JPS6076405A - Spike pin for tyre - Google Patents
Spike pin for tyreInfo
- Publication number
- JPS6076405A JPS6076405A JP58180700A JP18070083A JPS6076405A JP S6076405 A JPS6076405 A JP S6076405A JP 58180700 A JP58180700 A JP 58180700A JP 18070083 A JP18070083 A JP 18070083A JP S6076405 A JPS6076405 A JP S6076405A
- Authority
- JP
- Japan
- Prior art keywords
- spike
- tire
- road surface
- resin
- wear
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/14—Anti-skid inserts, e.g. vulcanised into the tread band
- B60C11/16—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【発明の詳細な説明】
発明の関連する技術分野
本発明はタイヤ用スノくイクビン、更に詳しくは少くと
も路面と接触する部分を樹脂化することによシ、路面損
傷が殆んど起らないようにしたタイヤ用スパイクビンに
関するものである。[Detailed Description of the Invention] Technical field to which the invention relates The present invention relates to snow tires for tires, and more specifically, by making at least the portion that contacts the road surface of resin, almost no road surface damage occurs. This invention relates to a tire spike bin.
従来技術
従来タイヤは、冬期路面において、特に凍結路面でその
運動特性が著しく低下する。これは、タイヤのゴム面と
氷との摩擦係数(μ)が極めて小さいことによるもので
ある。これを改善するためにタイヤ用スパイクビンが開
発され、特に積雪寒冷地域において該スパイクビンを適
用したスパイクタイヤが多用されるようになってきた。BACKGROUND OF THE INVENTION Conventional tires have significantly reduced dynamic characteristics on winter roads, especially on frozen roads. This is because the coefficient of friction (μ) between the rubber surface of the tire and the ice is extremely small. In order to improve this problem, spike bins for tires have been developed, and spiked tires to which these spike bins are applied have come to be used frequently, especially in snowy and cold regions.
このスパイクビンは、氷の面を硬い金属で引掻いてその
時の抵抗力で全体として高い摩擦力を得る、いわゆるス
パイク効果を利用するものである。このスパイクビンは
、タイヤのゴムよりも耐摩耗性に優れていないと効果が
なく、また硬くないと充分なスパイク効果を出すことが
できないので、一般にタングステンカーバイド、コバル
トカーバイド等の超硬合金が使用されてきた。かかるス
パイクビンを打込んで成るスパイクタイヤによると、冬
期凍結路面においても充分安全に走行できるようになシ
、安全の確保と便利さの点で著い効果があった。This spike bin utilizes the so-called spike effect, which involves scratching the ice surface with a hard metal and using the resulting resistance to create a high overall frictional force. These spike bins are not effective unless they have better abrasion resistance than tire rubber, and if they are not hard, they cannot produce a sufficient spike effect, so cemented carbide such as tungsten carbide or cobalt carbide is generally used. It has been. Spiked tires made of such spike bottles can be driven safely even on frozen roads in winter, and are extremely effective in ensuring safety and convenience.
しかしながら同時に幾つかの大Iな問題が派生し、その
一つはスパイクの超硬合金による路面損傷の問題であシ
、この路面損傷により粉塵公害(特に人体に与える影響
)を起し、また路面損傷により事故の誘発する危険性が
大となり、膨大な道路補修費および道路標識の補修費等
が必要となり、もう一つの問題は騒音である。特に前者
の道路損傷が大きな問題となり、これを改善することは
タイヤメーカーあるいはスパイクメーカーにとって急務
である。However, at the same time, several major problems have arisen, one of which is the problem of damage to the road surface caused by the cemented carbide of the spikes. Damage increases the risk of accidents, necessitating huge road repair costs and road sign repair costs. Another problem is noise. In particular, the former type of road damage is a major problem, and improving this problem is an urgent task for tire manufacturers and spike manufacturers.
しかしこれまで具体的対策として提案されているものは
、スパイクビンのフランジを小さくシタリ、全体の重t
t−減らしタシするものであり、依然としてスパイク効
果そのものは、超硬合金が生み出すものであった。従っ
て路面損傷およびこれによる粉塵公害の程度は、多少改
善されるものの本質的解決法とはとても言えない状態で
あった。However, concrete countermeasures that have been proposed so far include making the flanges of spike bottles smaller and reducing the overall weight.
