 32.
When the ground comes in contact with the pin 32, the pin load applied by the weight of the car, etc. causes the anti-slip pin to resist the urging force of the spring 30.
32 sinks into cylinder 12.

 Subsequently, a case where the vehicle travels on an icy and snowy road surface will be described.

On an icy and snowy road surface, the tire 11 tends to slip because the coefficient of friction is low. When traveling at a constant speed on ice and snow, the tire 11 does not slip much. Even in this case, the tip of each anti-slip pin 32 in the ground contact state slightly penetrates the icy and snowy road surface due to the force urged by the spring 30 of the anti-slip pin unit 10. For this reason, the tread portion where the vehicle is braked and the tire 11 touches the ground
Even if 11d slips, the anti-slip pin 32 can ensure the frictional resistance.

Here, the movement of the anti-slip pins when the vehicle is braked will be described with reference to FIGS.

When the vehicle is braked, the tread 11d that touches the ground slides in the S direction. At this time, an opposite force F is applied to the contact portion of the tire 11. In this case, the force F is applied to the tread 11
Since d slides, it acts on the tips of some of the anti-slip pins 32 that are grounded. At this time, the force in the reverse S direction applied to the tip of the slip prevention pin 32 of one slip prevention pin unit 10 is defined as a virtual force f.

When a force f acts on the tip of the anti-slip pin 32, the anti-slip pin 32 tilts in the direction opposite to the S direction, and the unevenness 33 on the outer peripheral surface of the anti-slip pin 32.
Are engaged with the leading edge 12a as a locking portion of the uneven strip 13 on the inner peripheral surface of the cylinder 12. At this time, the spring 30 is also partially deformed with the inclination of the anti-slip pin 32. For this reason, even if the pin load applied from above to the
32 holds the protruding state. As described above, since the tip of each anti-slip pin 32 that is biased by the spring 30 and is in the ground contact state slightly stabs the icy and snowy road surface, the protruding state of each anti-slip pin 32 is secured by the action of the force f. . Then, the protruding anti-slip pins 32 bite into the icy and snowy road surface, and the braking action of the tire 11 is secured (see FIG. 7).

In addition, as the vehicle is braked and the tire 11 is slipping and decelerated by the action of the anti-slip pin 32, the force f applied to the tip of the anti-slip pin 32 gradually decreases. Do not slip because it catches. In addition, the protruding length of each anti-slip pin 32 that sequentially contacts the ground varies depending on the magnitude of the force f applied to each anti-slip pin 32.

On the other hand, when the tread portion 11d of the ground contact portion of the tire 11 does not slip, the force f applied to each anti-slip pin 32 that contacts the ground decreases, and the anti-slip pin 32 sinks into the cylinder 12. Further, when the vehicle stops, the force f applied to the tip of the anti-skid pin 32 disappears, so that only the pin load is applied to the anti-slip pin 32, and the tip of the anti-slip pin 32 is slightly It is in a state where it bites into the road surface.

In addition, each anti-slip pin that bites into the ice and snow road surface and is inclined
When 32 moves away from the ice and snow road surface, the horizontal component force (force f) is released, and the deformed spring 30 is restored and the retaining portion is stopped.
20 is pressed, and each anti-slip pin 32 is promptly returned to a position coinciding with the axis of the cylinder 12 and projected.

Next, a description will be given of a state at the time of start of the vehicle on an ice snowy road surface, for example, on a slope.

When the vehicle is driven, the rotational force of the tire 11 acts on the road surface to move forward. However, when the grounded tire 11 slips, a force f acts on the tire 11 in the ground contacting portion in the forward direction (a force in a direction opposite to that at the time of braking acts). For this reason, as described above, the anti-slip pin 32 is locked to the opening edge 12a of the cylinder 12, and the anti-slip pin 32 is in a protruding state, so that a frictional resistance can be secured. Therefore, the slip of the tire 11 is prevented.

In the above description, when a force f is applied to the tip of the anti-slip pin 32, the anti-slip pin 32 tilts, and the uneven ridges 33 on the outer peripheral surface of the anti-slip pin 32 engage with the uneven ridges 13 on the inner peripheral surface of the cylinder 12 to prevent slip. It has been stated that the pin 32 maintains the protruding state. In addition, when the anti-slip pin 32 is inclined, the uneven ridges 33 on the outer peripheral surface of the anti-slip pin 32
Because it is caught on a.

On the other hand, the cylinder 12 and the
Even if sand or the like enters the gap between the anti-slip pins 32, the anti-skid pins 32 are quickly removed by the reciprocating motion and the centrifugal force because the tire 11 is rotating at a high speed.

Next, one anti-slip pin unit used for the anti-slip tire will be described.

FIG. 8 shows an embodiment in which the tip 24 at the tip of the anti-slip pin 32 is formed in a triangular shape.
It is hard to be pushed inside.

