JPH08300918A - Antiskid tool for tyre - Google Patents

Abstract

PURPOSE: To prevent the coming off of a spike pin and also reduce the working steps of production and produce the antiskid tool for a tyre simply. CONSTITUTION: In the antiskid for a tyre in which the antiskid tool main body 1 wound to a tyre is constituted mainly of a rubber material and in whose antiskid tool main body 1 a spike pin 11 is burried so as to be projected from a ground surface side, a hard part 12 constituted by a hard rubber material with higher hardness than that of the rubber material of the antiskid tool main body 1 is installed on the ground surface side at least around the spike pin 11 of the antiskid tool main body 1.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a tire anti-skid.

[0002]

2. Description of the Related Art A non-slip device for a tire is provided with a non-slip device body which is mainly made of a rubber material and is mounted on a tire. The anti-skid device has a spike pin projecting from a grounding surface side. However, in the conventional anti-skid device for tires of this type, a fiber material is provided around the body of the spike pin as a countermeasure against the drop of the spike pin (Actual Publication Sho 3-3560).
2). In addition, as another conventional anti-skid tool for tires, there is one in which the surface of the spike pin is treated with an adhesive so that it is firmly bonded during vulcanization.

[0003]

Therefore, in the conventional case,
In the case of using the fibrous material, the fibrous material has to be arranged around the spike pin body for each spike pin, which requires a great deal of work. Further, the fiber material may flow out and be exposed due to the flow of rubber during vulcanization in the mold. In such a case, there is a problem in that the appearance of the anti-skid device for tires is deteriorated or it takes time to remove the protruding fibrous material.

Further, in the case of using an adhesive, an additional step of treating the adhesive is required, and the number of steps of manufacturing the anti-skid device for tires increases, which makes manufacturing very troublesome. In view of the above problems, the present invention can prevent the spike pin from coming off, reduce the number of work steps for manufacturing the anti-skid device for a tire, and make it possible to easily manufacture the anti-skid device for a tire.

[0005]

According to a first technical means of the present invention for solving the technical problem, a main body 1 of a non-slip member mounted on a tire 6 is mainly made of a rubber material. In the anti-skid device for tires in which the spike pin 11 is embedded in the anti-skid body 1 so as to project from the ground surface side, at least on the ground surface side around the spike pin 11 of the anti-skid body 1,
The point is that a hard portion 12 made of a hard rubber material having a hardness higher than that of the rubber material of the anti-skid body 1 is provided.

The second technical means of the present invention is that the hard portion 12 is made of a hard rubber material whose hardness increases to a greater extent than the rubber material of the anti-skid body 1 at lower temperatures. It is in. A third technical means of the present invention is that the hard rubber material of the hard portion 12 has a styrene component ratio of 25%.
The point is that the above styrene and butadiene copolymers are blended.

[0007]

The hard portion 12 can effectively prevent the spike pin 11 from coming off the antiskid body 1. Moreover, unlike the conventional method, there is no need to dispose the fibrous material or remove the protruding fibrous material or to separately perform the adhesive treatment process, and the tire slipper can be easily made with a small number of working steps. Can be manufactured.

[0008]

The present invention will be described below with reference to the illustrated embodiments. 1 and 2, reference numeral 1 denotes a main body of a non-slip member mounted on a tire, which is mainly made of a rubber material and is formed in a net shape having a large number of meshes 2. The non-slip body 1 has long and narrow rectangular plate-shaped connecting portions 3 at both ends in the longitudinal direction.
Connecting holes 4 are provided at both ends of the connecting portion 3, and the connecting fittings 5 are detachably engaged with the connecting holes 4 so that the connecting portions 3 are connected to each other as shown in FIG. It has become.

Spike pins 11 are arranged in a row in the longitudinal direction on the anti-skid body 1, and each spike pin 11 is embedded in the anti-skid body 1 so as to project from the ground surface side. A hard portion 12 made of a hard rubber material having a hardness higher than that of the rubber material of the anti-skid body 1 is provided on the ground surface side of the anti-skid body 1. The hard portion 12 is provided so as to cover the entire range in which the spike pins 11 are arranged in a row.
The hard portion 12 is made of a hard rubber material whose hardness increases more than the rubber material of the anti-skid body 1 at lower temperatures. The hard rubber material of the hard portion 12 is formed by blending a styrene-butadiene copolymer having a styrene component ratio of 25% or more.

The rubber material of the main body 1 of the non-slip member and the hard rubber material of the hard portion 12 have a low temperature hardness (JI) as shown in the following table.
S A) is set.

[0011]

[Table 1]

The styrene-butadiene copolymer used for the rubber material of the anti-skid body 1, the hard rubber material (1) of the hard portion 12, and the hard rubber material (1) of the hard portion 12 is
It consists of the following: Rubber material of the non-skid body; styrene component 23.5% Hard rubber material of hard part (1); Styrene component 37.5% Hard rubber material of hard part (2); Styrene component 28.5% A method for manufacturing the anti-skid body 1 will be described.

