FR2882968A1 - Anti-sinking system for e.g. tow vehicle, has studs fixed on tire tread of wheel, and block assembly with ring-threaded shanks and latch cases, for looping and locking blocks on wheel, where blocks are connected by connection cables - Google Patents

Abstract

The system has a device with large dismountable studs fixed on a tire tread of a wheel (70) of a vehicle. The device has an assembly of blocks, each with a body (1) and lateral wings (2) adapting to the external peripheral shape of a tire. The blocks are connected by main and auxiliary connection cables (3, 4). The block assembly has ring-threaded shanks (24, 27) and latch cases, for looping and locking the blocks on the wheel.

Description

The present invention relates to a device for assisting a vehicle

  light road or all-terrain vehicle to get out of a stagnant or to approach with a reduced risk of stagnation part of sandy track, muddy, snowy, or any other non-consistent support. The term "stagnation" here encompasses the notions of silting, siltation,

  snow or any other form of wheel penetration in the upper layer of a track (or terrain) associated with the difficulty of adherence and movement of the vehicle, whether on a beach, in the desert, on earth, vase , snow, ice or other. It also takes depending on the conditions of the ground and the slopes of the tracks part of the difficulties of displacement related to the overall lack of attachment of the vehicle on its support.

  This type of situation is traditionally managed for the case of an effective stagnation by the use of light plates (length about 2 m, width about 0.5 m) to position under the wheels, the use of shovels to release the vehicle , pulling cable and winch from a fixed point, or reducing tire pressure. For the prevention of this stagnation, the use of special tires or snow chains or the reduction of tire pressure is used to increase the load bearing surfaces. Traction or pushing is sometimes done by another vehicle, an animal or men.

  The major disadvantage of these curative devices for the effective stagnation is that their use and effect are restricted to a point action or a limited distance. That is to say that, for example, removing the vehicle with a board, a shovel and traction by means of a cable anchored to a fixed support does not prevent the problem from reproducing a little further. Similarly, the use of a towing vehicle, animal or men requires their availability and there is also a risk of stagnation of the rescue vehicle or injury. For the prevention of stagnation, the reduction of tire pressure or the use of special tires have only limited effectiveness in the least critical situations. In addition special tires may not be ideal for the type of track encountered on another part of the journey and it is not possible to change tires at each change of terrain. Note that reducing tire pressure is not recommended for tubeless tires and requires a means of inflation. The boards are bulky and their transport is only possible for specific trips with 4x4 vehicles.

  The device according to the invention overcomes these disadvantages. It consists of the installation of large removable crampons reported and fixed on the tread of the vehicle wheels.

  According to a first characteristic and for each wheel, it comprises a set of U-shaped blocks conforming to the peripheral outer shape of the tire (PI 1, Fig.1, Rep.1 and 2). The most standard number of blocks is 12 (PI 22, Fig. 45). These blocks are interconnected and kept away from each other by connecting elements. These connecting elements must allow relative flexibility between the blocks to allow the different arrangements of the system formed during storage, manipulation and assembly and implementation. The most standard connecting elements are cables (Plate 1, Fig. 1, Rep 3 and 4) and spacers (Rep 5) fixed on the parts of the cables external to the blocks.

  The length of the connecting elements and the width of the blocks are such that the assembly formed wrapped around the tire corresponds to its circumference. The main connecting elements (two Rep. 3 cables for standard systems) are located at the outer diameter of the tire. The secondary elements (two other cables Rep. 4 as standard) are located on the ends of the branches of the blocks, forming after looping the system two polygons of smaller diameter than the tire and being located on either side of the tire.

  The main connecting elements are used to pull the blocks during the installation of the system and plating the blocks on the tire to resist the motor force during use. The auxiliary connecting elements are used to hold the blocks (U-arms or wings upwards, PI 20, Fig. 43, Rep. 82) in place during the installation of the system and to keep the blocks in their position. work plan during use (the axis of the standard blocks remaining strictly parallel to the axis of the wheels, the contact face of the remaining blocks pressed against the tire). The two end blocks for each wheel are equipped with an attachment and clamping system (PI.8, Fig. 18, Rep. 24, 25, 26, 27 and 28) allowing the blocks to be looped and tightened around the wheel. tire. This tightening system must be accessible and allow a satisfactory tightening of the inner side of the wheel, it must have a sufficient range to catch the different games and deformations of the block / tire system, it must exert sufficient effort to allow the transmission of couples required.

  According to a second characteristic, the number of blocks can be from 3 (Pl.24, Fig. 48) to 18 or even more instead of the standard of 12. For couples to be transmitted in the same order, the pressures exerted by the block on the tire is even lower than the number of blocks is important. The 3-block version is a minimal version for occasional use, space-saving for light vehicles with hubs on the inside of the wheels.

  According to a third characteristic, the spacers are eliminated and their function which is to keep the blocks at a distance is achieved by blocking (crimping, fixing ...) the cable in the block (PI 1, Fig. 1, Rep. 3b and 22, Fig. 45, Fig. 3). The prevention of the connection is in this case by the tension of the cable on the rest of the periphery of the tire.

  According to a fourth characteristic, the auxiliary connecting elements are simply eliminated (Fig. 1, Fig. 1, bottom left corner, cable removal Fig. 4). In this case, the main connecting elements are located on a diameter as close as possible to the outer diameter of the tire, or even on a diameter slightly smaller than the diameter of the tire. Keeping the blocks in a plane tangential to the tire is done by combining the resistance to deformation of the cables by their own resistance to bending and especially the effect of their tension during the formation of a closed circle. Note that the effect of this tension depends on the size of the tightening of the blocks around the tire and the inflation pressure of this tire. In the case where the cables would be on a relatively smaller diameter than the tire, the blocks would tend to get on the field during the maneuver, in situ installation and misdirected efforts would be applied to the cables. In this case a cable (or other type of connection) will be maintained so that the axis of traction of the auxiliary mounting system on the blocks is close to the body of these blocks.

  According to a fifth characteristic, it is the main cables that are replaced by chains for their traction function and plating blocks on the tire. They will be linked to the blocks by a ring or a link attached to the block, and may not cross. The chains allow easy storage and assembly.

  According to a sixth characteristic, the main connecting elements are links (PI 1, Fig. 2, Rep. 6) with at their end a hinge or ball joint connection with the blocks. The freedom of the hinge or ball joint must be sufficient to allow easy storage and assembly.

