DE202017103313U1 - Anti-slip device with conical points - Google Patents

Abstract

Anti-skid device (1) for vehicle tires (2), having a running net (6) resting on a running surface (4) of the vehicle tire (2), which has retaining chain links (32), each comprising a bridge link (32) comprising the retaining chain link (32). 24), wherein a plane (34) of the web member (24) perpendicular to the plane (36) of the holding chain link (32), and the web member (24) between the two adjacent chain links (26) of the holding chain link (32), characterized in that the web member (24) on its side facing away from the running surface (4) side (28) at least one in the direction of the tread (4) projecting away prongs (30) extending in the direction away from the tread ( 4) tapers.

Description

The invention relates to a non-skid device for vehicle tires, with a resting in the mounted state on a tread of the vehicle tire running net having Haltekettenglieder each holding a holding chain link comprehensive web member whose plane is perpendicular to the plane of the Haltekettenglieds and extending between the two adjacent chain links the holding chain link is located.

Such anti-slip devices are known, for example from the DE 20 2009 015 608 U1 , The aim of the present invention is to further improve this antiskid device in that the self-cleaning is increased.

This object is achieved according to the invention for the aforementioned anti-slip device characterized in that the web member has on its side facing away from the tread side at least one projecting in the direction of the tread spikes, which tapers in the direction away from the tread.

The spike increases the traction on solidified ground compared to the anti-skid device DE 20 2009 015 608 U1 because it penetrates better into the ground due to the increased surface pressure. At the same time the rejuvenation improves the self-cleaning of the bridge member.

The solution according to the invention can be further improved by the following embodiments, which in each case are advantageous in their own right and can be combined as desired.

Thus, at the side facing away from the tread side of the web member a plurality of prongs may be present, of which at least one is pointed. The pointed end 0 ends on the side facing away from the tread preferably in a particular straight edge or a ridge, which may or may be perpendicular to the plane of the web member. The at least one pointed point leads to a further improved traction on solid ground.

If a plurality of prongs is used, then the distances between the individual prongs become smaller. Between the individual spikes, wooden parts or larger chunks and stones can be less easily clamped.

According to a further advantageous embodiment, a plurality of prongs may be present, of which at least one is blunt. A blunt spike has a larger area at its end and increases traction on soft ground.

The blunt point may have at its end a preferably planar end surface which extends parallel to the plane of the holding chain link or transversely to the plane of the web link. Such an end surface may form a bearing surface on which the tire rests on the ground. The dullness of the serration prevents it from sinking into parts lying on the ground, such as pieces of wood, and impaling these parts.

The at least one pointed prongs may be shorter than the at least one blunt prongs, so that it only comes to rest when the blunt prongs have sunk slightly into the ground. This also prevents skewering of parts that lie on the ground.

If the pointed point between two blunt points is arranged, so for example, in the gap between the two blunt teeth protrudes, so the pointed teeth simultaneously serves as a deflector, which prevents parts of the ground between the two blunt teeth can pinch.

Preferably, the at least one spike projects beyond at least the adjacent chain links on the side facing away from the running surface when the antiskid device is mounted on the vehicle tire. As a result, the spikes can push better into the ground during operation.

The angle at which the at least one pointed point tapers, according to a further advantageous embodiment, can be blunter than the angle at which the at least one blunt point tapers. The dull angle of the pointed point reduces the risk of the point of the point tearing. The taper angle is preferably only in the plane of the web member, which simplifies the manufacturing process and allows, for example, a punching of the web member.

The material thickness of the at least one, some or all teeth can correspond to the material thickness of the web member. This reduces the risk that a spike breaks off.

In the mounted state, the chain strands having at least one web member can run in the circumferential direction of the vehicle tire, thus forming so-called track strands. In this embodiment, the plane of the web member is perpendicular to the circumferential direction of the vehicle tire.

In order to increase the self-cleaning of the anti-skid device, it is advantageous if the web member is movably seated on the holding chain link, that is, for example, merely slid and, in particular, not welded. In particular, the web member can be tiltably seated about an axis extending transversely to the web member's plane and / or displaceably transverse to and / or in the plane of the retainer link on the retainer link.

In such a movable seat, the web member always performs movements relative to the holding chain link when rolling the vehicle tire. These relative movements prevent clogging of the gaps between the holding chain link and the web link as well as the web link and adjacent chain links of the holding chain link.

The web member may be composed of two parts welded together. Both parts can be forged, machined, cast or stamped bent parts. A dividing line between the two parts may, viewed in the mounted state from the tread, lie next to the retaining chain link.

