WO2014006857A1 - Pin, tire stud and studded tire - Google Patents

Pin, tire stud and studded tire Download PDF

Info

Publication number
WO2014006857A1
WO2014006857A1 PCT/JP2013/004026 JP2013004026W WO2014006857A1 WO 2014006857 A1 WO2014006857 A1 WO 2014006857A1 JP 2013004026 W JP2013004026 W JP 2013004026W WO 2014006857 A1 WO2014006857 A1 WO 2014006857A1
Authority
WO
WIPO (PCT)
Prior art keywords
pin
tire
stud
face
groove
Prior art date
Application number
PCT/JP2013/004026
Other languages
French (fr)
Japanese (ja)
Inventor
浩樹 沢田
川眞田　智
祐貴 渡辺
智明 伊藤
Original Assignee
株式会社ブリヂストン
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by 株式会社ブリヂストン filed Critical 株式会社ブリヂストン
Publication of WO2014006857A1 publication Critical patent/WO2014006857A1/en

Links

Images

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
    • B60C11/1675—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile with special shape of the plug- tip
    • 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
    • B60C11/1643—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile with special shape of the plug-body portion, i.e. not cylindrical
    • B60C11/1656—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile with special shape of the plug-body portion, i.e. not cylindrical concave or convex, e.g. barrel-shaped

Definitions

  • the present invention relates to a pin used for a stud driven into a studded tire, a tire stud, and a spike tire.
  • a spike tire in which metal studs are driven into a plurality of holes formed on a tread surface is known as a winter tire with improved running performance on a frozen road (ice road) or a snowy road.
  • a stud used for a studded tire generally, a cylindrical body having a small hole formed in one end face, a hard pin press-fitted into a small hole in the body, and the body on the other end face side of the body And a stud provided with a flange for preventing slippage provided integrally therewith.
  • the stud is embedded in the tread portion from the flange to one end surface of the body, and is driven into a hole formed in the tread portion tread surface so that the pin protrudes from the tire surface.
  • the pin is formed using an ultra-hard metal such as tungsten steel, and the body and the flange are formed using a metal such as an aluminum alloy or steel.
  • the stud that has been driven scratches ice and snow, increasing the frictional resistance of the tire.
  • the pin 12 of the stud 11 embedded in the tread portion 10 of the tire rotating clockwise is a road surface 13 (ice road or snowy road). ).
  • the body 15 whose corners protrude from the hole 14 due to the contact between the pin 12 and the road surface 13 comes into contact with the road surface 13, the stud 11 scratches ice and snow, and the running performance is improved.
  • the present invention is intended to solve the above-described problem, and provides a pin and a stud for a tire that can improve the braking performance on ice of a spike tire, and a spike tire that improves the braking performance on ice. Objective.
  • the inventors have intensively studied to solve the above problems. As a result, the inventors have found that it is extremely effective to improve the braking performance on ice by providing a groove on one end face of the pin to increase the edge component, and the pin itself can also be reduced in weight. Got. Further, the inventors can achieve the above object by setting the maximum outer diameter of one end face of the pin and the total edge length of the one end face with respect to the maximum outer diameter within a predetermined range. New findings were obtained.
  • the pin of the present invention is a pin used for a stud driven into a studded tire, A groove is provided on one end face, When the maximum outer diameter of one end face of the pin is OD (mm) and the total edge length of one end face of the pin is L (mm), 2.0 ⁇ OD ⁇ 4.0 and 3.0 ⁇ L / OD ⁇ 9.0 It is characterized by satisfying. This is because the edge component can be increased and the braking performance on ice of the tire can be improved.
  • the “maximum outer diameter” refers to the largest interval when one end face of the pin is sandwiched between two parallel lines contacting the end face.
  • the “total edge length” means the sum of the lengths of edges defined by the grooves and the sum of the edge lengths of the outer edges of the one end face that remain undivided by the grooves. It shall mean the total length.
  • the groove width of the groove when the groove width of the groove is W (mm), 0.15 ⁇ W / OD ⁇ 0.5 It is preferable to satisfy. It is because the braking performance on ice can be improved more by setting it as said range.
  • the “groove width” means a width in a direction perpendicular to the extending direction of the groove, and when the groove width is not constant, it means the maximum width of the groove.
  • the stud for tires of the present invention has a columnar body in which a concave portion is formed on one end surface in the axial direction, The pin is inserted into the recess, and a part including one end face of the pin protrudes from one end face of the body. This is because the on-ice braking performance of the spike tire can be improved by using the stud having the above pin by driving it into a plurality of holes formed on the tread surface of the studded tire.
  • the maximum depth of the groove from one end face of the pin is D (mm), and the height from one end face of the body to one end face of the pin Is H (mm), 0.15 ⁇ D / H ⁇ 0.5 and 0.8 ⁇ H ⁇ 2.0 It is preferable to satisfy. This is because by setting the above range, it is possible to achieve both braking performance on ice and anti-stud off performance.
  • “stud off resistance” means that the stud is difficult to fall off during traveling. If the height from one end face of the body to one end face of the pin is not constant, the height from the position of the maximum height of one end face of the body to the position of the maximum height of one end face of the pin It shall be said.
  • the maximum height position refers to the position on the uppermost axial direction when the direction in which the pin is provided is the upper side and the direction in which the flange is provided is the lower side in the axial direction of the body.
  • the spike tire according to the present invention is characterized in that the tire stud is driven into a plurality of holes formed in the tread surface. This is because the on-ice braking performance of the spike tire can be improved.
  • the present invention it is possible to provide a pin and a tire stud that can improve the on-ice braking performance of a spike tire, and therefore it is possible to improve the on-ice braking performance of a spike tire.
  • FIG. 2 is a front view showing a tire stud (hereinafter also simply referred to as a stud) according to an embodiment of the present invention.
  • a stud 1 according to the present invention is formed on a substantially cylindrical body 2 and one end face 2a in the direction of an axis C of the body 2 (a central axis C extending in the longitudinal direction of the body).
  • a pin 3 disposed in a concave portion (indicated by a dotted line in the figure), and a flange 4 for preventing slipping provided integrally with the body 2 on the other end surface side in the axial direction of the body 2 are provided.
  • the edge portion on the one end surface 2a side in the axial direction of the body 2 is chamfered.
  • FIG. 3 (a) and 3 (b) are diagrams for explaining the pin 3, FIG. 3 (a) is a top view of the pin 3, and FIG. 3 (b) is a front view of the pin 3. .
  • a groove 5 is formed in one end face 3a of the pin 3, and the pin 3 is thus divided into four discontinuous portions.
  • the groove 5 is provided so that two grooves extending from one end to the other at one end face 3 a of the pin 3 intersect each other perpendicularly, and one end face 3 a of the pin 3 is formed by the groove 5. It is divided into four equal angles (90 ° in the illustrated example).
  • the groove 5 has a rectangular cross section, in other words, the bottom is flat.
  • one end surface 3a is flat, but may be curved so as to have a center of curvature inside the pin (that is, may be curved in a shape that is convex in the protruding direction of the pin). ).
  • FIG. 3A when the arc length of the sectoral land section divided into four is S (mm) and the radius is R (mm), FIG.
  • the groove 5 is provided on one end surface 3a of the pin 3, the maximum outer diameter of the one end surface 3a of the pin 3 is OD (mm), and the total edge of the one end surface of the pin 3
  • the length is L (mm) 2.0 ⁇ OD ⁇ 4.0 and 3.0 ⁇ L / OD ⁇ 9.0 It is important to satisfy.
  • 3 (a) and 3 (b) is in the concave portion of the body, and the one end surface is on the upper side in the axial direction as shown in FIG.
  • the tire stud inserted and fixed (in this example, press-fitted) so as to be on the lower side, as shown in FIG. 5, is a spiked tire that is driven into a plurality of holes 7 formed in the tread surface 6 The effect will be described.
  • the edge component can be increased and the braking performance on ice can be improved.
  • the edge component can be increased and the braking performance on ice can be improved.
  • the basic on-ice performance and anti-stud off performance of a spike tire can be ensured.
  • the OD is less than 2.0 (mm)
  • the ratio L / OD is within a predetermined range, braking performance on ice can be ensured.
  • the edge component does not increase sufficiently, so that the braking performance on ice cannot be ensured.
  • the ratio L / OD exceeds 9.0, it is partitioned by the groove. This is because the land portion becomes too small and the strength decreases, and when the pin is dragged on the ice road surface or chipping occurs on the dry road surface, braking performance on ice cannot be secured.
  • the groove is provided in the pin, the pin can be reduced in weight. Further, since it is not necessary to increase the number of pins and it is not necessary to perform special processing on the stud body, it is possible to suppress an increase in cost.
  • FIGS. 6 (a) (b), FIG. 7 (a) (b), FIG. 8 (a) (b), and FIGS. 9 (a) and 9 (b) each show a pin according to another embodiment of the present invention. It is a figure for demonstrating.
  • the end surface 3a is equiangular (illustrated example) by the groove 5.
  • the end face 3a can be divided into three parts at equal angles (120 ° in the illustrated example) by the groove 5 (in this example, the edge is edged).
  • one end face 3a it is preferable to divide one end face 3a into five or less parts in order to ensure the size of the land portion defined by the groove and prevent the edge component from being lowered due to the chipping of the pin. It is more preferable to divide one end face 3a into four parts from the viewpoint of increasing edge components while suppressing pin chipping.
  • channel 5 may remain in the inside of the end surface 3a, without extending to the outer edge of one end surface 3a of the pin 3, for example, as shown to Fig.10 (a) (b). Further, as shown in FIGS. 11A and 11B, one end of one linear groove 5 extends to the outer edge of one end surface 3a of the pin 3, and the other end of the groove 5 is a surface. You may stay inside. Moreover, as shown to Fig.12 (a) (b), it is good also as the groove
  • T mm
  • the total edge length L ⁇ ⁇ OD + 4T in FIGS. 10A and 10B, and the total edge length in FIGS.
  • the groove width of the groove is W (mm)
  • the ratio W / OD is 0.5 or less, the area of the land section defined by the groove on one end face of the pin is secured, the strength of the pin is secured, and the pin is dragged on the road surface on ice. This is because it is possible to suppress the occurrence of pin chipping during running on a dry road surface, thereby avoiding a decrease in braking performance on ice due to chipping and a decrease in edge components.
  • the maximum depth of the groove from one end face 3a of the pin is D (mm), and as shown in FIG.
  • the height from the end surface 2a to one end surface 3a of the pin is H (mm)
  • the ratio D / H is 0.15 or more, it is possible to sufficiently secure the groove depth and sufficiently exhibit the effect as an edge when the pin is dragged on ice.
  • the ratio D / H is 0.5 or less, the groove is appropriately shallow with respect to the land area defined by the groove to ensure the strength of the pin, and the pin is placed on the road surface on ice. This is because it is possible to suppress the occurrence of chipping at the time of dragging or on a dry road surface, thereby preventing a decrease in braking performance on ice due to chipping and a decrease in edge components.
  • H 0.8 (mm) or more
  • H 2.0 (mm
  • the top surface shape of the pin that is, the planar shape of one end surface 3a of the pin can be various shapes other than a circular shape.
  • 13A and 13B one end of the groove 5 extends to the outer edge of one end face 3a of the pin 3, and the other end of the groove 5 remains in the plane.
  • one groove 5 extending from one end surface 3a to the other end of the pin 3 is provided. Further, in FIGS.
  • two grooves 5 extending from one end surface 3a to the other end of the pin 3 are provided so as to perpendicularly intersect each other.
  • FIGS. 17A, 17B, 18A, and 18B it is preferable to have a rectangular shape provided with a notch 3b, and FIGS. 18A and 18B. It is particularly preferable that the shape shown in FIG. Since the corner of the rectangle is close to point contact, the contact pressure can be increased locally, and the amount of biting into the ice road surface increases compared to the line contact of the cylindrical edge, and is calculated from the shape. This is because an actual edge effect can be obtained more than the size.
  • a part of the body has a recess (shown by a dotted line in the drawing) on the upper end surface of the body 2 having a notch 2 b reaching the upper end surface on the side surface.
  • a pin can be press-fitted so as to protrude from the upper end surface.
  • the pins according to the inventive examples 1 to 25 and the pins according to the comparative examples 1 to 4 were made as trial products, and the pins according to the conventional examples were prepared.
  • Each pin is inserted into a recess in the upper end surface of the body, studs that are press-fitted so that a part protrudes from the upper end surface of the body are inserted into a plurality of holes formed in the tread portion tread surface, and the upper end surface of the body is the tread portion tread surface.
  • Spike tires were produced by driving to a standard. The specifications of each tire are shown in Table 1 below.
  • Each of the tires having a tire size of 195 / 65R15 was incorporated into a rim having a rim size of 6J ⁇ 15 inches, filled with an internal pressure of 210 kPa, and the following evaluation was performed.
  • ⁇ Ice braking performance> A test driver suddenly braked the vehicle from an initial speed of 20 km / h on the course of the icy road. And the braking distance until a vehicle became a stationary state was measured, and the braking performance on ice of a spike tire was evaluated from the reciprocal number.
  • the evaluation is an index evaluation with a relative value where the evaluation result of the conventional example is 100, and the larger the value, the higher the braking performance on the icy road surface.
  • ⁇ Stud-off resistance> The snow and dry road surface was run 30000 km from the time of a new tire. Then, the number of studs dropped after running was measured, and the ratio of the number of dropped studs to the total number of initial studs was calculated to evaluate the stud slip-off property of the spike tire.
  • the evaluation is an index evaluation with a relative value where the evaluation result of the conventional example is 100, and the smaller the value, the higher the stud-off resistance performance. Table 1 below shows the evaluation results together with the tire specifications.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

