Optimized manufacturing method and product of anti-skid rivet core of vehicle tire

Abstract

The invention relates to the technical field of anti-skid nails, and discloses an optimized manufacturing method of an anti-skid nail core of a vehicle tire and a product, and the optimized manufacturing method comprises the following steps: S1, selecting a metal material meeting requirements as a core body raw material, preparing other proper materials for manufacturing a mounting seat, and performing quality detection on all the materials to obtain a core body; and the performance indexes meet the manufacturing requirements. By means of the curve form of the limiting plate, circumferential rigid rotation prevention can be achieved, vibration impact can be relieved, hard abrasion can be reduced, the conical transition sleeve below the limiting plate plays a guiding and positioning role in the assembling process, the fitting degree can be automatically compensated along with slight displacement of the core body, axial one-way locking is formed in cooperation with the 45-degree oblique angle of the boss, and the locking effect is good. Meanwhile, the contact area of the core body and the mounting seat is increased by the edge surfaces so as to disperse stress and reduce shaking, and rotation of the core body is further blocked by matching with the inclination angles of the regular polygon bottom surface of the core body and the edge surfaces.

Description

Technical Field

[0001] This invention relates to the field of anti-skid stud technology, and in particular to an optimized manufacturing method and product for anti-skid stud cores for vehicle tires. Background Technology

[0002] One method of preventing tire slippage during winter driving is to use mechanical anti-skid measures. Previously, snow chains were installed on the tires to prevent slippage. However, because installing snow chains is inconvenient and can affect vehicle handling, many people are unwilling to install them. In recent years, a special anti-skid tire has been developed abroad, replacing snow chains and gaining popularity among users. Existing anti-skid tires consist of a set of anti-skid systems, including studs, evenly distributed and fixed on the tire and corresponding to the rim, and can be used according to road conditions. The most common anti-skid tire on the market today is Bridgestone's BLIZZAK snow and ice tire. As mentioned above, this tire has studs, ensuring grip on icy and snowy roads and effectively preventing tire slippage in winter. When a car is driving on slippery icy and snowy roads, the anti-skid system works by pressing the studs into the ice and snow. The studs embedded in the ice and snow generate tangential force, thereby achieving the purpose of anti-skid and improving the car's passability and safety. When the anti-skid system is not needed, the studs can be retracted. To ensure the wear resistance of anti-skid tires, the stud cores used in these tires are generally made of hard alloy material (as disclosed in Chinese patent application No. 200410007143, entitled "Anti-skid Studs for Automobile Tires and Manufacturing Method"). Due to the high cost of hard alloys, the price of these stud cores is also relatively high, which limits the application of such studs and anti-skid tires. Therefore, it is necessary to improve this.

[0003] Although the prior patent CN101100159B, which describes a method and product for manufacturing anti-skid studs for vehicle tires, proposes using metal material to create a cylindrical body that is wider at the top and narrower at the bottom, and to ensure the connection between the anti-skid stud and the tire, a mating surface is formed at one end of the anti-skid stud to match the installation position on the anti-skid tire, and to reduce the amount of material used in the anti-skid stud, a method of removing part of the material is used on the side and / or bottom surface of the mating surface to reduce the amount of material used in the anti-skid stud, thus processing the side and / or bottom surface of the mating surface into an incomplete regular shape, thereby reducing the amount of material used in the anti-skid stud core. However, this application relies solely on the fit of the mating surface to maintain the connection. During driving, tire vibration can cause gaps to gradually form between the anti-skid stud core and the outer sheath, potentially leading to the stud core falling off. Furthermore, under conditions of repeated tire deformation and temperature changes, the fit accuracy of the mating surface is prone to decrease, resulting in the anti-skid stud core shaking, accelerated wear of the anti-skid stud core, and shortened service life. Summary of the Invention

