JP5104093B2 - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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JP5104093B2
JP5104093B2 JP2007191121A JP2007191121A JP5104093B2 JP 5104093 B2 JP5104093 B2 JP 5104093B2 JP 2007191121 A JP2007191121 A JP 2007191121A JP 2007191121 A JP2007191121 A JP 2007191121A JP 5104093 B2 JP5104093 B2 JP 5104093B2
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rubber layer
pin
rubber
pneumatic tire
stud pin
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JP2009023602A (en
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健一郎 西田
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Yokohama Rubber Co Ltd
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Description

本発明は、例えば乗用車、トラック、バス等の雪氷路走行用として用いられる空気入りタイヤに関するものである。   The present invention relates to a pneumatic tire used for running on snow and ice roads such as passenger cars, trucks, and buses.

従来、スタッドタイヤまたはスパイクタイヤと称される雪氷路走行用の空気入りタイヤとしては、トレッド部に滑り止め用のスタッドピンを埋設したものが知られている（例えば、特許文献１参照。）。
特開２００３−２６７００４号公報 2. Description of the Related Art Conventionally, as a pneumatic tire for running on snow and ice called a stud tire or a spike tire, an anti-slip stud pin embedded in a tread portion is known (see, for example, Patent Document 1).
JP 2003-267004 A

しかしながら、前記空気入りタイヤにおいては、スタッドピンをトレッド部に設けた孔に打ち込んで装着しているため、走行中の衝撃でスタッドピンが抜け落ちる場合があり、スタッドピンの欠落により雪氷路走行性能を低下させるという問題点があった。   However, in the pneumatic tire, since the stud pin is driven into the hole provided in the tread portion and attached, the stud pin may fall off due to an impact during running. There was a problem of lowering.

本発明は前記問題点に鑑みてなされたものであり、その目的とするところは、スタッドピンが容易に抜け落ちることのない空気入りタイヤを提供することにある。   The present invention has been made in view of the above problems, and an object thereof is to provide a pneumatic tire in which a stud pin does not easily fall off.

本発明は前記目的を達成するために、トレッド部に埋設されたスタッドピンを有し、スタッドピンのピン本体の基端部にピン本体よりも外径の大きいフランジを設けた空気入りタイヤにおいて、前記トレッド部におけるタイヤ径方向外側に配置される第１のゴム層と、第１のゴム層のタイヤ径方向内側に配置される第２のゴム層とを備え、第２のゴム層を１００％モジュラスが２．０ＭＰａ以上且つ３００％モジュラスが９．０ＭＰａ以上になるように形成し、スタッドピンの基端側を含む高さ方向の一部が第２のゴム層内に配置されるようにスタッドピンを第１及び第２のゴム層に埋設している。 For the present invention, to attain the aforementioned object, have a buried studs in the tread portion, the pneumatic tire provided with a large flange outer diameter than the pin body to the base end portion of the pin body of the stud pin, A first rubber layer disposed on the outer side in the tire radial direction of the tread portion; and a second rubber layer disposed on the inner side in the tire radial direction of the first rubber layer, wherein the second rubber layer is 100%. The stud is formed so that the modulus is 2.0 MPa or more and the 300% modulus is 9.0 MPa or more, and a part in the height direction including the base end side of the stud pin is disposed in the second rubber layer. Pins are embedded in the first and second rubber layers.

これにより、第２のゴム層の１００％モジュラスが２．０ＭＰａ以上であることから、主にスタッドピンの外径の小さい部分（ピン本体）に対する径方向からの締付力が高まり、第２のゴム層の３００％モジュラスが９．０ＭＰａ以上であることから、主にスタッドピンの外径の大きい部分（フランジ）に対する径方向からの締付力が高まる。この場合、第２のゴム層が第１のゴム層のタイヤ径方向内側に配置されていることから、第１のゴム層をタイヤ表面側に適したゴムから形成することができる。 Thereby, since the 100% modulus of the second rubber layer is 2.0 MPa or more, the tightening force from the radial direction mainly on the portion (pin body) having a small outer diameter of the stud pin is increased, and the second Since the 300% modulus of the rubber layer is 9.0 MPa or more, the fastening force from the radial direction mainly on the portion (flange) having a large outer diameter of the stud pin is increased. In this case, since the second rubber layer is disposed on the inner side in the tire radial direction of the first rubber layer, the first rubber layer can be formed from rubber suitable for the tire surface side.