This pin (3) is used for studs to be embedded in a studdable tire, and is characterized by having grooves (5) disposed on one end surface (3a), and is further characterized in that, when the maximum outer diameter of the one end surface (3a) of the pin (3) is denoted as OD (mm), and the total edge length of the one end surface (3a) of the pin (3) is denoted as L (mm), OD and the ratio, L/OD, are within prescribed ranges. Furthermore, this stud is provided with: a columnar body in which a recess is formed in the one end surface (3a) in the axis direction; and the abovementioned pin (3) which is inserted in the recess and has a part that includes the one end surface (3a) of the pin (3) that protrudes from one end surface (3a) of the body. Moreover, this studded tire is formed by embedding the abovementioned stud in multiple holes formed on a tread surface.

Description

ピン、タイヤ用スタッドおよびスパイクタイヤPins, tire studs and spike tires
　本発明は、スタッダブルタイヤに打ち込まれるスタッドに用いられるピン、タイヤ用スタッドおよびスパイクタイヤに関するものである。 The present invention relates to a pin used for a stud driven into a studded tire, a tire stud, and a spike tire.
　従来、凍結路（氷路）や積雪路における走行性能を向上させた冬用タイヤとして、トレッド部踏面に形成した複数の穴に金属製のスタッドを打ち込んでなるスパイクタイヤが知られている。 Conventionally, a spike tire in which metal studs are driven into a plurality of holes formed on a tread surface is known as a winter tire with improved running performance on a frozen road (ice road) or a snowy road.
　ここで、スタッダブルタイヤに用いられるスタッドとしては、一般に、一方の端面に小穴が形成された円柱状のボディと、ボディの小穴に圧入された硬質のピンと、ボディの他方の端面側に該ボディと一体的に設けられた抜け防止用のフランジとを備えるスタッドが用いられている。 Here, as a stud used for a studded tire, generally, a cylindrical body having a small hole formed in one end face, a hard pin press-fitted into a small hole in the body, and the body on the other end face side of the body And a stud provided with a flange for preventing slippage provided integrally therewith.
　そして、スタッドは、フランジからボディの一方の端面までがトレッド部内に埋設され、タイヤ表面からピンが突出するように、トレッド部踏面に形成した穴に打ち込まれる。
　なお、通常、ピンはタングステン鋼などの超硬質の金属を用いて形成されており、ボディおよびフランジはアルミ合金や鋼鉄などの金属を用いて形成されている。 Then, the stud is embedded in the tread portion from the flange to one end surface of the body, and is driven into a hole formed in the tread portion tread surface so that the pin protrudes from the tire surface.
Normally, the pin is formed using an ultra-hard metal such as tungsten steel, and the body and the flange are formed using a metal such as an aluminum alloy or steel.
　ところで、トレッド部踏面に形成した複数の穴に上記スタッドを打ち込んでなるスパイクタイヤでは、打ち込まれたスタッドが氷雪を引っ掻き、タイヤの摩擦抵抗を増大させる。
　具体的には、スパイクタイヤでは、図１に示すように、最初に、この図では時計回りに回転するタイヤのトレッド部１０に埋設されたスタッド１１のピン１２が路面１３（氷路や積雪路）と接触する。次いで、ピン１２と路面１３との接触により穴１４から角部が飛び出したボディ１５が路面１３と接触することにより、スタッド１１が氷雪を引っ掻き、走行性能が向上する。 By the way, in the spike tire in which the stud is driven into a plurality of holes formed in the tread portion tread, the stud that has been driven scratches ice and snow, increasing the frictional resistance of the tire.
Specifically, in the spike tire, as shown in FIG. 1, first, in this figure, the pin 12 of the stud 11 embedded in the tread portion 10 of the tire rotating clockwise is a road surface 13 (ice road or snowy road). ). Next, when the body 15 whose corners protrude from the hole 14 due to the contact between the pin 12 and the road surface 13 comes into contact with the road surface 13, the stud 11 scratches ice and snow, and the running performance is improved.
　上記のようなスパイクタイヤの氷上性能を向上させるためには、スタッドが氷を引っ掻く力を増加させ、タイヤの摩擦抵抗を更に増大させる必要がある。 In order to improve the on-ice performance of the spike tire as described above, it is necessary to increase the frictional resistance of the tire by increasing the force with which the stud scratches the ice.
　これに関し、スタッドに２つ以上のピンを設けることにより、氷路でのグリップ性能を高める技術が提案されている（特許文献１参照）。 In this regard, a technique has been proposed in which two or more pins are provided on the stud to enhance the grip performance on an icy road (see Patent Document 1).
国際公開２０１２／００４４５２号パンフレットInternational publication 2012/004452 pamphlet
　しかし、特許文献１に記載の方法では２つ以上のピンを製造し、それらをスタッドのボディの小穴に圧入する必要があるため、製造工程が増加し、コストおよび工数が増大してしまい、また、ピンを複数設けるためスタッド全体の重量が増大するという問題があった。
　また、ボディにも複数のピンを圧入するための複数の小穴を設ける必要があり、この点も製造工程の増加およびコスト、工数の増大に繋がっていた。
　従って、これらの問題を生じさせずに氷上性能を向上させる技術の開発が希求されていた。 However, in the method described in Patent Document 1, it is necessary to manufacture two or more pins and press-fit them into the small holes in the stud body, which increases the manufacturing process and increases the cost and man-hours. Since a plurality of pins are provided, there is a problem that the weight of the entire stud increases.
In addition, it is necessary to provide a plurality of small holes for press-fitting a plurality of pins in the body, which also leads to an increase in manufacturing process, cost, and man-hour.
Accordingly, there has been a demand for the development of a technique for improving the performance on ice without causing these problems.
　本発明は、上記の問題を解決しようとするものであり、スパイクタイヤの氷上制動性能を向上させることのできるピンおよびタイヤ用スタッド、並びに、氷上制動性能を向上させたスパイクタイヤを提供することを目的とする。 The present invention is intended to solve the above-described problem, and provides a pin and a stud for a tire that can improve the braking performance on ice of a spike tire, and a spike tire that improves the braking performance on ice. Objective.
　発明者らは、上記の課題を解決すべく鋭意検討を重ねた。
　その結果、発明者らは、ピンの一方の端面に溝を設けてエッジ成分を増大させることが氷上制動性能を向上させるのに極めて有効であり、さらにピン自体も軽量化することができることの知見を得た。
　また、発明者らは、上記ピンの一方の端面の最大外径および該最大外径に対する上記一方の端面の総エッジ長さを所定の範囲とすることで上記の目的を達成することができるとの新規知見を得た。 The inventors have intensively studied to solve the above problems.
As a result, the inventors have found that it is extremely effective to improve the braking performance on ice by providing a groove on one end face of the pin to increase the edge component, and the pin itself can also be reduced in weight. Got.
Further, the inventors can achieve the above object by setting the maximum outer diameter of one end face of the pin and the total edge length of the one end face with respect to the maximum outer diameter within a predetermined range. New findings were obtained.
　本発明は、上記の知見に基づいてなされたものであり、その要旨構成は以下の通りである。
　本発明のピンは、スタッダブルタイヤに打ち込まれるスタッドに用いられるピンであって、
　一方の端面に溝が設けられ、
　前記ピンの一方の端面の最大外径をＯＤ（ｍｍ）、前記ピンの一方の端面の総エッジ長さをＬ（ｍｍ）とするとき、
２．０≦ＯＤ≦４．０、且つ、３．０≦Ｌ／ＯＤ≦９．０
を満たすことを特徴とする。
　これにより、エッジ成分を増大させて、タイヤの氷上制動性能を向上させることができるからである。
　ここで、「最大外径」とは、ピンの一方の端面を該端面に接する２本の平行線ではさんだときの最も大きい間隔をいうものとする。
　また、「総エッジ長さ」とは、溝により区画されるエッジの長さの総和と、上記一方の端面の外縁のうち、溝により分断されずに残った部分のエッジ長さの総和とを合計した長さをいうものとする。 This invention is made | formed based on said knowledge, The summary structure is as follows.
The pin of the present invention is a pin used for a stud driven into a studded tire,
A groove is provided on one end face,
When the maximum outer diameter of one end face of the pin is OD (mm) and the total edge length of one end face of the pin is L (mm),
2.0 ≦ OD ≦ 4.0 and 3.0 ≦ L / OD ≦ 9.0
It is characterized by satisfying.
This is because the edge component can be increased and the braking performance on ice of the tire can be improved.