The spike effect itself was still produced by the cemented carbide. Therefore, although the degree of road surface damage and resulting dust pollution may be improved to some extent, it cannot be said to be an essential solution.
一方、従来スパイク効果に関しては、硬さ=スパイク効
果と考えられ、1+耐摩耗性=硬さと考えられていた。On the other hand, regarding the spike effect, it was conventionally thought that hardness = spike effect, and 1+wear resistance = hardness.
かかる状況下において本発明者らはスパイクビンを改善
すべく鋭意研究を重ねた結果、ロックウェル硬度(Rス
ケール: ASTM 786 )が85以上でおシ、タ
イヤ表面から少しでも外側に出ていれば、スパイクビン
は、十分なスパイク効果を示すことを見出した。つまり
、それほど硬くなぐても耐摩耗性が著しく優れた素材で
あれば超硬合金を使用しなくても充分な性能を有するス
パイクビンを作ることができることを確かめ、更に路面
損傷の程度には強い正の相関関係があることも見出した
。かかる知見に基づき、本発明者らは硬度においては超
硬合金よりもはるかにやわらかい樹脂を使い、耐摩耗性
を改良すれば、路面損傷をほとんど起こさないスパイク
ビンをつくることができること全確信し更に研究の結果
不発F!A′f!:達成するに至った。Under such circumstances, the inventors of the present invention have conducted extensive research to improve the spike bin, and have found that it is acceptable if the Rockwell hardness (R scale: ASTM 786) is 85 or higher, and if it protrudes even slightly from the tire surface. , found that spike bins exhibit sufficient spiking effects. In other words, we confirmed that it is possible to make spike bins with sufficient performance without using cemented carbide if the material is extremely hard and has excellent abrasion resistance, and is also resistant to road surface damage. We also found that there was a positive correlation. Based on this knowledge, the present inventors are fully convinced that by using a resin that is much softer than cemented carbide in terms of hardness and improving its wear resistance, it will be possible to create a spike bin that will cause almost no damage to the road surface. The result of research is F! A'f! Achieved:
発明の開示
従って本発明は少くとも路面と接触する部分を、テーパ
ー摩耗(O8−17,100Or )がlO■7100
0回以下でかつロックウェル硬度(Rスケール: AS
TM785)が85以上の樹脂で構成したことを特徴と
するタイヤ用スパイクビンに関するものである。DISCLOSURE OF THE INVENTION Accordingly, the present invention provides at least the portion that contacts the road surface with tapered wear (O8-17,100Or) of 1O27100.
0 times or less and Rockwell hardness (R scale: AS
The present invention relates to a tire spike bin characterized in that it is made of a resin having a TM785) of 85 or more.
本発明のスパイクビンに使用する樹脂のテーパー摩耗(
O3−17,1000f )を10■/1000回以下
に限定したのは、この値より大きくなるとタイヤの(B
)
通常の走行においてスパイクビンも大きく摩耗してスパ
イクビンの面がタイヤ表面と同等の高さ、るるいは、そ
れ以下になるためスパイク効果が全く得られなくなって
しまうからである。Taper wear of the resin used in the spike bottle of the present invention (
The reason why O3-17,1000f) is limited to 10■/1000 times or less is that if it exceeds this value, the tire's (B
) This is because during normal driving, the spike bin also wears out to a large extent, and the surface of the spike bin becomes as high as, or even lower than, the tire surface, making it impossible to obtain any spike effect.
tた上記樹脂のロックウェル硬度(Rスケール: AS
TM 785 )を85以上に限定したのは、85未満
ではスパイク効果が得られないからである。The Rockwell hardness (R scale: AS
The reason why TM 785 ) is limited to 85 or more is because a spike effect cannot be obtained if it is less than 85.
このようにテーパー摩耗(O8−17,1000r )
が10■71000回以下でかつロックウェル硬度(R
スケール: ASTM 785 )が8Fi以上である
樹脂とは、例えば平均分子量が100萬以上の超高分子
量ポリエチレン、ナイロン66、ポリアセタール、MO
ナイロン、フッ素樹脂、ポリウレタン、ポリエステル樹
脂等がある。In this way, taper wear (O8-17, 1000r)
is less than 10 71000 times and Rockwell hardness (R
Resins whose scale: ASTM 785) is 8Fi or more include, for example, ultra-high molecular weight polyethylene with an average molecular weight of 100 million or more, nylon 66, polyacetal, MO
There are nylon, fluororesin, polyurethane, polyester resin, etc.