FIG. 9 shows that the cylinder 12
Is provided with a hard rim member 12g which is harder than the material forming the cylinder 12. Also, cylinder 1
The retaining portion 20 that is locked to the second step portion 16 may be projected all around.

In addition, as shown in FIGS. 10 (a) and (b), in the anti-slip pin unit 10, the step 16 of the cylinder 12, ie,
Protrusions 12f may be provided to protrude laterally from the side edges of both side walls on the rear end surface side of the protruding ridge of the cylinder 12 and abut from both sides on the side wall surface of the protruding ridge 32b of the anti-slip pin 32. In this case, since the side surface of each convex ridge 32b of the anti-slip pin 32 does not contact the surface of the uneven ridge 13 of the cylinder 12, the anti-slip pin 32 moves smoothly.

In the above embodiment, the number of the ridges 32b on the peripheral surface of the anti-slip pin 32 and the number of the ridges on the inner peripheral surface of the diameter reducing cylinder 12A are not particularly limited, and may be formed in large numbers (see FIG. 11). ).

FIG. 12 is a sectional view of an anti-slip pin. This anti-slip pin 132
The protrusions 32b formed on the outer peripheral surface are not formed up to the lower end but formed up to the middle part. In this case, it is sufficient that at least the protruding ridge 32b is formed at a portion of the anti-slip pin 132 that slides on the reduced-diameter cylinder portion 12A.

FIG. 14 shows a sectional view of an anti-slip pin unit 10 showing another embodiment.

An axial hole 232a is formed at the rear end of the anti-slip pin 232, and the tip of the spring 30 is inserted into the hole 232a. The rear end of the spring 30 is
b Fit the protrusion 12d protruding inward to
30 misalignments are prevented.

FIG. 14 is a plan view of the anti-slip pin 32. This is an example in which a 32b base is supported. In this example, when the anti-slip pin 32 is tilted, the tip of the ridge 12h is hooked on the uneven ridge 33 of the anti-slip pin 32, and the anti-slip pin 32 is in a protruding state.

FIG. 15 is a bottom view of an anti-slip pin unit having another shape. On the outer peripheral surface of the anti-slip pin 32, four thin linear recesses 32 c are formed at regular intervals in the axial direction of the anti-slip pin 32. On the other hand, on the inner peripheral surface of the reduced-diameter cylinder 12A of the cylinder 12, there is provided a convex ridge 12i having a sharp top, which penetrates the concave ridge 32c of the anti-slip pin 32.
One is formed.

In this embodiment, since the tips of the ridges 12i are sharp, when the anti-slip pins 32 are inclined, the corners on the opening edge 12a side of the ridges 12i. The immersion of the 32 into the cylinder 12 is prevented.

FIG. 16 is a perspective view of the anti-slip pin 32 of the anti-slip pin unit 10 of FIG.
Of the cylinder 32 and the ridge 12i of the inner peripheral surface of the cylinder 12
This is an example in which a plurality of are formed.

Also, similar to the embodiment shown in FIGS. 15 and 16,
FIGS. 17 to 19 show an embodiment in which the anti-slip pins 32 are formed as convex ridges 12i having sharp tips in the concave and convex ridges 13 of the cylinder 12. FIG.

 FIG. 20 shows another embodiment of the anti-slip pin unit 10.

A zigzag (lightning-like) uneven strip 13 is formed on the inner peripheral surface of the reduced-diameter cylinder 12A of the cylinder 12.
The irregularities 33 on the outer peripheral surface 32 are also formed in a zigzag shape. The anti-slip pin 32 is loosely fitted in the cylinder 12.

Note that the maximum outer diameter of the anti-slip pin 32 is formed smaller than the minimum inner diameter of the reduced-diameter cylinder 12A. For this reason, the anti-skid pin 32 has a considerable play, and only when the anti-slip pin 32 is considerably inclined, the concave and convex strips 13 and 33 engage with each other and the cylinder 12
The concave and convex strips 33 on the peripheral surface of the anti-slip pin 32 are locked to the opening edge 12a which is the locking portion of the anti-slip pin 32.

In each of the above embodiments, a convex portion may be integrally formed instead of the chip. Further, the cylinder and the anti-slip pins of the anti-slip pin unit may be formed of ceramic or synthetic resin material. Further, an elastic body such as rubber may be used instead of the spring. Further, in order to reduce the weight of the anti-slip pin unit, an axial slit may be provided on the outer peripheral wall of the cylinder.

(Effects of the Invention) According to the present invention, when braking on a snowy road or the like or when starting, unless the tread slips and grips the road surface, a large lateral force directly from the road surface acts on the anti-slip pins. Therefore, the anti-slip pin is inclined in the cylinder, and its outer peripheral surface is strongly pressed against the locking portion of the opening of the cylinder,
Even when a load from the vehicle body is applied to the anti-slip pin, the frictional force between the anti-slip pin and the cylinder locking portion prevents the anti-slip pin from entering the cylinder, so that braking, starting, acceleration, or the like can be performed effectively. In particular, since irregularities are provided on the inner wall of the cylinder and the outer periphery of the anti-slip pin, when the anti-slip pin is inclined so as to be twisted with respect to the cylinder, the anti-slip pin and the cylinder come into contact at various points and the cylinder of the anti-slip pin Immersion into the interior is more effectively deterred.