Here, the “maximum outer diameter” refers to the largest interval when one end face of the pin is sandwiched between two parallel lines contacting the end face.
The “total edge length” means the sum of the lengths of edges defined by the grooves and the sum of the edge lengths of the outer edges of the one end face that remain undivided by the grooves. It shall mean the total length.
　また、本発明のピンは、前記溝の溝幅をＷ（ｍｍ）とするとき、
０．１５≦Ｗ／ＯＤ≦０．５
を満たすことが好ましい。
　上記の範囲とすることにより、氷上制動性能をより向上させることができるからである。
　ここで、「溝幅」とは、溝の延在方向に対して垂直な方向の幅をいい、溝幅が一定でない場合には、溝の最大幅をいうものとする。 In the pin of the present invention, when the groove width of the groove is W (mm),
0.15 ≦ W / OD ≦ 0.5
It is preferable to satisfy.
It is because the braking performance on ice can be improved more by setting it as said range.
Here, the “groove width” means a width in a direction perpendicular to the extending direction of the groove, and when the groove width is not constant, it means the maximum width of the groove.
　さらに、本発明のタイヤ用スタッドは、軸線方向一方の端面に凹部が形成された柱状のボディと、
　前記凹部に挿入され、前記ピンの一方の端面を含む一部が前記ボディの一方の端面から突出する、上記のピンと、を備えるものである。
　上記のピンを有するスタッドをスタッダブルタイヤのトレッド部踏面に形成した複数の穴に打ち込んで用いることにより、スパイクタイヤの氷上制動性能を向上させることができるからである。 Furthermore, the stud for tires of the present invention has a columnar body in which a concave portion is formed on one end surface in the axial direction,
The pin is inserted into the recess, and a part including one end face of the pin protrudes from one end face of the body.
This is because the on-ice braking performance of the spike tire can be improved by using the stud having the above pin by driving it into a plurality of holes formed on the tread surface of the studded tire.
　また、本発明のタイヤ用スタッドにあっては、前記ピンの一方の端面からの前記溝の最大深さをＤ（ｍｍ）、前記ボディの一方の端面から前記ピンの一方の端面までの高さをＨ（ｍｍ）とするとき、
０．１５≦Ｄ／Ｈ≦０．５、且つ、０．８≦Ｈ≦２．０
を満たすことが好ましい。
　上記の範囲とすることにより、氷上制動性能と耐スタッドオフ性能とを両立させることができるからである。
　ここで、「耐スタッドオフ性能」とは、走行時におけるスタッドの脱落しづらさを意味する。
　なお、ボディの一方の端面からピンの一方の端面までの高さが一定でないときは、ボディの一方の端面の最大高さの位置からピンの一方の端面の最大高さの位置までの高さをいうものとする。最大高さ位置とは、ボディの軸線方向のうち、ピンが設けられる方向を上側、フランジが設けられる方向を下側としたとき、最も軸線方向上側の位置をいう。 In the tire stud of the present invention, the maximum depth of the groove from one end face of the pin is D (mm), and the height from one end face of the body to one end face of the pin Is H (mm),
0.15 ≦ D / H ≦ 0.5 and 0.8 ≦ H ≦ 2.0
It is preferable to satisfy.
This is because by setting the above range, it is possible to achieve both braking performance on ice and anti-stud off performance.
Here, “stud off resistance” means that the stud is difficult to fall off during traveling.
If the height from one end face of the body to one end face of the pin is not constant, the height from the position of the maximum height of one end face of the body to the position of the maximum height of one end face of the pin It shall be said. The maximum height position refers to the position on the uppermost axial direction when the direction in which the pin is provided is the upper side and the direction in which the flange is provided is the lower side in the axial direction of the body.
　ここで、本発明のスパイクタイヤは、上記タイヤ用スタッドを、トレッド部踏面に形成された複数の穴に打ち込んでなることを特徴とする。
　これにより、スパイクタイヤの氷上制動性能を向上させることができるからである。 Here, the spike tire according to the present invention is characterized in that the tire stud is driven into a plurality of holes formed in the tread surface.
This is because the on-ice braking performance of the spike tire can be improved.
　本発明によれば、スパイクタイヤの氷上制動性能を向上させることのできるピンおよびタイヤ用スタッドを提供することができ、したがって、スパイクタイヤの氷上制動性能を向上させることができる。 According to the present invention, it is possible to provide a pin and a tire stud that can improve the on-ice braking performance of a spike tire, and therefore it is possible to improve the on-ice braking performance of a spike tire.
スパイクタイヤが路面を引っ掻く様子を説明するための図である。It is a figure for demonstrating a mode that a spike tire scratches a road surface. 本発明の一実施形態にかかるタイヤ用スタッドを示す正面図である。It is a front view which shows the stud for tires concerning one Embodiment of this invention. （ａ）本発明の一実施形態にかかるピンの上面図である。（ｂ）本発明の一実施形態にかかるピンの正面図である。(A) It is a top view of the pin concerning one Embodiment of this invention. (B) It is a front view of the pin concerning one Embodiment of this invention. （ａ）本発明の他の実施形態にかかるピンの上面図である。（ｂ）本発明の他の実施形態にかかるピンの正面図である。(A) It is a top view of the pin concerning other embodiment of this invention. (B) It is a front view of the pin concerning other embodiment of this invention. 本発明の一実施形態にかかるスタッダブルタイヤのトレッド部踏面を示す、トレッド展開図である。It is a tread development view showing a tread part tread of a studable tire concerning one embodiment of the present invention. （ａ）本発明の他の実施形態にかかるピンの上面図である。（ｂ）本発明の他の実施形態にかかるピンの正面図である。(A) It is a top view of the pin concerning other embodiment of this invention. (B) It is a front view of the pin concerning other embodiment of this invention. （ａ）本発明の他の実施形態にかかるピンの上面図である。（ｂ）本発明の他の実施形態にかかるピンの正面図である。(A) It is a top view of the pin concerning other embodiment of this invention. (B) It is a front view of the pin concerning other embodiment of this invention. （ａ）本発明の他の実施形態にかかるピンの上面図である。（ｂ）本発明の他の実施形態にかかるピンの正面図である。(A) It is a top view of the pin concerning other embodiment of this invention. (B) It is a front view of the pin concerning other embodiment of this invention. （ａ）本発明の他の実施形態にかかるピンの上面図である。（ｂ）本発明の他の実施形態にかかるピンの正面図である。(A) It is a top view of the pin concerning other embodiment of this invention. (B) It is a front view of the pin concerning other embodiment of this invention. （ａ）本発明の他の実施形態にかかるピンの上面図である。（ｂ）本発明の他の実施形態にかかるピンの正面図である。(A) It is a top view of the pin concerning other embodiment of this invention. (B) It is a front view of the pin concerning other embodiment of this invention. （ａ）本発明の他の実施形態にかかるピンの上面図である。（ｂ）本発明の他の実施形態にかかるピンの正面図である。(A) It is a top view of the pin concerning other embodiment of this invention. (B) It is a front view of the pin concerning other embodiment of this invention. （ａ）本発明の他の実施形態にかかるピンの上面図である。（ｂ）本発明の他の実施形態にかかるピンの正面図である。(A) It is a top view of the pin concerning other embodiment of this invention. (B) It is a front view of the pin concerning other embodiment of this invention. （ａ）本発明の他の実施形態にかかるピンの上面図である。（ｂ）本発明の他の実施形態にかかるピンの正面図である。(A) It is a top view of the pin concerning other embodiment of this invention. (B) It is a front view of the pin concerning other embodiment of this invention. （ａ）本発明の他の実施形態にかかるピンの上面図である。（ｂ）本発明の他の実施形態にかかるピンの正面図である。(A) It is a top view of the pin concerning other embodiment of this invention. (B) It is a front view of the pin concerning other embodiment of this invention. （ａ）本発明の他の実施形態にかかるピンの上面図である。（ｂ）本発明の他の実施形態にかかるピンの正面図である。(A) It is a top view of the pin concerning other embodiment of this invention. (B) It is a front view of the pin concerning other embodiment of this invention. （ａ）本発明の他の実施形態にかかるピンの上面図である。（ｂ）本発明の他の実施形態にかかるピンの正面図である。(A) It is a top view of the pin concerning other embodiment of this invention. (B) It is a front view of the pin concerning other embodiment of this invention. （ａ）本発明の他の実施形態にかかるピンの上面図である。（ｂ）本発明の他の実施形態にかかるピンの正面図である。(A) It is a top view of the pin concerning other embodiment of this invention. (B) It is a front view of the pin concerning other embodiment of this invention. （ａ）本発明の他の実施形態にかかるピンの上面図である。（ｂ）本発明の他の実施形態にかかるピンの正面図である。(A) It is a top view of the pin concerning other embodiment of this invention. (B) It is a front view of the pin concerning other embodiment of this invention. 本発明の他の実施形態にかかるタイヤ用スタッドを示す正面図である。It is a front view which shows the stud for tires concerning other embodiment of this invention. （ａ）従来例にかかるピンの上面図である。（ｂ）従来例にかかるピンの正面図である。(A) It is a top view of the pin concerning a prior art example. (B) It is a front view of the pin concerning a prior art example.
