JPH0411402B2 - - Google Patents

Description

[Detailed Description of the Invention] (a) Object of the Invention [Field of Industrial Application] This invention relates to a spike tire used when a vehicle runs on an icy and snowy road.

[Conventional technology]

In order to prevent tire slippage when a vehicle travels on a snowy or icy road, the following various measures have been devised.

(a) Attach anti-slip devices to regular tires.

(b) Snow tires (c) Spike tires (d) Studless tires Of these, (a) is a type of tire that is equipped with a separate device, such as a chain, on the tire to prevent slipping on snowy or frozen surfaces. prevent.

(A) is a tire whose rubber material is the same as a regular tire, but the tread pattern has been devised to prevent slipping on snowy roads.

(C) is a snow tire with spikes embedded in it, with multiple spikes protruding from the tread of the tire by approximately 1.5 to 2.0 mm to prevent slips on snowy or icy roads.

(D) is a snow tire with a softer tire rubber material, using a specially formulated rubber that does not harden even at the environmental temperature of an icy road surface, so that the unevenness of the icy road surface bites into the tire, allowing the tire to bond with the ice. These tires prevent slips by creating friction with the road surface.

[Problem that the invention seeks to solve]

However, roads in Japan include a mixture of dry roads, snow-covered roads, and icy roads, and it is desirable for winter tires to be able to drive on all of these. (a) is unsuitable for icy roads, and (c) is most suitable for both snowy and icy roads, but is unsuitable for dry roads. Road surface damage and dust pollution have become major social problems.

(d) is suitable for both types, but its anti-slip function is one step behind that of spiked tires.Especially in the temperature range of -5℃ to 0℃, where the environmental temperature of frozen roads is relatively high, the surface of frozen roads is affected by the load of the vehicle. This melts into water and eliminates road surface irregularities, which reduces friction between the tires and the road surface and reduces the anti-slip function.
Each type has its own problems, and a satisfactory tire suitable for all road surfaces has not yet been obtained.

This invention was made in view of the above-mentioned circumstances, and it greatly reduces the road surface damage and dust pollution that were problems of spiked tires, and also has the disadvantage of studless tires on relatively high-temperature icy roads. It is possible to overcome this and reduce slippage in any direction, making it possible to reduce slippage on snow-covered roads, icy roads,
The aim is to provide a spiked tire that is extremely suitable for all dry roads.

(b) Structure of the invention [Means for solving the problem] In response to this objective, the spiked tire of the present invention is made of rubber having a rubber hardness of 70 or less in the environmental temperature range of -5°C to 0°C. A spike pin configured as a tire tread portion and having a protruding height from the tire tread of 0.5 mm or less in the environmental temperature range is embedded in the tire tread,
The end surface of the tip of the spike pin protruding from the tire tread has a substantially rectangular shape with long sides and short sides, and is inclined with respect to the center line of the tire tread.

Hereinafter, details of the present invention will be explained with reference to the drawings showing one embodiment.

In FIG. 1, numeral 1 indicates a spiked tire. A spiked tire 1 includes a tire 2 and spike pins 3.

The tire 2 has a tread portion 4 made of rubber that does not harden easily even at low temperatures. In other words, rubber with a hardness of 70 or less (preferably 65 or less) at the environmental temperature of an icy and snowy road surface of -5°C to 0°C is used for the tread portion 4, and such rubber is currently used in studless tires. You can use rubber that is These are obtained by blending compounds with natural rubber, and are so soft that they can be squeezed with your fingers even at temperatures as low as -26 degrees Celsius, but at room temperature of 18 degrees Celsius, they harden to the same hardness as conventional rubber. Such rubbers are highly suitable.

The tire 2 uses a tread pattern (not shown) that is currently used in studless tires, and grips unevenness on the road surface while driving.
The tread has undulations and notches that allow it to obtain sufficient driving force from the road surface.

The spike pin 3 is made of metal and is shown in FIGS. 2 and 3.
It forms the shape shown in the figure.

