JPS63242703A - Spike tire - Google Patents
Spike tireInfo
- Publication number
- JPS63242703A JPS63242703A JP62078113A JP7811387A JPS63242703A JP S63242703 A JPS63242703 A JP S63242703A JP 62078113 A JP62078113 A JP 62078113A JP 7811387 A JP7811387 A JP 7811387A JP S63242703 A JPS63242703 A JP S63242703A
- Authority
- JP
- Japan
- Prior art keywords
- spike
- tire
- rubber
- tread
- bin
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 229920001971 elastomer Polymers 0.000 claims abstract description 22
- 239000005060 rubber Substances 0.000 claims abstract description 22
- 230000007613 environmental effect Effects 0.000 claims abstract description 12
- 244000043261 Hevea brasiliensis Species 0.000 abstract description 2
- 229920003052 natural elastomer Polymers 0.000 abstract description 2
- 229920001194 natural rubber Polymers 0.000 abstract description 2
- 150000001875 compounds Chemical class 0.000 abstract 1
- 239000000463 material Substances 0.000 description 26
- 230000000694 effects Effects 0.000 description 5
- 229910000975 Carbon steel Inorganic materials 0.000 description 4
- 239000010962 carbon steel Substances 0.000 description 4
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 3
- 230000007423 decrease Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 239000002184 metal Substances 0.000 description 2
- 239000000843 powder Substances 0.000 description 2
- QNRATNLHPGXHMA-XZHTYLCXSA-N (r)-(6-ethoxyquinolin-4-yl)-[(2s,4s,5r)-5-ethyl-1-azabicyclo[2.2.2]octan-2-yl]methanol;hydrochloride Chemical compound Cl.C([C@H]([C@H](C1)CC)C2)CN1[C@@H]2[C@H](O)C1=CC=NC2=CC=C(OCC)C=C21 QNRATNLHPGXHMA-XZHTYLCXSA-N 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 230000002708 enhancing effect Effects 0.000 description 1
- 239000005457 ice water Substances 0.000 description 1
- 238000003780 insertion Methods 0.000 description 1
- 230000037431 insertion Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 239000000155 melt Substances 0.000 description 1
- 238000002844 melting Methods 0.000 description 1
- 230000008018 melting Effects 0.000 description 1
- 238000002156 mixing Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 238000010791 quenching Methods 0.000 description 1
- 230000000171 quenching effect Effects 0.000 description 1
- 230000006903 response to temperature Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 238000007790 scraping Methods 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
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
- B60C11/1606—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile retractable plug
- B60C11/1618—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile retractable plug actuated by temperature, e.g. by means of temperature sensitive elements
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【発明の詳細な説明】
（イ）発明の目的
［産業上の利用分野］
この発明は車両が氷雪路等を走行する場合に使用するス
パイクタイヤに関するものである。Detailed Description of the Invention (a) Purpose of the Invention [Field of Industrial Application] This invention relates to a spiked tire used when a vehicle runs on an icy and snowy road.
［従来の技術］
車両が積雪・氷結路等を走行する場合に、タイヤのスリ
ップを防止するために、次のような種々の対策が考案さ
れている。[Prior Art] In order to prevent tire slippage when a vehicle travels on a snowy or icy road, the following various measures have been devised.
（ア）普通タイヤに滑り止め装置を装着する。(a) Attach an anti-slip device to regular tires.
（イ）スノータイヤ
（つ）スパイクタイヤ
（１）スタッドレスタイヤ
このうら、
〈ア）は、チェーンのような、タイヤとは別体のに置を
タイヤに装着して積雪・氷結雪面でのスリップを防止す
る。(B) Snow tires (2) Spike tires (1) Studless tires (1) Studless tires (A) are tires that are equipped with a separate device, such as a chain, to prevent slipping on snowy or frozen surfaces. prevent.
（イ）はタイヤゴム材質は普通タイヤと変らないがトレ
ッドパターンを１−失して雪路にＪ３けるスリップを防
止するタイＡ７゜
（つ）はスノータイヤにスパイク（鋲）を埋め込んだも
のであり、複数のスパイクがタイヤの踏面から１．５〜
２．０Ｍ程度突出して、積雪・氷結路におけるスリップ
を防止するタイヤ。(A) is a tire whose rubber material is the same as a normal tire, but the tread pattern is lost to prevent slipping on snowy roads.A7゜ (T) is a snow tire with spikes embedded in it. , multiple spikes are 1.5 ~ from the tire tread.
A tire that protrudes by approximately 2.0M to prevent slipping on snowy and icy roads.
