WO2022030610A1 - Tige de goujon et pneumatique la comprenant - Google Patents

Tige de goujon et pneumatique la comprenant Download PDF

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Publication number
WO2022030610A1
WO2022030610A1 PCT/JP2021/029267 JP2021029267W WO2022030610A1 WO 2022030610 A1 WO2022030610 A1 WO 2022030610A1 JP 2021029267 W JP2021029267 W JP 2021029267W WO 2022030610 A1 WO2022030610 A1 WO 2022030610A1
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WIPO (PCT)
Prior art keywords
stud pin
tire
stud
groove
tip
Prior art date
Application number
PCT/JP2021/029267
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English (en)
Japanese (ja)
Inventor
孝志 芝井
Original Assignee
横浜ゴム株式会社
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 横浜ゴム株式会社 filed Critical 横浜ゴム株式会社
Priority to FI20235121A priority Critical patent/FI20235121A1/en
Priority to JP2021546313A priority patent/JP7248135B2/ja
Priority to CN202180060350.5A priority patent/CN116157282A/zh
Publication of WO2022030610A1 publication Critical patent/WO2022030610A1/fr

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    • 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
    • B60C11/03—Tread patterns
    • 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
    • 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
    • B60C5/00—Inflatable pneumatic tyres or inner tubes