  According to a seventh characteristic, the main connecting cables are sheets partially free in rotation in the direction of the long axis of the blocks (PI.4, Fig.11, Rep.8 or 10). This partial freedom in rotation can also be replaced by the bending of the sheet which would then be fixed to the block. This partial freedom must allow easy storage and assembly.

  In all of the preceding provisions, it is not intended to run on the cables or connecting elements inter main blocks. The vehicle will therefore tend to ride in a chaotic manner on a fairly hard part of the track because of the difference in radius between the top of the blocks and the tire zones between two blocks. Similarly the deformation of the tire under the blocks will be quite irregular.

  In order to reduce this effect, and according to an eighth arrangement, the inter-block connection elements will be used for the rolling to make it more continuous, and will be placed on the tread of the tires (PI 1, Fig. 3, Rep. 7). The rolling radius on the top of the blocks and the top of the connecting elements and their penetration into the tire and the ground during the application of the load being of the same order of magnitude, the shocks will be attenuated. The effect of crampons will not be greatly affected by the addition of contact of the connecting elements with the ground, the contact surfaces of the blocks and connecting elements with the tire is sufficient for the structure of the tire is not damaged by punching. There is better lateral handling on hillside tracks.

  The function of this arrangement can be achieved by thick rubber sleeves in which are slid the connecting elements (PI 1, Fig.3, Rep. 7).

  Similarly, according to a ninth arrangement, the blocks will be in the form of a V (PI 2, Fig. 6, Rep. 1 and 2), each V is laid flat on the running surface of the tire, points forward and nested between the wings of the previous V (PI 23, Fig. 47). The front tip of each block is connected to the points of the consecutive blocks by a cable (or connecting element) (Fig. 2, Fig. 6, Fig. 3 and Fig. 23, Fig. 47, Fig. 3). The wings of the V will be terminated by a curved part on the side of the tire (Plate 2, Fig. 6, Rep 2). These curved parts immobilize the block laterally with respect to the tire and provide the interface with the lateral connecting cables (or elements) (Pl 2, Fig. 6, Rep 4) between the consecutive blocks.

  For the system, therefore, we have V-blocks 3 connecting cables (or elements) which have the functions of the main cables and auxiliary cables of the standard block of the first arrangement at the same time.

  In the same vein, and according to a tenth arrangement, the blocks will have the shape of a modified V, the branches of the V remaining separated and not coinciding at the level of the tip (Fig. 2, Fig. 5, Rep. 2). This profile is identical to the profile of the crampons of agricultural tractors. This arrangement maintains a continuous rolling and low punching effect of the tire while reducing the material compared to the V blocks. The reduction of material implies a saving in weight and storage volume in the vehicle. The reduction of the contact surface that it entails can be slightly detrimental in terms of wear, in particular in the case of a coating or a rubberized cover of the blocks. The mounting elements of this modified V are very close to those of the conventional V. The cable or central connecting element of the ninth arrangement in this case staggered the central end of each branch (there is an inner branch and an outer branch block) V modified. The ends of the wings and their connecting elements are individually identical to the previous assembly, they are offset by the same value as the offset of their central ends on the periphery of the tire. The rigidity of the link between the two wings of the modified V-shaped block would be zero if the two wings were totally independent or only partial and weak after mounting the cables (or elements) connecting and looping on the tire. It is therefore appropriate and according to the conditions of total number of blocks, diameter of the wheels, power of the vehicle, number of driving wheels and constraints of weight and volume of the stored system, rigidly block the wings of one, several or all blocks to prevent differential shifts of the elements relative to the tire. This blockage eliminates degrees of freedom and can be achieved by arranging a plate attached to each central end of the branches (PI 2, Fig. 5, Rep. 1.1).

  According to an eleventh arrangement, the blocking can be achieved by placing the central ends of the branches of the modified V into rigid contact, which then becomes a T (PI.2, Fig.4).

  For the ninth, tenth and eleventh provisions, the rolling radius on the top of the blocks being continuously in contact with the ground due to the interlocking of V, modified V or T, and the deformation of the tire (the circumference flattens in contact with the ground under the effect of the load), the penetration into the tire during the application of the load being of the same order of magnitude throughout the course of the crampons, shocks felt during the driving will be mitigated. The relationship between the length of the V or T, the pressure of the tire, the load must be controlled so that the deformation of the tire, flat in the case of the contact zone with a hard ground, circular outside the contact areas and angular at the entry or exit point of the contact zone is not too different from the contact shape of the block with the tread, which is generally circular of radius equal to that of the tire (PI 3, FIG. 7, 8 and 9). This cohesion is improved by the bending flexibility in the axial direction of the plate connecting the branches of the V (PI.2, Fig.5, 1.1) and by the flexibility of the materials of the blocks T (PI.2, Fig. 4, Rep. 1). The effect of crampons will not be greatly affected by the addition of contact surface with respect to the standard block or the inclination of these studs with respect to the axis of the wheel, the contact surfaces of the blocks and elements tire connection is sufficient to ensure that the tire structure is not damaged by punching. It should be noted that the attachment of these crampons on the ground is different in the direction of forward or reverse of the vehicle. The normal assembly requires that the tip of the V located at the top of the tires of the 4 wheels is directed towards the front, but the other montages are possible.

  According to a twelfth arrangement, the cables or connecting elements between blocks may be replaced by a sheet of smaller diameter cables, or even by a woven mat or interwoven cables (PI 7, Fig. 16). These intersecting cables or these plies may be made of metal material, synthetic, natural or other. Their resistance must simply be sufficient to take up the forces and their possible abrasion wear due to accidental contact with the ground and their elongation in time must be minimal. The blocks, of different materials including rubbers, will then be fixed by gluing, overmoulding, vulcanization, tightening, screwing, welding, riveting or other method of attachment to the sheet which will take on its inner face the shape of the tread and tire sidewalls. In the case of some of these fastening methods (eg overmoulding of rubber on the tape) it will be advisable to insert loops or keep some threads in a loop following a skeleton of the crampon in order to reinforce the binding (PI.7 , Fig. 16, Rep. 19 and 20). The edges of the band at the standard system's auxiliary cables will be doubled or folded several times (hem) and / or will be reinforced with a cable. At the separation, the two ends of the belt will also be reinforced and will have a provision for a system of buckling and tightening the band around the tire (PI.7, Fig. 16, Rep. 18).