（１）はスノータイヤのタイヤゴム材質を軟くしたもの
であって、氷結路面環境温度でも硬化しにくい特殊配合
のゴムをタイヤに用いて、タイヤに氷結路面の凹凸が喰
込む形でタイヤど氷結路面との摩擦を得て、スリップを
防止するタイヤて゛める８゜［発明が解決しようとする
問題点コ
しかるに、我が国の道路においては乾燥路、積雪路、氷
結路等が混在し・、冬期タイＶとしてはこれらのいずれ
をも走行可能であることが望まれるが、一方、上記の
（ア）ｔま積雪・氷結していない乾燥路に不適で、かつ
着脱操作が面倒であり、
（イ）は氷結路には不適、
（つ）は積雪路・氷結路のいずれにも最も適合するが、
乾燥路には不適ひ、路面損（セ、粉便公害が大きな社会
問題どなっている。(1) is a snow tire made of a softer tire rubber material, using a specially formulated rubber that does not harden even at the ambient temperature of an icy road surface, so that the unevenness of the icy road surface bites into the tire, causing the tire to freeze. [Problems to be solved by the invention] However, roads in Japan have a mixture of dry roads, snow-covered roads, icy roads, etc.; It would be desirable for Tie V to be able to run on both of these, but on the other hand, (a) above is unsuitable for dry roads that are not covered with snow or ice, and the installation and removal operations are troublesome; ) is unsuitable for icy roads, (tsu) is most suitable for both snowy and icy roads,
It is unsuitable for dry roads, and road surface damage and powder pollution have become major social problems.
（１）はいずれにも適するが、そのスリップ防止開面は
スパイクタイヤに一歩ゆすり、特に氷結路面の環境温度
が比較的高い一り℃〜Ｏ”Ｃの）門度帯では、車両の荷
重で氷結路面の表面が溶（）て水になり路面凹凸が無く
なる結果、タイＶど路面の摩擦が少なくなりスリップ防
止機能が低下する、等、各々に問題があり、すべての路
１ｎ１に適合する満足すべきタイＡ７は未だに得られて
いない。(1) is suitable for both, but its anti-slip surface is a step ahead of spiked tires, especially in the temperature range of icy roads where the environmental temperature is relatively high. Each type of road has its own problems, such as the surface of an icy road melting () and turning into water, eliminating road surface irregularities, resulting in less friction on the road surface and a decline in anti-slip function. The tie A7 that should have been obtained has not yet been obtained.
この発明は上記の如き事情に鑑みてなされたものであっ
て、スパイクタイヤの問題点であった路面損傷・粉助公
害を大きく軽減し、かつスタッドレスタイヤのもつ比較
的温度の高い氷結路に対する弱点をし克服して、積雪路
、氷結路、乾燥路のリベてに極めて良く適合するスパイ
クタイＶを提供づることを目的としている。This invention was made in view of the above circumstances, and it greatly reduces the road surface damage and powder pollution that were problems of spiked tires, and also has the disadvantage of studless tires on relatively high-temperature icy roads. The object of the present invention is to overcome the above problems and provide a spike tie V that is extremely suitable for reveling on snowy, icy, and dry roads.
〈口）発明の構成
［問題を解決覆るだめの４段］
この１］的に対応して、この発明のスパイクタイヤは、
零Ｆ５℃から０℃の環境温度帯におけろゴム硬度が７０
以下のゴムをもってタイ曳７トレツド部の少なくとも一
部を構成され、かつ前記タイヤトレッドからの突出高さ
が前記環境温度帯で０．５ｍ以■であるユバ１′クビン
を前記タイヤトレッドに埋め込んで（シーえることを特
徴としている。(Example) Structure of the invention [Four steps to solve the problem] Corresponding to this 1], the spiked tire of this invention has the following features:
Rubber hardness is 70 in the environmental temperature range from zero F5 degrees Celsius to 0 degrees Celsius.
Embedded in the tire tread is a 1' rubber which is made up of at least a part of the 7 tread portion of the tie tread and has a protruding height of 0.5 m or more from the tire tread in the environmental temperature range. (It is characterized by being able to see.
Ｊス下、この発明の詳細を一実施例を示す図面についで
説明する。The details of this invention will be explained below with reference to the drawings showing one embodiment.
第１図において１はスパイクタイヤである。スパイクタ
イＶ１はタイヤ２とスパイクビン３とを備える。In FIG. 1, numeral 1 indicates a spiked tire. The spike tie V1 includes a tire 2 and a spike bin 3.
クイＶ２はトレッド部４が、低温に八つでｂ硬化しにく
い特殊配合のゴム（二よって構成さ４’ｌている。すな
わち零下５℃から０℃の、氷雪路面環境温度にあけるゴ
ム硬度が７０以下（望ましくは６５以下）のゴムがトレ
ッド部４に使用されており、このにうなゴムとしては、
現在スタッドレスタイヤに用いられているゴムを使用す
ることができる。これらは天然ゴムに特殊」ンバウンド
を配合（）て得られるものであり特に零下２６℃の低温
でも指でつまん′Ｃ潰れるくらい軟く常温の１８°Ｃで
は逆に硬化して従来のゴムと同程度の硬さとなるような
特殊ゴムは、極めて好適である。The tread part 4 of the Kui V2 is made up of a specially formulated rubber that is difficult to harden at low temperatures.In other words, the rubber hardness that can withstand the environmental temperature of an icy and snowy road surface from -5℃ to 0℃. 70 or less (preferably 65 or less) rubber is used for the tread portion 4, and this rubber is
Rubber currently used in studless tires can be used. These are obtained by blending natural rubber with a special ``unbound'' material, and are particularly soft, even at temperatures as low as -26°C, so that they can be crushed with your fingers, but at room temperature of 18°C, they harden to the same level as conventional rubber. Special rubbers that have a certain degree of hardness are extremely suitable.