　以下、本発明について図面を参照して詳細に例示説明する。
　図２は、本発明の一実施形態にかかるタイヤ用スタッド（以下、単にスタッドとも称する）を示す正面図である。
　図２に示すように、本発明にかかるスタッド１は、略円柱状のボディ２と、該ボディ２の軸線Ｃ（ボディの長手方向に延びる中心軸線Ｃ）の方向の一方の端面２ａに形成された凹部（図では点線で示す）に配設されたピン３と、ボディ２の軸線方向他方の端面側に、ボディ２と一体的に設けられた抜け防止用のフランジ４とを備えている。
　図示例では、ボディ２の軸線方向一方の端面２ａ側のエッジ部分が面取り加工されている。 Hereinafter, the present invention will be described in detail with reference to the drawings.
FIG. 2 is a front view showing a tire stud (hereinafter also simply referred to as a stud) according to an embodiment of the present invention.
As shown in FIG. 2, a stud 1 according to the present invention is formed on a substantially cylindrical body 2 and one end face 2a in the direction of an axis C of the body 2 (a central axis C extending in the longitudinal direction of the body). A pin 3 disposed in a concave portion (indicated by a dotted line in the figure), and a flange 4 for preventing slipping provided integrally with the body 2 on the other end surface side in the axial direction of the body 2 are provided.
In the illustrated example, the edge portion on the one end surface 2a side in the axial direction of the body 2 is chamfered.
　図３（ａ）（ｂ）は、ピン３について説明するための図であり、図３（ａ）は、ピン３の上面図であり、図３（ｂ）は、ピン３の正面図である。
　図３（ａ）に示すように、ピン３の一方の端面３ａに、溝５が形成され、これによりピン３は、不連続の４つの部分に分割されている。
　図示例では、溝５は、ピン３の一方の端面３ａにおいて端から端まで延びる２本の溝が互いに垂直に交差するように設けられており、ピン３の一方の端面３ａは、溝５によって等角度（図示例では９０°）に４分割されている。
　また、図３（ｂ）に示すように、溝５は断面矩形状であり、換言すると、底部が平坦である。なお、本発明では、図４（ａ）（ｂ）に示すような形状とすることもでき、図４（ｂ）に示すように溝５の底部に丸みを帯びさせることもできる。
　さらに、図示例では、一方の端面３ａは平坦であるが、ピンの内側に曲率中心を有するように湾曲していてもよい（すなわち、ピンの突出方向に凸な形状で湾曲していてもよい）。 3 (a) and 3 (b) are diagrams for explaining the pin 3, FIG. 3 (a) is a top view of the pin 3, and FIG. 3 (b) is a front view of the pin 3. .
As shown in FIG. 3A, a groove 5 is formed in one end face 3a of the pin 3, and the pin 3 is thus divided into four discontinuous portions.
In the illustrated example, the groove 5 is provided so that two grooves extending from one end to the other at one end face 3 a of the pin 3 intersect each other perpendicularly, and one end face 3 a of the pin 3 is formed by the groove 5. It is divided into four equal angles (90 ° in the illustrated example).
Further, as shown in FIG. 3B, the groove 5 has a rectangular cross section, in other words, the bottom is flat. In addition, in this invention, it can also be set as a shape as shown to Fig.4 (a) (b), and it can also make the bottom part of the groove | channel 5 round as shown in FIG.4 (b).
Furthermore, in the illustrated example, one end surface 3a is flat, but may be curved so as to have a center of curvature inside the pin (that is, may be curved in a shape that is convex in the protruding direction of the pin). ).
　ここで、図３（ａ）に示すように、４つに区画された扇形陸部の弧の長さをＳ（ｍｍ）、半径の長さをＲ（ｍｍ）とするとき、図３（ａ）に示すピンの一方の端面の総エッジ長さＬは、Ｌ（ｍｍ）＝（４×Ｓ＋８×Ｒ）（ｍｍ）で表される。
　このように、本発明にあっては、ピン３の一方の端面３ａに溝５を設け、ピン３の一方の端面３ａの最大外径をＯＤ（ｍｍ）、前記ピンの一方の端面の総エッジ長さをＬ（ｍｍ）とするとき、
２．０≦ＯＤ≦４．０、且つ、３．０≦Ｌ／ＯＤ≦９．０
を満たすことが肝要である。
　以下、図３（ａ）（ｂ）に示すピンをボディの凹部に、上記一方の端面が、図２に示すように、軸線方向上側（ピンが設けられる側を上側、フランジが設けられる側を下側とする）となるように挿入・固定（この例では圧入）してなるタイヤ用スタッドを、図５に示すように、トレッド部踏面６に形成した複数の穴７に打ち込んだスパイクタイヤの作用効果について説明する。 Here, as shown in FIG. 3A, when the arc length of the sectoral land section divided into four is S (mm) and the radius is R (mm), FIG. The total edge length L of one end face of the pin shown in () is represented by L (mm) = (4 × S + 8 × R) (mm).
Thus, in the present invention, the groove 5 is provided on one end surface 3a of the pin 3, the maximum outer diameter of the one end surface 3a of the pin 3 is OD (mm), and the total edge of the one end surface of the pin 3 When the length is L (mm)
2.0 ≦ OD ≦ 4.0 and 3.0 ≦ L / OD ≦ 9.0
It is important to satisfy.
In the following, the pin shown in FIGS. 3 (a) and 3 (b) is in the concave portion of the body, and the one end surface is on the upper side in the axial direction as shown in FIG. The tire stud inserted and fixed (in this example, press-fitted) so as to be on the lower side, as shown in FIG. 5, is a spiked tire that is driven into a plurality of holes 7 formed in the tread surface 6 The effect will be described.
　本発明によれば、ピンの路面に接する端面が、溝により分割されているため、エッジ成分を増大させ、氷上制動性能を向上させることができる。
　そして、ＯＤが所定の範囲にあることにより、スパイクタイヤの基本的な氷上性能及び耐スタッドオフ性能を確保することができる。
　具体的には、ＯＤが２．０（ｍｍ）未満だと、ピン自体の輪郭が小さくなって基本的な氷上性能を確保することができなくなり、一方で、ＯＤ（ｍｍ）が４．０超だと、ピンが大きすぎて路面反力が大きくなることにより、基本的な耐スタッドオフ性能が低下してしまうからである。
　また、比Ｌ／ＯＤが所定の範囲にあることにより、氷上制動性能を確保することができる。
　具体的には、比Ｌ／ＯＤが３．０未満だと、エッジ成分が十分に増大しないため氷上制動性能が確保できなくなり、一方で、比Ｌ／ＯＤ９．０超だと、溝によって区画される陸部が小さくなりすぎて強度が低下し、氷上路面でピンが引き摺られる際や乾燥路面での欠けの発生してしまい、氷上制動性能が確保できなくなるからである。
　さらに、ピンに溝を設けるため、ピンを軽量化することができる。
　また、ピンの本数を増やす必要もなく、さらにスタッドのボディに特別の加工をする必要もないため、コストの増大を抑えることもできる。 According to the present invention, since the end face of the pin that contacts the road surface is divided by the groove, the edge component can be increased and the braking performance on ice can be improved.
And when OD exists in the predetermined | prescribed range, the basic on-ice performance and anti-stud off performance of a spike tire can be ensured.
Specifically, when the OD is less than 2.0 (mm), the contour of the pin itself becomes small and the basic performance on ice cannot be secured, while the OD (mm) exceeds 4.0. This is because the basic stud-off resistance performance deteriorates due to the fact that the pins are too large and the road reaction force increases.
Moreover, when the ratio L / OD is within a predetermined range, braking performance on ice can be ensured.
Specifically, if the ratio L / OD is less than 3.0, the edge component does not increase sufficiently, so that the braking performance on ice cannot be ensured. On the other hand, if the ratio L / OD exceeds 9.0, it is partitioned by the groove. This is because the land portion becomes too small and the strength decreases, and when the pin is dragged on the ice road surface or chipping occurs on the dry road surface, braking performance on ice cannot be secured.
Furthermore, since the groove is provided in the pin, the pin can be reduced in weight.
Further, since it is not necessary to increase the number of pins and it is not necessary to perform special processing on the stud body, it is possible to suppress an increase in cost.
　図６（ａ）（ｂ）、図７（ａ）（ｂ）、図８（ａ）（ｂ）、および図９（ａ）（ｂ）は、それぞれ本発明の他の実施形態にかかるピンについて説明するための図である。