[0004] The purpose of this invention is to provide an optimized manufacturing method and product for vehicle tire anti-skid studs, so as to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: an optimized manufacturing method for vehicle tire anti-skid stud cores, comprising the following steps: S1. Select suitable metal materials as core raw materials, and prepare other suitable materials for making the mounting base. Conduct quality tests on all materials to ensure that their performance indicators meet the manufacturing requirements. S2. Using turning and milling processes, the metal material is processed into a columnar body with a top surface, mating surface and edge surface. The dimensional accuracy and surface roughness of each surface are guaranteed to meet the design requirements. The inclination angle of the edge surface is precisely controlled to be within the range of 20°-30°. At the same time, the bottom surface of the core is processed into a regular polygon with the number of sides controlled to be 3-7. S3. The mounting base is manufactured by injection molding or casting process. The placement cavity and the mounting cavity corresponding to the mating surface and the edge surface are precisely opened inside the mounting base to ensure that the two are connected. At the same time, the limiting groove, fixing groove and transition groove are opened on the inner wall of the placement cavity. A wave-shaped top plate is embedded on the surface of the mounting base. Multiple diamond grooves are opened on the outer circumference of the mounting base, and the groove wall of the diamond groove is inclined at 60° to the surface of the mounting base. S4. Fix the limiting plate, transition sleeve and boss in sequence on the outer periphery of the mating surface of the core, so that the transition sleeve is fixed below the limiting plate and fits against the lower surface of the limiting plate. Then, insert the core into the mounting base so that the limiting plate is engaged in the limiting groove, the transition sleeve is engaged in the transition groove, and the boss is engaged in the fixing groove, ensuring that each component is assembled firmly and in accurate position.

[0006] The present invention also provides a vehicle tire anti-skid stud core, including a mounting base and a core body inserted inside the mounting base. The core body is a columnar body made of metal material. The core body includes a top surface, a mating surface and a ridge surface from top to bottom. The mounting base has a placement cavity and an installation cavity corresponding to the mating surface and the ridge surface, and the placement cavity and the installation cavity are connected to each other. A limiting plate, a transition sleeve, and a boss are fixed to the outer periphery of the mating surface. The transition sleeve is located below the limiting plate. The limiting plate is "S"-shaped, and the cross-section of the transition sleeve is conical. The thickness of the limiting plate corresponds to that of the transition sleeve. The boss has a 45° bevel on its side. The inner wall of the placement cavity has a limiting groove, a fixing groove, and a transition groove. The limiting plate is engaged in the limiting groove, the transition sleeve is engaged in the transition groove, and the boss is engaged in the fixing groove.

[0007] Preferably, the facets fit against the inner wall of the mounting cavity, the bottom surface of the core is a regular polygon with 3-7 sides, the inclination angle of the facets is 20°-30°, and the surface of the mounting base is also fitted with multiple top plates, which are wavy.

[0008] Preferably, it also includes a protrusion fixed to the surface of the prism, and the mounting cavity has a groove corresponding to the protrusion, and the protrusion can be engaged in the groove.

[0009] Preferably, it further includes a mounting groove formed on the upper surface of the boss, a locking block is fixed to the inner wall of the mounting groove, and a corresponding slot is formed in the inner wall of the fixing groove, the locking block is engaged in the slot, and the inclination angle of the locking block is 45°.

[0010] The technical effects and advantages of this invention are as follows: This invention achieves circumferential rigidity and anti-rotation through the curved shape of the limiting plate, while also mitigating vibration impact and reducing hard wear. The conical transition sleeve below it serves as a guide and positioner during assembly and automatically compensates for the fit with slight displacement of the core. Combined with the 45° angle of the boss, it forms axial one-way locking, reducing the gap caused by vibration. At the same time, the facet increases the contact area between the core and the mounting base to disperse stress and reduce shaking. The inclination angle between the bottom surface and the facet of the regular polygon of the core further prevents the core from rotating. The wave-shaped top plate of the mounting base adapts to the dynamic deformation of the tire, buffering stress accumulation while increasing the number of contact points to improve fit and reduce the risk of component wear and loosening. Attached Figure Description

[0011] Figure 1 This is a three-dimensional structural diagram of the anti-skid stud core for vehicle tires according to Embodiment 1 of the present invention; Figure 2 This is a front sectional view of the anti-skid stud core for vehicle tires according to Embodiment 1 of the present invention; Figure 3 This is a schematic diagram of the anti-skid stud core for vehicle tires according to Embodiment 1 of the present invention; Figure 4 This is a schematic diagram of the mounting base for the vehicle tire anti-skid stud core according to Embodiment 1 of the present invention; Figure 5 For the present invention Figure 4 Enlarged view of point A in the middle; Figure 6 This is a front sectional view of the anti-skid stud core for vehicle tires according to Embodiment 2 of the present invention; Figure 7 This is a schematic diagram of the mounting base for the vehicle tire anti-skid stud core according to Embodiment 2 of the present invention; Figure 8 This is a schematic diagram of the anti-skid stud core for vehicle tires according to Embodiment 2 of the present invention; Figure 9 This is a front sectional view of the anti-skid stud core for vehicle tires according to Embodiment 3 of the present invention; Figure 10 For the present invention Figure 9 Enlarged view of point B in the middle; Figure 11 This is the mounting base for the vehicle tire anti-skid stud core according to Embodiment 3 of the present invention; Figure 12 For the present invention Figure 11 A magnified view of point C in the middle.