タイヤ２には、現在スタッドレスタイヤアに用いられで
いるトレッドパターン（図示せず）が用いられてにす、
走（ｊ中に路面の凹凸を咬み込Δ、で、路面から駆動力
を十分に得られるような凹凸や切れ込みがｉ〜レッドに
形成されＩいる。The tire 2 uses a tread pattern (not shown) currently used in studless tires.
During the run (j), the unevenness of the road surface is bitten Δ, and unevenness and notches are formed in i~red that allow sufficient driving force to be obtained from the road surface.
スパイクビン３（、工、金属製で、第２図及び第３図に
示す形状をなづ。Spike bottle 3 (made of metal, with the shape shown in Figures 2 and 3).
すなわち、スパイクビン３は、中空の角筒状の脚部５ど
、脚部５の−・端に一体に形成され外側に張出すフラン
ジ部６と、脚部５の他端面から脚部５の軸方向に突出し
て一体に形成されたエツジ部７とからなる。脚部５は断
面形状が長方形で、イの一対の長辺部の中央部先端面か
らｒ’＋Ｆｉ記エツジ部７がｎいに対向して前記突出し
ている。エツジ部ｌの突出ｆｆ１ｈ１はトレッドからの
突出予定ｆｊｉ ｔ）より幾分大きくされ、これは後に
り・イキ／２がｊ？耗したときにエツジ部７を削ってそ
の突出量を所定足に調整可能とするためである。スパイ
クビンは、例えば炭素鋼で構成し焼入れ後タイｒｉ ２
Ｃ打込み、］−ツジ部７がタイヤ２のトレッド部４か
らｈ（ｈ≦０．５ｍ）だけ突出するようにする。That is, the spike bottle 3 includes a hollow rectangular cylindrical leg portion 5, a flange portion 6 that is integrally formed at the negative end of the leg portion 5 and extends outward, and a flange portion 6 that extends outward from the other end surface of the leg portion 5. It consists of an edge portion 7 that is integrally formed and protrudes in the axial direction. The leg portion 5 has a rectangular cross-sectional shape, and the r'+Fi edge portions 7 protrude from the central end surfaces of the pair of long sides A, facing each other. The protrusion ff1h1 of the edge portion l is made somewhat larger than the expected protrusion fji t) from the tread, and this means that the protrusion ff1h1 of the edge portion l is somewhat larger than the expected protrusion from the tread. This is to enable the protrusion amount to be adjusted to a predetermined value by scraping the edge portion 7 when it wears out. The spike bin is made of carbon steel, for example, and after quenching, the spike bin is made of carbon steel.
C driving, ]-The joint part 7 is made to protrude from the tread part 4 of the tire 2 by h (h≦0.5 m).
ここで重要なことは、ｈは０．５＃以４′：であって、
従来のスパイクタイＮ７におけるスパイクビンの突出ｆ
ｆ１１．２ｍ〜１．５＃に比して極めて小さい値でよい
こと、及び従来のスパイクビンのエツジ部が高価な超硬
金属等で構成されていたのに対し安価な炭素鋼で構成す
ることができ、構造も簡単であること、である。The important thing here is that h is 0.5# or more 4':
Protrusion f of spike bin in conventional spike tie N7
The value can be extremely small compared to f11.2m~1.5#, and the edge part of conventional spike bins is made of inexpensive carbon steel, whereas it is made of expensive cemented carbide metal etc. It is possible to do this, and the structure is simple.
スパイクビンの形状としては、第４図、第５図、第６図
、及び第７図にそれぞれ示すスパイクビン３ａ、３ｂ、
３Ｃ，３ｄのようにしてもよい。すなわち、スパイクビ
ン３ａは１個のスパイクビンに１個のエツジ部７を形成
したもの、スパイクビン３ｂは脚部５ｂを楕円筒状とし
その先端面の長軸上の頂点の位置において一対のエツジ
部７を形成しかつフランジ部６ｂは前記楕円の長袖方向
と短軸方向に延出する４つの部分に分割した形状として
加工しやすくしたものであり、スパイクビン３Ｃはエツ
ジ部７Ｃの幅が軸方向先端に向かって漸減する形状をな
し楕円筒状の脚部５Ｃは斜めにそがれた形状の先端面輪
郭を有してエツジ部７ｃへと滑かに移行し、スパイク３
ｄ ｉ、を断面菱形の脚部５ｄの先端に一対のエツジ
部７ｄを形成したものであり、これらのスパイクビン３
．３ａ、３ｂ。The shapes of the spike bins include spike bins 3a, 3b, and 3b shown in FIGS. 4, 5, 6, and 7, respectively.
3C and 3d may also be used. That is, the spike bottle 3a has one edge part 7 formed on one spike bottle, and the spike bottle 3b has a leg part 5b shaped like an elliptical cylinder and has a pair of edges at the apex position on the long axis of the tip surface. The flange portion 6b is divided into four parts extending in the long sleeve direction and the short axis direction of the ellipse to facilitate processing. The elliptical cylindrical leg portion 5C, which has a shape that gradually decreases toward the tip in the direction, has an obliquely tapered tip surface contour and smoothly transitions to the edge portion 7c, and the spike 3
d i, a pair of edge portions 7d are formed at the tips of leg portions 5d having a rhombic cross section, and these spike bins 3
．． 3a, 3b.
３ｃ、３ｄは、いずれも中空の筒状の脚部の両端にそれ
ぞれ脚部と一体のエツジ部とフランジ部とを設けたもの
である。3c and 3d both have an edge portion and a flange portion integral with the leg portion at both ends of the hollow cylindrical leg portion.