However, in order to reduce the manufacturing costs, it may be advantageous if the web member is a monolithically manufactured, ie one-piece part. For example, the web member may be a stamped bent part made of a sheet material or a forged part.

The holding chain link can be inserted in the longitudinal direction of the chain link belonging to the holding chain link in a central opening of the plug member. The central opening is closed all around the retaining chain link.

Alternatively, the holding chain link can also be introduced transversely to its longitudinal direction or the longitudinal direction of the respective chain strand through a lateral insertion opening of the central opening of the web member in the web member. The central opening is not closed in such a configuration prior to assembly of the web member, but laterally open. This embodiment has the advantage over the aforementioned embodiment that the web member can be mounted on an already completed chain strand. In the previous embodiment, however, the web member must be postponed during the manufacture of the chain strand before both adjacent chain links are mounted on the holding chain link.

The web member may have only a single weld with which the central opening is closed, for example, at the insertion opening, after the web member is mounted on the holding chain link.

The web member may be plastically deformed around the holding chain link according to a further embodiment, in particular be bent around. For example, the central opening at a location for mounting on the holding chain link having the chain strand are first bent up. Subsequently, the web member is pushed transversely to the longitudinal direction of the chain strand on the holding chain link and the central opening closed again by bending the web member. So that the opening does not open accidentally, it is welded shut. Alternatively, instead of a bent web member also a web member can be used, which is already made in a state, for example, forged or stamped, in which the opening of the web member is sufficiently wide open to allow sliding of the web member on the Haltekettenglied. In this case, a plastic deformation takes place only when the central opening of the web member is closed.

The holding chain link is preferably a horizontal chain link which can be arranged between two standing chain links. Ideally, the plane of the holding chain link runs parallel to the tread of the tire, that of a standing chain link perpendicular thereto. When using the anti-skid device deviations from this ideal result, because, for example, the exact alignment of the horizontal and vertical chain links of the surface of the vehicle tire, ie the tire tread, is dependent. Such a condition of the tire profile, deviating orientation of a horizontal chain link is still referred to in the context of this text as a parallel orientation to the running surface of a horizontal chain link based on the construction of the anti-skid device underlying ideal.

The invention is explained in more detail below by way of example with reference to exemplary embodiments and with reference to the drawings. In the drawings, for elements which correspond to each other in function and / or construction, the same reference numerals are used for the sake of simplicity.

According to the above explanations, the different features in the different embodiments can be arbitrarily combined with each other. In particular, a feature whose technical effect is not important in an application can be omitted, or a feature whose technical effect is important to a particular application can be added.

• 1 eine schematische Perspektivdarstellung einer erfindungsgemäßen Gleitschutzvorrichtung;
• 2 eine schematische Perspektivdarstellung eines Kettenstrangs der Gleitschutzvorrichtung der 1;
• 3 eine schematische Ansicht eines Stegglieds der Gleitschutzvorrichtung der 1;
• 4 eine schematische Darstellung eines Stegglieds der Gleitschutzvorrichtung der 1 vor der Montage auf einem Kettenstrang;
• 5 eine schematische Darstellung eines Stegglieds der Gleitschutzvorrichtung der 1;
• 6 eine schematische Darstellung eines weiteren Steggliedes der Gleitschutzvorrichtung der 1;
• 7 eine schematische Darstellung eines weiteren Steggliedes der Gleitschutzvorrichtung der 1.

Show it:

• 1 a schematic perspective view of an anti-skid device according to the invention;
• 2 a schematic perspective view of a chain strand of the anti-skid device of 1 ;
• 3 a schematic view of a web member of the anti-skid device of 1 ;
• 4 a schematic representation of a web member of the anti-skid device of 1 before mounting on a chain strand;
• 5 a schematic representation of a web member of the anti-skid device of 1 ;
• 6 a schematic representation of another web member of the anti-skid device of 1 ;
• 7 a schematic representation of another web member of the anti-skid device of 1 ,

First, the structure of the anti-skid device with respect to 1 explained.

1 shows an anti-skid device 1 when mounted on a vehicle tire 2 , On a rough course here 4 is a running net 6 on. The running net 6 preferably has stitches 8th on that completely on the tread 4 rest. The stitches 8th are polygonal, for example, five or hexagonal. The individual pages 10 a mesh 8th are preferably constructed of chain strands. The single stitches 8th borders at least on the tread 4 to each other, leaving individual pages 10 to two stitches 8th can belong. At the corners 12 the mesh 8th there are nodes 14 , where several chain strands 16 converge, for example, three chain strands. The nodal points 14 are preferred by rings 18 educated.

