CA2177091A1 - Antiskid device for automotive vehicle wheel - Google Patents
Antiskid device for automotive vehicle wheelInfo
- Publication number
- CA2177091A1 CA2177091A1 CA002177091A CA2177091A CA2177091A1 CA 2177091 A1 CA2177091 A1 CA 2177091A1 CA 002177091 A CA002177091 A CA 002177091A CA 2177091 A CA2177091 A CA 2177091A CA 2177091 A1 CA2177091 A1 CA 2177091A1
- Authority
- CA
- Canada
- Prior art keywords
- stirrups
- antiskid
- support
- device defined
- antiskid device
- 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.)
- Abandoned
Links
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
- B60C27/00—Non-skid devices temporarily attachable to resilient tyres or resiliently-tyred wheels
- B60C27/02—Non-skid devices temporarily attachable to resilient tyres or resiliently-tyred wheels extending over restricted arcuate part of tread
- B60C27/04—Non-skid devices temporarily attachable to resilient tyres or resiliently-tyred wheels extending over restricted arcuate part of tread the ground-engaging part being rigid
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
- Braking Arrangements (AREA)
Abstract
An antiskid device for the tire of an automotive vehicle has a plurality of angularly equispaced stirrups which are connected to a support such that the support itself is not affixed to any part of the wheel. Thus the ring shaped or disk shaped support is held on the wheel only by the stirrups or any other antiskid elements provided, the support has sufficient intrinsic and form stability and a limited elasticity so that each stirrup is elastically held in both radial directions, and the stirrups have free arms engaging the inner side wall of the tire to prevent the antiskid device from slipping off the wheel.
Description
21 77~1 15~o60 ANTIl3RID DEVICE FOR AUTONOTIVI~ IICI~lS llllBE~
SPECIFICATION
FIELD OF THE INVISNTION
The present invention relates to an antiskid device for an automotive vehicle wheel of the type which comprises a multi-plicity of stirrups angularly equispaced about the periphery of an automotive vehicle wheel, i.e. spaced regularly about the tread of the tire, reaching across the tread and affixed about the wheel by a support device disposed on an outer side of the wheel.
BACKGROUND OF THE INVENTION
Antiskid devices for automotive vehicle wheels have been provided in numerous configurations heretofore. Perhaps the simplest of these systems utilizes individual chains or belts which are wrapped around the wheel and fastened by links or hooks passing through openings in the wheel cover or the body of the wheel.
Snow chains can have a multiplicity of sets of links crossing the tread and held together along inner and outer ends of each of these link sets by an annular chain arrangement.
Of greater interest of late, because of the speed with which the antiskid device can be assembled to the vehicle wheel, - 21 770~1 are laterally applied antiskid devices whose stirrups are linked to outwardly projecting arms of a rigid ring plate. The ring plate is so affixed to an inner part as to be limitedly movable and the inner part is generally attached by screws to the outer side of the wheel disk. The fastening of the inner part on the wheel disk is time consuming and as a practical matter, the inner part must remain on the wheel disk over the entire winter to enable a rapid mounting of the stirrups which pass across the tread of the wheel when required, i.e. in ice and snow conditions.
OBJECTS OF THE INVENTION
It is the principal object of the present invention to provide an antiskid device of the laterally applied type which has a simpler construction and can be handled more conveniently and easily than earlier systems, which can nevertheless be reliably secured on the wheel, but which requires no specific attachment to the wheel disk.
Another object of the invention is to provide a laterally mountable antiskid device which is free from drawbacks of earlier systems, particularly with respect to the time consuming need to attach a supporting part of the antiskid device to the wheel disk by screws or the like.
Yet another object of the invention is to provide a simple antiskid device which is free from a fixed attachment of any part to the wheel disk.
- 21 770~
1~60 SUMMARY OF THE INVENTION
These objects and others which will become apparent hereinafter are attained, in accordance with the invention, in an antiskid device which has an annular or disk shaped support on which a plurality of stirrups are mounted so as to extend over the tread portion of the tire on the wheel of an automotive vehicle and wherein this support is held on the wheel only by the stirrups or only by the stirrups and the antiskid elements, wherein the support device is elastic and yet has a high intrinsic stability and form stability such that each stirrup is elastically held in both radial directions, and wherein the stirrups are secured by retaining means against slipping outwardly.
An antiskid device according to the invention for an automotive vehicle wheel having a hub, a wheel disk connected to the hub, a rim on the wheel disk and a tire on the rim having side walls and a tread, can comprise:
an antiskid device for an automotive vehicle wheel having a hub, a wheel disk connected to the hub, a rim connected to the wheel disk and a tire on the rim having sidewalls and a tread, the wheel having an outer side and an inner side, the antiskid device comprising:
antiskid means on the tread including a plurality of stirrups extending over the tire and spaced apart around the wheel;
21 .7~Qq~
a support disposed along the outer side of the wheel and connected to the stirrups with intrinsic shape stability retaining the stirrups with elasticity of radial deformation toward and away from the tire, the support being held on the wheel solely by the antiskid means; and holding means engaging the tire on the inner side for preventing the stirrups from pulling off from the tire toward the outer side.