　図６（ａ）（ｂ）に示す例では、端面３ａは、溝５により、等角度（図示例では６０°）に６つの部分に分割されており（なお、この例ではエッジ長さＬは、Ｌ＝６×Ｓ＋１２×Ｒ）、また、図７（ａ）（ｂ）に示す例では、端面３ａは、溝５により、等角度（図示例では４５°）に８つの部分に分割されており（なお、この例ではエッジ長さＬは、Ｌ＝８×Ｓ＋１６×Ｒ）、さらに、図８（ａ）（ｂ）に示す例では、端面３ａは、溝５により、等角度（図示例では３６°）に１０の部分に分割されている（なお、この例ではエッジ長さＬは、Ｌ＝１０×Ｓ＋２０×Ｒ）。一方で、図９（ａ）（ｂ）に示すように、端面３ａを、溝５により、等角度（図示例では１２０°）に３つの部分に分割することもできる（なお、この例ではエッジ長さＬは、Ｌ＝３×Ｓ＋６×Ｒ）。
　このように、本発明にあっては、一方の端面３ａが溝により３つ以上の部分に分割されていることが好ましい。エッジ成分を増大させて氷上制動性能を向上させることができるからである。一方で、溝により区画される陸部の大きさを確保してピン欠けによるエッジ成分の低下を防止するためには、一方の端面３ａを５つ以下の部分に分割することが好ましい。ピン欠けを抑制しつつ、エッジ成分を増大させる観点から、一方の端面３ａを４つの部分に分割することがさらに好ましい。 6 (a) (b), FIG. 7 (a) (b), FIG. 8 (a) (b), and FIGS. 9 (a) and 9 (b) each show a pin according to another embodiment of the present invention. It is a figure for demonstrating.
In the example shown in FIGS. 6A and 6B, the end face 3a is divided into six parts at equal angles (60 ° in the illustrated example) by the grooves 5 (in this example, the edge length L is , L = 6 × S + 12 × R), and in the example shown in FIGS. 7A and 7B, the end surface 3a is divided into eight parts at equal angles (45 ° in the illustrated example) by the grooves 5. In this example, the edge length L is L = 8 × S + 16 × R. Further, in the example shown in FIGS. 8A and 8B, the end surface 3a is equiangular (illustrated example) by the groove 5. (In this example, the edge length L is L = 10 × S + 20 × R). On the other hand, as shown in FIGS. 9A and 9B, the end face 3a can be divided into three parts at equal angles (120 ° in the illustrated example) by the groove 5 (in this example, the edge is edged). The length L is L = 3 × S + 6 × R).
Thus, in this invention, it is preferable that one end surface 3a is divided | segmented into three or more parts by the groove | channel. This is because it is possible to improve the braking performance on ice by increasing the edge component. On the other hand, it is preferable to divide one end face 3a into five or less parts in order to ensure the size of the land portion defined by the groove and prevent the edge component from being lowered due to the chipping of the pin. It is more preferable to divide one end face 3a into four parts from the viewpoint of increasing edge components while suppressing pin chipping.
　また、溝５は、例えば図１０（ａ）（ｂ）に示すように、ピン３の一方の端面３ａの外縁まで延びずに端面３ａの内部に留まっていても良い。さらに、図１１（ａ）（ｂ）に示すように、１本の直線状の溝５の一方の端部がピン３の一方の端面３ａの外縁まで延び、溝５の他方の端部が面内に留まっていても良い。また、図１２（ａ）（ｂ）に示すように、端面３ａを円形状に区画する溝５としても良い。
　なお、溝の延在長さをＴ（ｍｍ）とするとき、図１０（ａ）（ｂ）では、総エッジ長さＬ＝π×ＯＤ＋４Ｔ、図１１（ａ）（ｂ）では、総エッジ長さＬ＝π×ＯＤ＋２Ｔ、図１２（ａ）（ｂ）では、総エッジ長さＬ＝π×ＯＤ＋π×Ｗである。
　図１０（ａ）（ｂ）、図１１（ａ）（ｂ）、図１２（ａ）（ｂ）に示す例では、溝５が、ピン３の一方の端面３ａ内に留まっているため、溝５により区画される陸部が連続するため強度が高く、このためピン欠けによる氷上制動性能の低下を抑制することができる。 Moreover, the groove | channel 5 may remain in the inside of the end surface 3a, without extending to the outer edge of one end surface 3a of the pin 3, for example, as shown to Fig.10 (a) (b). Further, as shown in FIGS. 11A and 11B, one end of one linear groove 5 extends to the outer edge of one end surface 3a of the pin 3, and the other end of the groove 5 is a surface. You may stay inside. Moreover, as shown to Fig.12 (a) (b), it is good also as the groove | channel 5 which divides the end surface 3a into circular shape.
When the extension length of the groove is T (mm), the total edge length L = π × OD + 4T in FIGS. 10A and 10B, and the total edge length in FIGS. 11A and 11B. L = π × OD + 2T, and in FIGS. 12A and 12B, the total edge length L = π × OD + π × W.
In the examples shown in FIGS. 10A, 10B, 11A, 11B, 12A, and 12B, the groove 5 remains in one end surface 3a of the pin 3, so that the groove Since the land portion divided by 5 is continuous, the strength is high, and therefore, it is possible to suppress a decrease in braking performance on ice due to a chipped pin.
　ここで、本発明のピンにあっては、前記溝の溝幅をＷ（ｍｍ）とするとき、
０．１５≦Ｗ／ＯＤ≦０．５
を満たすことが好ましい。
　なぜなら、比Ｗ／ＯＤを０．１５以上とすることにより、溝幅を確保することで、氷上にてピンが引き摺られた際にエッジ効果を十分に発揮させることができるからであり、一方で、比Ｗ／ＯＤを０．５以下とすることにより、ピンの一方の端面の溝により区画される陸部の面積を確保して、ピンの強度を確保し、氷上路面でピンが引き摺られる際や乾燥路面走行時のピンの欠けの発生を抑制することができ、これにより、ピンが欠けてエッジ成分が低下することにより氷上制動性能の低下を避けることができるからである。 Here, in the pin of the present invention, when the groove width of the groove is W (mm),
0.15 ≦ W / OD ≦ 0.5
It is preferable to satisfy.
This is because by ensuring the groove width by setting the ratio W / OD to be 0.15 or more, the edge effect can be sufficiently exerted when the pin is dragged on ice, When the ratio W / OD is 0.5 or less, the area of the land section defined by the groove on one end face of the pin is secured, the strength of the pin is secured, and the pin is dragged on the road surface on ice. This is because it is possible to suppress the occurrence of pin chipping during running on a dry road surface, thereby avoiding a decrease in braking performance on ice due to chipping and a decrease in edge components.
　また、本発明にあっては、軸線方向一方の端面に凹部が形成された柱状のボディと、凹部に挿入され、一方の端面を含む一部がボディの一方の端面から突出する、ピンと、を備えるタイヤ用スタッドについて、図３（ａ）（ｂ）等に示すように、ピンの一方の端面３ａからの溝の最大深さをＤ（ｍｍ）、図２に示すように、ボディの一方の端面２ａからピンの一方の端面３ａまでの高さをＨ（ｍｍ）とするとき、
０．１５≦Ｄ／Ｈ≦０．５、且つ、０．８≦Ｈ≦２．０
を満たすことが好ましい。
　なぜなら、比Ｄ／Ｈを０．１５以上とすることにより、溝深さを十分に確保して、氷上でピンが引き摺られた際のエッジとしての効果を十分に発揮させることができるからであり、一方で、比Ｄ／Ｈを０．５以下とすることにより、溝により区画される陸部の面積に対して溝を適度に浅くしてピンの強度を確保して、氷上路面でピンが引き摺られる際や乾燥路面での欠けの発生を抑制することができ、これにより、ピンが欠けてエッジ成分が低下することにより氷上制動性能の低下を避けることができるからである。
　また、Ｈを０．８（ｍｍ）以上とすることにより、ボディからのピンの突出高さを確保して基本的な氷上性能を確保することができ、一方で、Ｈを２．０（ｍｍ）以下とすることにより、ボディからのピンの突出高さが大きすぎ、路面反力が大きくなることによる、基本的な耐スタッドオフ性能の低下を避けることができるからである。 Further, in the present invention, a columnar body in which a recess is formed on one end surface in the axial direction, and a pin that is inserted into the recess and a part of which includes one end surface protrudes from one end surface of the body. 3 (a) and 3 (b) and the like, the maximum depth of the groove from one end face 3a of the pin is D (mm), and as shown in FIG. When the height from the end surface 2a to one end surface 3a of the pin is H (mm),
0.15 ≦ D / H ≦ 0.5 and 0.8 ≦ H ≦ 2.0
It is preferable to satisfy.
This is because by setting the ratio D / H to be 0.15 or more, it is possible to sufficiently secure the groove depth and sufficiently exhibit the effect as an edge when the pin is dragged on ice. On the other hand, by setting the ratio D / H to 0.5 or less, the groove is appropriately shallow with respect to the land area defined by the groove to ensure the strength of the pin, and the pin is placed on the road surface on ice. This is because it is possible to suppress the occurrence of chipping at the time of dragging or on a dry road surface, thereby preventing a decrease in braking performance on ice due to chipping and a decrease in edge components.
In addition, by setting H to 0.8 (mm) or more, it is possible to secure the protruding height of the pin from the body and ensure basic performance on ice, while H is set to 2.0 (mm This is because, by setting the following, it is possible to avoid a decrease in basic anti-stud-off performance due to the projecting height of the pin from the body being too large and the road surface reaction force becoming large.