  According to a thirteenth arrangement, the band and studs described above are simply derived from a recovery tire (PI.7, Fig. 17, Rep. 21) whose crampon and size characteristics (in particular the width) are suitable both for the functions of adhesion or ability to grip and increase ground contact area, and the buckling of the vehicle tire without discomfort and without contact with the support elements, the fairing and the accessories of suspension and braking of the affected wheels. The recovery of tires called low size is particularly suitable. There are of course various adaptations possible to make this recovered tire suitable as: retreading, the sculpture of particular spikes, the arrangement of the ends of the cables of the slats and sheared rods or even to manufacture its equivalent directly by incorporating these adaptations. The introduction of this so-called roofing tire during assembly from the stuck situation is done by introducing one of the ends under the bogged wheel and maintains the unconnected portion outside the plane of the wheel. The tire is now in the form of a helical portion. The draw for positioning under the wheel is done according to one of the methods and possibly with one of the auxiliary mounting systems described in 33 arrangement. The cut ends of the tire are adapted (PI.7, Fig. 17, Fig. 23 or PI.17 Fig. 36, Fig. 23a and 23b) to be able to tie up the auxiliary mounting system and the loopback system. tightening (example: PI 13, Fig. 28 and 29). This system of buckling and tightening fits into the thickness of the tire recovered or manufactured cover to avoid bursts at its level when driving. It is even possible to insert between the vehicle tire and the cover tire a thickness of rubber bands. This extra thickness allows the housing of the strapping and clamping system. It increases slightly the wheel diameter and thereby improves the rolling coefficient of the vehicle. It also increases the rigidity of the tire skin, which increases the ground contact area by better use of the peripheral areas at the vehicle / ground contact surface. This ultimate economical mounting is not feasible for all vehicles where the free space between the tire and the fixed elements of the vehicle is restricted. It requires an average storage volume, the tires being nested inside each other like Russian dolls in the trunk of the vehicle. In the preceding arrangements, the blocks or the roofing tires are attached to the vehicle tire and in particular are connected in rotation with respect to the engine or braking torque transmitted to the wheel.

  According to a fourteenth provision not illustrated, the elements of the thirteenth provision will be identical, with the exception of the length of the roofing tire which will keep a diameter slightly larger than that of the vehicle tire. There is therefore no tightening phase after assembly and the cover tire will not be linked in rotation with the wheel. Since the torque due to the ground adhesion and the cleat effect is greater in certain critical cases to the adhesion effect between the vehicle tire and this tire cover, this arrangement allows the tire cover to patina not on the ground and does not dig ruts. It also limits the braking torque to the sole tire / interior grip force of the cover tire in the case where the effect of the crampon and the grip on the track are higher. The tire of the vehicle will therefore roll inside a rubberized chamber and often covered with grains of sand or a film of mud without increasing the stagnation. It will eventually skate over the cover tire, but the action on all the drive wheels will be sufficient to move the vehicle on sandy or muddy terrain with no excessive slopes. The possible mounting of the tires on the non-drive wheels improves the overall rolling capacity of the vehicle. In this arrangement, and in the case of vehicles with differential lock, the torque distribution by the drive wheels will be naturally according to the value of the coefficient. inter-tire friction on each wheel which greatly depends on this presence of sand or mud, and the load applied to the wheel. It is often the least loaded wheel that skates first and digs a hole which will be difficult to exit once the vehicle rebalanced. The effort generated at the level of the crampons will therefore be optimized. For vehicles not equipped with a differential locking system, the crampon effect of the wheel with the least load generates a resistant torque in all cases greater than that which would create the ground on a normal wheel. This addition of torque, transmitted without being exceeded because of inter-tire slippage, allows the wheel with the most power to transmit in turn a torque of the same value. In the case of a non-equipped vehicle, as soon as the least loaded wheel begins to skate, the second can only deliver a torque equal to the slip torque generally not allowing the vehicle to advance. The skating wheel will then rotate faster by the effect of the differential and release more particles of soil support further decreasing the value of the torque transmittable by the second wheel which will remain fixed. It should be noted that since the rubber / rubber coefficient is important and tends to increase with the effect of the heat released by the slippage, the inner layer of the cover tire which is in contact with the tire of the vehicle may be a layer of different material (nylon, mesh of steel wires ...) chosen according to the application. This layer thus allows a reduction or even a better evacuation of calories. However, the vehicle must not be allowed to skate too long. With this system, alternating forward / reverse in the boring hole will create a lamination of the soil rather than digging.

  According to a fifteenth provision, the shapes of blocks, tire types, drawings of crampon sculptures and the number and type of connecting elements as well as the clamping systems that are the subject of this document are extended to other shapes, numbers and types than those , individuals, mentioned in the various provisions.

  According to a sixteenth provision, and in the context of the preceding provision, the lateral branches of the different blocks and the different blanks of the attached roofing tires may be extended or provided with fins or lateral crampons (PI 24, Fig. 49, Rep 2.2), the action of which can help the attachment in the support ground, thus increasing the pallet action of the blocks or crampons. These fins may be added temporarily or permanently and may have thicknesses, stiffness, materials and various shapes. It may be necessary to take into account their effect in the load calculation of the connecting elements. These fins can be mounted on both sides or only on one side of the blocks (or blanks of roof tires) depending on the spaces available between wheel and other parts of the vehicle. Rigid connecting elements such as hinged sheet metal elements are particularly suitable for recovering asymmetrical forces.

  According to a seventeenth provision, block systems, whether they are mounted on connecting elements such as cables, chains, rods, straps, sheets or others, and the roofing tires may be arranged in two half or half systems. shells. There will therefore be two half-block trains (or two half circumferences of cover tire) and two diametrically opposed clamping systems. The two subsystems will be as identical as possible. The advantages of this arrangement are storage, balancing, adjustment range, ease of assembly, pairing possibilities and factory presets. Indeed, it allows during disassembly of the half shells (tires or blocks) an easier nesting for storage in the trunk, it confers almost a doubling of the adjustment range for the establishment, the catching of the differences of diameter vehicle tire manufacturing and their level of tread wear as well as for the final tightening of maintains. Clamping at two diametrically opposite points improves the efficiency of clamping and distribution of the plating force of all the blocks on the tire. In fact a clamping at a single point makes it possible less to overcome the hysteresis due to the adhesion of the blocks on the tire, the blocks close to the clamping system are generally better plated than the following blocks on which the effect of the tension of the cable is partially reduced by the friction of the first blocks on the tire. This arrangement in half shells also provides an ease in balancing possible unbalance systems relative to the rotation, provided, for half-shells well identical and paired to ensure that the respective clamping systems are used at the same setting values if starting from two free half shells or presetting the value of a clamping system to a fixed value, which will be located and will not be dismounted, identical to that obtained for a system balance during blank tests in the workshop before departure. The shells will be paired in pairs and marked for each wheel. Possibly weights are fixed in the workshop on the system to perfect balancing. This facility makes it possible, by reducing the unbalance, to increase the values of maximum speed of use of the vehicle.