Definitions

  • the present invention relates to a stud pin and a tire equipped with the stud pin, and more specifically, to a stud pin and a tire equipped with the stud pin, which makes it possible to reduce the weight and improve the performance on ice.
  • the stud pin has a body portion embedded in the tread portion of the tire, a tip portion protruding from the tip end side of the body portion and in contact with the road surface, and a flange portion arranged on the base end side of the body portion. ing.
  • the tip portion of the studded pin mainly comes into contact with the icy road surface and exerts its edge effect, so that excellent on-ice performance can be exhibited as compared with the studless tire.
  • An object of the present invention is to provide a stud pin capable of reducing the weight and improving the performance on ice and a tire equipped with the stud pin.
  • the stud pin of the present invention for achieving the above object is arranged on the body portion embedded in the tread portion of the tire, the tip portion protruding from the tip end side of the body portion, and the proximal end side of the body portion.
  • the tip portion has a groove portion on its tip surface, and the total area Sx of the tip portion and the area Sy of the groove portion when viewed in the central axis direction of the body portion are 0.20 ⁇ Sy / Sx ⁇ . It is characterized by satisfying the relationship of 0.50.
  • the tire of the present invention for achieving the above object is characterized in that the above-mentioned stud pin is arranged in the tread portion.
  • the tip portion of the stud pin has a groove portion on the tip surface thereof, and the total area Sx of the tip portion and the area Sy of the groove portion when viewed in the direction of the central axis of the body portion are 0.20 ⁇ Sy. Since the relationship of / Sx ⁇ 0.50 is satisfied, the weight of the stud pin is reduced by forming the groove while suppressing the decrease in the strength of the tip, and the handling performance on ice and the handling performance on ice based on the edge attached to the groove are achieved. It is possible to improve the performance on ice represented by the braking performance. Further, by providing the groove portion on the tip surface of the tip portion, the effect of reducing damage to the road surface can be expected.
  • the shape of the tip portion when viewed in the central axis direction of the body portion has a longitudinal direction
  • the groove portion extends in the lateral direction orthogonal to the longitudinal direction, and both ends open on the side surface of the chip portion.
  • the edge in the lateral direction increases, the performance on ice can be effectively improved.
  • the tip portion when the stud pin is installed so that the longitudinal direction of the tip portion is the tire width direction, the tip portion extends along the tire width direction to improve braking performance on ice, and the groove portion is in the tire circumferential direction. By extending along the line, handling performance on ice is improved.
  • the shape of the tip portion when viewed in the central axis direction of the body portion has a longitudinal direction
  • the groove portion extends in the lateral direction orthogonal to the longitudinal direction, and at least one end thereof is terminated in the chip portion.
  • the thickness We of the chip portion and the maximum width Wz of the chip portion in the lateral direction satisfy the relationship of We / Wz ⁇ 0.10.
  • the edge in the lateral direction increases, so that the performance on ice can be effectively improved.
  • the tip portion when the stud pin is installed so that the longitudinal direction of the tip portion is the tire width direction, the tip portion extends along the tire width direction to improve braking performance on ice, and the groove portion is in the tire circumferential direction.
  • the protrusion height Ht from the body portion of the tip portion and the depth Hg of the groove portion satisfy the relationship of 0.5 ⁇ Hg / Ht.
  • the height Hs of the stud pin and the depth Hg of the groove portion satisfy the relationship of Hg / Hs ⁇ 0.15. As a result, it is possible to sufficiently obtain the effect of weight reduction and the effect of improving the performance on ice while suppressing the decrease in the durability of the chip portion.
  • the cross-sectional area in a plane orthogonal to the central axis of the body portion, the cross-sectional area Sa at the maximum width position of the body portion, and the total area Sx of the chip portion when viewed in the direction of the central axis of the body portion are 0.10 ⁇ . It is preferable to satisfy the relationship of Sx / Sa ⁇ 0.20. As a result, it is possible to sufficiently obtain the effect of weight reduction while suppressing a decrease in the durability of the chip portion. In addition, the effect of reducing damage to the road surface is also improved.
  • the tip portion preferably has a convex portion protruding in a direction orthogonal to the groove portion and a concave portion recessed between both ends of the groove portion and the convex portion toward the central axis of the body portion.