The support device lies on the outside of the wheel and has the form of a ring or a disk to which the stirrups are linked. Since the ring or disk is not connected to the hub, wheel disk or rim but rather is supported only by the stirrups, the stirrups can lie more loosely on the tire. The holding means engaging the tire at the inner side, however, prevent the stirrups from slipping off the tread. The antiskid device, therefore, can be applied to the wheel in a simple and rapid manner while the vehicle is at a standstill, without requiring rotation of the wheels and renewed standstill to allow tightening or positioning of the antiskid device. No means is required on the wheel for guiding the stirrups or the support or for fastening any part of the antiskid device to the wheel disk.
Rather the antiskid device has sufficient retention on the tire without the connection of the support to the wheel disk.
The fact that the support is in the form of a ring or disk lying along the exterior of the wheel is especially important since it enables the stirrups to lie loosely upon the 2i7~
tire without, however, slipping off or falling off. This in insured by the holding means which engage the tire along the inner surface. Because the stirrups and the support have a high intrinsic stability, the antiskid device can automatically shift into an optimum position as the wheel is rotating. The floating support device ensures that after bending of a stirrup radially inwardly or outwardly, the device will always return to a stable intermediate position as a consequence of the intrinsic restoring force resulting from the resiliency of the support. The support device can be constituted of a closed spring wire ring which is circular in the absence of external forces. When the stirrup is deformed by inward or outward radial forces, the ring can elastically deform to distort the circular configuration, but the-relief of these forces allows the ring to return to its circular configuration and thus reposition the stirrups in their original orientations. The elasticity of the ring, however, permits the distortion of the antiskid device or the radial deflection inwardly or outwardly of one or more of the stirrups connected to this ring.
The attachment of the stirrups to the support has a dual function. Firstly, the support device can deform and, by its restoring force, can return the stirrups to their normal positions following the application of radial force in one or another direction to the stirrups. The stirrups, however, serve to hold the support in its lateral position so that additional attachment of the support to the wheel is not required. There 21 ~39~
is, therefore, a mutual bracing of the stirrups and the support which does not permit damage to the antiskid device while enabling an optimum grip upon the ground and effective location of the stirrups around the tread. Wear is minimized as well.
Because of the lack of need to attach the support to the wheel disk, the antiskid system is of similar construction and can be mounted more simply upon the wheel disk. It has relatively little weight and can be packed and stored conveniently in particularly small spaces.
The holding means which prevents the antiskid elements from slipping from the tread portion of the tire can have any of a variety of constructions. Generally it suffices to so elongate the stirrups at the side of the wheel turned inwardly, i.e.
opposite the outer side provided with the support, that the inner stirrup leg can engage the inner side wall of the tire and, preferably, can be curved to match the curvature of the side wall. Alternatively or additionally, the stirrups can be connected to a flexible ring along the tread of the tire. The flexible ring may be a chain ring interconnecting the stirrups.
The holding means can include extensions of the stirrups and means forming a torque resistant connection between the stirrups and the support. The antiskid means can include antiskid segments on the tread between the stirrups.
According to a feature of the invention, the antiskid means can include adjustable length antiskid members on the tread.
21~70q~
As previously indicated, the stirrups can each be pivotally connected to the support for pivotal movement about an axis. Means can be provided whereby the stirrups are each connected to the support at an adjustable distance radially from an axis of the wheel.
In still a further feature of the invention, means can be provided for adjusting a circumference of the support and/or a width of each stirrup across the tire.
Spikes can be provided on the stirrups for biting into the ground surface and the support can be composed of metal or plastic and can be, for example, a spring wire. The stirrups, in turn, can be composed of metal or plastic and can even be composed of a bent wire or formed in one piece with the support.
The stirrups are connected to the support with a torque-resistant connection generating a restoring force returning the stirrups toward the tire upon a deflection of the stirrups away from the tire.
The antiskid means can include plastic plates engaging the tire at its inner side and, as has also been noted, the support can be a disk.
BRIEF DESCRIPTION OF THE DRAWING
The above and other objects, features, and advantages will become more readily apparent from the following description, reference being made to the accompanying drawing in which:
FIG. 1 is an axial cross section view through an automotive vehicle wheel provided with an antiskid according to the invention;
FIG. 2 is a side view of the antiskid device of FIG. l;
FIG. 3 is a side view of a stirrup drawn to a larger scale;
FIG. 4 is a plan view of an adjustable stirrup according to the invention;
FIG. 5 is a side view of the portion of an adjustable stirrup;
FIG. 6 is an elevational view showing an alternative configuration of a support ring for the antiskid device of the invention;
FIG. 7 is an illustration of a pivotal connection between a stirrup and a support device; and FIG. 7A shows the pivot of FIG. 7 from the side;
FIG. 7B is a cross sectional view illustrating another aspect of the invention;
FIG. 8 is a view similar to FIG. 7 of another embodiment in which the pivot axis is at a right angle to the wheel axis;
FIG. 8A is a cross sectional view showing the lateral constraints for the stirrup of FIG. 8;
FIG. 9 is a plan view of an antiskid device utilizing a stirrup and antiskid element; and FIG. 10 is a perspective view of another stirrup.