本発明によれば、第２のゴム層によってスタッドピンの外径の小さい部分（ピン本体）及び外径の大きい部分（フランジ）に対する径方向からの締付力をそれぞれ高めることができるので、耐ピン抜け性の向上を図ることができる。この場合、第１のゴム層をタイヤ表面側に適したゴムから形成することができるので、乗心地及び雪上性能を低下させることがないという利点がある。 According to the present invention, the second rubber layer can increase the tightening force from the radial direction to the portion having a small outer diameter (pin main body) and the portion having a large outer diameter (flange) , respectively. Improvement of pin pull-out property can be achieved. In this case, since the first rubber layer can be formed from rubber suitable for the tire surface side, there is an advantage that riding comfort and performance on snow are not deteriorated.

図１乃至図５は本発明の一実施形態を示すもので、図１は空気入りタイヤの部分平面図、図２はその要部正面断面図、図３はその要部拡大正面断面図、図４及び図５は試験結果を示す図である。   FIG. 1 to FIG. 5 show an embodiment of the present invention, FIG. 1 is a partial plan view of a pneumatic tire, FIG. 2 is a front sectional view of the main part, and FIG. 3 is an enlarged front sectional view of the main part. 4 and 5 are diagrams showing test results.

この空気入りタイヤは、タイヤ外周面側に形成されるトレッド部１を有し、トレッド部１には、タイヤ周方向に延びる複数の縦溝２と、タイヤ幅方向に延びる複数の横溝３が設けられている。また、トレッド部１には、縦溝２及び横溝３によって区画されるブロック４が設けられ、ブロック４にはスタッドピン５が埋設されている。   This pneumatic tire has a tread portion 1 formed on the tire outer peripheral surface side, and the tread portion 1 is provided with a plurality of vertical grooves 2 extending in the tire circumferential direction and a plurality of horizontal grooves 3 extending in the tire width direction. It has been. Further, the tread portion 1 is provided with a block 4 defined by the vertical groove 2 and the horizontal groove 3, and a stud pin 5 is embedded in the block 4.

トレッド部１は、タイヤ径方向外側に配置される第１のゴム層１ａと、第１のゴム層１ａのタイヤ径方向内側に配置される第２のゴム層１ｂとからなり、第２のゴム層１ｂは１００％モジュラスが２．０ＭＰａ以上、且つ３００％モジュラスが９．０ＭＰａ以上のゴムによって形成されている。尚、これらのモジュラスの値は、ＪＩＳＫ６２５１によって１００％及び３００％伸長時のモジュラスをそれぞれ測定したものである。また、第２のゴム層１ｂには、圧縮永久歪みが２５％以下のゴムが用いられる。ここでいう圧縮永久歪みは、全体の２５％に圧縮したゴムを７０℃で２４時間放置し、圧縮を解除した後の歪み量である。更に、トレッド部１におけるタイヤ幅方向中央から接地幅の１５％以内の範囲Ｗは、第２のゴム層１ｂの厚さが他の部分の第２のゴム層１ｂよりも小さくなるように形成されている。   The tread portion 1 includes a first rubber layer 1a disposed on the outer side in the tire radial direction and a second rubber layer 1b disposed on the inner side in the tire radial direction of the first rubber layer 1a. The layer 1b is formed of rubber having a 100% modulus of 2.0 MPa or more and a 300% modulus of 9.0 MPa or more. These modulus values are obtained by measuring the modulus at 100% and 300% elongation according to JISK6251. For the second rubber layer 1b, rubber having a compression set of 25% or less is used. The compression set here is the amount of strain after the rubber compressed to 25% of the whole is left to stand at 70 ° C. for 24 hours and the compression is released. Further, a range W within 15% of the ground contact width from the center in the tire width direction in the tread portion 1 is formed such that the thickness of the second rubber layer 1b is smaller than that of the second rubber layer 1b in other portions. ing.