[0012] In the diagram: 1. Core; 101. Mating surface; 102. Edge face; 103. Top surface; 104. Limiting plate; 105. Boss; 106. Transition sleeve; 2. Mounting base; 201. Placement cavity; 202. Mounting cavity; 203. Limiting groove; 204. Fixing groove; 205. Transition groove; 206. Top plate; 3. Protrusion; 4. Groove; 5. Mounting groove; 6. Locking block; 7. Locking slot. Detailed Implementation

[0013] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0014] Example 1 This invention provides, for example Figures 1 to 5 The vehicle tire anti-skid stud core shown includes a mounting base 2 and a core 1 inserted inside the mounting base 2. The core 1 is a columnar body made of metal material. The core 1 includes a top surface 103, a mating surface 101 and a ridge surface 102 from top to bottom. The mounting base 2 has a placement cavity 201 and an installation cavity 202 corresponding to the mating surface 101 and the ridge surface 102. The placement cavity 201 and the installation cavity 202 are connected.

[0015] A limiting plate 104, a transition sleeve 106, and a boss 105 are fixed to the outer periphery of the mating surface 101. A limiting groove 203, a fixing groove 204, and a transition groove 205 are formed on the inner wall of the placement cavity 201. This improves the connection between the core 1 and the mounting base 2 from three dimensions: circumferential, axial, and fit. It reduces the probability of gaps in the mating surface 101 due to vibration and deformation, and reduces relative wear between components. The limiting plate 104 is "S"-shaped. When the limiting plate 104 is engaged with the limiting groove 203, its S-shaped curve not only forms a rigid circumferential limit on the core 1, blocking the rotation tendency of the core 1, but also provides a certain elastic deformation space to buffer the impact force when the tire vibrates and reduce hard wear at the limiting part. The thickness of the limiting plate 104 corresponds to that of the transition sleeve 106. The limiting plate 104 is engaged with the limiting groove 203. Inside the groove 203, the transition sleeve 106 is engaged inside the transition groove 205. The transition sleeve 106 has a conical cross-section and is located below the limiting plate 104. The transition sleeve 106 engages in the corresponding transition groove 205, which can play a guiding and positioning role during the assembly process, making the docking of the core 1 and the mounting base 2 smoother and more precise. Moreover, the conical cross-section of the transition sleeve 106 allows the fit of the mating surface 101 to automatically compensate for slight displacement of the core 1, reducing the gap caused by vibration. The boss 105 is engaged inside the fixing groove 204. The side of the boss 105 has a 45° bevel. The beveled surface of the boss 105 facilitates quick engagement during assembly. When the core 1 is subjected to axial pull-out force, the opposite side wall of the bevel will tightly abut against the inner wall of the fixing groove 204, strengthening the axial anti-pull-out capability.

[0016] The facet 102 fits snugly against the inner wall of the mounting cavity 202, increasing the contact area between the core 1 and the mounting base 2. This not only disperses the impact force borne by the core 1 during driving, avoiding structural damage caused by local stress concentration, but also improves the fit between the facet 102 and the mounting cavity 202, reducing the sway space of the core 1. The bottom surface of the core 1 is a regular polygon with 3-7 sides. The inclination angle of the facet 102 is 20°-30°. The edges of the polygon can form multi-point circumferential limiting with the inner wall of the mounting cavity 202, combined with the inclined guidance of the facet 102. To block the rotation tendency of the core 1 from multiple directions, the surface of the mounting base 2 is also embedded with multiple top plates 206. The top plates 206 are wavy and can adapt to the dynamic deformation of the tire during driving. When the tire deforms due to road undulations and pressure changes, the wavy curve of the top plate 206 can follow the deformation of the tire to produce a slight elastic fit, reducing the stress accumulation between the mounting base 2 and the tire. In addition, the concave and convex structure of the waves increases the contact points with the tire, further improving the fit of the mounting base 2 on the tire and reducing the sway amplitude of the mounting base 2 itself.