21 77~q~
SPECIFIC DESCRIPTION
FIG. 1 shows a wheel assembly for an automotive vehicle in which a tire 3 has a tread 2 forming the running surface and side walls 6 terminating in beads 6a braces against the rims of a wheel 5 which can be mounted upon a hub via lug nuts and lug bolts, the latter passing through holes 5a in the wheel disk 5b.
The antiskid device comprises 3 or more stirrups 1 which can be formed with spikes 16 or other outwardly projecting formations enabling the stirrups 1 to engage in ice or other slippery materials on the road surface. The stirrups 1 are spaced apart uniformly about the periphery of the running surface 2 of the tire 3, i.e. are angularly equispaced (see FIG. 2).
The wheel can be a passenger car, a truck, a bus or a utility or construction vehicle wheel. The stirrups l have generally the configuration of a U and are preferably formed from a synthetic resin material, e.g. polyurethane or polyethylene.
They are connected to a support 4, advantageously by an articulation although in some of the embodiments herein, the stirrups can be integrated with the support 4, as long as they are attached along the outer side RA of the wheel and have limited mobility about an axis relative to the remainder of the support 4.
In the embodiment of FIGS. 1 and 2, the support comprises a circularly bent metal wire, especially a spring wire, whose internal elasticity continuously restores a circular shape 21 77~1 or hoop shape to the wire 4 in the event of a distortion from the circular shape.
The support 4 holds all of the stirrups 1 against the tread surface 2 of the tire and at the same time, the stirrups 1 mount the support 4 on the wheel so that no other part of the antiskid structure need be connected to any other part of the wheel. As a consequence, only the connection between the support 4 and the stirrups 1 is required to mount the antiskid device on the wheel, although it is possible to provide additional antiskid elements along the tread as will be apparent hereinafter.
As can be seen from FIGS. 1 through 3, the stirrup 1 can be formed with an eye lb through which the hoop or wire 4 extends to articulate the stirrup 1 to the support 4 about an axis such as the axis T (FIG. 2) which is generally tangential to the wire 4 and thus perpendicular to a radius R from the wheel axis X (FIG. 2).
The further antiskid devices or elements can be chain segments, nets or screens, plates or the like.
As can be seen from FIGS. 1 through 3, the stirrup 1 can swing as represented by the arrow S about its axis T although the slipping of the stirrup from the tire 3 inadvertently is precluded by a bent end la of the stirrup which reaches along the side wall 6 of the inner side of the wheel, i.e. the side turned away from the outer side RA thereof. By this engagement of the bend free end la of each stirrup 1 with the inner tube flank, a secure attachment of the antiskid device on the wheel is insured.
~1 775~
The bent ends la, therefore, prevent the antiskid device from pulling off in the direction of the arrow A.
While an articulation is provided at lb for the stirrup, in the embodiment shown in FIG. 7b, the stirrup 101 is shown to be integral with the support 104 but is free to bend relative to the support in the region lOlb to accomplish effectively the same result as is obtained with the articulation formed by the eye lb. A chain 15 can connect the stirrups 1 and can lie along the tread surface 2 to provide an additional security against slipping of the stirrups from the tread surface.
In FIG. 5 I have shown a connector 7 for the free ends 4a and 4b of the wire 4 allowing adjustment of the circumference of the hoop formed by this wire. The ends 4a and 4b can be provided with notches as shown at 4c and the ends can be inserted through bores in a body 7a of the connector having transverse bolts 7b which can engage in one of the notches 4c in end 4a, 4b, selectively, to fix the ends in the body 7a. The two ends of the wire ring thus overlap and are clamped together by the device 7, thereby enabling the antiskid system to be applied to wheels with different tire diameters.
Furthermore, the lengths of the stirrups 201 can be adjustable to accommodate tires of different widths as shown for the stirrup of FIG. 4. Where the portion 201c provided with the eye 201b is connected to a portion 201d formed with the free end 201a by a connecting piece 201e which has lateral flanges 8 and 9 overlying the portions 201c and 201d and which is connected by 21 7~9~
lg-860 bolts 201f to the portions 201c and 201d. The latter can be formed with a number of holes 201g allowing adjustment of the effective length of the stirrup to different tire widths.
FIG. 6 shows a support 304 in the form of a synthetic resin disk 304a with radial projections 304b formed with slots within which a stirrup can be hooked where the eye, like that of FIG. 8, is replaced by a hook formation. Since the stirrup formation can be hooked through any of the slots 10, this embodiment allows an adjustment of the radial distance of the stirrup from the center of the wheel. In the embodiment of FIG.
6 the disk 304a can be composed of metal or plastic so as to have sufficient elasticity in both radial directions Rl and R2 as for the embodiment of FIG. 1 to allow limited radial movement of the stirrups in both radial directions but, of course, insuring restoration to the centered position following such radial deformation. The support need not be an open ring as shown in FIG. 6 but can be a completely closed disk provided, of course, the regions at which the stirrups are connected to the support allow the sufficient elasticity for movement in both radial directions Rl and R2 as has been described.