スタッドピン５は、略円柱状のピン本体５ａと、ピン本体５ａの先端面（図中上端側）に設けられた突起５ｂと、ピン本体５ａの基端部（図中下端側）にピン本体５ａよりも外径が大きくなるように設けられたフランジ５ｃとからなり、ピン本体５ａの基端側は先端側よりも外径が小さく形成されている。スタッドピン５は、ピン本体５ａの先端部と突起５ｂが第１のゴム層１ａから外部に突出するように第１及び第２のゴム層１ａ，１ｂに埋設され、ピン本体５ａの基端側及びフランジ５ｃが第２のゴム層１ｂ内に配置されている。この場合、スタッドピン５は、第２のゴム層１ｂ内に配置される部分がスタッドピン５の基端からピン全長Ｈ2 の１５％以上の高さＨ1 になるように第１及び第２のゴム層１ａ，１ｂに埋設されている。   The stud pin 5 has a substantially cylindrical pin body 5a, a protrusion 5b provided on the tip surface (upper end side in the figure) of the pin body 5a, and a pin body on the base end part (lower end side in the figure) of the pin body 5a. The pin 5a has a flange 5c provided to have an outer diameter larger than that of the pin 5a. The stud pin 5 is embedded in the first and second rubber layers 1a and 1b so that the distal end portion of the pin body 5a and the protrusion 5b protrude from the first rubber layer 1a to the outside, and the proximal end side of the pin body 5a And the flange 5c is arrange | positioned in the 2nd rubber | gum layer 1b. In this case, the stud pin 5 has the first and second rubbers such that the portion disposed in the second rubber layer 1b has a height H1 of 15% or more of the total pin length H2 from the base end of the stud pin 5. It is embedded in the layers 1a and 1b.

以上のように構成された空気入りタイヤにおいては、スタッドピン５の基端側を含む一部が第２のゴム層１ｂ内に配置されているので、スタッドピン５が第２のゴム層１ｂのゴムによる締付力を受ける。この場合、第２のゴム層１ｂの１００％モジュラスが２．０ＭＰａ以上であることから、主にスタッドピン５のピン本体５ａに対する径方向からの締付力が高まる。また、第２のゴム層１ｂの３００％モジュラスが９．０ＭＰａ以上であることから、主にスタッドピン５のフランジ５ｃに対する径方向からの締付力が高まる。尚、１００％モジュラスが２．０ＭＰａよりも小さく、３００％モジュラスが９．０ＭＰａよりも小さいと、十分なピン抜け防止効果が得られないため、１００％モジュラスは２．０ＭＰａ以上、好ましくは２．４ＭＰａ以上がよく、３００％モジュラスは９．０ＭＰａ以上、好ましくは１０．０ＭＰａ以上がよい。   In the pneumatic tire configured as described above, since a part including the proximal end side of the stud pin 5 is disposed in the second rubber layer 1b, the stud pin 5 is formed of the second rubber layer 1b. Receives tightening force with rubber. In this case, since the 100% modulus of the second rubber layer 1b is 2.0 MPa or more, the fastening force from the radial direction of the stud pin 5 to the pin body 5a is mainly increased. Further, since the 300% modulus of the second rubber layer 1b is 9.0 MPa or more, the fastening force from the radial direction of the stud pin 5 to the flange 5c is mainly increased. If the 100% modulus is smaller than 2.0 MPa and the 300% modulus is smaller than 9.0 MPa, a sufficient effect of preventing pin pull-out cannot be obtained, so that the 100% modulus is 2.0 MPa or more, preferably 2. 4 MPa or more is preferable, and the 300% modulus is 9.0 MPa or more, preferably 10.0 MPa or more.