  • the stud pin configured as described above is arranged in the tread portion, it is possible to reduce the weight and improve the performance on ice as compared with the conventional tire.
  • the stud pins are a plurality of first stud pins whose angle formed by the longitudinal direction of the groove with respect to the tire circumferential direction is in the range of 0 ° to 10 °, and the longitudinal direction of the groove is with respect to the tire circumferential direction.
  • the second stud pins include a plurality of second stud pins having an angle larger than that of the first stud pins, and the second stud pins are scattered along the tire circumferential direction with respect to the first stud pins.
  • At least one first stud pin and at least one second stud pin in each of the first region, the second region, and the third region formed when the tread portion is divided into three equal parts in the tire width direction within the ground contact width is preferably arranged. In this case, since the first stud pin and the second stud pin are present over the entire ground contact area of the tread portion, the effect of improving the handling performance on ice can be enhanced.
  • the distance between the pair of second stud pins closest to the tire circumferential direction in the tread portion in the tire circumferential direction is preferably in the range of 1.0% to 100.0% of the ground contact length of the tread portion.
  • the effect of improving the handling performance on ice can be enhanced.
  • the effect of suppressing noise (pin noise) on the dry road surface can be expected.
  • the average protrusion amount Px of the second stud pin and the average protrusion amount Py of the first stud pin satisfy the relationship of Px> Py.
  • the vibration frequency derived from the first stud pin and the vibration frequency derived from the second stud pin are different, so that the average of the second stud pins scattered in the first stud pin is obtained.
  • the frequency dispersion effect of the pin noise is enhanced to improve the noise performance on the dry road surface, while the edge effect of the second stud pin is enhanced to improve the handling performance on ice. Can be improved.
  • the average protrusion amount Px of the second stud pin and the average protrusion amount Py of the first stud pin satisfy the relationship of 1.05 ⁇ Px / Py.
  • the tread portion has a plurality of first inclined grooves that extend inward in the tire width direction from one tread end in the tire width direction and incline in the rotation direction. It is preferable to have a plurality of second inclined grooves extending inward in the tire width direction and inclined in the rotation direction from the tread end on the other side in the tire width direction.
  • Such a V-shaped tread pattern has an advantage that the stud pins are less likely to overlap in the tire circumferential direction because the stud pins are arranged in the land portion formed along the first inclined groove and the second inclined groove. Yes, it can demonstrate excellent on-ice performance based on stud pins.
  • the tire of the present invention is preferably a pneumatic tire, but may be a non-pneumatic tire.
  • the inside thereof can be filled with an inert gas such as air or nitrogen or other gas.
  • the "ground contact width” is formed when a tire is rim-assembled on a regular rim, is placed vertically on a flat surface with a regular internal pressure (in the case of a pneumatic tire), and a regular load is applied. This is the maximum width of the ground contact area in the tire axial direction.
  • the "ground contact length” is the maximum length of the ground contact region in the tire circumferential direction.
  • a “regular rim” is a rim defined for each tire in the standard system including the standard on which the tire is based. For example, JATTA is a standard rim, TRA is "DesignRim", or ETRTO. If so, use "Measuring Rim".
  • Regular internal pressure is the air pressure defined for each tire in the standard system including the standard on which the tire is based. If it is JATTA, it is the maximum air pressure, and if it is TRA, it is the table “TIRE LOAD LIMITED AT VARIOUS". The maximum value described in "COLD INFRATION PRESSURES", if it is ETRTO, it is “INFRATION PRESSURE", but if the tire is for a passenger car, it is 250 kPa.
  • Regular load is the load defined for each tire in the standard system including the standard on which the tire is based. If it is JATTA, it is the maximum load capacity, and if it is TRA, it is the table “TIRE LOAD LIMITED AT VARIOUS". The maximum value described in "COLD INFORMATION PRESSURES" is "LOAD CAPACTY" in the case of ETRTO, but when the tire is for a passenger car, the load is equivalent to 70% of the above load.
  • FIG. 1 is a perspective view showing a stud pin according to an embodiment of the present invention.
  • FIG. 2 is a plan view showing the stud pin of FIG.
  • FIG. 3 is a side view showing the stud pin of FIG.
  • FIG. 4 is a plan view showing a stud pin made of another embodiment of the present invention.