  According to an eighteenth provision, several modes of manufacture and different materials can be envisaged for the realization of the elements of the systems.

  The blocks can be made by plastic molding with or without reinforcing fibers or core, made of synthetic materials or light metal or iron-based alloys or even wood. They can also be in assembled profiles, welded, in parts or sheet metal stamped, stamped or formed or any other kind of materials. Depending on the use they can be coated with rubber. Manufacturing methods must take into account weight constraints and optimize castings by incorporation of ribs. The connecting elements are according to their type of black steel, galvanized, stainless steel, nylons, fibers or other materials.

  According to a nineteenth arrangement, the sheet metal or welded section blocks will be coated with pads possibly overmolded around inserts in order to increase the sheet metal / pad connection of the block (PI.5, Fig.12 and 13, Fig.12). , 13, 13b).

  According to a twentieth provision, for the systems of the preceding provisions the rubberized part in contact with the track will be a rubber pad made or coming from the tread of a recovery tire. it is also possible to provide in cold regions an outer surface coating blocks and crampon profiles particularly suitable for snow or ice (PI.6, Fig. 14, Rep 14) .In particular, the reported tires recovered will be based on snow tires, or will be studded or will be applied with a non-skid coating (regenerated for example in petrol stations). The blocks may be equipped with the same type of cover or accessories (snow cleats, nails, cladding) and may also be equipped with hard blades inserted into the blocks in different directions and slightly protruding to grip the ice (PI 6, Fig. 15, Rep 17).

  The different types of block systems, tablecloths and crampons, roof tires ... can be equipped with different types of clamping systems. These systems will be selected according to the available thicknesses (between blocks or tires), the type of connecting elements, the tension forces to be ensured, etc. They must allow a tightening of accessible way by the outside of the vehicle and fast.

  The illustrated solutions serve as a basis for various variants also included among the systems covered by this document. The variations may relate for example to materials, or principles, rod systems, drawbar, winding, rack, screw, gear, gear or rack and worm, hydraulic, velcro type band etc. Because of the limited space available and the forces to be applied, the steels, alloys, plastics, rilsans or other materials used in the mechanical systems will have good characteristics of resistance to elastic rupture, resistance to wear, to matting, a low coefficient of friction. The cables, and traction elements also have high characteristics in terms of breaking strength, wear, ability to work with a small radius of curvature. Clamping systems must be resistant to corrosion and not be impeded by sand grains or sludge, so they must be adequately cleaned prior to storage and avoid the types of lubricants that would amalgamate materials rather than facilitated sliding.

  The examples illustrated on the different boards represent the clamping systems of the main connecting elements with two elements for ease of readability of the drawing. The number of elements is not limited to two and can vary from one to as much as necessary to ensure the tightening tension, while keeping the criteria of accessibility and convenience of setting up.

  With respect to the adjustment systems, it may be noted that the vehicle wheel diameter variations depend little on the operating pressure if it remains within a practical range of use, but varies according to the wear u according to a formula. 2xPixu. The tension variations of the clamping systems are partly taken up by the local penetration into the rubber of the tire tread patterns of the vehicle. This ensures a certain flexibility in the clamping which allows among other things the use of discontinuous displacement systems such as notches. Clamping arrangements using roof tires, and for which the tread is applied to the entire circumference, are covered with a thickness of rubber for contact with the ground, and staggered rubber tabs between the two parts to overlap to ensure continuity in the bearing. All systems are designed not to loosen when driving in case of accidental support on a blocking device, from the zone of contact with the ground to the free zone, by temperature change or acceleration due to shock, centrifugal force or other.

  According to a twenty-first provision, provision is made for a clamping system with notched rods and ratchet boxes that can be used for various block profiles (PIs 8 and 9, Figs 18, 19, 20 and 21).

  For the main connecting elements the toothed rods Rep 24 are disposed at the end of the cables Rep 3 of the last block and enter the ratchet boxes 25 of the first block when the locking / unlocking rod Rep 26 is in the free position. The locking / opening of the pawls is done by tightening / loosening the screw Rep 26.2 which acts on the pins Rep 25.3 pawls.

  In the same way, for the auxiliary connecting elements the toothed rods Rep 27 enter the ratchet box Rep 28. The locking / unblocking is done here by rotating 90 of the rod in its box by means of an actuated flat wrench on the hexagonal part of the stem.

  The keys Rep 30 (Pli 0, Fig 22 and 23) will then be used by alternating movements of approaching distance in the plane of the wheel and in an axial plane to complete the clamping. The details of the operations are as follows: The two blocks Rep 1a and 1b are connected by the systems with toothed rods and ratchets and pre-tightened by hand. The two keys Rep 30 whose pins Rep 30.3 are introduced into the lateral holes of the blocks and whose clamps Rep 30.2 encompass on both sides the lateral wings Rep 2a and 2b are alternately separated and close together. During separation, the keys tend to move the wings away from each other and bring the blocks together. Since the auxiliary cables are very stiff in tension, the overall effect is a closer approximation of the blocks. We will therefore be able to enter more the main notched rods in the ratchet boxes and thus increase the tension of the main cables when the keys are released. When reconciling the keys, it is the auxiliary cables that will be able to return more in their ratchet boxes and stretch when releasing the effort on the keys. On the other hand, the pins Rep 30.4 are introduced into the lateral holes of the blocks are alternately separated and close together. During the separation, the keys tend to move the outer faces of the blocks and wings away from each other and bring the inner faces of the blocks and wings together. Since the cables of the outer face are very stiff in tension, the overall effect is a rapprochement of the internal faces. We will therefore be able to enter more the notched rods in their ratchet boxes and thus increase the tension of the cables of the inner face when the keys are released. When the keys are brought together, it is the cables of the outer faces that will be able to get more into their ratchet boxes and stretch when releasing the effort on the keys.

  The maneuvers are done in an indifferent order until satisfactory completion of the tightening. The screw Rep 26.2 will then be tightened to move the retaining pin Rep 26.1 and press the pin of the pawl Rep 25.3 in the locked position.

  For their protection, the toothed pins Rep 24 are inserted with the cables Rep 3b into a sleeve Rep 29 at their output from the ratchet boxes.

