JPS62120204A - Spike pin for tire - Google Patents

Abstract

PURPOSE:To lighten a spike pin while reduce damage to a paved road surface by using a composite material of an aluminum alloy and a powder body of a ceramic for a shank for holding a chip on the tread layer of a tire. CONSTITUTION:In a spike pin P, a chip 1 made of a sintered hard alloy is held on the surface of the tread layer 3 of a tire via a shank 2. In this case, a composite material in which a powder body of a ceramic is dispersed in an aluminum alloy, is used only for the shank 2. For example, a composite material consisting of an aluminum alloy in which particles of silicon carbide are dispersed in its structure and the like, may be used. Thereby, a light-weight spike pin P of about 1.4g a piece can be obtained. And, damage to a paved road surface due to the spike pin P can also be reduced.

Description

[Detailed Description of the Invention] [Technical Field of the Invention] The present invention relates to a tire spike pin mainly used for passenger cars operated in cold regions in winter, and in particular to a spike pin for tires that reduces damage to paved roads when the vehicle is running. This invention relates to improvements in spike pins for wet tires.

[Prior art]

A conventional tire spike pin P generally consists of two members, as shown in FIG. One of these components is the braking force required to allow the vehicle to move freely on the ice by coming into direct contact with the ice and penetrating the water to some extent.

This is a member that generates driving force and steering force, and is usually called the tip 1. It is made of cemented carbide made by sintering powder mainly of tungsten carbide and titanium carbide with cobalt as a binder.

The other members are the main body or shank 2 of the spike pin, which is necessary to properly hold the tip 1 against the trend N3 surface of the tire, and is generally made of mild steel.

In the spike pin P having such a structure, the shank 2 is embedded in the rubber of the tread N3 so that the tip of the cemented carbide tip protrudes from the surface of the tread layer 3 of the tire to the outside of the tire at approximately IH.

This spike pin P is held by the elasticity of this rubber layer, and is not fixed by adhesive, screws, or the like. Therefore, during running, a three-dimensional random force acts on the tip of the spike pin, causing relative slippage on the contact surface between the shank 2 and the rubber of the trailing layer 3, and temporarily causing the gap 5. Also occurs.

Moreover, water, sand, salt, etc. are usually present on the road, and this enters the gap 5 and forms a gap between the rubber of the tread layer 3 and the shank 2 through these substances. As a result of slippage, wear of the shank 2 is accelerated.

As a result, as shown in Figure 4, the thickness of the shank 2 decreases, especially near the tip, the holding force of the rubber of the tread layer 3 decreases, the above-mentioned relative slip increases, and This will accelerate wear, and the amount of wear will increase at an accelerated rate.As a result, the holding force will decrease at an accelerated rate, and the function of the spike pin P will deteriorate.

Even at the speed at which a general vehicle is running in the city, the relative sliding speed between the rubber and the shank 2 is 10 m/sec.
In ordinary metals, when the friction speed is increased, the wear tends to be accelerated, and when running at high speed, the shank 2 is particularly prone to wear.

That is, by driving with the spike pin P embedded in the rubber of the tread layer 3 of the tire as shown in FIG.
Although it is gradually worn away, the wear of this shank 2 is very complicated, and as shown in this figure, the thickness of the shank 2 often decreases as it approaches the tip of the spike pin P. The rubber of the tread [3 will also wear out, creating a gap 5.

In addition to the above drawbacks, as the shank 2 is made of mild steel as mentioned above, the overall weight of the spike pin is heavy, and each spike pin for a passenger car weighs about 3 grams, so it is difficult to use spike pins for paving. The degree of damage is considered to be proportional to lv, where M is the weight, and it is desired to withstand the wear caused by the above-mentioned relative sliding and to reduce the weight.

Therefore, for the purpose of weight reduction, aluminum, resin, etc., which have a light specific gravity, are considered, but they are inferior in terms of wear due to relative sliding, and so far they have not yet been put into practical use.

[Purpose of the invention]

The present invention has been made to solve the problems of the conventional tire spike pins, and an object of the present invention is to provide a tire spike pin that can improve shank wear and reduce weight. It is something.