[0017] Example 2 Based on Example 1, please refer to Figure 6 , Figure 7 and Figure 8 It also includes protrusions 3 fixed to the surface of the facet 102. The mounting cavity 202 has a groove 4 corresponding to the protrusions 3. The protrusions 3 can be engaged in the groove 4. The engagement of the protrusions 3 and the groove 4 can fill the gap between the conical surface and the mounting cavity 202, reducing the wobbling allowance of the core 1. At the same time, the small volume structure of the protrusions 3 can produce slight elastic deformation during vibration, which plays a role in buffering and reducing wear, avoiding the hard friction between the core 1 and the mounting base 2 from aggravating wear. It can not only enhance the circumferential anti-rotation effect, but also supplement the axial limiting support, making the fit between the core 1 and the mounting base 2 more stable, thereby slowing down the wear rate of the components and further extending the overall service life of the core 1.

[0018] Example 3 Based on Example 1, please refer to Figure 9 , Figure 10 , Figure 11 and Figure 12 It also includes a mounting groove 5 formed on the upper surface of the boss 105. A locking block 6 is fixed to the inner wall of the mounting groove 5. A corresponding slot 7 is formed on the inner wall of the fixing groove 204. The locking block 6 is engaged inside the slot 7. The inclination angle of the locking block 6 is 45°. After the locking block 6 is engaged in the slot 7, the 45° inclination angle of the locking block 6 will form a rigid block with the inner wall of the slot 7, effectively intercepting the upward pull-out force generated by the vibration of the core 1 and preventing the core 1 from falling off. At the same time, the inclined surface of the locking block 6 can decompose part of the force into a force along the inclined surface and a force perpendicular to the inclined surface. The force along the inclined surface helps the locking block 6 to be more tightly engaged in the slot 7, while the force perpendicular to the inclined surface can enhance the axial limit between the boss 105 and the fixing groove 204, preventing the core 1 from axially moving in the mounting base 2, and further improving the overall structural stability of the anti-slip nail core.

[0019] Example 4 This invention also provides an optimized manufacturing method for anti-skid stud cores for vehicle tires, comprising the following steps: S1. Select suitable metal materials as the raw material for core 1, and prepare other suitable materials for making mounting base 2. Conduct quality tests on all materials to ensure that their performance indicators meet the manufacturing requirements. S2. Using turning and milling processes, the metal material is processed into a columnar body with a top surface 103, a mating surface 101, and a prism surface 102. The dimensional accuracy and surface roughness of each surface are guaranteed to meet the design requirements. The tilt angle of the prism surface 102 is precisely controlled to be within the range of 20°-30°. At the same time, the bottom surface of the core 1 is processed into a regular polygon with the number of sides controlled to be 3-7. S3. The mounting base 2 is manufactured by injection molding or casting process. The placement cavity 201 and the mounting cavity 202 corresponding to the mating surface 101 and the edge surface 102 are precisely opened inside the mounting base 2 to ensure that the two are connected. At the same time, the limiting groove 203, the fixing groove 204 and the transition groove 205 are opened on the inner wall of the placement cavity 201. The wave-shaped top plate 206 is embedded on the surface of the mounting base 2. Multiple diamond-shaped grooves 8 are opened on the outer peripheral surface of the mounting base 2, and the groove wall of the diamond-shaped groove 8 is inclined at 60° to the surface of the mounting base 2. S4. Fix the limiting plate 104, transition sleeve 106 and boss 105 sequentially on the outer periphery of the mating surface 101 of the core 1, so that the transition sleeve 106 is fixed below the limiting plate 104 and fits against the lower surface of the limiting plate 104. Then, insert the core 1 into the mounting base 2, so that the limiting plate 104 is engaged in the limiting groove 203, the transition sleeve 106 is engaged in the transition groove 205, and the boss 105 is engaged in the fixing groove 204, ensuring that all components are firmly assembled.

[0020] The curved shape of the limiting plate 104 not only achieves circumferential rigid anti-rotation but also reduces vibration impact and hard wear. The conical transition sleeve 106 below it serves as a guide and positioner during assembly and automatically compensates for the fit with slight displacement of the core 1. Combined with the angle of the boss 105, it forms axial one-way locking, weakening the gap caused by vibration. At the same time, the ridge surface 102 increases the contact area between the core 1 and the mounting base 2 to disperse stress and reduce shaking. Combined with the tilt angle between the regular polygonal bottom surface of the core 1 and the ridge surface 102, it further blocks the rotation of the core 1. The wave-shaped top plate 206 of the mounting base 2 adapts to the dynamic deformation of the tire, buffering stress accumulation while increasing the contact points to improve fit and reduce the risk of component wear and loosening.