本発明においては、タイヤの温度が高速連続走行時、7
0〜00℃程度になることがあり、かかる温度において
クリープするのを防ぐため上記樹脂中ビカット軟化点が
120℃以上のものが特に好ましい。In the present invention, when the tire temperature is 7.
In order to prevent creep at such temperatures, it is particularly preferable that the resin has a Vicat softening point of 120°C or higher.
次に本発明のスパイクビンにおいては、少なく(4)
とも路面と接触する部分が上記樹脂であればよいが、樹
脂の摩耗等を考えると路面と接触する先端から5 mm
以上の部分が樹脂で形成されているのがよく、製造上か
らは全体が樹脂から成るものが製造工程も簡単でありよ
り好ましい。Next, in the spike bottle of the present invention, at least (4) the part that contacts the road surface may be made of the above-mentioned resin, but considering the wear of the resin, etc., the spike bottle should be 5 mm from the tip that contacts the road surface.
It is preferable that the above-mentioned parts are made of resin, and from the viewpoint of manufacturing, it is more preferable that the entire part be made of resin because the manufacturing process is simple.
発明の実施例 本発明を次の実施例および比較例により説明する。Examples of the invention The invention will be illustrated by the following examples and comparative examples.
実施例1.比較例1.2
第1図に示すスパイクビン1を次のような条件で製造し
た。Example 1. Comparative Example 1.2 The spike bottle 1 shown in FIG. 1 was manufactured under the following conditions.
モールド温度 220℃
プレス時間 40分
材 質 超高分子量ポリエチレン
ハイゼックスミリオン840M
(三井石油化学工業〔株〕製、商品名)2120℃に加
熱したモールドにハイゼツクスミリオ/840Mの粉末
を入れ、50kp/mでプレスし、40分後室温のプレ
ス機で1oOkf/30条件で80分冷却し、スパイク
ビンを得た。伺上記ボ1)エチレンのテーパー摩耗は0
,6η/1000回、ヒカット軟化点は184℃、ロッ
クウェル硬度は40(Rスケール)であった。Mold temperature: 220°C Pressing time: 40 minutes Material: Ultra-high molecular weight polyethylene Hizex Million 840M (Mitsui Petrochemical Industries, Ltd., trade name) Powder of Hizex Mirio/840M is placed in a mold heated to 2120°C, and pressed at 50 kp/m. After 40 minutes, the mixture was cooled for 80 minutes using a press machine at room temperature under 10Okf/30 conditions to obtain a spike bottle. 1) Taper wear of ethylene is 0
, 6η/1000 times, the Hikat softening point was 184°C, and the Rockwell hardness was 40 (R scale).
得られ次スパイクビンをタイヤサイズ176SR14の
ラジアルスノータイヤ1本当り1s12本打込み、でキ
六タイヤヲ実施例1のタイヤとした。Then, 12 spikes were inserted into each radial snow tire of tire size 176SR14 for 1 s to produce a tire of Example 1.
比較のため第2図に示す寸法のチップ2がタングステン
カーバイドから成る超硬合金製スノ(イクビン(東芝タ
ンガロイ株式会社製)1を同様にタイヤサイズ1758
R14のラジアルスノータイヤにタイヤ1本当J I4
2本打込んで比較例1のタイヤをつくった。For comparison, the tip 2 having the dimensions shown in Fig. 2 was made of cemented carbide made of tungsten carbide (Ikubin (manufactured by Toshiba Tungaloy Corporation) 1), and the tire size was 1758.
R14 radial snow tire with 1 tire J I4
A tire of Comparative Example 1 was made by driving two tires.
これらのタイヤと梃にスノ(イクピンを打込んでない同
様のタイヤにつき乾燥アスファルト面制動距離、氷上制
動距離および路面損傷の程度全評価い比較例1の値を1
00として指数で表示した。For these tires and similar tires that do not have snowboard pins driven in, the braking distance on dry asphalt, the braking distance on ice, and the degree of road damage were all evaluated.The values of Comparative Example 1 were
00 and expressed as an index.