[Structure of the invention]

To achieve the above object, the tire spike pin of the present invention consists of a chip and a shank that holds the chip in the trend layer of the tire, and the shank has ceramic powder uniformly dispersed in its structure. It is characterized by the use of a composite material made of aluminum alloy.

The material constituting the shank is a mixture of ceramic powder and aluminum alloy powder, which is melted and extruded, and the ceramic powder is uniformly dispersed within the machine.

The most suitable composite material is Tokyo Ceramics Co., Ltd. (
This is an aluminum alloy with improved wear resistance manufactured by 3-1 Ohata-cho, Tajimi City, Gifu Prefecture.

As ceramic powder that improves the wear resistance of aluminum alloys, silicon carbide (SiC) particles are used.

Moreover, the addition amount is suitably 5 to 25% by volume.

When ceramic powder is added to an aluminum alloy, simply adding the ceramic powder does not uniformly disperse it in the structure. In order to improve this point, a ceramic powder and an aluminum alloy powder are prepared, mixed, and this mixture is melted and extruded to be formed.

In this way, the cylindrical portion constituting the shank is molded from the composite material.

The cylindrical body made of the composite material is then cut to a predetermined length, one end of the resulting short cylindrical body is bulged out using a press machine to form a flange, and a chip made of cemented carbide is inserted into the hole. It shall be fixed using conventional methods.

[Embodiment] An embodiment of the tire spike pin of the present invention will be described below with reference to the drawings, and FIG. 1 is a longitudinal sectional view of a passenger car tire spike pin in one embodiment.

The configuration of this spike pin P is basically the same as the conventional one shown in Fig. 4, and 1 in Fig. 1 is a cemented carbide tip similar to the conventional one, and 2 is a tip 1 that is attached to the tire tread. This is a shank that is held against layer 3, and this shank 2
Only a composite material is used in which ceramic powder is dispersed in an aluminum alloy.

For example, the shank 2 can be made of a composite material made of an A1 alloy in which silicon carbide (SiC) particles are dispersed in its structure.

FIG. 2 is a longitudinal sectional view showing the spike pin P shown in FIG. 1 embedded in the rubber of the tread layer 3 of the tire and held therein, and H indicates the protrusion of the tip 1 from the tread layer 3. There is.

As described above, by using a composite material made of aluminum alloy and ceramic powder for the shank 2, it is possible to provide a lightweight spike pin with a weight of about 1.4 grams each.

Furthermore, when comparing the degree of pavement damage caused by this spike pin P with that of the conventional one, it is found that Vl, 4 / v 3 X 100 ζ 80%, that is, the pavement damage when the tire is running can be reduced by about 20% compared to the conventional one.

FIG. 3 is a vertical cross section showing the process of wear and consumption of the spike pin P of the present invention. Due to the wear resistance of the shank made of composite material, the decrease in the thickness of the shank 2 is extremely small, and therefore the thickness of the shank 2 is significantly reduced. A gap 5 as in the conventional example shown in the figure is also less likely to occur.

〔Effect of the invention〕

As explained above, a composite material made of an aluminum alloy in which ceramic powder is dispersed in a SiC
By using a particle-reinforced AI alloy composite material for the shank, it becomes possible to reduce the weight of the spike pin, which was previously difficult.

Furthermore, it is possible to provide a spike pin that causes less damage to the paved road surface, which is the biggest drawback of conventional spike pins.

The tire spike pin of the present invention can be particularly effectively applied to tires for passenger cars that are mainly used in cold regions during the winter.

[Brief explanation of drawings]

FIG. 1 is a longitudinal sectional view of a spike pin for a passenger car tire according to an embodiment of the present invention, FIG. 2 is a longitudinal sectional view of the spike pin of FIG. 1 embedded in the rubber of the tread layer of the tire, and FIG. FIG. 4 is a vertical cross-sectional view showing the process in which the spike pin of the invention is used and consumed, and FIG. 4 is a vertical cross-sectional view showing the process in which the conventional spike pin is used and consumed. 1...chip, 2...shank, 3...tread layer.

Claims (1)

[Claims] A tire spike pin consisting of a chip and a shank that holds the chip in the tread layer of a tire, the shank being made of a composite material of aluminum alloy and ceramic powder.