Stud Pin for Tires

Abstract

The present invention relates to a stud pin inserted into a winter tire tread, and more specifically, to a stud pin that prevents detachment by having means to maintain or increase the bonding force with the tire when the tire heats up during driving. The invention comprises a catch portion, a connecting portion coupled to one surface of the catch portion, a body portion coupled to the end of the connecting portion, a head portion formed on the exposed surface of the body portion, and a joining portion provided between the catch portion and the connecting portion to join the catch portion and the connecting portion. The area of ​​the catch portion is formed to be larger than the area of ​​the connecting portion or the joining portion. A bimetal is applied to one or more of the catch portion, the joining portion, or the connecting portion, so that the edge of the catch portion is deformed to surround the connecting portion. This provides a stud pin for a tire that is equipped with means to increase resistance to detachment as the tire heats up, thereby preventing the stud pin installed on the tire for snow traction from becoming loose and coming off due to the temperature rise of the tire during high-speed driving of the vehicle.

Description

Technology Field

[0001] The present invention relates to a stud pin inserted into a winter tire tread, wherein the stud pin is provided with means to maintain or increase the bonding force with the tire when the tire heats up during driving, thereby preventing detachment. Background Technology

[0002] Tire grip and braking power are crucial for safe driving on icy or snowy roads during the winter. Unlike regular tires, snow tires designed for this purpose provide superior grip on snow and ice. Snow tires can be broadly classified into studded tires and studless tires.

[0003] Studded tires are tires with stud pins inserted into the tread to improve grip on icy roads. The stud pins prevent slipping and enhance braking power when the tire contacts the ground. They are primarily made of materials such as metal, high-hardness rubber, ceramic, and engineering plastics, among which metal studs provide strong durability and friction.

[0004] Studless tires do not have stud pins inserted into the tread; instead, fine cuff patterns are formed in the tread blocks to ensure grip on snowy roads. However, studless tires may perform somewhat worse on ice compared to studded tires.

[0005] A conventional stud pin (10) installed in a conventional stud tire is composed of a catch portion (3), a joining portion (5) joined to the catch portion (3), a connecting portion (4) protruding from the joining portion (5), a body portion (2) joined to the connecting portion (4), and a head portion (1) formed on the exposed surface of the body portion (2), as shown in FIG. 1.

[0006] Here, the catch portion (3) has a larger area than the joint portion (5) or the connecting portion (4), so that the edge surface excluding the area where the catch portion (3) is joined to the joint portion (5) or the connecting portion (4) acts as a kind of catch plate, thereby preventing the conventional stud pin (10) from coming out of the tread.

[0007] Conventional studded tires frequently experience studs detaching from the tire during specific low or high-speed driving, and this problem becomes even more severe, particularly in high-temperature driving environments. Various design improvements have been attempted to resolve the issue of stud pin detachment.

[0008] However, conventional studded tires have the following problems.

[0009] The first issue is the weakening of the stud pin's gripping force. During driving, studded tires repeatedly come into contact with the road surface; particularly at high temperatures, the gripping force within the stud pin holes weakens, increasing the likelihood of the stud pins becoming dislodged. This phenomenon can be exacerbated by the reduction in the strength of the tread and stud pin holes due to thermal expansion occurring during high-speed driving.

[0010] Conventional stud pins are often made entirely of the same material, so as the material expands in high-temperature environments, the fixation force with the tread decreases, making them prone to detachment.

[0011] The second is the problem of inefficient heat management of stud pins.

[0012] Conventional stud pins are made of metal or high-hardness materials with high thermal conductivity; however, heat cannot easily escape from inside the tire, causing the stud pins to overheat. This leads to the expansion of the contact area between the stud pin and the tire, reducing adhesion, and creates a structural weakness where repeated temperature fluctuations make the stud pins prone to detaching from the tire.

[0013] The third is the problem of lateral deformation caused by friction.

[0014] Excessive steering maneuvers during low-speed driving or parking apply strong lateral pressure to the stud pins, which causes them to easily detach due to their inefficient fixing structure. This can result in the tires failing to perform properly in unexpected conditions, potentially leading to safety issues.

[0015] The fourth issue is the problem of the stud pins becoming detached more frequently with long-term use.

[0016] Over time, tiny gaps may form between the stud pins and the tread, which gradually widen during the process of repeated deformation and contraction due to thermal expansion. Since the detachment of stud pins significantly weakens the tire's grip and braking power on icy roads, the long-term durability of the stud pins becomes a critical issue.

[0017] The fifth is an inefficient high-temperature compensation design.