In the embodiment of FIGS. 7 and 7A, the support is a flat disk 404a and the stirrup 401 is here connected by a rivet 11 forming a pivot pin, to the support 404a. The free end of the stirrup rings over the tread of the tire to engage the inner side wall as described and the stirrup can have the spikes 16 previously described. The pivot formed by the rivet 11 has an 21 7739~
axis parallel to the wheel axis and enables limited pivoting movement of the stirrup relative to its support.
FIGS. 8 and 8A show an embodiment where the stirrup 501 is connected by the hook 501b to a pivot 12 which extends tangentially, i.e. perpendicular to a radius of the support 504a.
The stirrup 501 can thus swing in the direction of the arrow S
and is retained in its position shown between a pair of cams 13 illustrated in FIG. 8A. Thus the cams 13 form an indexing device in which the stirrup is indexed in its centered position. The stirrup here has the spikes 16 previously described and an arm 501a reaching to engage the inner side wall of the tire. The embodiment of FIGS. 1 and 2 can be provided, between the stirrups 1, with additional antiskid elements of various types, including chain segments, chain nets, plastic nets and/or plastic plates with or without spike 16 or other formations. These additional antiskid elements can also be avoided. In FIG. 1, however, a plate 14 has been shown with spike 16 as an additional antiskid element. Such additional elements can be avoided as well. The number of stirrups can also be selected at will and, for example, while the minimum number is three, if desired, four, five or six stirrups can be equispaced about the tire.
FIG. 9 shows that the stirrups can be subdivided into a stirrup section 701c articulated to the support wire 4 and a section 701d formed by a plate 14 of the type described and having a free arm 701b reaching downwardly along the flank of the tread 2 at the inner side RI. The members 701c and 701d may be 2 ~ 77~9~
provided with holes 701; in which links 15 can be hooked, the holes 701j which are used, being selected to allow the stirrup to be adjusted to the width of the tire. FIG. 9 shows that each stirrup can be subdivided in the longitudinal or transverse directions. Here as well a movement of the antiskid device in the direction of arrow A is precluded.
FIG. 10 shows that a stirrup 801 can be formed from a bent wire having eyes 801b for articulating that stirrup for a wire 4 as has been described. The arm 801a is bent over the side of the tire to engage the inner side wall thereof and the wire can have projections or teeth 816 corresponding to the spikes previously described.
SPECIFICATION
FIELD OF THE INVISNTION
The present invention relates to an antiskid device for an automotive vehicle wheel of the type which comprises a multi-plicity of stirrups angularly equispaced about the periphery of an automotive vehicle wheel, i.e. spaced regularly about the tread of the tire, reaching across the tread and affixed about the wheel by a support device disposed on an outer side of the wheel.
BACKGROUND OF THE INVENTION
Antiskid devices for automotive vehicle wheels have been provided in numerous configurations heretofore. Perhaps the simplest of these systems utilizes individual chains or belts which are wrapped around the wheel and fastened by links or hooks passing through openings in the wheel cover or the body of the wheel.
Snow chains can have a multiplicity of sets of links crossing the tread and held together along inner and outer ends of each of these link sets by an annular chain arrangement.
Of greater interest of late, because of the speed with which the antiskid device can be assembled to the vehicle wheel, - 21 770~1 are laterally applied antiskid devices whose stirrups are linked to outwardly projecting arms of a rigid ring plate. The ring plate is so affixed to an inner part as to be limitedly movable and the inner part is generally attached by screws to the outer side of the wheel disk. The fastening of the inner part on the wheel disk is time consuming and as a practical matter, the inner part must remain on the wheel disk over the entire winter to enable a rapid mounting of the stirrups which pass across the tread of the wheel when required, i.e. in ice and snow conditions.
OBJECTS OF THE INVENTION
It is the principal object of the present invention to provide an antiskid device of the laterally applied type which has a simpler construction and can be handled more conveniently and easily than earlier systems, which can nevertheless be reliably secured on the wheel, but which requires no specific attachment to the wheel disk.
Another object of the invention is to provide a laterally mountable antiskid device which is free from drawbacks of earlier systems, particularly with respect to the time consuming need to attach a supporting part of the antiskid device to the wheel disk by screws or the like.
Yet another object of the invention is to provide a simple antiskid device which is free from a fixed attachment of any part to the wheel disk.
- 21 770~
1~60 SUMMARY OF THE INVENTION
These objects and others which will become apparent hereinafter are attained, in accordance with the invention, in an antiskid device which has an annular or disk shaped support on which a plurality of stirrups are mounted so as to extend over the tread portion of the tire on the wheel of an automotive vehicle and wherein this support is held on the wheel only by the stirrups or only by the stirrups and the antiskid elements, wherein the support device is elastic and yet has a high intrinsic stability and form stability such that each stirrup is elastically held in both radial directions, and wherein the stirrups are secured by retaining means against slipping outwardly.