On the other hand, when braking or starting on a dry road surface, the tread of the tire grips the road surface, and the lateral force on the anti-skid pins is small, but in this case the anti-skid pins are also inclined. The outer peripheral surface may come into contact with the locking portion of the cylinder. However, in this case, the pressing force on the locking portion is small, and the convex and concave ridges of the anti-slip pin are straight in the axial direction without having a projection protruding outward on the wall surface. , The anti-slip pin is immersed in the cylinder due to the load from the vehicle body, and therefore, there is less risk of shaving the road surface.

In addition, the biasing means is arranged behind the retaining portion at the rear end of the anti-slip pin, and furthermore, since the outer periphery of the anti-slip pin has irregularities, the shaft diameter of the anti-slip pin can be increased, and the strength can be increased. In addition, durability can be improved by reducing chipping and breakage.

[Brief description of the drawings]

1 is a cross-sectional view of a part of the tire showing a state in which a non-slip pin unit is embedded in the tire, FIG. 2 is a cutaway view showing the internal structure of the tire, and FIG. FIG. 4 is a plan view, FIG. 4 is a perspective view of an anti-slip pin, FIG. 5 is a bottom view of the anti-slip pin unit, FIG. 6 is an explanatory sectional view showing a grounded state of the anti-slip pin unit embedded in the tire, and FIG. FIG. 8 is a cross-sectional explanatory view showing a state in which the tire slips due to the grounding of the anti-skid pin unit embedded in the anti-skid pin unit, FIG. 8 is a bottom view of the anti-skid pin unit showing a modified example of the tip provided at the tip of the anti-skid pin, and FIG. Longitudinal sectional view of a non-slip pin unit provided with a hard lip member at the opening edge of the cylinder, the tenth
(A) and (b) are partial cross-sectional explanatory views showing a support structure of an anti-slip pin, FIG. 11 is a bottom view of an anti-slip pin unit showing an example in which a plurality of ridges are formed on the anti-slip pin, and FIG. 13 is a longitudinal sectional view showing an anti-slip pin having no irregularities formed thereon, FIG.
The figures are longitudinal sectional views of the anti-slip pin unit showing the case where the arrangement of the springs is changed. FIGS. 14 to 20 are the anti-slip pin units in which the irregularities on the inner peripheral surface of the cylinder and the irregularities on the outer peripheral surface of the anti-slip pin are changed. FIG. 21 is an explanatory sectional view showing a part of a conventional spike tire. 10 ... anti-slip pin unit, 11 ... tire, 12 ... cylinder, 20 ... retaining part, 30 ... spring, 32 ... anti-slip pin.

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-62-137205 (JP, A) JP-A-47-17103 (JP, A) Actually open Showa 56-134207 (JP, U) Actually open Showa 56- 105408 (JP, U) Japanese Utility Model Showa 54-81506 (JP, U) JP-B 53-21921 (JP, B2) (58) Fields investigated (Int. Cl. ⁶ , DB name) B60C 11/16

Claims (3)

(57) [Claims] 1. A non-slip pin unit which can be embedded by protruding a tip of a slip-preventing pin into a hole provided on an outer surface of a tire and exhibits a slip-preventing effect. A plurality of ridges and ridges extending in the axial direction are alternately provided at predetermined intervals in the circumferential direction, and the inner edge of the tip opening end face is formed in the locking portion, and the inside of the hole provided in the tire outer surface is formed. A cylinder that can be embedded in the cylinder, a retaining portion formed at the rear end, and a concave ridge on which the respective convex ridges of the cylinder loosely fit and a convex ridge that loosely fits with the respective concave ridges of the cylinder are formed on the outer peripheral surface. It is formed straight in the axial direction without having a protruding portion that protrudes outward, and is prevented from falling off by a retaining portion at the rear end, so that the tip can protrude into the cylinder from the cylinder opening end. In the direction of movement. An anti-slip pin, which is inclined with respect to the axis of the cylinder in the cylinder and whose outer periphery is strongly contacted with the locking portion of the cylinder, and which is prevented from entering into the cylinder by frictional force; A non-slip pin unit comprising: a biasing means such as a spring for biasing the anti-slip pin from behind the retaining portion so that the tip of the pin projects from the opening edge of the cylinder. 2. A protruding portion which protrudes laterally from both side wall edges on the rear end surface side of the ridge of the cylinder and abuts on the side wall surface of the ridge of the anti-slip pin from both sides. Claim 1
Anti-slip pin unit as described. 3. An anti-slip tire, wherein the anti-slip pin unit according to claim 1 or 2 is embedded in a hole formed in the outer peripheral surface of the tire so that the tip of the anti-slip pin can protrude into the outer peripheral surface of the tire.