JPH0332482B2 - - Google Patents

Description

[Detailed Description of the Invention] (Industrial Application Field) This invention relates to anti-slip tires, and more specifically,
During normal vehicle operation, the anti-slip pin is pressed by the road surface and sinks into the cylinder, and when the car slips or accelerates, a horizontal force is applied to the anti-slip pin, causing the pin to protrude and produce a spike effect. Regarding anti-slip tires.

(Prior art and its issues) Spiked tires are snow tires with spikes installed to ensure driving safety on snowy roads and ice-covered roads.As of 1981, approximately 5 million such tires were used. A huge number of them are used.

However, when these spiked tires are used to drive on a normal road surface free of snow or ice, the road surface is scraped off at the time of impact, which is then blown up and causes air pollution. Furthermore, the large amount of dust generated contains toxic heavy metals such as cadmium and lead, which has become a major social problem today. Moreover, the impact between the spikes and the road surface scrapes away the asphalt road surface, signs on the road surface, and especially crossbars, which is not only dangerous but also causes enormous economic damage due to wear and tear on the road. This is particularly noticeable in snow-free areas adjacent to snow-covered areas. In addition, the violent impact between the spikes and the road surface causes noise and unpleasant vibrations in the vehicle. In addition, the presence of spikes has many disadvantages, such as the handle being stolen by the spikes, and the spike pins being worn out and the anti-slip effect significantly reduced. For this reason, an increasing number of local governments are regulating the use of spiked tires, which reduce the social burden and improve driving stability.
There is a strong demand for spiked tires that provide comfort.

Spiked tires that have been conventionally developed based on this perspective, for example, do not allow the spike pins to protrude from the tire surface at all times, but instead use some kind of controllable force such as electromagnetic force, hydraulic pressure, or air pressure to cause the spike pins to protrude. There are tires that control the amount. However, such a device is so complicated that it is difficult to install it on a tire, and it is difficult to put it into practical use because the tire rubber thickness is extremely limited (Japanese Patent Application Laid-Open No. 133801/1983).

In addition, various types of spikes have been developed in which the spike pin is protruded by a spring built into the spike, and the spike pin retracts into the spike when a certain amount of force is applied to the spike pin from the road surface. −13601, Special Publication No. 13602, Special Publication No. 53-21921, Special Publication No. 53-27522, Utility Publication No. 1977-
157006 and others).

Spiked tires that use spikes with this structure are less likely to damage the road surface, and can effectively prevent slips on soft road conditions such as fresh snow, but in ice conditions, the spike pins are pushed in. The disadvantage is that it remains in place and does not have a spike effect. If you try to use this type of spike in ice conditions, it is necessary to press the spike pin strongly with a spring, which is no different from normal spikes and can cause damage to the road.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide an anti-slip tire in which an anti-slip pin is recessed into a cylinder during normal running, and the tip of the anti-slip pin protrudes when the tire slips.

(Means for Solving the Problems) The present invention has the following configuration to solve the above problems.

A cylinder made of a rigid material with one end open is fixed with the open end facing the tire contact surface, embedded in a hole drilled in the tire so that the open end does not protrude from the tire surface, and fixed to the outer periphery of the cylinder. A retaining flange is formed to prevent the cylinder from coming off from the tire, a retaining portion extending inward and having a hole in the center is formed on the cylinder, and a retaining portion is formed on the cylinder in the axial direction of the cylinder. An anti-slip pin is inserted so as to be freely forward and backward and tiltable with respect to the axis of the cylinder, and a biasing means is provided between the anti-slip pin and the cylinder to urge the anti-slip pin in a projecting direction with respect to the cylinder, and the anti-slip pin: A shaft is inserted through the hole of the retaining portion and the cylinder, and a large diameter enlarged portion is formed at the rear end of the shaft to prevent the anti-slip pin from coming off in the direction of the distal end of the cylinder in conjunction with the retaining portion of the cylinder. An enlarged diameter neck is formed at the tip of the shaft and has a diameter larger than the shaft and smaller than the inner diameter of the cylinder. The tire is characterized in that when the cylinder is tilted, its jaws engage with the opening edge at the tip of the cylinder so that the tip of the enlarged diameter neck protrudes outward from the tire surface.