スパイクビン３．３ａ、３ｂ、３ｃ、３ｄは構造が簡単
で安価なスパイクビンの例であるが、これらは走行中に
硬度の小さいタイヤ中に埋没することなくエツジ７部（
７ａ）がトレッド４から、所定量突出するように支える
力を７ランジ６（６ｂ）の底面から得ているため、７ラ
ンジ６の底面積はタイヤ２のゴム硬度等に対応して決定
する。Spike bins 3.3a, 3b, 3c, and 3d are examples of spike bins that have a simple structure and are inexpensive.
7a) obtains a supporting force from the bottom surface of the 7 flange 6 (6b) so as to protrude from the tread 4 by a predetermined amount, so the bottom area of the 7 lange 6 is determined in accordance with the rubber hardness of the tire 2, etc.
第８図及び第９図に示すスパイクビン３ｅは、この支え
力の大きさの設計変更に対応し易くした実施例であり、
スパイクビン３ｅはスパイクビン本体８と支持板１１と
からなる。スパイクビン本体８は第１０図に示す展開図
形１０で示すような、幅中央部に長手方向の長孔１２を
有する帯状の炭素鋼板８ａを前記長手方向に沿って半円
弧状をなすように丸めかつ両端部で幅方向にそぎ落して
エツジ部７ｅとして焼入れしたものであり、支持板１１
は、長手り向の両端部１４で長孔１２の幅Ｗ１にほぼ等
しい幅をもち、中央部でｗｌより大きい幅Ｗ２をもって
左右両側に段１５をなして突出する係止部１３をなす平
板体である。The spike bin 3e shown in FIGS. 8 and 9 is an embodiment that can easily accommodate design changes in the magnitude of this supporting force,
The spike bin 3e consists of a spike bin main body 8 and a support plate 11. The spike bin main body 8 is made by rolling a band-shaped carbon steel plate 8a having a long hole 12 in the longitudinal direction at the center of the width into a semicircular arc shape as shown in the developed figure 10 shown in FIG. 10. In addition, both ends are scraped off in the width direction and hardened to form edge portions 7e.
is a flat plate body having a width approximately equal to the width W1 of the elongated hole 12 at both ends 14 in the longitudinal direction, and a locking portion 13 protruding in steps 15 on both left and right sides with a width W2 larger than wl at the center portion. It is.
支持板１１は、スパイクビン本体８のな１半円弧の内側
に係止部１３を、半円弧の外側に端部１４を、各々位置
させた状態でスパイクビン本体８に固着されている。The support plate 11 is fixed to the spike bin main body 8 with the locking part 13 located inside the semicircular arc of the spike bin main body 8, and the end part 14 located outside the semicircular arc.
スパイクビン３ｅにおいては、支持板１１を端部１４の
面積の異なるものに交換することによって、スパイクビ
ン３Ｃを支える力の大きさを変えることができる。In the spike bin 3e, by replacing the support plate 11 with one having a different end 14 area, the magnitude of the force supporting the spike bin 3C can be changed.
以上０）スパイクビン３．３ａ、３ｂ、３ｃ。Above 0) Spike bins 3.3a, 3b, 3c.
３ｄ、３ｅはタイＡ７２に打込むタイプであるが、第１
１図、第１２図及び第１３図に示ずスパイクビン３ｆの
よう（、：、タイヤにＩｎするタイプとしでもよい。3d and 3e are types that are driven into tie A72, but the first
Although not shown in FIGS. 1, 12, and 13, it may be of the type that is inserted into the tire, such as the spike bin 3f.
すなわち、スパイクビン３ｆは縦割りの半円筒状をなし
、タイｔ７２の踏面４に形成された碗状の凹部１７に嵌
込まれており、前記半円筒の内面側を外界側に向けた資
力で緩衝材１６を介して凹部１７の底面１８に接着され
ている。、緩衝材１６は温度によって弾性率が変化する
材料で構成し、氷雪路面環境温度では硬化してスパイク
ビン３ｆのエツジ部７ｆをタイヤ２のトレッド部４から
ｈｌだけ突出させ、無氷雪路面環境温度では軟化してエ
ツジ部７ｆをトレッド部４の内側に引込めるように構成
される。That is, the spike bin 3f has a vertically divided semi-cylindrical shape and is fitted into a bowl-shaped recess 17 formed in the tread surface 4 of the tie t72, with the inner surface of the semi-cylindrical part facing the outside. It is adhered to the bottom surface 18 of the recess 17 via a cushioning material 16. The cushioning material 16 is made of a material whose elastic modulus changes depending on the temperature, and hardens at the environmental temperature of an ice-and-snow road surface, causing the edge portion 7f of the spike bin 3f to protrude from the tread portion 4 of the tire 2 by an amount hl, and at the environmental temperature of an ice-free road surface. In this case, the edge portion 7f is softened and is configured to be retracted into the inside of the tread portion 4.