ここで、本発明の実施例１〜４及び比較例について、耐ピン抜け性、乗心地及び雪上性能の試験を行ったところ、図４及び図５に示す結果が得られた。実施例１及び２には１００％モジュラス、３００％モジュラスが比較例に対して異なるものを用い、実施例３及び４には１００％モジュラス、３００％モジュラス、圧縮永久歪みが比較例に対して異なるものを用いた。また、比較例及び実施例３には、第２のゴム層１ｂのタイヤ幅方向中央側の厚さとショルダー部側の厚さがそれぞれ４．０ｍｍのものを用い、実施例４には、第２のゴム層１ｂのタイヤ幅方向中央側の厚さが１．０ｍｍ、ショルダー部側の厚さが４．０ｍｍのものを用いた。尚、本測定では、タイヤサイズ２０５／６５Ｒ１５のスタッドタイヤを排気量２５００ｃｃの国産車に装着して行った。   Here, about the Examples 1-4 of this invention, and the comparative example, when the test of pin pull-out-proof property, riding comfort, and the performance on snow was done, the result shown in FIG.4 and FIG.5 was obtained. Examples 1 and 2 use 100% modulus and 300% modulus different from those of the comparative example, and Examples 3 and 4 have 100% modulus, 300% modulus and compression set different from those of the comparative example. A thing was used. In the comparative example and the example 3, the second rubber layer 1b having a tire width direction center side thickness and a shoulder part side thickness of 4.0 mm is used. The rubber layer 1b having a thickness of 1.0 mm on the center side in the tire width direction and a thickness of 4.0 mm on the shoulder portion side was used. In this measurement, a stud tire having a tire size of 205 / 65R15 was mounted on a domestic car with a displacement of 2500 cc.

耐ピン抜け性の試験では、時速４０〜１００ｋｍ／ｈで１０００ｋｍ走行させた後、ピンの抜けた本数の逆数を指数化し、比較例を１００として各実施例１〜４を評価した。この場合、指数の値が大きいほどピン抜け数が少なく、優位性があるとして評価した。   In the anti-pin-out resistance test, after running at a speed of 40 to 100 km / h for 1000 km, the reciprocal of the number of unpinned pins was indexed. In this case, it was evaluated that the larger the index value, the smaller the number of missing pins, and the superiority.

乗心地の試験では、走行時のドライバーの官能評価結果を指数化し、比較例を１００として指数の値が大きいほど優位性があるとして評価した。   In the ride comfort test, the sensory evaluation results of the driver during driving were indexed, and a comparative example was evaluated as 100, and the higher the index value, the better.

雪上性能の試験では、雪上制動性と雪上操縦安定性に対するドライバーの官能評価結果を総合したものを指数化し、比較例を１００として指数の値が大きいほど優位性があるとして評価した。   In the on-snow performance test, the total of the driver's sensory evaluation results on the on-snow braking performance and on-snow maneuvering stability was indexed, and a comparative example of 100 was evaluated as having a superior index value.

前記試験の結果、実施例１〜４は比較例に対し、耐ピン抜け性、乗心地及び雪上性能の少なくとも一つについて優れている結果が得られた。   As a result of the test, Examples 1 to 4 were superior to the comparative example in at least one of anti-pinning resistance, riding comfort and performance on snow.