  • 5 (a) to 5 (f) are plan views showing deformation examples of the tip portion of the stud pin, respectively.
  • 6 (a) to 6 (d) are plan views showing further deformation examples of the tip portion of the stud pin, respectively.
  • FIG. 7 is a cross-sectional view taken along the meridian showing an example of the pneumatic tire of the present invention.
  • FIG. 8 is a developed view showing a tread pattern of the pneumatic tire shown in FIG. 7.
  • FIG. 9 is a plan view showing the first stud pin and the second stud pin arranged in the tread portion of the pneumatic tire.
  • 1 to 3 show stud pins according to an embodiment of the present invention.
  • the stud pin P of the present embodiment has a body portion 10 embedded in the tread portion of the tire and a tip portion 11 protruding from the tip end side of the body portion 10 and in contact with the road surface. And a flange portion 12 arranged on the base end side of the body portion 10.
  • the body portion 10 extends along its central axis X and has the most bulging structure in the middle portion in the extending direction.
  • On the outer peripheral surface of the body portion 10 a pair of recessed portions 13, 13 that are recessed while being curved toward the central axis X of the body portion 10 are formed. Further, a plurality of inclined surfaces 14 are formed on the tip end side of the body portion 10.
  • a groove portion 15 is formed on the tip surface of the tip portion 11.
  • the groove portion 15 is chamfered on the tip surface of the tip portion 11, and such chamfering is optional.
  • the tip surface (the portion other than the groove portion) of the tip portion 11 is a plane orthogonal to the central axis X of the body portion 10, but may be a curved surface bulging toward the tip side of the tip portion 11. , These may be a combination of a flat surface and a curved surface.
  • the body portion 10 and the flange portion 12 are integrally molded from the same metal material.
  • the metal material constituting the tip portion 11 has a higher hardness than the metal material constituting the body portion 10 and the flange portion 12, and the tip portion 11 is integrally processed with the body portion 10.
  • the total area Sx of the tip portion 11 and the area Sy of the groove portion 15 when viewed in the direction of the central axis X of the body portion 10 satisfy the relationship of 0.20 ⁇ Sy / Sx ⁇ 0.50. is doing.
  • the total area Sx of the chip portion 11 corresponds to the area of the region surrounded by the contour line of the chip portion 11, and the area Sy of the groove portion 15 is surrounded by the contour line of the groove portion 15 (including the chamfered portion). Corresponds to the area of the area.
  • the tip portion 11 has a groove portion 15 on the tip surface thereof, and the total area Sx of the tip portion 11 and the area of the groove portion 15 when viewed in the direction of the central axis X of the body portion 10. Since Sy satisfies the relationship of 0.20 ⁇ Sy / Sx ⁇ 0.50, the weight of the stud pin P is reduced by forming the groove portion 15 while suppressing the decrease in the strength of the tip portion 11, and the groove portion 15 is formed. On-ice performance (particularly on-ice handling and braking performance) can be improved based on the accompanying edges. Further, by providing the groove portion 15 on the tip surface of the tip portion 11, the effect of reducing damage to the road surface can be expected.
  • the total area Sx of the chip portion 11 and the area Sy of the groove portion 15 when viewed in the direction of the central axis X of the body portion 10 satisfy the relationship of 0.25 ⁇ Sy / Sx ⁇ 0.45. .. Further, the total area Sx of the chip portion 11 when viewed in the direction of the central axis X of the body portion 10 is preferably in the range of 2.0 mm 2 to 5.5 mm 2 .
  • the tip portion 11 has a shape in the longitudinal direction L when viewed in the direction of the central axis X of the body portion 10, and the groove portion 15 extends in the lateral direction S orthogonal to the longitudinal direction L. There is. Both ends of the groove portion 15 are open to the side surface of the chip portion 11. In this case, since the edge extending along the lateral direction S in the chip portion 11 increases, the performance on ice can be effectively improved. In particular, when the stud pin P is installed on the tread portion of the tire so that the longitudinal direction L of the tip portion 11 is in the tire width direction, the tip portion 11 extends along the tire width direction to provide braking performance on ice. The groove portion 15 extends along the circumferential direction of the tire, so that the handling performance on ice is improved.
  • the groove width Wg of the groove portion 15 is preferably in the range of 0.5 mm to 1.0 mm. Further, the groove width Wg of the groove portion 15 is preferably in the range of 15% to 45% of the maximum width Wt in the longitudinal direction L of the chip portion 11.
  • the protruding height Ht of the tip portion 11 from the body portion 10 and the depth Hg of the groove portion 15 satisfy the relationship of 0.5 ⁇ Hg / Ht.