このような、温度によって弾性率が変化する物質からな
る緩衝材１６を介（〕てスバイタビンをタイ−７に接着
する構成は、スパイクビン３ｆに限らず他の実施例のス
パイクビンにも適用できることは明らかであり、この場
合、路面の損傷を更に軽減し１９る。Such a configuration in which the Svaita bottle is bonded to the tie 7 via the buffer material 16 made of a substance whose elastic modulus changes depending on temperature can be applied not only to the spike bottle 3f but also to spike bottles of other embodiments. is obvious, and in this case, damage to the road surface is further reduced19.
第１４図に示すスパイクタイヤ２ｈは、このような温度
によって弾性率が変化する物質からなるＭ筒材１６ｈを
タイヤ２とスパイクビン３どの間に介在させたものであ
る。緩衝材１６ｈは、スパイクビン３のフランジ部６の
底面に接着されでおりこの状態でタイヤに鋳込まれて、
緩衝材１６ｈの底面はタイヤ２と−・体内に固るしてい
る１、スパイクビン３の中空部に対向する緩衝材１６ｈ
のＦ面には緩衝材１６ｈの変形を許容するためのゴム逃
げ用の穴２１が形成されており、緩衝材１６ｈは路面か
ら氷、水、空気に直接に接した伝熱効果が大となる。The spiked tire 2h shown in FIG. 14 has an M cylinder member 16h made of a material whose elastic modulus changes depending on temperature interposed between the tire 2 and the spike bottle 3. The cushioning material 16h is glued to the bottom surface of the flange portion 6 of the spike bottle 3, and in this state is cast into the tire.
The bottom surface of the cushioning material 16h is the tire 2 - the cushioning material 16h facing the hollow part of the spike bottle 3 which is solidified inside the body.
A rubber relief hole 21 is formed on the F side of the cushioning material 16h to allow the deformation of the cushioning material 16h, and the cushioning material 16h has a large heat transfer effect when it is in direct contact with ice, water, and air from the road surface. .
スパイクタイヤ２ｈでは緩衝材１６ｈは、そのほぼ全表
面をスパイクビンまたはタイヤに固着されているが、第
１５図に示すスパイクタイヤ２ｊの緩衝材１６ｊは上面
１９と下面２０を波板状とし、かつ中央には上下面を貞
通する孔２２を形成されている。緩衝材１６ｊに荷重が
かからないときには緩衝材１６ｊはスパイクビン３との
間及びタイヤ２との間に隙間２３をもつから、これらと
一体化している場合よりも相対的に弾性が大きくなるか
ら、緩衝材１６ｊに使用するゴムはより硬度の大きいも
のを使用可能で、強度上有利となるととにも、このよう
な緩衝材１６ｊに凹凸を設けることにより、スパイクビ
ン３の底面６ａとの接触面積を小さくすることができ、
従ってスパイクビン３のトレッド面への出し入れの調節
が容易となる。また隙間２３には氷水が侵入し、伝熱効
果が更に高まると共に、緩衝材１６ｊのＬ下面における
摩擦を減少させる。In the spiked tire 2h, the cushioning material 16h has almost its entire surface fixed to the spike bin or the tire, but the cushioning material 16j of the spiked tire 2j shown in FIG. A hole 22 is formed in the center, passing through the upper and lower surfaces. When no load is applied to the cushioning material 16j, the cushioning material 16j has a gap 23 between it and the spike bin 3 and between it and the tire 2, so its elasticity is relatively greater than when it is integrated with these. Rubber with higher hardness can be used for the material 16j, which is advantageous in terms of strength, and by providing unevenness on the cushioning material 16j, the contact area with the bottom surface 6a of the spike bin 3 can be reduced. can be made smaller,
Therefore, it becomes easy to adjust the insertion and removal of the spike bin 3 into and out of the tread surface. Furthermore, ice water enters the gap 23, further enhancing the heat transfer effect and reducing the friction on the lower surface of the L of the buffer material 16j.
第１６図に示ずスパイクビン３Ｑは、第１７図に示す従
来のスパイクビン１０３の改良型である。A spike bin 3Q not shown in FIG. 16 is an improved version of the conventional spike bin 103 shown in FIG.
すなわち、従来のスパイクビン１０３は丸型で、例えば
、フランジ部１０６の直径は１０ｍ１シヤンク１０５の
直径は５．５順、チップ１０７の直径は２．５ｍ、従っ
てシャンク頂部面積２３．７５ｍ、チップ頂部面積４．
９０−等の寸法であるのに対し、スパイクビン３つは縦
長型で、例えばフランジ部６Ｑの径は８．５ｍＸ７．Ｏ
ｍ、シャンク５ｇの径は６１１１１１Ｘ３．６Ｍ、チッ
プ７ｇの径は（３Ｍ乃至４ｓ）Ｘ１ＮＲ，従ってシャン
ク頂部面積２１．６ｍ、チップ頂部面積３７乃至／１．
ｍｔｌ笠の寸法で、従来より小型とし、使用材料を少
なくしつつ、氷雪面とのＩ！ｉ！擦に係わるチップの幅
は従来の２．５＃に対して３顛乃至４履と大ぎくし、か
つ縦長にすることにより、スパイクビン３ｇの回転を押
えるようにする。That is, the conventional spike bin 103 has a round shape, for example, the diameter of the flange portion 106 is 10 m, the diameter of the shank 105 is 5.5 m, the diameter of the tip 107 is 2.5 m, and the top area of the shank is 23.75 m. Area 4.