As shown in FIG. 3, the hard portion 1 is previously provided around the waist.
The spike pin 11 in which the hard rubber sheet 26 forming the second part is fitted is fitted to the positioning pin 28 of the molding die 27 and is arranged in the molding die 27. Next, the rubber material 30 of the anti-skid body 1 having the core material 29 is stretched around the molding die 27, and then pressure is applied to perform vulcanization or transfer to another die for vulcanization.

Alternatively, as shown in FIG. 4, the hard rubber sheet 26 forming the hard portion 12 is inserted into the positioning pin 35 of the molding die 34. The rubber material 30 of the anti-skid body 1 having the core material 29 is stretched over the hard rubber sheet 26, and then pressure is applied to perform vulcanization or transfer to another mold for vulcanization. Next, as shown in FIGS. 5 and 6, the spike pin 11 is driven into the antiskid body 1.

FIG. 8 shows another embodiment, in which the hard portion 12 provided on the ground contact surface side of the anti-skid body 1 is formed separately for each spike pin 11, and each hard portion 12 is provided with a different structure. It is arranged only around the spike pin 11. The other points are the same as those of the above-mentioned embodiment. 9 and 10 show another embodiment for preventing the spike pin from coming off, and the spike pin 11 has a large-diameter head portion 15, a small-diameter body portion 16 and a cylindrical caulking portion 17. An attachment hole 19 for attaching the spike pin 11 is provided in the antiskid body 1.
The mounting hole 19 has a large diameter hole portion 20 corresponding to the head portion 15 of the spike pin 11 and a small diameter hole portion 21 corresponding to the body portion 16.
And a storage hole 22 for storing the crimped portion 17 of the spike pin 11. The spike pin 11 is inserted into the mounting hole 19 from the side of the caulking portion 17, the head portion 15 is fitted into the large diameter hole portion 20, and the body portion 16 is inserted into the small diameter hole portion 21 to accommodate the caulking portion 17 in the accommodation hole. The caulking portion 1 is made to protrude from the side of the portion 22 and the washer 23 is externally fitted to the protruding caulking portion 17.
By caulking 7, the spike pin 11 is fixed to the anti-skid body 1, and the washer 23 and the caulking portion 17 are housed in the housing hole portion 22.

Then, as shown in FIG.
The diameter of the large-diameter hole portion 20 is A, the depth of the large-diameter hole portion 20 is B,
The diameter of the small-diameter hole portion 21 is C, the diameter of the storage hole portion 22 is D, and the diameter of the head portion 15 of the spike pin 11 is a.
Where B is the height, B is the diameter of the body portion 16 and D is the diameter of the washer 23, B ≦ R and A ≦ A are set. In this case, even if B = B and A = B, the spike pin 11 is more firmly fixed than the conventional product (the mounting hole has no large-diameter hole portion), but the protrusion height of the spike pin 11 toward the grounding surface side is the anti-skid body 1 Becomes slightly smaller, and when the caulking portion 17 is caulked, the head portion 15 of the spike pin 11
Easily enters the anti-skid body 1 and brakes on an icy road,
Startability is poor. Therefore, B <B, preferably B is approximately 1/3 to 1/2 of the height B of the head 15 of the spike pin 11.
Set to the depth of. Further, in order to further secure the fixing of the head portion 15 of the spike pin 11, A <a, preferably A
The diameter a of the head 15 of the spike pin 11 is approximately 0.7 to
The size is set to 0.9.

Regarding the relationship between the small-diameter hole portion 21 and the body portion 16, C <c, preferably C is the body portion 16 of the spike pin 11.
The diameter is set to approximately 0.4 to 0.6.
The relationship between the storage hole 22 and the washer 23 is set to D> D. The above range is the anti-skid body 1
It is preferable that the size of the mounting hole 19 side of the above is smaller than the size of the spike pin 11 side so that the spike pin 11 can be tightly fixed, but if it is too tight, the mounting hole of the anti-skid body 1 when the spike pin 11 is inserted. The area around 19 is prone to cracking, especially on the insertion side of the mounting hole 19. Therefore, the non-skid body 1
Also, a large radius is conically formed on the arrow F and arrow F portion of the spike pin 11. As a result, it is possible to effectively prevent the occurrence of cracks around the mounting hole 19.

Further, as shown in FIG. 9, the depth of the storage hole portion 22 is E, and the caulking portion 17 is from the small diameter hole portion 21 to the storage hole portion 22.
When the height protruding to the side is E, E ≧ E is set, which prevents the caulking portion 17 from being caught on the surface of the tire 6. Then, as in the above embodiment,
A hard portion 12 made of a hard rubber material having a hardness higher than that of the rubber material of the anti-skid body 1 is provided on at least the grounding surface side around the spike pin 11 of the anti-skid body 1.
A hard portion 25 similar to the hard portion 12 may be provided around the small-diameter hole portion 21 on the side of the storage hole portion 22 in order to make the spike pin 11 more difficult to pull out.