  According to a twenty-second provision, the clamping system can be screwed and centralized for main cables and auxiliary cables. The illustration is made PI.11, Fig. 24 and 25 from an I-block, but can be transposed to other profiles.

  In this case the end blocks will be the two halves of a block Rep 1. 1 and 1.2 with wing halves Rep 2.1 and 2.2 that will be reconstituted to achieve the clamping. This system requires that the total length of the system correspond very well to the circumference of the tire because of the small adjustment stroke available and so that in the clamping position, the two half blocks tight reconstitute best complete block. The lengths of the main and auxiliary link elements can be pre-adjusted in the workshop for this purpose. lii

  After buckling on the vehicle tire, the two half blocks are positioned for insertion of the clamping screw Rep 31, main pins Rep 32 and Auxiliary pins Rep 33 in their respective orifices.

  The axis of the clamping screw will generally be as low as possible to be between the axis of the main cables Rep 3 and that of the auxiliary cables Rep 4.

  The pegs of the clamping system are inclined in order to reduce the very low clearance constraint (necessary in the case of non-inclined pegs) to prevent rotation around the pivot constituted by the clamping screw during the application of a high voltage through the auxiliary cables. Following this inclination, a slight offset between the upper faces of the half blocks persists until the complete tightening of the screw Rep 31.

  According to a twenty-third provision, the clamping system can be screwed on sheet metal connection elements but can also be used for block systems with other types of blocks and connecting elements.

  The blocks I Rep 1a and 1b are connected here by connecting elements in plates shortened and folded at their end Rep 10a and 10b; they are connected to the blocks by a hinge connection Rep 9a and 9b. The plates are brought together by the tightening of one or more screws Rep 35 on the sheet metal reinforcements Rep 36 and 37. The holes of the reinforcement Rep 36 are threaded, those of the Rep 37 are smooth.

  The lateral wings Rep 2a and 2b are connected by Rep 38a and 38b sheet metal strip connections and a screw nut system Rep 39. If the access space inside the wheel is too small for the installation and the operation of the screw Rep 39, one can use an auxiliary toothed rod system Rep 27 and Rep ratchet box 28 which can be mounted blind.

  According to a twenty-fourth provision, and in particular case of the twenty-third provision for the case of type V or T close blocks and of reduced width at the summit, the clamping system will be reduced to a screw Rep 87 (Plate 23, Fig. 47). The plate on the screw thread side will be removed and the block end will be directly threaded. The plate on the screw head side will be replaced by an angled piece directly attached to the end of the other block. The vertical part of this piece will be provided with a notch for the passage of the screw and form a stop in sphere portion for housing the screw head during tightening. The base of the head abutment form a ball joint which allows angular movement as a function of clamping and prevents the head from sliding up the notch.

  According to a twenty-fifth provision, the clamping system will be straps with self-locking loops usable for different types of blocks and connecting elements (Pl.12, Fig. 27).

  The blocks Rep 1a and 1b as well as the lateral wings 2a and 2b are connected by loop straps Rep 34. In general there will be one strap per side wing and 2, 3, 4 (or more) straps for the blocks, following the tightening force to be ensured. The straps are connected to the blocks by passing through loops fixed on the block bodies and the wings Rep 40. These loops are smooth on at least one side and can optionally block the straps of the other. Thus the manual pulling force on the free part of the strap corresponds to a double effort of approximation of the blocks. If they exceed too much, the parts free of straps will be stored under the straps themselves or under the blocks to not interfere with the rotation of the wheel.

  Common self-locking loops are represented in PI. 19, FIG. 41, Rep 79 and Fig. 42, Rep 81. Other loops type eyelets and needle, or Velcro strap are usable. In the case of Velcro strips, it will be possible to reduce the number of bands / straps by increasing their width.

  According to a twenty-sixth provision, the clamping system will be mechanical thin with pivoting brackets usable for different types of blocks and connecting elements, but particularly suitable for roof tires (according to the thirteenth provision) or blocks connected by cable layers ( following twelfth provision).

  The clamping system (PI 13, Fig 28 and 29) consists of two blocks Rep 50 and 51 attached to both ends of the lap tire or block system to be connected. For tires or plies, the connection is made by riveting and pinching Riep 41 reinforced end of the sheet Rep 42 (or end of the cover tire Rep 23). the top block Rep 51 is equipped with a series of holes into which a piece of Rep. 44 cable is to be inserted. The selected hole is farthest from the lower block Rep 50 reached during the manual presentation of the cover tire on the vehicle tire. . The other end of the cables is fixed to a bracket Rep 45a and 45b pivoting about an axis Rep 46 of the lower housing. The rotation of the two brackets by the displacement of their orthogonal branches during the operation of a fixed screw in translation Rep 47 in the rotating fixed nuts Rep 48 and 49 will cause the approximation of the blocks and the clamping. The nuts are of different diameters for mounting and not equal but inverted for symmetry reasons. Rotation in the opposite direction causes loosening. The system is thin, it fits in the thickness of the tread Rep 53 (or Rep 21 for the roofing tires) and possibly additional rubber bands Rep 52. In this case, the webs Rep 42a and 42b are located approximately in the middle of the thickness of the mechanical blocks Rep 50 and 51.

  A layer of rubber Rep 54 is fixed on the blocks for contact with the ground.

  According to a twenty-seventh provision, the clamping system will be a thin mechanical clamping cable with usable for different types of blocks and connecting elements, but particularly suitable for tires covers or cable plies. The board N 14125 represents two variants FIG. 30a and 30b.

  The clamping system (PI 14 Fig 30a) consists of two blocks Rep 55 and 56 attached to both ends of the lap tire or block system to be connected. For tires or plies, the connection is made by riveting and pinching Rep 41 of the reinforced end of the sheet Rep 42 (or end of the cover tire Rep 23). the bottom block Rep 55 is provided with a series of holes into which the ends of the cable Rep 57 are to be inserted. The selected hole is farthest from the upper block Rep 56 reached during the manual presentation of the cover tire on the tire of the vehicle . The rest of the cable passes between rollers Rep 58 fixed in translation on the block Rep 56 and translation pieces Rep.59a and 5911 The rollers and translation pieces allow easy sliding of the cable. The approximation or removal of the translation pieces in an axis will cause a rapprochement or removal of the blocks Rep 55 and 56 and thus clamping loosening of the tire cover system or sheets in a perpendicular axis. The translation of the parts Rep 59 is ensured by the displacement of a fixed screw system in translation Rep 47 and fixed nuts in rotation Rep 48 and 49. The nuts are of different diameters for assembly and not equal but inverted for reasons of symmetry.