90mm, while the three spike bins are vertically elongated, for example, the diameter of the flange portion 6Q is 8.5m x 7. O
m, the diameter of the shank 5g is 611111X3.6M, the diameter of the tip 7g is (3M to 4s)X1NR, therefore the shank top area is 21.6m, the tip top area is 37 to /1.
The dimensions of the mtl hat are smaller than before, and while using less material, it can be used for ice and snow! i! The width of the tip involved in rubbing is increased to 3 to 4 inches compared to the conventional 2.5#, and by making it vertically long, the rotation of the spike bin 3g is suppressed.
［作用・効果］
このように構成されたスパイクタイヤ１は、タイヤ２自
身が従来のスタッドレスタイヤの機能を有し、氷雪路面
に適用可能に構成されている上、トレッド４からの突出
間が０．５履以下のエツジ部７を有するスパイクビン３
を埋め込まれており、ずべての氷雪路面環境温度で現在
のスタッドレスタイヤより大きな滑り止めは能を発揮す
る。特に、従来のスタッドレスタイヤの弱点であった比
較的高温の氷結路において車体？？ｉ重によって氷の表
面が溶けて水になり氷結路面の凹凸が無くなりスリップ
しやすいという点に対しては、スパイクビン３がこれを
補う。すなわち、スパイクビン３は、突出間が０．５Ｉ
ｎＩｎ以下と少ないが、比較的高温でしかも加圧され表
面が溶けた状態の軟い氷面には容易に喰込むことが可能
であるから、滑り止め機能を十分に果ず。またスパイク
ビン３のエツジ部７への荷重も小ざくなりその硬度もそ
れほど大きいことを必要としないから、スパイクビンは
構造が簡単かつ安価にできる。[Function/Effect] In the spike tire 1 configured as described above, the tire 2 itself has the function of a conventional studless tire, is configured to be applicable to icy and snowy road surfaces, and has a protrusion distance of 0 from the tread 4. Spike bin 3 having an edge portion 7 of .5 or less size
is embedded in the tires, and exhibits greater anti-slip performance than current studless tires in all types of icy and snowy road surface temperatures. Especially on relatively high-temperature icy roads, which was a weak point of conventional studless tires, the car's body? ? The spike bin 3 compensates for the fact that the surface of the ice melts into water due to the i weight, which eliminates the unevenness of the icy road surface and makes it easier to slip. That is, the spike bin 3 has a protrusion distance of 0.5I.
Although it is less than nIn, it can easily bite into the soft ice surface which is melted due to the relatively high temperature and pressure, so it does not sufficiently perform the anti-slip function. Furthermore, the load on the edge portion 7 of the spike bottle 3 is reduced and its hardness does not need to be so great, so the spike bottle can be constructed simply and inexpensively.
また、氷雪路から無氷雪路に入っても、スパイクビン３
は突出間が従来のスパイクビンに比して格段に小さくか
つ従来より小さい硬度の材料で構成され（ｑるから、路
面の損傷は従来に比して極めて少なくなり、またスパイ
クビンの摩耗も少なくなり、かつエツジ部７でひつかい
た氷片等が脚部５内にたまり、脚部５の周辺材料を早く
冷Ｍ１する効果をも生む。Also, even if you turn from an icy and snowy road to an ice-free road, the spike bin 3
The gap between the protrusions is much smaller than that of conventional spike bins, and it is made of a material with lower hardness than conventional spike bins, so there is far less damage to the road surface than before, and there is also less wear on the spike bins. At the same time, ice chips and the like caught at the edge portion 7 accumulate in the leg portion 5, which also produces the effect of rapidly cooling M1 the surrounding material of the leg portion 5.
更に、スパイクタイヤ１ｆのように、環境温度によりス
パイクビンをタイヤ踏面から出入れするにうに構成すれ
ば温度による応答が早くなり、路面損傷（よほとんど零
にすることができる。Furthermore, if the spike bin is constructed so that it can be moved in and out of the tire tread depending on the environmental temperature, as in the case of the spiked tire 1f, the response to temperature will be faster, and road surface damage can be reduced to almost zero.
他の実施例について同様の作用・効果が１ｑられる。Similar actions and effects are obtained for other embodiments.
以上の説明から明らかな通り、この発明によれば、冬期
タイヤとして積雪、氷結、無氷雪のづべての路面に極め
て良く適合して従来のスパイクタイヤとスタッドレスタ
イヤとの欠点を克服した、構造の簡単なスパイクタイヤ
を得ることができる。As is clear from the above description, the present invention has a structure that is extremely suitable for use as a winter tire on all road surfaces including snow, ice, and ice-free snow, and overcomes the drawbacks of conventional spiked tires and studless tires. You can easily get spiked tires.