　ここで、ピンの上面形状、すなわちピンの一方の端面３ａの平面形状は、円形の他、様々な形状とすることができ、例えば、図１３（ａ）（ｂ）、図１４（ａ）（ｂ）、図１５（ａ）（ｂ）に示すように矩形とすることができ、例えば図１６（ａ）（ｂ）に示すように六角形とすることもできる。なお、図１３（ａ）（ｂ）では、溝５は、一方の端部がピン３の一方の端面３ａの外縁まで延び、溝５の他方の端部が面内に留まっていている。また、図１４（ａ）（ｂ）では、ピン３の一方の端面３ａの端から端まで延びる１本の溝５が設けられている。さらに、図１５（ａ）（ｂ）では、ピン３の一方の端面３ａの端から端まで延びる２本の溝５が互いに垂直に交差するように設けられている。
　また、特に、図１７（ａ）（ｂ）、図１８（ａ）（ｂ）に示すように、矩形に切り欠き部３ｂを設けた形状とすることが好ましく、図１８（ａ）（ｂ）に示す形状とすることが特に好ましい。
　矩形の角部においては点接触に近くなるため、局所的に接地圧を増大させることができ、円柱状エッジの線接触と対比して氷路面への食い込み量が増加し、形状から計算される寸法以上に実エッジ効果が得られるからである。
　また、例えばタイヤが制動中にロックする場合など、最も氷上制動性能に作用するのは引き摺り方向に垂直なエッジ成分であると考えられ、図１８（ａ）（ｂ）に示す形状のピンを、引き摺り方向から見たエッジ投影長さが最大となる向きにスタッダブルタイヤに打ち込むことにより、図１７（ａ）（ｂ）に示す場合と同等の氷上制動性能を発揮しつつも軽量化することができるからである。 Here, the top surface shape of the pin, that is, the planar shape of one end surface 3a of the pin can be various shapes other than a circular shape. For example, FIGS. 13 (a) (b), 14 (a) ( b) and a rectangle as shown in FIGS. 15A and 15B, for example, a hexagon as shown in FIGS. 16A and 16B. 13A and 13B, one end of the groove 5 extends to the outer edge of one end face 3a of the pin 3, and the other end of the groove 5 remains in the plane. 14A and 14B, one groove 5 extending from one end surface 3a to the other end of the pin 3 is provided. Further, in FIGS. 15A and 15B, two grooves 5 extending from one end surface 3a to the other end of the pin 3 are provided so as to perpendicularly intersect each other.
In particular, as shown in FIGS. 17A, 17B, 18A, and 18B, it is preferable to have a rectangular shape provided with a notch 3b, and FIGS. 18A and 18B. It is particularly preferable that the shape shown in FIG.
Since the corner of the rectangle is close to point contact, the contact pressure can be increased locally, and the amount of biting into the ice road surface increases compared to the line contact of the cylindrical edge, and is calculated from the shape. This is because an actual edge effect can be obtained more than the size.
Further, for example, when the tire is locked during braking, it is considered that the edge component perpendicular to the drag direction has the most effect on the braking performance on ice, and the pins having the shapes shown in FIGS. By driving into the studded tire in the direction in which the edge projection length viewed from the drag direction is maximized, it is possible to reduce the weight while exhibiting the braking performance on ice equivalent to the case shown in FIGS. 17 (a) and 17 (b). Because it can.
　さらに、本発明にあっては、図１９に示すように、側面に上端面にまで達する切り欠き部２ｂを有するボディ２の上端面の凹部（図では点線で示す）に、一部がボディの上端面から突出するようにピンを圧入することもできる。 Furthermore, in the present invention, as shown in FIG. 19, a part of the body has a recess (shown by a dotted line in the drawing) on the upper end surface of the body 2 having a notch 2 b reaching the upper end surface on the side surface. A pin can be press-fitted so as to protrude from the upper end surface.
　本発明の効果を確かめるため、発明例１～２５にかかるピンと、比較例１～４にかかるピンとを試作し、また従来例にかかるピンを用意した。
　そして、各ピンをボディの上端面の凹部に、一部がボディの上端面から突出するように圧入したスタッドをトレッド部踏面に形成された複数の穴に、ボディの上端面がトレッド部踏面の水準となるように打ち込んでスパイクタイヤを作製した。
　各タイヤの諸元は、以下の表１に示している。 In order to confirm the effect of the present invention, the pins according to the inventive examples 1 to 25 and the pins according to the comparative examples 1 to 4 were made as trial products, and the pins according to the conventional examples were prepared.
Each pin is inserted into a recess in the upper end surface of the body, studs that are press-fitted so that a part protrudes from the upper end surface of the body are inserted into a plurality of holes formed in the tread portion tread surface, and the upper end surface of the body is the tread portion tread surface. Spike tires were produced by driving to a standard.
The specifications of each tire are shown in Table 1 below.
　タイヤサイズ１９５／６５Ｒ１５の上記各タイヤをリムサイズ６Ｊ×１５インチのリムに組み込み、内圧２１０ｋＰａを充填し、以下の評価を行った。
＜氷上制動性能＞
　氷路面のコース上においてテストドライバーが、車両を初速度２０ｋｍ／ｈから急制動させた。そして、車両が静止状態になるまでの制動距離を測定し、その逆数からスパイクタイヤの氷上制動性能を評価した。評価は、従来例の評価結果を１００とした相対値で指数評価し、数値が大きい方ほど氷路面における制動性能が高いことを示す。
＜耐スタッドオフ性能＞
　氷雪及び乾燥路面を新品タイヤ時から３００００ｋｍ走行させた。そして、走行後に脱落したスタッドの本数を計測し、脱落したスタッドの本数の当初のスタッド全本数に対する割合を算出して、スパイクタイヤのスタッド抜け性を評価した。評価は、従来例の評価結果を１００とした相対値で指数評価し、数値が小さいほど耐スタッドオフ性能が高いことを示す。
　以下の表１に評価結果をタイヤの諸元と共に示す。 Each of the tires having a tire size of 195 / 65R15 was incorporated into a rim having a rim size of 6J × 15 inches, filled with an internal pressure of 210 kPa, and the following evaluation was performed.
<Ice braking performance>
A test driver suddenly braked the vehicle from an initial speed of 20 km / h on the course of the icy road. And the braking distance until a vehicle became a stationary state was measured, and the braking performance on ice of a spike tire was evaluated from the reciprocal number. The evaluation is an index evaluation with a relative value where the evaluation result of the conventional example is 100, and the larger the value, the higher the braking performance on the icy road surface.
<Stud-off resistance>
The snow and dry road surface was run 30000 km from the time of a new tire. Then, the number of studs dropped after running was measured, and the ratio of the number of dropped studs to the total number of initial studs was calculated to evaluate the stud slip-off property of the spike tire. The evaluation is an index evaluation with a relative value where the evaluation result of the conventional example is 100, and the smaller the value, the higher the stud-off resistance performance.
Table 1 below shows the evaluation results together with the tire specifications.
Figure JPOXMLDOC01-appb-T000001
Figure JPOXMLDOC01-appb-T000001
Figure JPOXMLDOC01-appb-T000002
Figure JPOXMLDOC01-appb-T000002
　表１に示すように、ＯＤ及び比Ｌ／ＯＤの値を所定の範囲とした発明例１～２５は、いずれも氷上制動性能が向上し、耐スタッドオフ性能も確保できていることがわかる。
　さらに、比Ｗ／ＯＤの値を好適化した発明例は、さらに氷上制動性能が向上していることがわかる。
　また、Ｈ及び比Ｄ／Ｈの値を好適化した発明例は、氷上制動性能と耐スタッドオフ性能をより両立できていることがわかる。 As shown in Table 1, it can be seen that the invention examples 1 to 25 in which the values of the OD and the ratio L / OD are within the predetermined ranges all have improved braking performance on ice and secured anti-stud off performance.
Furthermore, it can be seen that the invention example in which the value of the ratio W / OD is optimized further improves the braking performance on ice.
Further, it can be seen that the invention example in which the values of H and the ratio D / H are optimized can achieve both the braking performance on ice and the anti-stud off performance.
１　スタッド（タイヤ用スタッド）
２　ボディ
２ａ　端面（ボディの一方の端面）
２ｂ　切り欠き部
３　ピン
３ａ　端面（ピンの一方の端面）
３ｂ　切り欠き部
４　フランジ
５　溝
１０　トレッド部
１１　スタッド
１２　ピン
１３　路面
１４　穴
１５　ボディ
ＴＥ　トレッド端 1 Stud (Stud for tire)
2 Body 2a end face (one end face of the body)
2b Notch 3 Pin 3a End face (one end face of the pin)
3b Notch part 4 Flange 5 Groove 10 Tread part 11 Stud 12 Pin 13 Road surface 14 Hole 15 Body TE Tread end