  For the variant of FIG. N 30b, the clamping system also consists of two blocks Rep 55 and 56 attached to both ends of the lap tire or block system to connect. For tires or plies, the connection is made by riveting and pinching Rep 41 of the reinforced end of the sheet Rep 42 (or end of the cover tire Rep 23). The bottom block Rep 55 is equipped with a series of holes in which the end of the cable Rep 57 is entered. The selected hole is farthest from the upper block Rep 56 reached during the manual presentation of the roof tire on the vehicle tire. .

  The other end of the cables is here fixed to the translation pieces Rep. 59a and 59b. The cable Rep 57 is returned on one side only in the direction of the translation parts by curvature and rotation around a pivot (roller) Rep 58 of the upper block. The translation of the parts Rep 59 is ensured by the displacement of a fixed screw system in translation Rep 47 and fixed nuts in rotation Rep 48 and 49. The nuts are of different diameters for assembly and not equal but inverted for reasons of symmetry. The tightening / loosening of the screw results in a combination / removal of the two mechanical blocks.

  For a screw stroke, the variant fig. 30a offers a range of adjustment by screw approximately twice as large as the version Fig.30b. When it is free, the cable of the version Fig. 30a allows positioning on two holes of different rank in the block Rep 55. This further improves the fineness of the setting. Once tightened, the cable can no longer slide in the block Rep 56. The blocks are inserted into the thickness of the cover tire in the same way as the system of the board N 13.

  According to a twenty-eighth provision, the clamping system will be a thin mechanical wedge clamping system that can be used for different types of blocks and connecting elements, but is particularly suitable for roofing or cable-laying tires (PI.15, Fig. 31 and 32).

  The clamping system consists of two blocks Rep 60 and 61 attached to both ends of the lap tire or block system to connect. For tires or plies, the connection is made by riveting and pinching Rep 41 of the reinforced end of the sheet Rep 42 (or end of the cover tire Rep 23).

  The block of the top Rep 60 is provided with series of hooks inclined towards the inside of the block rep 60 on which will enter one of the openings of the translation piece Rep 62. The chosen hook is furthest from the lower block Rep 61 reached during the manual presentation of the cover tire on the vehicle tire. The translation piece slides vertically in the block Rep 61 following the horizontal displacement of a sliding rod Rep 63 moved by the rotation of a screw Rep 64 in its threaded orifice. The screw is held fixed in translation relative to the block Rep 61. The interface of the perpendicular translation parts Rep 62 and 63 is on an inclined plane. The tightening / loosening of the screw Rep 64 s, e translated by a rapprochement / removal of the two mechanical blocks Rep 60 and 61.

  The blocks are inserted in the thickness of the cover tire in the same way as the system of board N 13.

  According to a twenty-ninth arrangement, the clamping system will be by bringing together the strands of main connecting elements (P1.23, Fig. 46 and PI.24, Fig 48).

  A block system Rep 1 comprises flexible connecting elements Rep 3 and 4. The connecting element of the last block is a chain which we will place the link Rep 86 reaching the first block when looping in a hook or a shackle Rep 85 integral with the first block. In order to catch the soft mounting and ensure tightness, we will bring together the strands of the element Rep 3 in different intervals between blocks. We will use to ensure that the approximation of fast fasteners Rep 65 or straps or chains. The number of intervals and the value of the matches depend on the games to catch up. The tightening force given by the last connection has an over-multiplied effect on the tightening of the blocks. For auxiliary connecting elements and in the small number of blocks for the main connecting elements, the strands are brought together in the other plane with a belt tensioning triangle Rep 89 (Plate 24, Fig. 48). .

  According to a thirtieth arrangement, the clamping system will be cable tensioners. The cage tensioners Rep 88 (Plate 24, Fig. 48) connected on either side to an end block directly or via a length of cable or chain have a quick disassembly link ( hook) on at least one side. The rotation of the threaded portion causes approximation and tightening or loosening. The fence type stiffeners are also usable for this application on the cable connection elements.

  According to a thirty-first provision, the clamping system shall be equipped with cable clamps or with a commercial quick coupler for roofing tires or plies according to the twelfth, thirteenth and fourteenth provisions (PI 16, Figs 33 and 34).

  The collars Rep 65a and 65b are passed through the holes made and punched at the tire ends Rep 21a and 21b. The punched portion of the tire frame cables and the interlocking of the quick couplers are shown in FIG. 34 on the strong line inserted between the side view and the partial view from above.

  The rod Rep 65b is mounted and then permanently fixed on its tire portion Rep 21b, while a new Rod Rep 65a is mounted in its tire portion Rep 21a with each new use (hold a stock). It is then passed through the loop of the rod 65b and tightened for tightening. It will be cut off at the end of use and removed in two parts from the Rep 21a tire and the head of the Rep 65b quick coupler. On a tread of a tire one can install several rods, from 2 to about 10 or more depending on the effort to be transmitted and the width of the tire. Each fastener withstands about 50 daN and is manually tensioned at about 25 daN.

  According to a thirty second arrangement, and more particularly for the system of the twelfth and thirteenth provisions, the clamping system can be pneumatic. Clamping is effected by swelling of the retaining chambers Rep 613 inside the cover tire Rep 21 (PI.17, Fig. 35 and 36). These chambers consisting of spaces arranged between two rubber strips bonded to the inside of the cover tire are inflated to a pressure of the order of 0.2 to 0.5 bar or any other adequate pressure, first fill the reduced space between the cover tire and the vehicle tire Rep 70 then create a tensile force on the between the ends, the eyelets of the portion Rep 23b being previously arranged on the hooks of the portion 23a. The side chambers Rep 69a and 69b, inflated by the same valve Rep 71 during the operation are used to center (or to slightly offset when they are different size) the tire cover on the tire of the vehicle and to contribute to the maximum the side part of the cover tire. They also serve to balance the air pressure which could without them concentrate at one end the rooms Rep 68 by the peristaltic effect of the rolling of one tire in the other.

  The hooks Rep 66 mounted in eyelets Rep 67 are strongly inclined towards their end Rep 21a and rest on a rubber support Rep 21 c preventing them from punctually falling below the level of the eyelets IRep 67. The connection is thus indémontable when the pressure is applied.