【図面の簡単な説明】
第１図はこの発明の一実施例に係わるスパイクタイヤの
踏面を示す平面説明図、第２図は第１図に示すスパイク
タイヤのスパイクビンを示す斜視説明図、第３図は第２
図に示すスパイクビンの底面図、第４図はこの発明の他
の実施例に係わるスパイクタイヤのスパイクビンを示す
斜視説明図、第５図は更に他の実施例におけるスパイク
ビンを示す斜視説明図、第６図は更に他の実施例におけ
るスパイクビンを示す斜視説明図、第７図はこの発明の
更に他の実施例に係わるスパイクタイヤの踏面を示す平
面説明図、第８図は更に他の実施例におけるスパイクビ
ンを示す斜視説明図、第９図は第８図に示すスパイクビ
ンの斜視分解図、第１０図は第９図に示すスパイクビン
本体の展開図、第１１図はこの発明の更に他の実施例に
係わるスパイクタイヤの踏面を示す部分は破断斜視図、
第１２図は第１１図におけるＸＩ−ＸＩ部部所断面説明
図第１３図は第１１図に示ずスパイクタイヤのスパイク
ビンを示す斜視説明図、第１４図は更に他の実施例に係
わるスパイクタイヤを示す断面説明図、第１５図（ａ）
は更に他の実施例に係わるスパイクタイヤを示す断面説
明図、第１５図（ｂ）は第１５図（ａ）に示すスパイク
タイヤの緩衝材を示す斜８２説明図、第１６図は更に伯
の実施例に３５けるスパイクビンを示す斜視説明図、及
び第１７図は従来のスパイクビンを示す斜視説明図であ
る。
１・・・スパイクタイヤ ２・・・タイヤ ３・・
・スパイクビン ４・・・トレッド部 ５・・・脚
部 ６・・・フランジ部 ７・・・エツジ部 ８
・・・スパイクピン本体 １１・・・支持板 １２
・・・長孔１３・・・係止部 １４・・・端部 １
５・・・段１６・・・緩衝材 １７・・・凹部 １
８・・・底面１９・・・上面 ２０・・・下面 ２
１・・・穴 ２２・・・孔 ２３・・・隙間 １
０３・・・スパイクビン１０５・・・シャンク １０
６・・・フランジ部１０７・・・チップ
′１立２ユ
第１図
第２図
第３図
第４図 第５図
第８図 第９図
第１０図
第１１図
第１２図 第、３図
寸 Ｃ％Ｊ ｃＸＪ
ｒｏ−
ｒ〇 −[BRIEF DESCRIPTION OF THE DRAWINGS] FIG. 1 is a plan view showing the tread of a spiked tire according to an embodiment of the present invention, FIG. 2 is a perspective view showing a spike bin of the spiked tire shown in FIG. 1, and FIG. Figure 3 is the second
FIG. 4 is a perspective explanatory view showing a spike bin for a spiked tire according to another embodiment of the present invention, and FIG. 5 is a perspective explanatory diagram showing a spike bin in yet another embodiment. , FIG. 6 is a perspective explanatory view showing a spike bin according to still another embodiment, FIG. 7 is a plan explanatory view showing the tread of a spiked tire according to still another embodiment of the present invention, and FIG. 8 is a perspective view showing a spike bin according to still another embodiment. FIG. 9 is a perspective exploded view of the spike bottle shown in FIG. 8, FIG. 10 is a developed view of the spike bottle main body shown in FIG. 9, and FIG. Furthermore, a section showing the tread of a spiked tire according to another embodiment is a cutaway perspective view,
FIG. 12 is an explanatory cross-sectional view of a section XI-XI in FIG. 11. FIG. 13 is a perspective explanatory view showing a spike bin of a spiked tire not shown in FIG. 11. FIG. Cross-sectional explanatory diagram showing the tire, FIG. 15(a)
15(b) is a cross-sectional explanatory view showing a spiked tire according to another embodiment, FIG. 15(b) is a diagonal 82 explanatory view showing the cushioning material of the spiked tire shown in FIG. FIG. 17 is a perspective explanatory view showing a spike bin in Example 35, and FIG. 17 is a perspective explanatory view showing a conventional spike bin. 1...Spike tires 2...Tires 3...
・Spike bottle 4...Tread part 5...Leg part 6...Flange part 7...Edge part 8
...Spike pin body 11...Support plate 12
...Long hole 13...Locking part 14...End part 1
5... Step 16... Cushioning material 17... Concave portion 1
8...Bottom surface 19...Top surface 20...Bottom surface 2
1... Hole 22... Hole 23... Gap 1
03...Spike bottle 105...Shank 10
6...Flange portion 107...Tip '1'2 Fig. 1 Fig. 2 Fig. 3 Fig. 4 Fig. 5 Fig. 8 Fig. 9 Fig. 10 Fig. 11 Fig. 12 Fig. 3 Dimensions C%J cXJ ro- r〇 -
Claims (1)
以下のゴムをもつてタイヤトレッド部の少なくとも一部
を構成され、かつ前記タイヤトレッドからの突出高さが
前記環境温度帯で０．５ｍｍ以下であるスパイクピンを
前記タイヤトレッドに埋め込んで備えることを特徴とす
るスパイクタイヤRubber hardness in the environmental temperature range of -5℃ to 0℃ is 70
A spike pin is embedded in the tire tread, and the tire tread portion is made up of at least a portion of the following rubber, and the height of the protrusion from the tire tread is 0.5 mm or less in the environmental temperature range. Featured spike tires
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62078113A JPS63242703A (en) | 1987-03-31 | 1987-03-31 | Spike tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62078113A JPS63242703A (en) | 1987-03-31 | 1987-03-31 | Spike tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS63242703A true JPS63242703A (en) | 1988-10-07 |
| JPH0411402B2 JPH0411402B2 (en) | 1992-02-28 |
Family
ID=13652830