(effect) Next, we will discuss the effect.

In normal driving conditions, when the anti-slip pins sequentially touch the road surface due to rotation of the tires, the anti-slip pins are pushed into the cylinder by the weight of the vehicle body against the biasing means. Then, when the grounding state is released, the enlarged diameter neck of the anti-slip pin is brought into a protruding state by the biasing means.

On the other hand, when braking on an icy and snowy road surface, the tire slips and a horizontal force is applied to the tip of the anti-slip pin, causing the anti-slip pin to tilt and the enlarged diameter neck at the tip of the anti-slip pin to engage with the opening edge of the cylinder, causing the cylinder to The anti-slip pin will bite into the ice and snow surface and prevent slips.

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

FIG. 1 shows a longitudinal cross-sectional view of the spike 20, and the second
The figure is a sectional view showing a state in which spikes 20 are embedded in holes drilled in a tire.

As shown in FIG. 2, the cylinder 2 is embedded in a hole bored in the tire 9. Cylinder 2 is
It is made of rigid material and has one end closed, and a flange 1 is provided at this closed end to prevent it from falling out of the tire 9, sinking in, or tilting. An axial hole 5 is bored in the center of the closed surface of the cylinder 2 to form a retaining portion, and the shaft 4 is loosely inserted into the hole 5. An enlarged portion 6 is formed at the rear end of the shaft 4, and acts to prevent the shaft from coming off against frictional force and centrifugal force.

The tip of the cylinder 2 is an open end, and the open edge 1
1 is formed. An enlarged diameter neck portion 3 having a larger diameter than the shaft 4 is formed at the tip of the shaft 4, and a chip 17 is embedded in the center of the tip. A jaw portion 22 as a stepped portion is formed in the enlarged diameter neck portion 3 at the tip of the shaft 4.

The shaft 4 described above has an enlarged portion 6 and an enlarged diameter neck portion 3.
and constitute the anti-slip pin 24.

The enlarged diameter neck portion 3 at the tip of the anti-slip pin 24 can protrude further outward than the opening edge 11 of the cylinder 2 . The opening edge 11 of the cylinder 2 is formed with an inclined surface that slopes toward the outer periphery and toward the rear end of the cylinder 2.

A biasing means 7 made of a rubber material and having a thick cylindrical shape is disposed between the shaft 4 and the cylinder 2, and this biasing means 7 causes the enlarged diameter neck portion 3 at the tip of the anti-slip pin 24 to be pressed against the cylinder 2. It maintains a state in which it protrudes outward from the opening edge 11.

Note that a gap 19 is formed at the bottom of the hole in the tire 9 in which the spike 20 is embedded, and is configured to allow the anti-slip pin 24 to move forward and backward. It is also possible to arrange the biasing means 7 in this cavity 19.

Next, the operation of the spikes 20 when the vehicle with the spikes 20 embedded in the tires 9 is driven will be explained.

First, the case of normal driving on a dry road that is not covered with snow or ice will be explained.

When the anti-slip pin 24 constituting the spike 20 is in a non-contact state with the road surface, it projects outward from the opening edge 11 of the cylinder 2 due to the urging force of the urging means 7 and the centrifugal force caused by the rotation of the tire 9.

When the anti-slip pin 24 comes into contact with the road surface 18, the weight of the vehicle body is applied to the anti-slip pin 24, pushing it into the cylinder 2 (see FIG. 3). In addition, on a dry road surface,
Since the coefficient of friction of the road surface 18 is large, the tread portion 8 of the tire surface grips the road surface 18 during normal driving, and no horizontal force is applied to the tip of the anti-slip pin 24.

Furthermore, since the anti-slip pin 24 is surrounded by the biasing means 7 and held at the axial position of the cylinder 2, it quickly sinks into the cylinder 2 even when it makes contact with the road surface.