[0021] Finally, it should be noted that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An optimized manufacturing method for anti-skid stud cores for vehicle tires, characterized in that: Includes the following steps: S1. Select suitable metal materials as the raw material for the core (1), and prepare other suitable materials for making the mounting base (2). Conduct quality inspection on all materials. S2. Using turning and milling processes, the metal material is processed into a columnar body with a top surface (103), a mating surface (101), and a prism surface (102). The dimensional accuracy and surface roughness of each surface are guaranteed to meet the design requirements. The tilt angle of the prism surface (102) is controlled to be within the range of 20°-30°. At the same time, the bottom surface of the core (1) is processed into a regular polygon with the number of sides controlled to be 3-7. S3. The mounting base (2) is made by injection molding or casting process. Placement cavity (201) and mounting cavity (202) corresponding to mating surface (101) and edge surface (102) are opened inside the mounting base (2) to ensure that the two are connected. At the same time, a limiting groove (203), a fixing groove (204) and a transition groove (205) are opened on the inner wall of the placement cavity (201). A wave-shaped top plate (206) is embedded on the surface of the mounting base (2). Multiple diamond grooves (8) are opened on the outer peripheral surface of the mounting base (2), and the groove wall of the diamond groove (8) is inclined at 60° to the surface of the mounting base (2). S4. Fix the limiting plate (104), transition sleeve (106) and boss (105) sequentially on the outer periphery of the mating surface (101) of the core (1), so that the transition sleeve (106) is fixed below the limiting plate (104) and fits against the lower surface of the limiting plate (104). Then, insert the core (1) into the mounting base (2), so that the limiting plate (104) is engaged in the limiting groove (203), the transition sleeve (106) is engaged in the transition groove (205), and the boss (105) is engaged in the fixing groove (204), ensuring that each component is assembled firmly and in accurate position.

2. A vehicle tire anti-skid stud core manufactured according to the optimized manufacturing method of a vehicle tire anti-skid stud core as described in claim 1, comprising a mounting base (2) and a core (1) passing through the mounting base (2), characterized in that: The core (1) is a columnar body made of metal material. The core (1) includes a top surface (103), a mating surface (101), and a ridge surface (102) from top to bottom. The mounting base (2) has a placement cavity (201) and a mounting cavity (202) corresponding to the mating surface (101) and the ridge surface (102) inside. The placement cavity (201) and the mounting cavity (202) are connected. The outer periphery of the mating surface (101) is fixed with a limiting plate (104), a transition sleeve (106) and a boss (105). The transition sleeve (106) is located below the limiting plate (104). The limiting plate (104) is "S" shaped. The cross-section of the transition sleeve (106) is conical. The thickness of the limiting plate (104) corresponds to that of the transition sleeve (106). The side of the boss (105) is provided with a 45° oblique angle. The inner wall of the placement cavity (201) is provided with a limiting groove (203), a fixing groove (204) and a transition groove (205). The limiting plate (104) is engaged in the limiting groove (203). The transition sleeve (106) is engaged in the transition groove (205). The boss (105) is engaged in the fixing groove (204).

3. The anti-skid stud core for vehicle tires according to claim 2, characterized in that: The facet (102) fits against the inner wall of the mounting cavity (202). The bottom surface of the core (1) is a regular polygon with 3-7 sides. The inclination angle of the facet (102) is 20°-30°. The surface of the mounting base (2) is also embedded with multiple top plates (206), which are wavy.

4. The anti-skid stud core for vehicle tires according to claim 2, characterized in that: It also includes a protrusion (3) fixed on the surface of the prism (102), and the mounting cavity (202) has a groove (4) corresponding to the protrusion (3) inside, and the protrusion (3) can be engaged in the groove (4).

5. The anti-skid stud core for vehicle tires according to claim 2, characterized in that: It also includes an installation groove (5) opened on the upper surface of the boss (105), a locking block (6) is fixed on the inner wall of the installation groove (5), and a locking groove (7) corresponding to the locking block (6) is opened on the inner wall of the fixing groove (204). The locking block (6) is engaged in the locking groove (7), and the tilt angle of the locking block (6) is 45°.

Images