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62078113A Granted JPS63242703A (en) | 1987-03-31 | 1987-03-31 | Spike tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS63242703A (en) |
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04213690A (en) * | 1990-03-14 | 1992-08-04 | Mitsubishi Materials Corp | Drilling tool |
| JPH04110603U (en) * | 1991-03-13 | 1992-09-25 | 勇 宮 | Structure of spiked tires |
| JP2004082882A (en) * | 2002-08-27 | 2004-03-18 | Kawanona Shoji:Kk | Pollution preventing movable spike pin |
| US7900669B2 (en) | 2002-11-04 | 2011-03-08 | Nokian Tyres Plc | Tire with quadrangular studs |
| JP2013023110A (en) * | 2011-07-22 | 2013-02-04 | Bridgestone Corp | Tire stud and studded tire |
| WO2014027146A1 (en) * | 2012-08-17 | 2014-02-20 | Scason Oy | Stud for studded tire, and studded tire |
| JP2015058787A (en) * | 2013-09-18 | 2015-03-30 | 東洋ゴム工業株式会社 | Stud for tire and pneumatic stud tire |
| WO2016080293A1 (en) * | 2014-11-21 | 2016-05-26 | 株式会社ブリヂストン | Stud and studdable tire |
| WO2016204128A1 (en) * | 2015-06-15 | 2016-12-22 | 株式会社ブリヂストン | Stud and tire |
| WO2018158800A1 (en) * | 2017-02-28 | 2018-09-07 | 横浜ゴム株式会社 | Stud pin and studded tire |
| WO2018158802A1 (en) * | 2017-02-28 | 2018-09-07 | 横浜ゴム株式会社 | Stud pin and studded tire |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59124413A (en) * | 1982-12-30 | 1984-07-18 | Yokohama Rubber Co Ltd:The | Pneumatic tire for ice and snow covered road |
| JPS6115606U (en) * | 1984-07-03 | 1986-01-29 | 住友ゴム工業株式会社 | spike tires |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5497355A (en) * | 1978-01-18 | 1979-08-01 | Yokogawa Hokushin Electric Corp | Oscillation circuit |
-
1987
- 1987-03-31 JP JP62078113A patent/JPS63242703A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59124413A (en) * | 1982-12-30 | 1984-07-18 | Yokohama Rubber Co Ltd:The | Pneumatic tire for ice and snow covered road |
| JPS6115606U (en) * | 1984-07-03 | 1986-01-29 | 住友ゴム工業株式会社 | spike tires |
Cited By (19)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04213690A (en) * | 1990-03-14 | 1992-08-04 | Mitsubishi Materials Corp | Drilling tool |
| JPH04110603U (en) * | 1991-03-13 | 1992-09-25 | 勇 宮 | Structure of spiked tires |
| JP2004082882A (en) * | 2002-08-27 | 2004-03-18 | Kawanona Shoji:Kk | Pollution preventing movable spike pin |
| US7900669B2 (en) | 2002-11-04 | 2011-03-08 | Nokian Tyres Plc | Tire with quadrangular studs |
| US8113250B2 (en) | 2002-11-04 | 2012-02-14 | Nokian Tyres Plc | Tire with quadrangular studs |
| JP2013023110A (en) * | 2011-07-22 | 2013-02-04 | Bridgestone Corp | Tire stud and studded tire |
| WO2014027146A1 (en) * | 2012-08-17 | 2014-02-20 | Scason Oy | Stud for studded tire, and studded tire |
| JP2015058787A (en) * | 2013-09-18 | 2015-03-30 | 東洋ゴム工業株式会社 | Stud for tire and pneumatic stud tire |
| WO2016080293A1 (en) * | 2014-11-21 | 2016-05-26 | 株式会社ブリヂストン | Stud and studdable tire |
| WO2016204128A1 (en) * | 2015-06-15 | 2016-12-22 | 株式会社ブリヂストン | Stud and tire |
| JP2017001619A (en) * | 2015-06-15 | 2017-01-05 | 株式会社ブリヂストン | Stud and tire |
| WO2018158800A1 (en) * | 2017-02-28 | 2018-09-07 | 横浜ゴム株式会社 | Stud pin and studded tire |
| WO2018158802A1 (en) * | 2017-02-28 | 2018-09-07 | 横浜ゴム株式会社 | Stud pin and studded tire |
| JPWO2018158800A1 (en) * | 2017-02-28 | 2019-12-19 | 横浜ゴム株式会社 | Stud pins and stud tires |
| JPWO2018158802A1 (en) * | 2017-02-28 | 2019-12-19 | 横浜ゴム株式会社 | Stud pins and stud tires |
| RU2716532C1 (en) * | 2017-02-28 | 2020-03-12 | Дзе Йокогама Раббер Ко., Лтд. | Stud pin and studded tire |
| RU2716522C1 (en) * | 2017-02-28 | 2020-03-12 | Дзе Йокогама Раббер Ко., Лтд. | Stud pin and studded tire |
| US11524530B2 (en) | 2017-02-28 | 2022-12-13 | The Yokohama Rubber Co., Ltd. | Stud pin and studded tire |
| US11827061B2 (en) | 2017-02-28 | 2023-11-28 | The Yokohama Rubber Co., Ltd. | Stud pin and studded tire |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0411402B2 (en) | 1992-02-28 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EXPY | Cancellation because of completion of term |