An antiskid device according to the invention for an automotive vehicle wheel having a hub, a wheel disk connected to the hub, a rim on the wheel disk and a tire on the rim having side walls and a tread, can comprise:
an antiskid device for an automotive vehicle wheel having a hub, a wheel disk connected to the hub, a rim connected to the wheel disk and a tire on the rim having sidewalls and a tread, the wheel having an outer side and an inner side, the antiskid device comprising:
antiskid means on the tread including a plurality of stirrups extending over the tire and spaced apart around the wheel;
21 .7~Qq~
a support disposed along the outer side of the wheel and connected to the stirrups with intrinsic shape stability retaining the stirrups with elasticity of radial deformation toward and away from the tire, the support being held on the wheel solely by the antiskid means; and holding means engaging the tire on the inner side for preventing the stirrups from pulling off from the tire toward the outer side.
The support device lies on the outside of the wheel and has the form of a ring or a disk to which the stirrups are linked. Since the ring or disk is not connected to the hub, wheel disk or rim but rather is supported only by the stirrups, the stirrups can lie more loosely on the tire. The holding means engaging the tire at the inner side, however, prevent the stirrups from slipping off the tread. The antiskid device, therefore, can be applied to the wheel in a simple and rapid manner while the vehicle is at a standstill, without requiring rotation of the wheels and renewed standstill to allow tightening or positioning of the antiskid device. No means is required on the wheel for guiding the stirrups or the support or for fastening any part of the antiskid device to the wheel disk.
Rather the antiskid device has sufficient retention on the tire without the connection of the support to the wheel disk.
The fact that the support is in the form of a ring or disk lying along the exterior of the wheel is especially important since it enables the stirrups to lie loosely upon the 2i7~
tire without, however, slipping off or falling off. This in insured by the holding means which engage the tire along the inner surface. Because the stirrups and the support have a high intrinsic stability, the antiskid device can automatically shift into an optimum position as the wheel is rotating. The floating support device ensures that after bending of a stirrup radially inwardly or outwardly, the device will always return to a stable intermediate position as a consequence of the intrinsic restoring force resulting from the resiliency of the support. The support device can be constituted of a closed spring wire ring which is circular in the absence of external forces. When the stirrup is deformed by inward or outward radial forces, the ring can elastically deform to distort the circular configuration, but the-relief of these forces allows the ring to return to its circular configuration and thus reposition the stirrups in their original orientations. The elasticity of the ring, however, permits the distortion of the antiskid device or the radial deflection inwardly or outwardly of one or more of the stirrups connected to this ring.
The attachment of the stirrups to the support has a dual function. Firstly, the support device can deform and, by its restoring force, can return the stirrups to their normal positions following the application of radial force in one or another direction to the stirrups. The stirrups, however, serve to hold the support in its lateral position so that additional attachment of the support to the wheel is not required. There 21 ~39~
is, therefore, a mutual bracing of the stirrups and the support which does not permit damage to the antiskid device while enabling an optimum grip upon the ground and effective location of the stirrups around the tread. Wear is minimized as well.
Because of the lack of need to attach the support to the wheel disk, the antiskid system is of similar construction and can be mounted more simply upon the wheel disk. It has relatively little weight and can be packed and stored conveniently in particularly small spaces.
The holding means which prevents the antiskid elements from slipping from the tread portion of the tire can have any of a variety of constructions. Generally it suffices to so elongate the stirrups at the side of the wheel turned inwardly, i.e.
opposite the outer side provided with the support, that the inner stirrup leg can engage the inner side wall of the tire and, preferably, can be curved to match the curvature of the side wall. Alternatively or additionally, the stirrups can be connected to a flexible ring along the tread of the tire. The flexible ring may be a chain ring interconnecting the stirrups.
The holding means can include extensions of the stirrups and means forming a torque resistant connection between the stirrups and the support. The antiskid means can include antiskid segments on the tread between the stirrups.
According to a feature of the invention, the antiskid means can include adjustable length antiskid members on the tread.
21~70q~
As previously indicated, the stirrups can each be pivotally connected to the support for pivotal movement about an axis. Means can be provided whereby the stirrups are each connected to the support at an adjustable distance radially from an axis of the wheel.
In still a further feature of the invention, means can be provided for adjusting a circumference of the support and/or a width of each stirrup across the tire.
Spikes can be provided on the stirrups for biting into the ground surface and the support can be composed of metal or plastic and can be, for example, a spring wire. The stirrups, in turn, can be composed of metal or plastic and can even be composed of a bent wire or formed in one piece with the support.
The stirrups are connected to the support with a torque-resistant connection generating a restoring force returning the stirrups toward the tire upon a deflection of the stirrups away from the tire.
The antiskid means can include plastic plates engaging the tire at its inner side and, as has also been noted, the support can be a disk.
BRIEF DESCRIPTION OF THE DRAWING
The above and other objects, features, and advantages will become more readily apparent from the following description, reference being made to the accompanying drawing in which:
FIG. 1 is an axial cross section view through an automotive vehicle wheel provided with an antiskid according to the invention;
FIG. 2 is a side view of the antiskid device of FIG. l;
FIG. 3 is a side view of a stirrup drawn to a larger scale;
FIG. 4 is a plan view of an adjustable stirrup according to the invention;
FIG. 5 is a side view of the portion of an adjustable stirrup;
FIG. 6 is an elevational view showing an alternative configuration of a support ring for the antiskid device of the invention;
FIG. 7 is an illustration of a pivotal connection between a stirrup and a support device; and FIG. 7A shows the pivot of FIG. 7 from the side;
FIG. 7B is a cross sectional view illustrating another aspect of the invention;
FIG. 8 is a view similar to FIG. 7 of another embodiment in which the pivot axis is at a right angle to the wheel axis;
FIG. 8A is a cross sectional view showing the lateral constraints for the stirrup of FIG. 8;
FIG. 9 is a plan view of an antiskid device utilizing a stirrup and antiskid element; and FIG. 10 is a perspective view of another stirrup.