FIG. 7 shows another embodiment. In the above embodiment, a hard portion 12 made of a hard rubber material is provided on at least the grounding surface side of the anti-skid body 1 around the spike pin 11. Although the structure is similar, the meshes 2a on both ends in the longitudinal direction of the anti-skid body 1 are formed to be large so as to protrude to the connecting portion 3 side, whereby both longitudinal ends of the anti-skid body 1 are lightweight. The difference is that it has changed.

That is, as shown in FIG. 11, in the conventional anti-skid body 1, the meshes 2a at both longitudinal ends are formed in a range that does not extend to the connecting portion 3 side, and the connecting portion 3 is wide. Therefore, both ends in the longitudinal direction of the anti-skid body 1 become heavy in mass, and when the anti-skid body 1 is mounted on the tire 6 as shown in FIG. When the vehicle 6 is easily lifted from the tire 6, and the degree of this lifting is large, the anti-skid body 1 comes into contact with the tire house (fender) of the vehicle when the vehicle speed is increased or accelerated, and the anti-skid tool In some cases, the main body 1 was cut off or the anti-skid body 1 was disengaged from the tire 6 due to deviation. Such floating of the anti-skid body 1 was particularly large at both ends in the longitudinal direction of the anti-skid body 1.
Therefore, the meshes 2a on both longitudinal ends of the anti-skid body 1 are formed to be large so as to protrude to the connecting portion 3 side to reduce the weight of the both ends, thereby preventing the anti-skid body 1 from rising. is there. Since the longitudinal ends of the anti-skid body 1 are connected to each other, they are strong in strength and easily wear during running, so a wide width is desirable, but a heavy weight causes a large uplift, resulting in a narrow width. Is contrary to what is desirable. Therefore, in order to make up for both of them, it should be noted that while the connecting portion 3 runs, the wear of the portion indicated by the hatched arrow H in FIG. 11 is severe, but the wear of the other portions is very small. Then, by making the inner end side of the connection portion 3 into a shape (pattern) which is obtained by scooping out, the both ends in the longitudinal direction of the anti-skid body 1 are lightened to prevent lifting. Also, the parts that are heavily worn are left as they are, so that durability is not reduced.
Further, by attaching the above-mentioned spike pin 11a to the connecting portion 3, abrasion of both longitudinal end portions of the anti-skid body 1 is suppressed.

[0021]

According to the present invention, a hard rubber material having a hardness higher than that of the rubber material of the anti-skid body 1 is provided on at least the grounding surface side around the spike pin 11 of the anti-skid body 1. Since the portion 12 is provided, the hard portion 12 can effectively prevent the spike pin 11 from coming off, and
The number of working steps is reduced, and the anti-skid device for a tire can be easily manufactured.

[Brief description of drawings]

FIG. 1 is a sectional view taken along line AA of FIG. 2 showing an embodiment of the present invention.

FIG. 2 is a plan view of a non-slip body.

FIG. 3 is a cross-sectional view showing the manufacturing process of the anti-skid body.

FIG. 4 is a cross-sectional view showing the manufacturing process of the anti-skid body.

FIG. 5 is a cross-sectional view showing the manufacturing process of the anti-skid body.

FIG. 6 is a cross-sectional view showing the manufacturing process of the anti-skid body.

FIG. 7 is a plan view of an anti-skid body according to another embodiment.

FIG. 8 is a sectional view showing another embodiment.

FIG. 9 is a cross-sectional view showing another embodiment.

FIG. 10 is an exploded sectional view of the same.

FIG. 11 is a plan view showing a conventional non-skid body.

FIG. 12 is a perspective view showing a mounted state of the anti-skid body.

[Explanation of symbols]

 1 Anti-slip body 6 Tire 11 Spike pin 12 Hard part

Claims (3)

[Claims] 1. A non-slip body (1) mounted on a tire (6) is mainly made of a rubber material, and the non-slip body (1) is
In the anti-skid device for a tire in which the spike pin (11) is embedded so as to project from the grounding surface side, the non-slip member is provided at least on the grounding surface side around the spike pin (11) of the anti-skid body (1). A non-skid tire, comprising a hard part (12) made of a hard rubber material having a hardness higher than that of the rubber material of the tool body (1). 2. The hard portion (12) is made of a hard rubber material whose hardness increases to a greater extent than the rubber material of the anti-skid body (1) at lower temperatures. Item 1. The anti-skid device for a tire according to Item 1. 3. The hard rubber material of the hard part (12) is formed by blending a styrene-butadiene copolymer having a styrene component ratio of 25% or more. Anti-skid device for tires.