同乾燥アスファルト面および氷上での制動距離は、夫々
のタイヤ’に2000ccの乗用車に装着し、時速40
km/hr″′C走行時に急制動をかけ、制inをか
けた位置から完全に停止するまでの距離で評価し、次式
によQ算出した:
次に路面損傷の程度はドラム面にアスファルトを張付け
たタイヤテスト用ドラムを用い次の条件ドラム速度 5
0 km/hr
タイヤ内圧 1.7 ’q/cm2
荷 重 JIS 100係荷重
に従い、8時間ドラム走行させ、輪だちの深さく最も深
いところ)で評価し、次式により算出した;
(7)
第1表
上表より本発明のスパイクビンが超硬合金製スパイクビ
ン対比氷上路面でほぼ同等のトラクションを与え、かつ
通常の路面では、路面をほとんど損傷させないことが明
らかである。The braking distance on dry asphalt and ice is measured at 40 mph with each tire mounted on a 2000 cc passenger car.
km/hr"'C When driving, sudden braking was applied and the distance from the point where the brake was applied to a complete stop was evaluated, and Q was calculated using the following formula: Using a tire test drum with a
0 km/hr Tire internal pressure 1.7'q/cm2 Load According to JIS 100 coefficient load, the drum was run for 8 hours, evaluated at the deepest point of the ring, and calculated using the following formula; (7) From Table 1 above, it is clear that the spike bin of the present invention provides almost the same traction on icy roads as the cemented carbide spike bin, and hardly damages the road surface on normal road surfaces.
伺、第1図において/ = 18.Otnm、 l、=
8.Orvand (直径)−1Qmti、d、(直
径)= 71111rrL、 R= 0.5 mrm。In Figure 1, / = 18. Otnm, l,=
8. Orvand (diameter) - 1Qmti, d, (diameter) = 71111rrL, R = 0.5 mrm.
第2図において/ = 12.’1mm、 l!、=
IJmtn。In Figure 2 / = 12. '1mm, l! ,=
IJmtn.
!! a ” 11 、? t’nme l 4 ”
8 t’n’In l dl (直径)= 10 mm
。! ! a "11,?t'nme l4"
8 t'n'In l dl (diameter) = 10 mm
.
d(直径)=6.6rnm、d8(直径) = 2 、
5 mm 。d (diameter) = 6.6rnm, d8 (diameter) = 2,
5 mm.
d(直径)=2.1rnrn、 Rx=’0.6’nL
mo 。d (diameter) = 2.1rnrn, Rx = '0.6'nL
mo.
実施例2〜6.比較例8〜5
第8表に示す樹脂を用いて第1図に示す形状の(8)
実施例8〜6および比較例B〜6のスパイクビンを実施
例1と同様にしてつくった。これ等のスパイクビンを実
施例1と同様のタイヤに同様に打込んで性能を評価した
。得た結果全第2表に併記する。伺、表中実車摩耗テス
トは、1萬km笑車走行させ、スパイクビンを取り出し
た後、走行前との摩滅重量から摩滅体積を次式により算
出して示した。Examples 2-6. Comparative Examples 8 to 5 Spike bottles of Examples 8 to 6 and Comparative Examples B to 6 (8) having the shapes shown in FIG. 1 were made in the same manner as in Example 1 using the resins shown in Table 8. These spike bottles were similarly driven into tires similar to those in Example 1, and their performance was evaluated. The obtained results are also listed in Table 2. In the actual vehicle wear test in the table, the vehicle was driven for 10,000 km, the spike bottle was taken out, and the wear volume was calculated from the wear weight before the run using the following formula.
クリープに関しては、スパイクビンの変形の大きいもの
はスパイク効果が小になる。Regarding creep, the larger the deformation of the spike bin, the smaller the spike effect.
乾燥アスファルト面制動距離と氷上制動距離は比較例1
の場合を100としての指数表示である。Dry asphalt surface braking distance and ice braking distance are Comparative Example 1
It is expressed as an index with the case of 100 as 100.
第2表の結果から樹脂のテーパー摩耗が10■/100
0回以下、ロックウェル硬度が85以上であることが必
要でアシ、ビカット軟化点が120℃以上であるのが好
ましいことが明らかである。From the results in Table 2, the taper wear of the resin is 10■/100
It is clear that it is necessary that the hardness is 0 times or less and the Rockwell hardness is 85 or more, and it is preferable that the reed and Vicat softening points are 120° C. or more.