21 77~q~
SPECIFIC DESCRIPTION
FIG. 1 shows a wheel assembly for an automotive vehicle in which a tire 3 has a tread 2 forming the running surface and side walls 6 terminating in beads 6a braces against the rims of a wheel 5 which can be mounted upon a hub via lug nuts and lug bolts, the latter passing through holes 5a in the wheel disk 5b.
The antiskid device comprises 3 or more stirrups 1 which can be formed with spikes 16 or other outwardly projecting formations enabling the stirrups 1 to engage in ice or other slippery materials on the road surface. The stirrups 1 are spaced apart uniformly about the periphery of the running surface 2 of the tire 3, i.e. are angularly equispaced (see FIG. 2).
The wheel can be a passenger car, a truck, a bus or a utility or construction vehicle wheel. The stirrups l have generally the configuration of a U and are preferably formed from a synthetic resin material, e.g. polyurethane or polyethylene.
They are connected to a support 4, advantageously by an articulation although in some of the embodiments herein, the stirrups can be integrated with the support 4, as long as they are attached along the outer side RA of the wheel and have limited mobility about an axis relative to the remainder of the support 4.
In the embodiment of FIGS. 1 and 2, the support comprises a circularly bent metal wire, especially a spring wire, whose internal elasticity continuously restores a circular shape 21 77~1 or hoop shape to the wire 4 in the event of a distortion from the circular shape.
The support 4 holds all of the stirrups 1 against the tread surface 2 of the tire and at the same time, the stirrups 1 mount the support 4 on the wheel so that no other part of the antiskid structure need be connected to any other part of the wheel. As a consequence, only the connection between the support 4 and the stirrups 1 is required to mount the antiskid device on the wheel, although it is possible to provide additional antiskid elements along the tread as will be apparent hereinafter.
As can be seen from FIGS. 1 through 3, the stirrup 1 can be formed with an eye lb through which the hoop or wire 4 extends to articulate the stirrup 1 to the support 4 about an axis such as the axis T (FIG. 2) which is generally tangential to the wire 4 and thus perpendicular to a radius R from the wheel axis X (FIG. 2).
The further antiskid devices or elements can be chain segments, nets or screens, plates or the like.
As can be seen from FIGS. 1 through 3, the stirrup 1 can swing as represented by the arrow S about its axis T although the slipping of the stirrup from the tire 3 inadvertently is precluded by a bent end la of the stirrup which reaches along the side wall 6 of the inner side of the wheel, i.e. the side turned away from the outer side RA thereof. By this engagement of the bend free end la of each stirrup 1 with the inner tube flank, a secure attachment of the antiskid device on the wheel is insured.
~1 775~
The bent ends la, therefore, prevent the antiskid device from pulling off in the direction of the arrow A.
While an articulation is provided at lb for the stirrup, in the embodiment shown in FIG. 7b, the stirrup 101 is shown to be integral with the support 104 but is free to bend relative to the support in the region lOlb to accomplish effectively the same result as is obtained with the articulation formed by the eye lb. A chain 15 can connect the stirrups 1 and can lie along the tread surface 2 to provide an additional security against slipping of the stirrups from the tread surface.
In FIG. 5 I have shown a connector 7 for the free ends 4a and 4b of the wire 4 allowing adjustment of the circumference of the hoop formed by this wire. The ends 4a and 4b can be provided with notches as shown at 4c and the ends can be inserted through bores in a body 7a of the connector having transverse bolts 7b which can engage in one of the notches 4c in end 4a, 4b, selectively, to fix the ends in the body 7a. The two ends of the wire ring thus overlap and are clamped together by the device 7, thereby enabling the antiskid system to be applied to wheels with different tire diameters.
Furthermore, the lengths of the stirrups 201 can be adjustable to accommodate tires of different widths as shown for the stirrup of FIG. 4. Where the portion 201c provided with the eye 201b is connected to a portion 201d formed with the free end 201a by a connecting piece 201e which has lateral flanges 8 and 9 overlying the portions 201c and 201d and which is connected by 21 7~9~
lg-860 bolts 201f to the portions 201c and 201d. The latter can be formed with a number of holes 201g allowing adjustment of the effective length of the stirrup to different tire widths.
FIG. 6 shows a support 304 in the form of a synthetic resin disk 304a with radial projections 304b formed with slots within which a stirrup can be hooked where the eye, like that of FIG. 8, is replaced by a hook formation. Since the stirrup formation can be hooked through any of the slots 10, this embodiment allows an adjustment of the radial distance of the stirrup from the center of the wheel. In the embodiment of FIG.