As mentioned above, on a dry road surface, the coefficient of friction of the road surface 18 is large, so in normal braking, the tread portion 8 of the tire surface grips the road surface 18, and the frictional force between the tread portion 8 and the road surface 18 becomes the braking force. Therefore, no horizontal force is applied to the tip of the anti-slip pin 24. Therefore, since only a slight pressing force from the urging means 7 acts on the road surface 18, the anti-slip pin 24
There is no risk of damaging the sign or scraping the sign, and noise generation can be prevented.

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

When flaking is applied on an icy and snowy road surface, the tread portion 8 that makes contact with the ground slips, and a horizontal force (force in the opposite direction) is applied to the tip of the anti-slip pin 24 located at the contact portion that slightly bites into the icy and snowy surface, causing the vehicle to The jaw 22 of the anti-slip pin 24 rides on the opening edge 11 of the cylinder 2 by rapidly tilting backward with respect to the direction of travel.
It becomes a protruding state. For this reason, the enlarged diameter neck portion 3 and tip 17 at the tip of the anti-slip pin 24 bite into the ice burn 10, providing a large braking force and preventing slips (see FIG. 5).
In addition, FIG. 7 is a plan view showing a state in which the anti-slip pin 24 rides on and engages with the opening edge 11 of the cylinder 2.

When the anti-slip pin 24 is released from the ground due to the rotation of the tire 9, the biasing means 7 is restored and the anti-slip pin 24 is returned to the center of the cylinder 2 (see FIG. 6).

In addition, even when the vehicle develops from a stopped state or rapidly accelerates, the anti-slip pin 2 that contacts the ground in the same way as above.
A horizontal force is applied to the tip of the cylinder 4, and the jaw 22 of the enlarged diameter neck 3 rides on and engages the opening edge 11 of the cylinder 2. Similarly, even in the case of skidding, the enlarged diameter neck portion 3 rides on the opening edge 11 of the cylinder 2 and can follow the movement of the tire 9.

Note that the opening edge 11 of the cylinder 2 is formed with an inclined surface that slopes toward the outer periphery and toward the rear end of the cylinder 2, so that the jaw portion 2 of the anti-slip pin 24
2 engagement is reliable.

Further, in order to secure the gap 19 at the bottom of the hole in the tire 9, the rear end of the spike 20 may be covered with a cap 12 that covers the enlarged portion 6 of the anti-slip pin 24 (eighth (see figure).

As shown in FIGS. 9 and 10, an upright ring 13 is provided upright on the outer peripheral edge of the opening edge 11 of the cylinder 2, and a stepped portion 14 is provided on the jaw 22 of the anti-slip pin 24.
Even if it is provided, similar effects can be obtained.

Further, as shown in FIG. 11, a donut-shaped ring plate may be interposed at the contact surface between the distal end surface of the biasing means 7 and the jaw portion 22 of the enlarged diameter neck portion 3. This ring plate prevents the biasing means 7 from being bitten when the jaws 22 engage with the opening edge 11 of the cylinder 2.

In the above embodiment, a coil spring can also be used as the biasing means 7.

For example, a coil spring is interposed between the rear end of the cylinder 2 and the surface of the jaw 22 of the anti-slip pin 24 to urge the anti-slip pin 24 toward the opening edge 11 of the cylinder 2. In this case, the anti-slip pin 24
Since it is easy to deviate from the axis of the cylinder 2, the enlarged diameter neck part 3 at the tip of the anti-slip pin 24 is held at the axial position of the cylinder 2 by the tread part 8. That is, by bulging the opening of the hole in which the cylinder 2 is embedded in the tire 9 in the axial direction, the enlarged diameter neck 3 at the tip of the anti-slip pin 24 can be held at the axial position of the cylinder 2. In this case, when it slips, a horizontal force is applied to the tip of the anti-slip pin 24, the anti-slip pin 24 tilts so as to deform the tread portion 8, and the enlarged diameter neck portion 3 moves toward the opening edge of the cylinder 2.
It will be boarded up.