  • the effect of weight reduction and the effect of improving the performance on ice can be sufficiently obtained.
  • the value of Hg / Ht is smaller than 0.5, the effect of weight reduction and the effect of improving the performance on ice are reduced.
  • the protruding height Ht of the tip portion 11 from the body portion 10 and the depth Hg of the groove portion 15 satisfy the relationship of Hg / Ht ⁇ 1.0. Further, it is preferable to satisfy the relationship of Hg / Ht ⁇ 0.85.
  • the height Hs of the stud pin P and the depth Hg of the groove 15 satisfy the relationship of Hg / Hs ⁇ 0.15.
  • Hg / Hs ⁇ 0.15 it is possible to sufficiently obtain the effect of weight reduction and the effect of improving the performance on ice while suppressing the decrease in durability of the chip portion 11. That is, since the chip portion 11 having the groove portion 15 is inferior in durability as compared with the case where there is no groove portion, it is possible to avoid a decrease in durability by setting the Hg / Hs value to 0.15 or less.
  • the maximum width position of the body portion 10 is a position where the dimension in the direction orthogonal to the central axis X is maximum in the body portion 10, and is a position of the plane A in FIG.
  • the tip portion 11 of the stud pin P has a pair of convex portions 16 projecting in a direction orthogonal to the groove portion 15 (longitudinal direction L), and a body portion 10 between both ends of the groove portion 15 and each convex portion 16. It has a recess 17 recessed toward the central axis X of the above.
  • FIG. 4 shows a stud pin made of another embodiment of the present invention.
  • the same objects as those in FIGS. 1 to 3 are designated by the same reference numerals, and detailed description of the portions thereof will be omitted.
  • the shape of the tip portion 11 when viewed in the direction of the central axis X of the body portion 10 has the longitudinal direction L, and the groove portion 15 extends in the lateral direction S orthogonal to the longitudinal direction L. There is. At least one end (both ends in FIG. 4) of the groove portion 15 is not opened on the side surface of the chip portion 11 and is terminated in the chip portion 11. Further, the thickness We of the tip portion 11 at at least one end of the groove portion 15 and the maximum width Wz of the tip portion 11 in the lateral direction S satisfy the relationship of We / Wz ⁇ 0.10.
  • the edge in the lateral direction S increases, so that the performance on ice can be effectively improved.
  • the tip portion 11 extends along the tire width direction to provide braking performance on ice. Is improved, and the groove portion 15 extends along the tire circumferential direction to improve the handling performance on ice, which is the same as that of FIG. 2, but at least one end of the groove portion 15 is inside the chip portion 11.
  • FIGS. 5 (a) to 5 (f) show deformation examples of the tip portion of the stud pin, respectively
  • FIGS. 6 (a) to 6 (d) show further deformation examples of the tip portion of the stud pin, respectively.
  • the shape of the tip portion 11 when viewed in the direction of the central axis X of the body portion 10 has the longitudinal direction L
  • the groove portion 15 Extends in the lateral direction S orthogonal to the longitudinal direction L. Both ends of the groove portion 15 may be open to the side surface of the chip portion 11, only one end thereof may be terminated in the chip portion 11, or both ends may be terminated in the chip portion 11.
  • the chip portion 11 has a plan view shape based on a rhombus in FIGS. 5 (a) to 5 (f), and has a plan view shape based on a fan shape in FIGS. 6 (a) to 6 (d).
  • a plan view shape other than this.
  • FIG. 7 shows an example of the pneumatic tire of the present invention
  • FIG. 8 shows the tread pattern.
  • the pneumatic tire of the present embodiment is a tire in which the rotation direction R is designated.
  • the pneumatic tire T includes a tread portion 21 extending in the tire circumferential direction to form an annular shape, a pair of sidewall portions 22 and 22 arranged on both sides of the tread portion 21, and these. It includes a pair of bead portions 23, 23 arranged inside the sidewall portion 22 in the tire radial direction.
  • a carcass layer 24 is mounted between the pair of bead portions 23, 23.
  • the carcass layer 24 includes a plurality of reinforcing cords extending in the radial direction of the tire, and is folded back from the inside to the outside of the tire around the bead core 25 arranged in each bead portion 23.
  • a bead filler 26 made of a rubber composition having a triangular cross section is arranged on the outer periphery of the bead core 25.
  • a plurality of belt layers 27 are embedded on the outer peripheral side of the carcass layer 24 in the tread portion 21.
  • These belt layers 27 include a plurality of reinforcing cords that are inclined with respect to the tire circumferential direction, and the reinforcing cords are arranged so as to intersect each other between the layers.
  • the inclination angle of the reinforcing cord with respect to the tire circumferential direction is set to, for example, in the range of 10 ° to 40 °.