Claims (5)

  1. 　スタッダブルタイヤに打ち込まれるスタッドに用いられるピンであって、
    　一方の端面に溝が設けられ、
    　前記ピンの一方の端面の最大外径をＯＤ（ｍｍ）、前記ピンの一方の端面の総エッジ長さをＬ（ｍｍ）とするとき、
    ２．０≦ＯＤ≦４．０、且つ、３．０≦Ｌ／ＯＤ≦９．０
    を満たすことを特徴とする、ピン。     A pin used for a stud driven into a studded tire,
    A groove is provided on one end face,
    When the maximum outer diameter of one end face of the pin is OD (mm) and the total edge length of one end face of the pin is L (mm),
    2.0 ≦ OD ≦ 4.0 and 3.0 ≦ L / OD ≦ 9.0
    A pin characterized by satisfying.
  2. 　前記溝の溝幅をＷ（ｍｍ）とするとき、
    ０．１５≦Ｗ／ＯＤ≦０．５
    を満たす、請求項１に記載のピン。     When the groove width of the groove is W (mm),
    0.15 ≦ W / OD ≦ 0.5
    The pin according to claim 1, wherein:
  3. 　軸線方向一方の端面に凹部が形成された柱状のボディと、
    　前記凹部に挿入され、前記ピンの一方の端面を含む一部が前記ボディの一方の端面から突出する、請求項１又は２に記載のピンと、を備えるタイヤ用スタッド。     A columnar body having a recess formed on one end face in the axial direction;
    A tire stud comprising: the pin according to claim 1, wherein the pin is inserted into the recess and a part including one end face of the pin protrudes from one end face of the body.
  4. 　前記ピンの一方の端面からの前記溝の最大深さをＤ（ｍｍ）、前記ボディの一方の端面から前記ピンの一方の端面までの高さをＨ（ｍｍ）とするとき、
    ０．１５≦Ｄ／Ｈ≦０．５、且つ、０．８≦Ｈ≦２．０
    を満たす、請求項３に記載のタイヤ用スタッド。     When the maximum depth of the groove from one end face of the pin is D (mm), and the height from one end face of the body to one end face of the pin is H (mm),
    0.15 ≦ D / H ≦ 0.5 and 0.8 ≦ H ≦ 2.0
    The tire stud according to claim 3, wherein:
  5. 　請求項３又は４に記載のタイヤ用スタッドを、トレッド部踏面に形成された複数の穴に打ち込んでなることを特徴とするスパイクタイヤ。 5. A spike tire comprising the tire stud according to claim 3 or 4 driven into a plurality of holes formed in a tread surface.
PCT/JP2013/004026 2012-07-04 2013-06-27 Pin, tire stud and studded tire WO2014006857A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2012-150574 2012-07-04
JP2012150574A JP5997519B2 (en) 2012-07-04 2012-07-04 Pins, tire studs and spike tires