  By way of a simplified illustration, the tensile stress on the cables is PxDxL (in daN for D and L in cm), the inter-tire plowing force contributing to the torque transmission is F = PxDxLxPi (daN) for a wheel 60 cm in diameter and 20 cm wide and a pressure of 0.5 bar, 0.5x60x20x3.14 = 1884 daN. The value of the coefficient of friction f between the tire / tire tire interface of the vehicle varies widely but will be taken equal to 1 for order of magnitude, this translates here into a connection torque C = FxD / 2 m.daN is 1884x0 .3 = 565 m daN. The tension force on all the hooks (or connecting elements) is T = PxDxU3 = 300 daN. On the other hand, a 70 hp vehicle transmits a maximum torque of about 170 m daN to its drive wheels in 1 speed, ie a maximum of 85 m daN for a passenger car wheel without a differential lock system. In braking the torque to be cashed on normal road is at the maximum (F = 800 daN corresponds approximately to the weight of the vehicle plus the effect of plating of the front wheels in braking, 0.3m is the radius of the wheel): Fxfx0.3 = 240 m daN.

  According to a third provision, a number of methods can be used for setting up the system. According to three original methods described, an auxiliary mounting device is used and all or part of its elements constitute an accessory to the inventions of this document. The individual elements described may be replaced by variants with regard to materials, shapes, details, forces and dimensions. They comprise in principle and according to a current embodiment: From one to four block connection assemblies each consisting of: two curved pins Rep 72 and 73 provided with pins Rep 72.1 and 73.1 and linked by a strip Rep 75 removable side blocks ( the bar may be replaced by another suitable system for attachment to the first element of the anti-sink system to be fitted) and a Rod 74 rod for connection to the one-ring rods (PI 18, Fig. 37, 38 and 39). ); a corresponding set of securing straps Rep 77 and hooks Rep 78 with a ratchet Rep 76 (PI 19, Fig. 40) or other geared traction system; as an option for the winch method, a winch (not shown, may be identical to Rep 76, or drum or other manual or electric technology) and its attachment / support system on the vehicle towing system or on the windshield. shock (not illustrated but of the same principle as Rep 84.4); and optional for the push bar method, the bar with its accessories (PI 21, Fig. 44, 84.1 to 84.6) and the corresponding loops with Rep 77 or Rep 79, 80 and 81 (PI 19 Fig. 40, 41, 42).

  Method with use of lashing strap and ratchet tensioner: For one side of the vehicle a tire cover system or blocks with its connecting elements just in front of the front wheel and a system just at the back of the rear wheel. The two systems are spread out rectilinearly on the sand, free branches of the U upwards, in the axis of the wheels. The wheels are in principle aligned in the axis of the vehicle. The auxiliary installation system is then installed between the two wheels of the first side considered. This system consists of a tie-down strap with a ratchet tensioner force of about 500 kg to 3500 kg (PI 19, Fig. 40, Rep 76) and, at each end, a set of two thin rods. elastic metal, steel spring type. These two rods are about 1 m long and 5 mm in diameter and are curved in the form of a circular arc (PI 18, Fig. 37, Rep. 72, 73, 74, 75). They will be arranged on either side of the corresponding front or rear wheel. The rod on the inner side of the wheel (Rep 72) is the most difficult to position because of the stagnation that can reach the level of the connecting parts of the wheel to the vehicle, the brake block or the bridge. It will either be stinged in the sand under these parts and recover its end on the other side or bypass these parts from below and a little towards the central axis of the vehicle. The arc will be directed accordingly in both cases to recover the rod end towards the front of the wheel. The rod on the outer side of the wheel is then simply placed on the ground. The two rods are then hooked to the block by the lugs (Rep 72.1 and 73.1) or the hole of the bar (Rep 75) and the chain or locking bar is closed on the inner rod and pressed against the block. Once the front and rear blocks are connected, it is enough to make sure that the first block is well under the axis of the wheel and in the median plane of the tire and to activate the tensioner to slide the blocks under the wheels (PI 20, Fig. 43). The vehicle will be in neutral and the parking brake released to allow the wheels to rotate and thus prevent the system from slipping. The blocks will scrape the ground, causing particles from the front of the front wheel to the underside of the wheel and from below the wheel to the rear. It must then be ensured that the quantities brought and removed under the wheel do not contribute to an overall digging, and that the quantities taken at the front of the wheel clear a runway with regular slope which it will be easy to get out. It is possible that the first blocks of one system go completely under its wheel earlier than the other. It will then be necessary to stop the traction, loop manually and fix the rest of the blocks around the wheel concerned. The system of the finished wheel will then constitute a fixed point which will allow to finish the second wheel after resumption of traction. It is also possible to engage the hook at the end of the strap in one of the holes of the slot of the completed wheel or other fixed point of the vehicle. The next operation is to release the 4 rods, uncoil the tensioner and move to the other side of the vehicle with the two remaining cover tires or block systems. The vehicle equipped with a system on its 4 wheels will then be able to disengage itself.

  Method with use of the push bar.

  This method consists of the use of the traction force necessary for the engagement of the blocks under the wheels to simultaneously achieve an exit of the vehicle from its stagnation with a relative displacement of the block elements with respect to the ground as small as possible to not digging. The block systems or roof tires are presented as previously in the axis of the two front wheels, branches U upwards. The rod portion of the auxiliary mounting system is attached to the system block of each wheel. The block systems for the rear wheels are here presented at the front of these wheels, in the same way as what is done for the 2 front wheels. We have here the simultaneous presentation of the block systems on the 4 wheels (or possibly the only driving wheels in the lightened version). The end rings of the mounting rods are connected to straps brought from the inside under the vehicle to the level of the rear bumper. At this level, the hooks of the straps will be engaged in rings or to a chain fixed on a triangle of return, the whole being connected by means of a tensioner to the rear end of a push bar (or bar d), length of about 3 m (PI 21, Fig.44, Rep. 84.1 to 84.6). This bar is aligned with and extends the major axis of the vehicle. It is tied to the front end of the vehicle's rear bumper or tow ball. The connection allows a rotation along the major axis of the bumper and a deflection along a perpendicular axis (PI 21, Fig.44, 84.4 Rep). At the rear end of the bar is a sheet metal part in the shape of a shovel and two lifting handles (PI 21, Fig.44, 84.6 and 84.5).