That is, the spike pin 3 includes a hollow rectangular cylindrical leg 5, a flange 6 that is integrally formed at one end of the leg 5 and projects outward, and a flange 6 extending from the other end surface of the leg 5 in the axial direction of the leg 5. The edge portion 7 is integrally formed and protrudes from the edge portion 7. The leg portion 5 has a rectangular cross-sectional shape, and the edge portions 7 protrude from the central end surfaces of the pair of long sides thereof, facing each other. The leading end surface of the edge portion 7 has a substantially rectangular shape consisting of long sides and short sides, and is inclined with respect to the center line of the tire tread. The protrusion amount _h1 of the edge portion 7 is made somewhat larger than the expected protrusion amount h from the tread, and this is because the edge portion 7 can be shaved later when the tire 2 or wears out to adjust the protrusion amount to a predetermined amount. It is. The spike pin is made of carbonated steel, for example, and is driven into the tire 2 after hardening so that the edge portion 7 protrudes from the tread portion 4 of the tire 2 by h (h≦0.5 mm).

The important thing here is that h is 0.5 mm or less,
The protrusion of the spike pins in conventional spiked tires requires only an extremely small amount of protrusion (1.2 mm to 1.5 mm), and the edge portions of conventional spike pins are made of expensive carbide metal, etc., but are cheaper. It can be constructed from carbon steel and has a simple structure.

The shape of the spike pin is as shown in Figures 4 and 5.
The spike pins 3a, 3b, 3c, and 3d shown in FIGS. 6, 6, and 7, respectively, may also be used. That is, the spike pin 3a has one edge portion 7 formed on one spike pin, and the spike pin 3b has a leg portion 5b shaped like an elliptical cylinder and has a pair of edges at the apex position on the long axis of the tip surface. The flange portion 6b is divided into four portions extending in the long axis direction and the short axis direction of the ellipse to facilitate processing, and the spike pin 3c has an edge portion 7c with a width of The elliptical cylindrical leg portion 5c, which has a shape that gradually decreases toward the axial tip, has an obliquely curved tip surface profile and smoothly transitions to the edge portion 7c, and the spike 3d has a rhombic cross-sectional leg portion. A pair of edge portions 7d are formed at the tip of the portion 5d, and these spike pins 3, 3
A, 3b, 3c, and 3d each have a hollow cylindrical leg portion provided with an edge portion and a flange portion at both ends thereof, respectively, which are integral with the leg portion.

The spike pins 3, 3a, 3b, 3c, and 3d are examples of spike pins that have a simple structure and are inexpensive. 4, apply a supporting force to the flange 6 so that it protrudes a predetermined amount.
(6b), the bottom area of the flange 6 is determined in accordance with the rubber hardness of the tire 2, etc.

The spike pin 3e shown in FIGS. 8 and 9 is
This embodiment is designed to easily accommodate design changes in the magnitude of the supporting force, and the spike pin 3e is composed of a spike pin main body 8 and a support plate 11. The spike pin main body 8 is made by rolling a band-shaped carbon steel plate 8a having a long hole 12 in the longitudinal direction at the center of the width into a semicircular arc shape along the longitudinal direction, as shown in the developed figure 10 shown in FIG. The supporting plate 11 has a width approximately equal to the width W 1 of the elongated hole 12 at both ends 14 in the longitudinal direction, and a width W ₁ at the center. It is a flat plate body having a width W ₂ larger than ₁ and forming a locking part 13 projecting in steps 15 on both the left and right sides.

The support plate 11 has a locking part 13 on the inside of the semicircular arc formed by the spike pin main body 8, and an end part 1 on the outside of the semicircular arc.
4 in their respective positions, insert the spike pin body 8.
is fixed to.

In the spike pin 3e, by replacing the support plate 11 with one having a different area of the end portion 14, the magnitude of the force supporting the spike pin 3e can be changed.

Above spike pins 3, 3a, 3b, 3c, 3
The spike pins d and 3e are of the type that is driven into the tire 2, but they may also be of the type that is glued to the tire, like the spike pins 3f shown in FIGS. 11, 12, and 13.