このように、本実施形態によれば、トレッド部１を第１のゴム層１ａと第２のゴム層１ｂとから形成するとともに、第２のゴム層１ｂを１００％モジュラスが２．０ＭＰａ以上且つ３００％モジュラスが９．０ＭＰａ以上になるように形成し、第１及び第２のゴム層１ａ，１ｂに埋設されるスタッドピン５の基端側を含む高さ方向の一部が第２のゴム層１ｂ内に配置されるようにしたので、第２のゴム層１ｂによってスタッドピン５のピン本体５ａ及びフランジ５ｃに対する締付力を高めることができ、耐ピン抜け性の向上を図ることができる。この場合、第２のゴム層１ｂが第１のゴム層１ａのタイヤ径方向内側に配置されているので、第１のゴム層１ａをタイヤ表面側に適したゴムから形成することができ、乗心地及び雪上性能を低下させることがないという利点がある。   Thus, according to the present embodiment, the tread portion 1 is formed of the first rubber layer 1a and the second rubber layer 1b, and the second rubber layer 1b has a 100% modulus of 2.0 MPa or more and A part of the height direction including the base end side of the stud pin 5 which is formed so that the 300% modulus is 9.0 MPa or more and is embedded in the first and second rubber layers 1a and 1b is the second rubber. Since it is arranged in the layer 1b, the tightening force of the stud pin 5 against the pin body 5a and the flange 5c can be increased by the second rubber layer 1b, and the anti-pinning resistance can be improved. . In this case, since the second rubber layer 1b is disposed on the inner side in the tire radial direction of the first rubber layer 1a, the first rubber layer 1a can be formed of rubber suitable for the tire surface side, There is an advantage that comfort and performance on snow are not deteriorated.

この場合、第２のゴム層１ｂ内に配置される部分の高さＨ1 がスタッドピン５の基端からピン全長Ｈ2 の１５％以上になるようにスタッドピン５を第１及び第２のゴム層１ａ，１ｂに埋設するようにしたので、高さＨ1 がピン全長Ｈ2 の１５％よりも小さい場合に比べ、第２のゴム層１ｂによるスタッドピン５への締付力を十分に得ることができ、耐ピン抜け性をより向上させることができる。   In this case, the stud pin 5 is connected to the first and second rubber layers so that the height H1 of the portion disposed in the second rubber layer 1b is 15% or more of the total pin length H2 from the base end of the stud pin 5. Since it is embedded in 1a and 1b, the tightening force to the stud pin 5 by the second rubber layer 1b can be sufficiently obtained as compared with the case where the height H1 is smaller than 15% of the total length H2 of the pin. Further, the anti-pinning resistance can be further improved.

また、第２のゴム層１ｂに圧縮永久歪みが２５％以下のゴムを用いるようにしたので、圧縮永久歪みが２５％よりも小さい場合に比べ、第２のゴム層１ｂの弾性力低下の防止効果を高めることができ、長期的な使用においても耐ピン抜け性の効果を維持することができる。   In addition, since the rubber having a compression set of 25% or less is used for the second rubber layer 1b, the elastic force of the second rubber layer 1b is prevented from being lowered as compared with the case where the compression set is less than 25%. The effect can be enhanced, and the anti-pinning resistance effect can be maintained even in long-term use.

更に、トレッド部１におけるタイヤ幅方向中央から接地幅の１５％以内の範囲Ｗは、アスファルト路面保護のためにスタッドピンが設けられない場合が多いことから、この範囲Ｗの第２のゴム層１ｂの厚さを他の部分の第２のゴム層１ｂよりも小さくし、その分だけ第１のゴム層１ａの厚さを大きくするように形成することにより、乗心地及び雪上性能を向上させることができる。この場合、前記接地幅の１５％以内の範囲Ｗを第２のゴム層１ｂが存在しないように形成するようにしてもよい。   Further, since the stud W is often not provided in the range W within 15% of the ground contact width from the center in the tire width direction in the tread portion 1 in order to protect the asphalt road surface, the second rubber layer 1b in the range W is provided. Is made smaller than the second rubber layer 1b of the other part, and the thickness of the first rubber layer 1a is increased by that amount, thereby improving riding comfort and performance on snow. Can do. In this case, a range W within 15% of the ground contact width may be formed so that the second rubber layer 1b does not exist.