  • a steel cord is preferably used as the reinforcing cord of the belt layer 27 preferably used.
  • At least one belt cover layer 28 having reinforcing cords arranged at an angle of, for example, 5 ° or less with respect to the tire circumferential direction is arranged for the purpose of improving high-speed durability.
  • an organic fiber cord such as nylon or aramid is preferably used.
  • the tread portion 21 has a plurality of first inclined grooves 31 extending inward in the tire width direction from one tread end in the tire width direction and inclined in the rotation direction R.
  • a plurality of second inclined grooves 32 extending inward in the tire width direction and inclined toward the rotation direction R are formed from the tread end on the other side in the tire width direction.
  • the first inclined grooves 31 and the second inclined grooves 32 are alternately arranged along the tire circumferential direction, and both extend to a position crossing the tire equator.
  • the tread portion 21 has a first vertical groove 33 that connects a plurality of first inclined grooves 31 to each other while being inclined with respect to the tire peripheral direction, and a plurality of second vertical grooves while being inclined with respect to the tire peripheral direction.
  • a second vertical groove 34 connecting the inclined grooves 32 is formed.
  • the tread portion 21 is divided into a plurality of block-shaped land portions 35 by the first inclined groove 31, the second inclined groove 32, the first vertical groove 33, and the second vertical groove 34.
  • a plurality of implantation holes 36 for implanting the stud pin P are formed in these block-shaped land portions 35.
  • the body portion 10 of the stud pin P is inserted into the implant hole 36, and the tip portion 11 is arranged in the tread portion 21 so as to protrude from the tread portion 21.
  • the inner diameter of the implantation hole 36 is slightly smaller than the outer diameter of the stud pin P, and the stud pin P implanted in the implantation hole 36 is firmly held against the tread portion 21.
  • the tread portion 21 has a plurality of first inclined grooves 31 extending inward in the tire width direction from one tread end in the tire width direction and inclined toward the rotation direction R, and a plurality of first inclined grooves 31 in the tire width direction.
  • the reinforcing structure of the pneumatic tire T shown in FIG. 7 shows a typical example, but is not limited to this. Further, the tread pattern formed on the tread portion 21 of the pneumatic tire T is not particularly limited.
  • FIG. 9 shows the first stud pin and the second stud pin arranged in the tread portion of the pneumatic tire.
  • Tc is the tire circumferential direction.
  • the plurality of stud pins P arranged in the tread portion 21 as shown in FIG. 8 have a plurality of first stud pins P having an angle ⁇ formed by the longitudinal direction of the groove portion 15 with respect to the tire circumferential direction Tc in the range of 0 ° to 10 °.
  • the stud pin P1 includes a plurality of second stud pins P2 having an angle ⁇ formed by the longitudinal direction of the groove 15 with respect to the tire circumferential direction Tc larger than that of the first stud pin P1, and is the first with respect to the first stud pin P1.
  • the stud pins P2 are scattered along the tire circumferential direction.
  • the number of first stud pins P1 in the tread portion 21 is larger than the number of second stud pins P2.
  • the angle ⁇ formed by the longitudinal direction of the groove 15 with respect to the tire circumferential direction Tc is preferably set in the range of 30 ° to 90 °, more preferably in the range of 45 ° to 85 °.
  • the angle difference with respect to the first stud pin P1 can be sufficiently secured, and the effect of improving the handling performance on ice can be enhanced.
  • the number of the second stud pins P2 in the tread portion 21 is preferably 10% to 45% of the number of all the stud pins P.
  • C is a ground contact region formed when a pneumatic tire T is rim-assembled on a regular rim, placed vertically on a flat surface with a regular internal pressure, and a regular load is applied, and TCW is a ground contact region.
  • TCW is a ground contact region.
  • the width the three regions formed when the tread portion 21 is divided into three equal parts in the tire width direction within the ground contact width TCW are referred to as a first region R1, a second region R2, and a third region R3, respectively.
  • the first region R1 and the third region R3 are shoulder regions, and the second region R2 is a center region.
  • At least one first stud pin P1 and at least one second stud pin P2 are arranged in each of the first region R1, the second region R2, and the third region R3. In this case, since the first stud pin P1 and the second stud pin P2 are present over the entire grounding region C of the tread portion 21, the effect of improving the handling performance on ice can be enhanced.