[0018] Conventional stud pins are often designed without considering thermal expansion during high-temperature driving. If the stud pin expands at high temperatures and creates a gap between the catch and the tread, not only is driving safety compromised, but the stud pin may also become more easily dislodged due to repetitive pressure. Prior art literature

[0019] Registered Patent Publication No. 10-1977293 (Date of publication: May 10, 2019) The problem to be solved

[0020] Accordingly, the present invention aims to provide a stud pin for a tire that is equipped with a means to increase resistance to detachment as the tire temperature rises, so as to prevent the stud pin installed on the tire for snow traction from becoming loose and coming off due to the rise in tire temperature during high-speed driving of the vehicle. means of solving the problem

[0021] A stud pin for a tire according to the present invention for achieving the above purpose is a stud pin inserted into a tire tread to improve the traction of the tire, comprising: a catch portion having a certain area; a connecting portion coupled to one surface of the catch portion; a body portion coupled to the end of the connecting portion; a head portion formed on the exposed surface of the body portion; and a joining portion provided between the catch portion and the connecting portion to join the catch portion and the connecting portion; wherein the area of ​​the catch portion is formed to be larger than the area of ​​the connecting portion or the joining portion, and a bimetal is applied to one or more of the catch portion, the joining portion, or the connecting portion so that the edge of the catch portion is deformed to surround the connecting portion.

[0022] Here, the bimetal is preferably a combination of the joint and the locking portion, and may be characterized in that the thermal expansion rate of the locking portion is greater than the thermal expansion rate of the joint.

[0023] Alternatively, the above-mentioned locking portion may preferably be formed by joining two or more materials, and the two or more materials may have different thermal expansion rates, thereby being characterized in that the locking portion is formed as the bimetal.

[0024] In this case, the above-mentioned locking member may preferably be composed of a first locking member, which is a flat member and is joined to the joint member on one side, and a second locking member, which is a flat member and is joined to the other side of the first locking member on one side.

[0025] In this case, preferably, the thermal expansion rate of the second locking member may be greater than the thermal expansion rate of the first locking member. Effects of the invention

[0026] The tire stud pin according to the present invention has the effect of increasing resistance to detachment as the tire temperature rises, so that the stud pin installed on the tire for snow traction can be prevented from coming off as it loosens due to the rise in tire temperature during high-speed driving of the vehicle. Brief explanation of the drawing

[0027] FIG. 1 is a front view of a tire stud pin according to the prior art. FIG. 2 is a front view of a stud pin for a tire according to an embodiment of the present invention. Figure 3 is a conceptual diagram of the bimetal principle applied in Figure 2. Figure 4 is a front view of a stud pin with the state of Figure 3 applied to Figure 2. FIG. 5 is a front view of a stud pin for a tire according to another embodiment of the present invention. Figure 6 is a conceptual diagram of the bimetal principle applied in Figure 5. Figure 7 is a front view of a stud pin with the state of Figure 6 applied to Figure 5. Specific details for implementing the invention

[0028] First, the terms and words used in this specification and claims should not be interpreted as being limited to their ordinary or dictionary meanings, and should be interpreted in a meaning and concept consistent with the technical spirit of the invention, based on the principle that the inventor can appropriately define the concept of the terms to best describe his invention.

[0029] Therefore, the embodiments described in this specification and the configurations illustrated in the drawings are merely one of the most preferred embodiments of the present invention and do not represent all of the technical ideas of the present invention; thus, it should be understood that various equivalents and modifications that can replace them may exist at the time of filing this application.

[0030] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. Meanwhile, in the drawings below, the size of specific components may be relatively exaggerated to aid in understanding the invention, and where there is no need to distinguish between multiple identical components, they may be represented as a single representative component.

[0032] The present invention will be described in detail below with reference to the attached drawings. In the present invention, the stud pin can be described in two embodiments. Therefore, the two embodiments will be described in order below.

[0034] < First Embodiment >

[0035] A stud pin (100) according to one embodiment of the present invention comprises, as shown in FIG. 2, a catch portion (13) having a certain area, a connecting portion (14) coupled to one side of the catch portion (13), a body portion (12) coupled to the end of the connecting portion (14), a head portion (11) formed on the exposed surface of the body portion (12), and a joining portion (15) provided between the catch portion (13) and the connecting portion (14) to join the catch portion (13) and the connecting portion (14).

[0036] At this time, the area of ​​the catch portion (13) is formed to be larger than the area of ​​the connecting portion (14) or the joint portion (15), as shown in FIG. 2. Therefore, the remaining area excluding the area where the joint portion (15) and the catch portion (13) are joined together, that is, the area surrounding the joint portion (15), acts as a kind of catch plate.

[0037] However, the conventional stud pin (10) shown in FIG. 1 has a problem in that, even though the edge of the catch portion (3) acts as a catch plate, when driving at high speed, the tire and the conventional stud pin (10) become hot, and because they are periodically subjected to continuous pressure from the ground due to the load, the hole into which the conventional stud pin (10) is inserted gradually becomes loose, and eventually even the catch portion (3) can detach from the tread of the tire.