Publications (1)

Publication Number Publication Date
WO2014006857A1 true WO2014006857A1 (en) 2014-01-09

Family

ID=49881633

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2013/004026 WO2014006857A1 (en) 2012-07-04 2013-06-27 Pin, tire stud and studded tire

Country Status (2)

Country Link
JP (1) JP5997519B2 (en)
WO (1) WO2014006857A1 (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108025602A (en) * 2015-10-07 2018-05-11 横滨橡胶株式会社 Pneumatic tire and anti-skid stud
EP3452304B1 (en) 2016-06-28 2020-12-30 Compagnie Générale des Etablissements Michelin Studded tyre
EP3452305B1 (en) 2016-06-28 2021-01-06 Compagnie Générale des Etablissements Michelin Studded tyre

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016098394A1 (en) * 2014-12-15 2016-06-23 横浜ゴム株式会社 Pneumatic tire
JP6729375B2 (en) * 2015-06-12 2020-07-22 横浜ゴム株式会社 Stud pin and pneumatic tire
JP6659518B2 (en) * 2016-10-26 2020-03-04 Ｔｏｙｏ Ｔｉｒｅ株式会社 Stud pin

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR447945A (en) * 1912-09-04 1913-01-18 Jean Joseph Gonon Non-slip rivets for wheel tires
JPS6115609U (en) * 1984-07-03 1986-01-29 住友ゴム工業株式会社 tire spikes
JP3037216U (en) * 1996-10-25 1997-05-16 株式会社ニューテクノ Tire spike
JPH10193921A (en) * 1997-01-06 1998-07-28 Maruemu:Kk Structure of spike pin
WO2010098092A1 (en) * 2009-02-24 2010-09-02 株式会社ブリヂストン Studdable tire

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR447945A (en) * 1912-09-04 1913-01-18 Jean Joseph Gonon Non-slip rivets for wheel tires
JPS6115609U (en) * 1984-07-03 1986-01-29 住友ゴム工業株式会社 tire spikes
JP3037216U (en) * 1996-10-25 1997-05-16 株式会社ニューテクノ Tire spike
JPH10193921A (en) * 1997-01-06 1998-07-28 Maruemu:Kk Structure of spike pin
WO2010098092A1 (en) * 2009-02-24 2010-09-02 株式会社ブリヂストン Studdable tire

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108025602A (en) * 2015-10-07 2018-05-11 横滨橡胶株式会社 Pneumatic tire and anti-skid stud
US11040579B2 (en) 2015-10-07 2021-06-22 The Yokohama Rubber Co., Ltd. Pneumatic tire and stud pin
EP3452304B1 (en) 2016-06-28 2020-12-30 Compagnie Générale des Etablissements Michelin Studded tyre
EP3452305B1 (en) 2016-06-28 2021-01-06 Compagnie Générale des Etablissements Michelin Studded tyre
EP3452305B2 (en) † 2016-06-28 2023-11-22 Compagnie Générale des Etablissements Michelin Studded tyre
EP3452304B2 (en) † 2016-06-28 2024-05-22 Compagnie Générale des Etablissements Michelin Studded tyre

Also Published As

Publication number Publication date
JP2014012455A (en) 2014-01-23
JP5997519B2 (en) 2016-09-28

Similar Documents

Publication Publication Date Title
WO2014006857A1 (en) Pin, tire stud and studded tire
JP5702817B2 (en) Stud pin and tire using the same
EP2913205B1 (en) Pneumatic tire
EP2504179B1 (en) Tire with a lateral groove having a chamfer for improved snow performance
US8689843B2 (en) Snow performance peaks
US10052917B2 (en) Pneumatic tire
JP2013067192A (en) Spike tire
JP2006188185A (en) Pneumatic tire
JP5509714B2 (en) Pneumatic tire
JP2015024818A (en) Tire including side groove having on-snow performance-improving chamfer part
JP5883246B2 (en) Tire spikes and spike tires
JP4589733B2 (en) Pneumatic tire
WO2013014900A1 (en) Stud for tire, and studded tire
JP5997518B2 (en) Pins, tire studs and spike tires
JP5809023B2 (en) Pneumatic tire
JP6133679B2 (en) tire
JP6013732B2 (en) Pneumatic tire
JP5551041B2 (en) Pneumatic tire
JP2011088539A (en) Pneumatic tire
JP2006327535A (en) Pneumatic tire
JP2009292229A (en) Pneumatic tire
JP7187903B2 (en) pneumatic tire
JP5771468B2 (en) Tire spikes and spike tires
JP5760337B2 (en) Pneumatic tire
JP5851797B2 (en) tire

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 13813935

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 13813935

Country of ref document: EP

Kind code of ref document: A1