  • the distance D2 in the tire circumferential direction of the pair of second stud pins P2 and P2 closest to the tire circumferential direction in the tread portion 21 is in the range of 1.0% to 100.0% of the ground contact length Lc of the tread portion 21. It would be nice to have it. In this case, since at least one second stud pin P2 is surely arranged in the ground contact region C, the effect of improving the handling performance on ice can be enhanced.
  • the distance D1 in the tire circumferential direction of the pair of first stud pins P1 and P1 closest to the tire circumferential direction in the tread portion 21 is also in the range of 1.0% to 100.0% of the ground contact length Lc of the tread portion 21. It is good to be in.
  • the effect of suppressing noise (pin noise) on a dry road surface can also be expected. If the distance D2 between the second stud pins P2 is smaller than 1.0% of the grounding length Lc, the second stud pins P2 may approach each other and worsen the pin noise, and conversely, from 100.0% of the grounding length Lc. If it is too large, the effect of improving the handling performance on ice will decrease.
  • the average protrusion amount Px of the second stud pin P2 and the average protrusion amount Py of the first stud pin P1 satisfy the relationship of Px> Py.
  • the vibration frequency derived from the first stud pin P1 and the vibration frequency derived from the second stud pin P2 are different, so that the second studs scattered in the first stud pin P1 are scattered.
  • the frequency dispersion effect of the pin noise is enhanced to improve the noise performance on the dry road surface, while the edge effect of the second stud pin P2 is enhanced on ice.
  • the handling performance of the can be effectively improved.
  • the average protrusion amount Px of the second stud pin P2 is the average value of the protrusion amount of the second stud pin P2 from the tread of the tread portion 21, and the average protrusion amount Py of the first stud pin P1 is the tread portion 21. It is an average value of the protrusion amount of the 1st stud pin P1 from the tread.
  • the average protrusion amount Px of the second stud pin P1 and the average protrusion amount Py of the first stud pin P2 satisfy the relationship of 1.05 ⁇ Px / Py.
  • the value of Px / Py exceeds 1.20, the pin noise derived from the second stud pin P2 will increase. Therefore, it is desirable to satisfy the relationship of 1.05 ⁇ Px / Py ⁇ 1.20.
  • Comparative Examples 1 and 2, and Examples 1 to 11 the shape of the tip portion when viewed in the central axis direction of the body portion, the total area Sx of the chip portion, the area Sy of the groove portion, Sy / Sx, and the chip portion. Whether or not there is a longitudinal direction, the presence or absence of an opening in the groove, the maximum width Wz in the lateral direction of the tip, the thickness We, We / Wz of the tip at both ends of the groove, the protruding height Ht of the tip, and the depth of the groove.
  • the angle ⁇ of the groove portion of the pin and the ratio (%) of the second stud pin were set as shown in Tables 1 and 2.
  • Handling performance on ice Each test tire is attached to a wheel with a rim size of 16 x 6.5J, mounted on a front-wheel drive vehicle with a displacement of 1.4 liters, filled with the specified air pressure of the vehicle, and a test driver for handling performance on a test course consisting of ice and snow road surfaces. Sensory evaluation was performed by. The evaluation results are shown by an index of 100 in the conventional example. The larger this index value is, the better the handling performance on ice is.
  • Each test tire is attached to a wheel with a rim size of 16 x 6.5J, mounted on a front-wheel drive vehicle with a displacement of 1.4 liters, filled with the specified air pressure of the vehicle, and the vehicle speed is applied on a test course (straight road) consisting of a icy road surface.
  • the brake was applied from the running state of 25 km / h, and the braking distance from the vehicle speed of 20 km / h to 5 km / h was measured.
  • the evaluation result is shown by an index of 100 in the conventional example using the reciprocal of the measured value. The larger this index value is, the better the braking performance on ice is.
  • Stud pin mass The mass of the stud pin was measured for each test tire. The evaluation results are shown by an index of 100 in the conventional example using the reciprocal of the measured value. The larger the index value, the lighter the weight.
  • Durability of stud pins Each test tire is attached to a wheel with a rim size of 16 x 6.5J, mounted on a front-wheel drive vehicle with a displacement of 1.4 liters, filled with the specified air pressure of the vehicle, and in a test course consisting of a dry asphalt road surface, a predetermined driving mode. After running in, the number of broken chips of the stud pin was measured. The evaluation results are shown by an index with Comparative Example 1 as 100 using the reciprocal of the measured value. The larger this index value is, the better the durability of the stud pin is.
  • Body part 11 Tip part 12 Flange part 13 Depressed part 14 Inclined surface 15 Groove part 16 Convex part 17 Concave part 21 Tread part 22 Side wall part 23 Bead part P Stud pin T Pneumatic tire