発明の効果
以上のように、本発明のタイヤ用スパイクビンは、少く
とも路面と接触する部分を樹脂とし、この樹脂としてテ
ーパー摩耗(O8−17,100Of )が10”f/
1000回以下でかつロックウェル硬111(Rスケー
ル: Ai9TM 785 )が85以上のものを用い
たことにより、スパイクピンが超硬合金製スパイクピン
と対比して通常の圧面では圧面をほとんど損傷させず、
これを打込んだスパイクタイヤは超硬合金製スパイクビ
ンを打込んだタイヤとほぼ同等のトラクションを与える
ものでるり、従来のスパイクピンにより生ずる間Inす
べて解消するものである。Effects of the Invention As described above, the tire spike bin of the present invention has at least the portion that contacts the road surface made of resin, and the taper wear (O8-17, 100Of) of this resin is 10"f/
By using a Rockwell hard 111 (R scale: Ai9TM 785) of 85 or higher and less than 1,000 times, the spike pin hardly damages the pressure surface under normal pressure conditions, compared to spike pins made of cemented carbide.
A spiked tire with these spikes provides almost the same traction as a tire with cemented carbide spike pins, and eliminates all the traction caused by conventional spike pins.
第1図は本発明の一例のタイヤ用スパイクビンの側面図
、
第2図は従来の一例のスパイクピンの一部切欠き側面図
である。
1・・・スパイクピン 2・・・チップ。FIG. 1 is a side view of a tire spike bin as an example of the present invention, and FIG. 2 is a partially cutaway side view of a conventional spike pin. 1... Spike pin 2... Chip.
Claims (1)
(O8−17,100Of )が10岬71000回以
下でかつロックウェル硬[(Rスケール:ASTM 7
86 )が85以上の樹脂で構成したこと全特徴とする
タイヤ用スノ(イクビン。L At least the part that comes into contact with the road surface has a wear (O8-17,100Of) of 10 71,000 times or less and a Rockwell hardness [(R scale: ASTM 7
86) is made of resin with a grade of 85 or higher.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP58180700A JPS6076405A (en) | 1983-09-30 | 1983-09-30 | Spike pin for tyre |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP58180700A JPS6076405A (en) | 1983-09-30 | 1983-09-30 | Spike pin for tyre |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS6076405A true JPS6076405A (en) | 1985-04-30 |
Family
ID=16087779
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP58180700A Pending JPS6076405A (en) | 1983-09-30 | 1983-09-30 | Spike pin for tyre |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS6076405A (en) |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS63184510A (en) * | 1987-01-28 | 1988-07-30 | Mitsui Toatsu Chem Inc | Plastic spike for tire |
JPS63189702U (en) * | 1987-05-27 | 1988-12-06 | ||
JPH01257607A (en) * | 1987-12-19 | 1989-10-13 | Bridgestone Corp | Spike pin for tyre |
JPH07172116A (en) * | 1993-01-11 | 1995-07-11 | Hideo Takahashi | Nylon spike and studless tire |
WO2011036050A1 (en) * | 2009-09-23 | 2011-03-31 | Sitek-Spikes Gmbh & Co. Kg | Anti-skid stud |
-
1983
- 1983-09-30 JP JP58180700A patent/JPS6076405A/en active Pending
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS63184510A (en) * | 1987-01-28 | 1988-07-30 | Mitsui Toatsu Chem Inc | Plastic spike for tire |
JPS63189702U (en) * | 1987-05-27 | 1988-12-06 | ||
JPH01257607A (en) * | 1987-12-19 | 1989-10-13 | Bridgestone Corp | Spike pin for tyre |
JPH07172116A (en) * | 1993-01-11 | 1995-07-11 | Hideo Takahashi | Nylon spike and studless tire |
WO2011036050A1 (en) * | 2009-09-23 | 2011-03-31 | Sitek-Spikes Gmbh & Co. Kg | Anti-skid stud |
US20120227880A1 (en) * | 2009-09-23 | 2012-09-13 | Pons Frederic Michel Jean | Anti-skid spike |
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