[0038] In this regard, in a stud pin (100) according to one embodiment of the present invention, a bimetal is applied to one or more of the locking portion (13), the joining portion (15), or the connecting portion (14), so that the edge of the locking portion (13) can be modified to surround the connecting portion (14) as shown in FIG. 4.

[0039] More specifically, referring to FIG. 2, the bimetal may refer to the combination of the joint (15) and the catch (13).

[0040] That is, by adopting a material in which the thermal expansion rate of the catch portion (13) is greater than the thermal expansion rate of the joint portion (15), when the temperature increases while the catch portion (13) and the joint portion (15) are joined together, as shown in FIG. 3, the side with the smaller thermal expansion rate has a smaller thermal expansion area and the side with the larger thermal expansion rate has a larger thermal expansion area, so that the catch portion (13) eventually deforms in a shape that wraps around the joint portion (15), and the edge of the joint portion (15) deforms in a shape that wraps around the connecting portion (14).

[0041] When the edge of the catch portion (13) is deformed in this way, the edge of the catch portion (13) becomes wedge-shaped as can be seen in FIG. 4, and can be firmly maintained in the state of being embedded inside the tread.

[0043] < Second Embodiment >

[0044] A tire stud pin (200) according to the second embodiment of the present invention is characterized in that, as shown in FIG. 5, the catch portion (23) is formed by joining two or more materials together, and the two or more joined materials have different thermal expansion rates, so that the catch portion (23) itself is formed as a single bimetal and becomes the main body that deforms when the stud pin becomes high temperature due to high-speed driving.

[0045] In this case, the locking portion (23) may be composed of a first locking member (131) which is a flat member and is joined to a joint on one side, as shown in FIG. 5, and a second locking member (132) which is a flat member and is joined to the other side of the first locking member (131) on one side.

[0046] At this time, it is characterized by the fact that the thermal expansion rate of the second locking member (132) is greater than the thermal expansion rate of the first locking member (131).

[0047] Thus, when the tread of the tire and the stud pin (200) according to another embodiment of the present invention become hot due to high-speed driving, the joint (25) expands more than the first locking member (131) when viewed with reference to FIG. 6, and in this case, the first locking member (131) is also a member that expands, although its thermal expansion rate is smaller than that of the second locking member (132).

[0048] However, since the first locking member (131) has a smaller thermal expansion rate than the second locking member (132), it can effectively act as a resistance to the expansion of the second locking member (132) when the second locking member (132) expands. In FIG. 6, an arrow in the opposite direction is shown in parentheses for the direction of the arrow indicating the expansion of the first locking member (131), so that the second locking member (132) effectively acts as a resistance to the expansion of the first locking member (131), conceptually.

[0049] Therefore, since the first locking member (131) is bent in the same direction as the locking part (23) as the first locking member (131) contracts, the edge portion, which is the remaining area excluding the area where the locking part (23) joins with the joint part (25), is bent in a wedge shape to wrap around the joint part (25) and the connecting part (24), thereby enabling strong resistance against the direction in which the stud pin is removed.

[0051] The present invention described above is not limited by the aforementioned embodiments and attached drawings, and it will be obvious to those skilled in the art that various substitutions, modifications, and changes are possible within the scope of the technical concept of the present invention. Explanation of the symbols

[0052] P: Outermost circle of the joint surface 10: Conventional stud pin 100: Stud pin according to one embodiment of the present invention 200: Stud pin according to another embodiment of the present invention 1, 11, 21: Head section 2, 12, 22: Body section 3, 13, 23: Locking parts 4, 14, 24: Connecting parts 5, 15, 25 : Joint 131 : First locking member 132 : Second catch member

Claims

Claim 1 A stud pin for a tire that is inserted into a tire tread to improve tire grip, comprising: a catch portion having a certain area; a connecting portion coupled to one surface of the catch portion; a body portion coupled to the end of the connecting portion; a head portion formed on the exposed surface of the body portion; and a joining portion provided between the catch portion and the connecting portion to join the catch portion and the connecting portion; wherein the area of ​​the catch portion is formed to be larger than the area of ​​the connecting portion or the joining portion, and a bimetal is applied to one or more of the catch portion, the joining portion, or the connecting portion so that the edge of the catch portion is deformed to surround the connecting portion. Claim 2 A tire stud pin according to claim 1, wherein the bimetal is a combination of the joint and the locking portion, and the thermal expansion rate of the locking portion is greater than the thermal expansion rate of the joint. Claim 3 A tire stud pin according to claim 1, characterized in that the locking portion is formed by joining two or more materials, and the two or more materials have different thermal expansion rates, so that the locking portion is formed as a bimetal. Claim 4 A stud pin for a tire according to claim 3, wherein the locking portion is a flat member and comprises a first locking member joined to the joint portion on one side, and a second locking member joined to the other side of the first locking member on one side, wherein the thermal expansion rate of the second locking member is greater than the thermal expansion rate of the first locking member.

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