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  • Tires In General (AREA)

Abstract

L'invention concerne une tige de goujon avec laquelle un poids plus léger est obtenu et avec laquelle une performance sur glace améliorée est possible, et un pneumatique comprenant ladite tige de goujon. Une tige de goujon P comprend un corps 10 intégré dans la bande de roulement d'un pneumatique, une pointe 11 qui fait saillie depuis l'extrémité avant du corps 10, et une bride 12 disposée sur l'extrémité de base du corps 10, une rainure 15 étant formée dans la surface sur l'extrémité avant de la pointe 11, et la surface totale Sx de la pointe 11 et la surface Sy de la rainure 15 lorsqu'elles sont vues dans la direction de l'axe central du corps 10 satisfont la relation 0.20 ≤ Sy / Sx ≤ 0.50. Dans un pneumatique T, la tige de goujon P est placée dans une bande de roulement 21.
PCT/JP2021/029267 2020-08-06 2021-08-06 Tige de goujon et pneumatique la comprenant WO2022030610A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
FI20235121A FI20235121A1 (en) 2020-08-06 2021-08-06 Studs and tires including the same
JP2021546313A JP7248135B2 (ja) 2020-08-06 2021-08-06 スタッドピン及びそれを備えたタイヤ
CN202180060350.5A CN116157282A (zh) 2020-08-06 2021-08-06 防滑钉及具备该防滑钉的轮胎

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JP2020-133600 2020-08-06
JP2020133600 2020-08-06

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WO2022030610A1 true WO2022030610A1 (fr) 2022-02-10

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CN (1) CN116157282A (fr)
FI (1) FI20235121A1 (fr)
WO (1) WO2022030610A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2024004901A1 (fr) * 2022-06-27 2024-01-04 横浜ゴム株式会社 Pneumatique

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014148262A1 (fr) * 2013-03-19 2014-09-25 株式会社ブリヂストン Tige de crampon et pneu utilisant cette dernière
JP2016215727A (ja) * 2015-05-15 2016-12-22 横浜ゴム株式会社 空気入りタイヤ
WO2021117678A1 (fr) * 2019-12-10 2021-06-17 横浜ゴム株式会社 Bandage pneumatique

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014148262A1 (fr) * 2013-03-19 2014-09-25 株式会社ブリヂストン Tige de crampon et pneu utilisant cette dernière
JP2016215727A (ja) * 2015-05-15 2016-12-22 横浜ゴム株式会社 空気入りタイヤ
WO2021117678A1 (fr) * 2019-12-10 2021-06-17 横浜ゴム株式会社 Bandage pneumatique

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2024004901A1 (fr) * 2022-06-27 2024-01-04 横浜ゴム株式会社 Pneumatique

Also Published As

Publication number Publication date
JP7248135B2 (ja) 2023-03-29
FI20235121A1 (en) 2023-02-07
JPWO2022030610A1 (fr) 2022-02-10
CN116157282A (zh) 2023-05-23

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