Furthermore, as shown in FIGS. 12 to 14, the cylinder 2 may be formed into a rectangular tube. Along with this, the shaft 4 of the anti-slip pin 24 is made to have the same width as the inside width of the cylinder 2, and the enlarged diameter neck part 3 is made to have a similar shape that is slightly smaller than the inside shape of the rectangular tube of the cylinder 2.
Further, the biasing means 7 are arranged in two spaces within the cylinder 2 that are partitioned by the shaft 4 (see FIG. 14). This configuration provides the same effects as those of the above embodiment.

The elastic body serving as the biasing means 7 allows the anti-slip pin to be easily inserted into and protruded from the cylinder, allows the anti-slip pin to ride on and lock onto the cylinder opening edge, and allows the anti-slip pin to ride on and lock onto the cylinder opening edge, and to recover from this riding state. Any type of elastic body, such as a piano wire or a coil spring, can be used as long as it is a biasing means that can do this. As the material for the tip of the anti-slip pin, carbide material, hardened metal material, ceramic, plastic, etc. can be used.

(Effects of the Invention) The present invention is configured as described above, and during normal vehicle operation, the anti-slip pin of the anti-slip tire sinks into the cylinder due to the reaction force of the vehicle weight from the road surface.
Because they only come into contact with the road surface with a small amount of contact pressure, there is very little damage to the road, scraping of signs, or generation of dust due to impact, and there is no noise when driving, and the driving performance and comfort are different from ordinary tires. However, there is no such thing.

On the other hand, when the vehicle slips on an icy and snowy road surface, the enlarged diameter neck of the anti-slip pin engages with the opening edge of the cylinder, and the enlarged diameter neck of the anti-slip pin bites into the icy and snowy road surface, exerting a reliable spike action and ensuring safe driving. can.

[Brief explanation of the drawing]

The drawings show preferred embodiments of the present invention; FIG. 1 is a vertical cross-sectional view of a spike, FIG. 2 is a cross-sectional view showing the spike shown in FIG. 1 embedded in a tire, and FIG. 3 is a state where the spike is in contact with the ground. Figure 4 is a cross-sectional view showing the movement of the spike on an icy and snowy road surface, Figure 5 is a cross-sectional view showing the state in which the tip of the anti-slip pin of the spike digs into the ice and snow surface, and Figure 6 is the bottom surface of the spike. Figure 7 is a bottom view showing the state in which the enlarged diameter neck of the anti-slip pin is shaped at the opening edge of the cylinder, and Figures 8 to 1.
Figure 1 is a sectional view showing spikes of other embodiments, Figures 12 to 14 are spikes of other embodiments, Figure 12 is a longitudinal sectional view, Figure 13 is a bottom view, and Figure 14 is a vertical sectional view. 12 is a sectional view taken along line AA in FIG. 12. DESCRIPTION OF SYMBOLS 1... Flange, 2... Cylinder, 3... Expanded diameter neck, 4... Shaft, 11... Opening edge, 24...
...Anti-slip pin.

Claims (1)

[Scope of Claims] 1. A cylinder made of a rigid material with one end open, with the open end facing the tire contact surface side, and embedded in a hole bored in the tire so that the open end does not protrude from the tire surface; A retaining flange is formed on the outer periphery of the cylinder to prevent the cylinder from coming off from the tire; a retaining part extending inward and having a hole in the center is formed on the cylinder; An anti-slip pin is inserted so as to be movable forward and backward in the axial direction and tiltable with respect to the axis of the cylinder, and a biasing means is provided between the anti-slip pin and the cylinder to urge the anti-slip pin in a projecting direction with respect to the cylinder, and the anti-slip The pin has a shaft that is inserted through the hole of the retaining portion and the cylinder, and the rear end of the shaft has a large diameter enlarged portion that works with the retaining portion of the cylinder to prevent the anti-slip pin from coming off toward the tip of the cylinder. An enlarged diameter neck is formed at the tip of the shaft, which has a larger diameter than the shaft and a smaller diameter than the inner diameter of the cylinder.
This enlarged diameter neck can protrude outward beyond the opening edge of the cylinder opening end, and when the anti-slip pin tilts with respect to the axis of the cylinder, its jaws engage with the opening edge of the cylinder tip, expanding the diameter. An anti-slip tire characterized in that a neck tip is formed to protrude outward from the tire surface.