To when rolling the vehicle tire 2 to maintain the directional stability are chain strands 16 present, extending in the circumferential direction 20 extend. These chain strands 16 be as track strands 22 designated.

On the track strands 22 are web members 24 where each track strand 22 for example, only a single bridge member 24 can have. This may be due to the fact that each track strand 22 from only three chain links 26 exists to the stitches 8th not unnecessary in the circumferential direction 20 to extend. With small stitches it is ensured that on the surface on which the vehicle tires 2 rests on the ground (not shown), a complete scam 8th located.

Of course, web members 24 Also be present on chain strands, which at an angle to the circumferential direction 20 run.

The bridge members 24 are at theirs from the vehicle tire 2 or the tread 4 opposite side 28 with at least one spike 30 provided, moving away from the tread 4 rejuvenated.

With reference to the 2 is a track strand 22 the anti-skid device 1 explained in more detail. The bridge member 24 sits loosely on a retaining chain link 32 , so that it is movable relative to the holding chain link, in particular displaceable and / or tiltable. This mobility allows self-cleaning of the track line 22 during operation.

A level 34 of the bridge member 24 runs perpendicular to the circumferential direction 20 , In the holding chain link 32 extending through the bridge member 24 extends, it is preferably a lying chain link of the chain strand 22 , ie a chain link whose plane 36 parallel to the tread 4 runs. The two to the holding chain link 32 adjacent chain links 26 are preferred standing chain links whose planes 38 preferably both perpendicular to the plane 34 of the bridge member as well as to the plane 36 of the holding chain link.

For receiving the retaining chain link 32 has the bridge member 24 a central opening 40 on, opposite the retaining chain link 32 has an excess so that the web member 24 in the direction transverse to the circumferential direction or a longitudinal direction 42 of the chain strand 22 is displaceable.

The bridge member 34 is located between the two to the respective Haltekettenglied 32 adjacent chain links 26 , The two adjacent chain links 26 limit the mobility of the web member in the longitudinal direction 42 ,

On the tread 4 facing side 44 the anti-skid device 1 dominates the bridge member 24 preferably at least the adjacent standing chain links 26 , On the website 44 can the bridge member 24 especially on the tread 4 rest, provided at this point not a depression between two lugs of the tread 4 is available.

The at least one spike 30 protrudes in the mounted state of the anti-skid device, the standing chain links 26 on the tread 4 opposite side 28 ,

2 shows only by way of example that the web member 24 three prongs 30 having. This is merely a preferred embodiment. It can also be one, two or more than three pips 30 be provided.

The spikes 30 rejuvenate towards the tread 4 , where the material thickness of the prongs perpendicular to the plane 34 of the bridge member 24 preferably remains constant. A sharp point 46 can be between two dull spikes 48 be arranged. The dull spikes 48 can the sharp points 46 overtop. At least two spikes 30 can lie laterally outside and the lateral outer contour 49 continue the bridge link.

An endface 50 a blunt tooth 48 can be designed plan and, for example, parallel to the tread 4 or to the level 36 run. The angle 51 in which there is a dull spike 48 tapered, can be sharper than an angle in which a pointed point 46 rejuvenated. The angles 51 are preferably in the plane 34 ,

A sharp point 46 ends preferably in a line-shaped edge or a ridge 52 ,

In the illustrated embodiment, the pointed and the two blunt tines cooperate insofar as the pointed serrations 46 Prevents large parts of the substrate between the two blunt teeth 48 pinch. At high pressure, the pointed point can 46 divide into the space invading parts. At the same time, the dull spikes work 48 increasing traction in soft ground. Because of their blunt design, for example, they are difficult to impale pieces of wood. The rejuvenating shape of the teeth 30 . 46 . 48 increases self-cleaning.

When the outer spikes wear, the middle spike can also serve as a traction aid.

In 3 is a bridge member 24 shown monolithic with closed central opening 40 is designed. The bridge member 24 in this embodiment, for example, as a casting, milling, forging, but preferably be designed as a stamped part.

The 4 and 5 show a variant of the web member 24 , which is also designed monolithic example, as a cast, milling, forging or stamping. In contrast to the embodiment of 3 but has the web member 24 a lateral insertion opening 54 on, leaving the central opening 40 is open. The insertion opening 54 allows it, the bridge link 24 laterally on a retaining chain link 32 postpone. Consequently, the variant according to 4 on an already finished chain strand 22 to be assembled. The variant of 3 without insertion opening 54 however, it can only be mounted before the next chain link 26 on the holding chain link 32 is attached.