本発明の一実施形態を示す空気入りタイヤの部分平面図The fragmentary top view of the pneumatic tire which shows one Embodiment of this invention 空気入りタイヤの要部正面断面図Front sectional view of main parts of pneumatic tire 空気入りタイヤの要部拡大正面断面図Expanded front sectional view of main parts of pneumatic tire 試験結果を示す図Diagram showing test results 試験結果を示す図Diagram showing test results

符号の説明Explanation of symbols

１…トレッド部、１ａ…第１のゴム層、１ｂ…第２のゴム層、５…スタッドピン。   DESCRIPTION OF SYMBOLS 1 ... Tread part, 1a ... 1st rubber layer, 1b ... 2nd rubber layer, 5 ... Stud pin.

Claims (4)

トレッド部に埋設されたスタッドピンを有し、スタッドピンのピン本体の基端部にピン本体よりも外径の大きいフランジを設けた空気入りタイヤにおいて、
前記トレッド部におけるタイヤ径方向外側に配置される第１のゴム層と、
第１のゴム層のタイヤ径方向内側に配置される第２のゴム層とを備え、
第２のゴム層を１００％モジュラスが２．０ＭＰａ以上且つ３００％モジュラスが９．０ＭＰａ以上になるように形成し、
スタッドピンの基端側を含む高さ方向の一部が第２のゴム層内に配置されるようにスタッドピンを第１及び第２のゴム層に埋設した
ことを特徴とする空気入りタイヤ。 Have a buried studs in the tread portion, the pneumatic tire provided with a large flange outer diameter than the pin body to the base end portion of the pin body of the stud pin,
A first rubber layer disposed on the outer side in the tire radial direction of the tread portion;
A second rubber layer disposed on the inner side in the tire radial direction of the first rubber layer,
Forming the second rubber layer so that the 100% modulus is 2.0 MPa or more and the 300% modulus is 9.0 MPa or more;
A pneumatic tire characterized in that the stud pin is embedded in the first and second rubber layers so that a part of the height direction including the base end side of the stud pin is disposed in the second rubber layer. 前記第２のゴム層内に配置される部分がスタッドピンの基端からピン全長の１５％以上になるようにスタッドピンを第１及び第２のゴム層に埋設した
ことを特徴とする請求項１記載の空気入りタイヤ。 The stud pin is embedded in the first and second rubber layers so that the portion disposed in the second rubber layer is 15% or more of the total length of the pin from the base end of the stud pin. The pneumatic tire according to 1. 全体の２５％に圧縮したゴムを７０℃で２４時間放置し、圧縮を解除した後の歪みを圧縮永久歪みとした場合、この圧縮永久歪みが２５％以下のゴムを第２のゴム層に用いた
ことを特徴とする請求項１または２記載の空気入りタイヤ。 When the rubber compressed to 25% of the whole is left at 70 ° C. for 24 hours, and the distortion after releasing the compression is the compression permanent distortion, the rubber whose compression permanent distortion is 25% or less is used for the second rubber layer. The pneumatic tire according to claim 1 or 2, characterized in that: 前記トレッド部におけるタイヤ幅方向中央から接地幅の１５％以内の範囲を、第２のゴム層の厚さが他の部分の第２のゴム層よりも小さく、または第２のゴム層が存在しないように形成した
ことを特徴とする請求項１、２または３記載の空気入りタイヤ。 The thickness of the second rubber layer is smaller than the second rubber layer of the other part or the second rubber layer does not exist within a range within 15% of the contact width from the center in the tire width direction in the tread portion. The pneumatic tire according to claim 1, 2, or 3, wherein the pneumatic tire is formed as described above.
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JP5892298B1 (en) * 2014-03-31 2016-03-23 横浜ゴム株式会社 Stud tire
CN108349330B (en) * 2015-11-13 2020-06-05 横滨橡胶株式会社 Anti-skid stud and stud tire
JP6508254B2 (en) * 2017-04-28 2019-05-08 横浜ゴム株式会社 Stud tire
JP6928517B2 (en) * 2017-09-12 2021-09-01 Ｔｏｙｏ Ｔｉｒｅ株式会社 Stud pins and tires
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JP7278899B2 (en) * 2019-07-31 2023-05-22 Ｔｏｙｏ Ｔｉｒｅ株式会社 pneumatic tire

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