That is, the spike pin 3f has a vertically divided semi-cylindrical shape, is fitted into a bowl-shaped recess 17 formed in the tread 4 of the tire 2, and is buffered with the inner surface of the semi-cylindrical surface facing outward. Recess 1 through material 16
It is attached to the bottom surface 18 of 7. The cushioning material 16 is made of a material whose modulus of elasticity changes depending on the temperature, and hardens at the environmental temperature of an icy and snowy road surface, causing the edge portion 7f of the spike pin 3f to protrude from the tread portion 4 of the tire 2 by h ₁ , thereby improving the elasticity of the material on an ice-free road surface. It is configured to soften at ambient temperature and allow the edge portion 7f to be retracted inside the tread portion 4.

Such a configuration in which the spike pin is bonded to the tire through the buffer material 16 made of a substance whose elastic modulus changes depending on temperature can be applied not only to the spike pin 3f but also to spike pins of other embodiments. Obviously, in this case, damage to the road surface can be further reduced. A suitable buffer material is one in which 20% of fine particles of polyvinyl acetate to which dimethyl phthalate is added as a softening agent are dispersed in rubber that is slightly softer than ordinary tire rubber. This buffer material is 0℃
There is a change in hardness of about 4 times at ~17℃, at 17℃ it is soft and weakens the protrusion force of the spike pin and reduces damage to the road surface, and at 0℃ it becomes hard and maintains the protrusion force of the spike pin. To demonstrate the performance of spike pins on icy and snowy roads.

The spiked tire 2h shown in FIG. 14 has a cushioning material 16h made of a substance whose elastic modulus changes depending on temperature interposed between the tire 2 and the spike pins 3. The cushioning material 16h is bonded to the bottom surface of the flange portion 6 of the spike pin 3, and is cast into the tire in this state.
The surface is integrally fixed to the tire 2. A rubber escape hole 21 is formed on the upper surface of the buffer material 16h facing the hollow part of the spike pin 3 to allow the shock absorber 16h to deform. The heat transfer effect in direct contact becomes large.

In the tire 2h, the cushioning material 16h has almost the entire surface fixed to the spike pin or the tire, but the cushioning material 16j of the spiked tire 2j shown in FIG. A hole 22 is formed through the upper and lower surfaces. When no load is applied to the cushioning material 16j, the cushioning material 16j is placed between the spike pin 3 and the tire 2.
Since there is a gap 23 between the cushioning material 16j and the cushioning material 16j, the elasticity is relatively greater than when the cushioning material 16j is integrated with the cushioning material 16j, so a harder rubber can be used for the cushioning material 16j, which is advantageous in terms of strength. At the same time, by providing unevenness on the cushioning material 16j, the contact area with the bottom surface 6a of the spike pin 3 can be reduced, and therefore the spike pin 3
This makes it easy to adjust the amount of movement in and out of the tread surface.
Furthermore, ice water enters the gap 23, further increasing the heat transfer effect and reducing friction on the upper and lower surfaces of the cushioning material 16j.

The spike pin 3g shown in FIG. 16 is an improved version of the conventional spike pin 103 shown in FIG. 17.

That is, the conventional spike pin 103 has a round shape, for example, the diameter of the flange portion 106 is 10 mm, the diameter of the shank 105 is 5.5 mm, and the diameter of the tip 107 is 2.5 mm, so the top area of the shank is 23.75 mm ² and the area of the tip top is 2.5 mm. 4.90mm ^2, etc., whereas the spike pin 3g is vertically long, for example, the flange part 6
The diameter of g is 8.5mm x 7.0mm, the diameter of shank 5g is 6mm
×3.6mm, the diameter of the chip 7g is (3mm to 4mm) ×1
mm, therefore the top area of the shank is 21.6 mm ² and the top area of the tip is 3 mm ² to 4 mm ² , etc., making it smaller than before and using less material, while the width of the tip related to friction with the ice and snow surface is 2.5 mm compared to the conventional one. By increasing the size to 3mm to 4mm compared to mm and making it vertically long,
Make sure to stop the rotation of spike pin 3g.