After inserting the retaining chain link 32 through the insertion opening 54 in the central opening 40 becomes the bridge member 24 plastically deformed, as by the arrow 56 is indicated. Due to the plastic deformation is the insertion 54 locked. By an adhesive such as welding or soldering is the insertion 54 permanently closed, leaving the central opening 40 even under heavier loads can not open.

The weld 58 , which is produced by welding or brazing and with the insertion hole 54 is closed, lies on the tread 4 from the side next to the holding chain link 32 , this in 5 is indicated.

Finally, the bridge member 24 also be designed in two parts, each of the parts 60 . 62 a milling, casting, forging, but preferably can be a stamped part. The welds 58 are here again preferably from the tread 4 seen from next to the holding chain link 32 , The advantage of a two-piece design is that the two parts 60 . 62 not have to be made of the same material. For example, this can be the at least one point 30 having part 60 made of a harder material than one on the tread 4 resting lower part 62 ,

An anti-slip device 1 may comprise one, several or all of the above variants of web members.

LIST OF REFERENCE NUMBERS

1

Anti-skid device

2

vehicle tires

4

tread

6

chain mesh

8th

mesh

10

Side of a mesh

12

Corner of a mesh

14

node point

16

chain strand

18

ring

20

circumferentially

22

track train

24

web member

26

link

28

away from the tread side

30

Pink

32

Holding link

34

Level of the bridge member

36

Level of the retaining chain link

38

Level of the adjacent chain links

40

central opening

42

Longitudinal direction of the chain strand

44

the tread facing side

46

sharp points

48

dull spikes

49

lateral outer edge of the web member

50

End face of the blunt tooth

51

angle

52

Burr or edge of a sharp point

54

insertion

56

arrow

58

weld

60

Part of the bridge member

62

Part of the bridge member

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 202009015608 U1 [0002, 0004]

Claims (14)

Anti-skid device (1) for vehicle tires (2), having a running net (6) resting on a running surface (4) of the vehicle tire (2), which has retaining chain links (32), each comprising a bridge link (32) comprising the retaining chain link (32). 24), wherein a plane (34) of the web member (24) perpendicular to the plane (36) of the holding chain link (32), and the web member (24) between the two adjacent chain links (26) of the holding chain link (32), characterized in that the web member (24) on its side facing away from the running surface (4) side (28) at least one in the direction of the tread (4) projecting away prongs (30) extending in the direction away from the tread ( 4) tapers. Anti-skid device (1) after Claim 1 , characterized in that on the side facing away from the running surface (4) side (28) of the web member (24) has a plurality of prongs (30) is present, of which at least one is pointed. Anti-skid device (1) after Claim 1 or 2 , characterized in that a plurality of prongs (30) is present, of which at least one is blunt. Anti-skid device (1) after Claim 2 and 3 , characterized in that the at least one pointed point (46) is shorter than the at least one blunt point (48). Anti-skid device (1) after Claim 2 and 3 or after Claim 4 characterized in that the at least one pointed prong (46) tapers to a stunt angle (51) than the at least one blunt prong (48). Anti-skid device (1) after Claim 2 and 3 or after Claim 4 or 5 , characterized in that the pointed point (46) between two blunt teeth (48) is arranged. Anti-skid device (1) according to one of Claims 1 to 6 , characterized in that in the mounted state, the at least one web member (24) having chain strands (16) in the circumferential direction (20) of the vehicle tire (2). Anti-skid device (1) according to one of Claims 1 to 7 , characterized in that the web member (24) slidably and / or tiltably mounted on the holding chain link (32) sits. Anti-skid device (1) according to one of Claims 1 to 8th , characterized in that the web member (24) of two parts welded together (60, 62) is composed. Anti-skid device (1) according to one of Claims 1 to 9 , characterized in that the web member (24) is plastically bent around the holding chain link (32). Anti-skid device (1) according to one of Claims 1 to 10 , characterized in that the web member (24) has a central opening (40) in which the holding chain link (32) is received, and in that the central opening (40) has a sealed insertion opening (54) laterally. Anti-skid device (1) after Claim 11 , characterized in that the insertion opening (54) with a weld (58) is closed. Anti-skid device (1) according to one of Claims 1 to 12 , characterized in that the web member (24) is provided with at least one weld (58), which in the assembled state of the tread (4) viewed from adjacent the Haltekettenglied (32). Anti-skid device (1) according to one of Claims 1 to 13 , characterized in that the web member (24) is monolithically made of a stamped and bent part.

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