6 the disk 304a can be composed of metal or plastic so as to have sufficient elasticity in both radial directions Rl and R2 as for the embodiment of FIG. 1 to allow limited radial movement of the stirrups in both radial directions but, of course, insuring restoration to the centered position following such radial deformation. The support need not be an open ring as shown in FIG. 6 but can be a completely closed disk provided, of course, the regions at which the stirrups are connected to the support allow the sufficient elasticity for movement in both radial directions Rl and R2 as has been described.
In the embodiment of FIGS. 7 and 7A, the support is a flat disk 404a and the stirrup 401 is here connected by a rivet 11 forming a pivot pin, to the support 404a. The free end of the stirrup rings over the tread of the tire to engage the inner side wall as described and the stirrup can have the spikes 16 previously described. The pivot formed by the rivet 11 has an 21 7739~
axis parallel to the wheel axis and enables limited pivoting movement of the stirrup relative to its support.
FIGS. 8 and 8A show an embodiment where the stirrup 501 is connected by the hook 501b to a pivot 12 which extends tangentially, i.e. perpendicular to a radius of the support 504a.
The stirrup 501 can thus swing in the direction of the arrow S
and is retained in its position shown between a pair of cams 13 illustrated in FIG. 8A. Thus the cams 13 form an indexing device in which the stirrup is indexed in its centered position. The stirrup here has the spikes 16 previously described and an arm 501a reaching to engage the inner side wall of the tire. The embodiment of FIGS. 1 and 2 can be provided, between the stirrups 1, with additional antiskid elements of various types, including chain segments, chain nets, plastic nets and/or plastic plates with or without spike 16 or other formations. These additional antiskid elements can also be avoided. In FIG. 1, however, a plate 14 has been shown with spike 16 as an additional antiskid element. Such additional elements can be avoided as well. The number of stirrups can also be selected at will and, for example, while the minimum number is three, if desired, four, five or six stirrups can be equispaced about the tire.
FIG. 9 shows that the stirrups can be subdivided into a stirrup section 701c articulated to the support wire 4 and a section 701d formed by a plate 14 of the type described and having a free arm 701b reaching downwardly along the flank of the tread 2 at the inner side RI. The members 701c and 701d may be 2 ~ 77~9~
provided with holes 701; in which links 15 can be hooked, the holes 701j which are used, being selected to allow the stirrup to be adjusted to the width of the tire. FIG. 9 shows that each stirrup can be subdivided in the longitudinal or transverse directions. Here as well a movement of the antiskid device in the direction of arrow A is precluded.
FIG. 10 shows that a stirrup 801 can be formed from a bent wire having eyes 801b for articulating that stirrup for a wire 4 as has been described. The arm 801a is bent over the side of the tire to engage the inner side wall thereof and the wire can have projections or teeth 816 corresponding to the spikes previously described.
Claims (22)
1. An antiskid device for an automotive vehicle wheel having a hub, a wheel disk connected to said hub, a rim connected to said wheel disk and a tire on said rim having sidewalls and a tread, said wheel having an outer side and an inner side, said antiskid device comprising:
antiskid means on said tread including a plurality of stirrups extending over said tire and spaced apart around said wheel;
a support disposed along said outer side of said wheel and connected to said stirrups with intrinsic shape stability retaining said stirrups with elasticity of radial deformation toward and away from said tire, said support being held on said wheel solely by said antiskid means: and holding means engaging said tire on said inner side for preventing said stirrups from pulling off from said tire toward said outer side.
antiskid means on said tread including a plurality of stirrups extending over said tire and spaced apart around said wheel;
a support disposed along said outer side of said wheel and connected to said stirrups with intrinsic shape stability retaining said stirrups with elasticity of radial deformation toward and away from said tire, said support being held on said wheel solely by said antiskid means: and holding means engaging said tire on said inner side for preventing said stirrups from pulling off from said tire toward said outer side.
2. The antiskid device defined in claim 1 wherein the holding means includes a portion of said antiskid means engaging over said tire and reaching inwardly to said sidewall on said inner side.
3. The antiskid device defined in claim 2 wherein said holding means are connected by and an annular member on said tread.
4. The antiskid device defined in claim 3 wherein said annular member is a chain ring.
5. The antiskid device defined in claim 2 wherein said holding means forms a torque-resistant connection between said stirrups and said support.
6. The antiskid device defined in claim 1 wherein said antiskid means includes antiskid segments on said tread between said stirrups.
7. The antiskid device defined in claim 1 wherein said antiskid means includes adjustable-length antiskid members on said tread.
8. The antiskid device defined in claim 1 wherein said stirrups are each pivotally connected to said support for pivotal movement about an axis.
9. The antiskid device defined in claim 1 wherein said stirrups are each connected to said support at an adjustable distance radially from an axis of the wheel.
10. The antiskid device defined in claim 1, further comprising means for adjusting a circumference of said support.
11. The antiskid device defined in claim 1, further comprising means for adjusting a width of each stirrup across the tire.
12. The antiskid device defined in claim 1, further comprising spikes on said stirrups.
13. The antiskid device defined in claim 1 wherein said support is composed of at least one material selected from the group which consists of metal and plastic.
14. The antiskid device defined in claim 1 wherein said support is a spring wire.
15. The antiskid device defined in claim 1 wherein said stirrups are composed of at least one material selected from the group which consists of metal and plastic.