[Action/Effect]

The spike tire 1 configured as described above has the tire 2 itself having the function of a conventional studless tire, and is configured to be applicable to icy and snowy road surfaces.
A spike pin 3 having an edge portion 7 whose protrusion amount from the tread 4 is 0.5 mm or less is embedded,
It exhibits greater anti-slip performance than current studless tires at all environmental temperatures on ice and snow. In particular, the problem with conventional studless tires is that on relatively high-temperature icy roads, the surface of the ice melts into water due to the weight of the vehicle body, eliminating the unevenness of the icy road surface and making it more likely to slip. Pin 3 compensates for this. That is, spike pin 3
Although the amount of protrusion is small at 0.5 mm or less, it can easily bite into a soft surface that is melted due to relatively high temperature and pressure, so it fully performs its anti-slip function. Further, the load on the edge portion 7 of the spike pin 3 is small and its hardness does not need to be so great, so the spike pin can be constructed simply and inexpensively.

Furthermore, even when going from an icy and snowy road to an ice-free road, the spike pins 3 have a much smaller protrusion than conventional spike pins and can be made of a material with lower hardness than conventional spike pins, so damage to the road surface is less likely to occur than in the past. In addition, the wear of the spike pins is also reduced, and the ice chips caught on the edge portion 7 are removed from the leg portion 5.
It also has the effect of rapidly cooling the surrounding material of the leg portion 5.

Furthermore, if the spike pin is configured to move in and out of the tire tread depending on the environmental temperature, as in the case of the spiked tire 1f, the response to temperature will be faster, and road surface damage can be reduced to almost zero.

Similar actions and effects can be obtained with other embodiments.

As is clear from the above description, according to the present invention, the present invention is extremely suitable as a winter tire for all road surfaces including snow, ice, and no ice, and overcomes the drawbacks of conventional spiked tires and studless tires.
A spiked tire with a simple structure can be obtained.

[Brief explanation of drawings]

FIG. 1 is a plan view showing the tread of a spiked tire according to an embodiment of the present invention, FIG. 2 is a perspective view showing a spike pin of the spiked tire shown in FIG. 1, and FIG. 3 is the same as FIG. Fig. 4 is a perspective explanatory view showing a spike pin of a spiked tire according to another embodiment of the present invention;
FIG. 5 is a perspective explanatory view showing a spike pin in still another embodiment, FIG. 6 is a perspective explanatory view showing a spike pin in still another embodiment, and FIG. 7 is a perspective view showing a spike pin in still another embodiment of the present invention. FIG. 8 is a perspective explanatory view showing a spike pin in another embodiment; FIG. 9 is an exploded perspective view of the spike pin shown in FIG. 8;
Figure 0 is a developed view of the spike pin body shown in Figure 9.
FIG. 11 is a broken perspective view of a portion showing the tread of a spiked tire according to still another embodiment of the present invention, FIG. 12 is an explanatory longitudinal cross-sectional view of a section XI-XI in FIG. 11, and FIG. 14 is a cross-sectional explanatory view showing a spiked tire according to still another embodiment, and FIG. 15a is a cross-sectional explanatory diagram showing a spiked tire according to still another embodiment. Figure 15b is the first
FIG. 5a is a perspective explanatory view showing a cushioning material for a spiked tire, FIG. 16 is a perspective explanatory view showing a spike pin in yet another embodiment, and FIG. 17 is a perspective explanatory view showing a conventional spike pin. . DESCRIPTION OF SYMBOLS 1...Spike tire, 2...Tire, 3...Spike pin, 4...Tread part, 5...Leg part, 6...Flange part, 7...Edge part, 8...Spike pin body, 1
DESCRIPTION OF SYMBOLS 1... Support plate, 12... Long hole, 13... Locking part, 14...
End, 15... Step, 16... Cushioning material, 17... Recess, 1
8...bottom surface, 19...top surface, 20...bottom surface, 21...hole,
22...hole, 23...gap, 103...spike pin,
105...Shank, 106...Flange part, 107
...Chip.

Claims (1)

[Claims] 1. A spike pin whose tire tread portion is made of rubber with a rubber hardness of 70 or less in the environmental temperature range of -5°C to 0°C, and whose protrusion height from the tire tread is 0.5 mm or less in the environmental temperature range. A spike tire, characterized in that the end surface of the tip of the spike pin embedded in the tire tread and protruding from the tire tread has a substantially rectangular shape consisting of a long side and a short side, and is inclined with respect to the center line of the tire tread. .