16. The antiskid device defined in claim 1 wherein said stirrups are composed of bent wire.
17. The antiskid device defined in claim 1 wherein said stirrups are formed in one piece with said support.
18. The antiskid device defined in claim 1 wherein said stirrups are connected to said support with a torque-resistant connection generating a restoring force returning said stirrups toward said tire upon a deflection of said stirrups away from said tire.
19. The antiskid device defined in claim 1 wherein the antiskid means includes plastic betwee said stirrups at least in a region of said tread antiskid elements selected from chain segments, plastic plates, chain nets and plastic nets.
20. The antiskid device defined in claim 1 wherein the support is a disk.
21. The antiskid device defined in claim 1 wherein each of said stirrups is a profile.
22. The antiskid device defined in claim 1 wherein the stirrups, the support and antiskid segments together form a single unitary part.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19519729.1 | 1995-06-02 | ||
| DE19519729A DE19519729A1 (en) | 1995-06-02 | 1995-06-02 | Antiskid for vehicle wheels |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2177091A1 true CA2177091A1 (en) | 1996-12-03 |
Family
ID=7763179
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002177091A Abandoned CA2177091A1 (en) | 1995-06-02 | 1996-05-22 | Antiskid device for automotive vehicle wheel |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP0745494B1 (en) |
| JP (1) | JPH08332815A (en) |
| AT (1) | ATE176634T1 (en) |
| CA (1) | CA2177091A1 (en) |
| DE (2) | DE19519729A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0987127B2 (en) † | 1998-09-15 | 2008-05-07 | Confon AG | Anti-skid device, especially for pneumatic vehicle wheels on surfaces covered with ice and snow |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE29913258U1 (en) | 1998-09-15 | 2000-01-27 | Confon Ag Rheineck | Anti-skid device, in particular for pneumatic tires on vehicle wheels on ice and snow |
| DE102021123206A1 (en) | 2021-09-08 | 2023-03-09 | Bayerische Motoren Werke Aktiengesellschaft | Anti-skid chain for a vehicle tire |
Family Cites Families (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1822748A (en) * | 1930-05-10 | 1931-09-08 | Rivers Frank | Traction attachment for wheels |
| US1977900A (en) * | 1934-01-25 | 1934-10-23 | Worthington S Telford | Traction device |
| US2174345A (en) * | 1938-04-04 | 1939-09-26 | Stanley L Worthing | Traction device for vehicle wheels |
| US2900004A (en) * | 1956-11-26 | 1959-08-18 | Walter G Robinson | Detachable traction device for wheels |
| DE2004534A1 (en) * | 1970-02-02 | 1971-08-26 | Richter, Siegfried, 7220 Schwenmn gen | Wheel gripping device, in particular for motor vehicles |
| CA962177A (en) * | 1972-10-27 | 1975-02-04 | Edward D. Vance (Jr.) | Traction assisting device for use with tires |
| US4226272A (en) * | 1978-09-22 | 1980-10-07 | Deluty Michael E | Tire traction device |
| DE3011731C2 (en) * | 1980-03-26 | 1985-10-10 | Hanns W. 8104 Grainau Lücke | Collapsible tire clamp |
| FR2540793B1 (en) * | 1983-02-16 | 1985-11-22 | Sepheriades Jean | ANTI-SLIP DEVICE FOR A PNEUMATIC TIRE OF A MOTOR VEHICLE |
| JPS60222305A (en) * | 1984-04-19 | 1985-11-06 | Takanori Sato | Tire slip-preventing band for vehicle |
| JPS63287609A (en) * | 1987-05-20 | 1988-11-24 | Masahiro Nakajima | Anti-slipping device for wheel |
| US4834158A (en) * | 1988-01-05 | 1989-05-30 | Danny Katz | Tire traction system |
| DE3840695A1 (en) * | 1988-12-02 | 1990-06-07 | Erlau Ag Eisen Drahtwerk | Anti-skid chain for tyres |
-
1995
- 1995-06-02 DE DE19519729A patent/DE19519729A1/en not_active Withdrawn
- 1995-11-15 DE DE59505091T patent/DE59505091D1/en not_active Expired - Fee Related
- 1995-11-15 AT AT95117984T patent/ATE176634T1/en not_active IP Right Cessation
- 1995-11-15 EP EP95117984A patent/EP0745494B1/en not_active Expired - Lifetime
-
1996
- 1996-05-22 CA CA002177091A patent/CA2177091A1/en not_active Abandoned
- 1996-06-03 JP JP8140271A patent/JPH08332815A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0987127B2 (en) † | 1998-09-15 | 2008-05-07 | Confon AG | Anti-skid device, especially for pneumatic vehicle wheels on surfaces covered with ice and snow |
Also Published As
| Publication number | Publication date |
|---|---|
| DE19519729A1 (en) | 1996-12-05 |
| ATE176634T1 (en) | 1999-02-15 |
| JPH08332815A (en) | 1996-12-17 |
| EP0745494A1 (en) | 1996-12-04 |
| DE59505091D1 (en) | 1999-03-25 |
| EP0745494B1 (en) | 1999-02-10 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Discontinued |