  Once the system mounted, and depending on the pea of the vehicle and its degree of stagnation, simply lift the rear of the bar to cause an advance of the vehicle on the four blocks of trains that, anchored in the ground and weighted by the vehicle's own weight serve here as a fixed point. We can also rest the bar on its end shovel and operate the turnbuckle, the bar will slide on the back of his shovel. A raised bar on a height of 1 meter corresponds to about 10 cm of advance, it may be necessary to repeat several times the maneuver by stretching each time the straps or changing hole in the chains and preventing the vehicle from return to its ruts by acting on the brakes of the vehicle, by backfilling the holes, by a non-return system, etc. Once the vehicle is out and the blocks engaged under the wheels, the assembly of the block systems can be completed.

  Method using winch on rear bumper.

  This method involves the use of a winch attached to the tow ball. The systems 18: blocks are presented as previously for the method with push bar. The blocks of the front wheels are connected by straps to the winch. The blocks of the rear wheels are simply placed on the ground because their connection to the winch would cause an excessive lateral effort towards the interior of the vehicle. The winch is then activated to advance and stall the vehicle. The block systems of the front wheels anchored in the ground and weighted by a part of the weight thus serve as a fixed point.

  According to a thirty fourth provision, the anti-sink systems may be mounted in a mixed manner with other systems having a similar purpose but a different principle. For example the anti-locking system on the driving wheels and a system without any particular crampon effect but increasing the bearing surface on the non-driving wheels or still may not be mounted on certain wheels. Mounting on a non-drive wheel brings less than on a drive wheel. This provision therefore extends de facto the application of all the provisions of the document and the mounting variants of the systems on vehicles with 2, 3, 4 or more 4 wheels, whether light or not.

  According to a thirty fifth arrangement, the blocks can be mounted without the aid of the auxiliary mounting system, if possible before stopping. It is enough to correctly deposit the block systems on the track, in front of the 2, 4 (or the other number) wheels and to roll the vehicle above on a few decimeters. The use of this method in case of effective stagnation is possible and can be done with caution because it presents some danger because of the difficulty of controlling the advance of the vehicle that can be done in jerks.

General.

  In all the preceding provisions, the optimum thickness of the core of the blocks will depend on the nature of the terrain practiced mainly, the diameter of the wheels and the type of tire and the guard existing between the body of the vehicle and the tire when the wheels are in the axis or pointed. In principle, the harder the terrain, the fewer the blocks. For order of magnitude only, blocks of 20 to 30 mm thick are suitable for sand dunes, blocks of 15 to 20 mm for surface wetting in clay. In the first case it is advantageous to have the largest blade area possible to anchor in the sand, in a second case we will reach and penetrate the underlying layer of better characteristics.

  The tire pressure of the vehicle will always be high enough so that the blocks do not fit completely into the tire or do not pivot too much around their rear edge during torque transmission. The clamping forces of the blocks are also calculated according to this pressure.

  The open side branches of the blocks are most in contact with the sides of the tire to center it as best as possible. They are flexible enough to accommodate band width variations caused by flattening of the tire in contact with the ground. This variation in width is, however, partially contained by the reaction of the bunds, and the construction material has sufficient fatigue strength characteristics compared to the combination, stress / number of cycles (one cycle per wheel revolution). We will control the deformation of these branches from their construction material and their embodiment. For example branches steel sheet will remain flexible and follow a good part of the deformations of the tire, molded branches of plastic or light alloy will be more rigid and will further contain the tire deformations. In all cases of realization, the sharp edges will be rounded and dulled so that the blocks do not hurt the surface of the tires. The addition of lateral fins will be made with or without discontinuity relative to the block to either stiffen the branches or keep them flexible. For recovered roof tires, the preparation phases concern, for example, shear cutting, removal of the rubber coating, neutralization of troublesome cable tips. It is then necessary to assemble the rods and braze them in connection piece, to bend and braze the ends of the plies to ensure a sandwich assembly recovery at clamping systems, vulcanized rubber coating on clamping block, Alternate slot molding for rolling continuity at this level.

  The circumference of the tire is not very dependent on the pressure because the internal reinforcements of the tire are already loaded in their maximum circumference as of the first tens of grams of pressure (thousands of Pascals) and that the elongation these cables is very low for the Constraints created by normal use pressures. However, it is not recommended to inflate a tire without at least loosening the mounted block, sheet or tire systems. By order of magnitude, if the force and pressure was taken up by the connecting elements of the system, this would represent a tension of 1200 daN at 2 bar for a tire 20 cm wide and 60 cm outside diameter.

  The rotation connection of the system on the tire is ensured on the one hand by the adhesion due to the external loads between the tread of the tire and the blocks (or the inner part of the connecting plies of the blocks or the roofing tires) . This adhesion is due to the pseudo coefficients of friction rubber / material of the block (steel, plastic or other) or rubber / rubber and to the force applied on the contact surface. For a wheel, this effort depends on the portion of the weight of the vehicle that is applied to it and different effects due to braking, acceleration and the intensity and direction of other efforts resulting from the thrust of other wheels. It should be noted that the pseudo coefficient of friction between the tread and the blocks is increased compared to the normal coefficient of the materials by the effect of penetration of the blocks in the tire band, either by the effect of the loads on the tire. a reduced surface or the effect of slight pivoting on the rear corner of the blocks. This effect of adhesion thus already compensates for the torque created by the friction due to the contact of the block / ground surfaces or crampons / ground which are applied to the same vehicle weight and other loads. A gripping effect of the blocks or crampon due to the penetration into the ground is added to the resistant torque while the effect of the strapping / clamping force of the block systems on the tread of the tire is added to the rotation connection of the systems with respect to the wheel (except for the thirteenth provision). The ground clearance usually depends on the depth of penetration, the underlying layers generally having characteristics superior to those of the superficial layers, this contributes to a better grip when the tops of the blocks reach them. The effects of adhesion and attachment are in any case limited by the maximum engine torque available per wheel on the one hand and the braking effect on the other hand. The speed of the vehicle is in all cases limited, there is no major effect of deportation of the weight of the vehicle on the front wheels during braking, and the clamping must be sufficient to resume all these efforts. The effort for common applications corresponds to about 100 daN or a transmittable torque of about 200 m daN for 12 blocks per wheel for the 70 hp vehicle. Note that with low speeds, the centrifugal effect does not intervene for important part in the calculation of cables and clamping force. However, it must be taken into account for applications where speed performance is sought.

  When driving on bogging terrain, it is always necessary to limit the turning radius to a given value in order to avoid critical situations. The use of docking systems can also cause interference with the bodywork elements from a value of robbery too pronounced. It will therefore be necessary to limit the steering possibilities to the smallest of the two values of interference / occurrence of critical situations. This can be done by simply indicating the position of the steering wheel (it will mark the adhesive tape of two different colors the position of the upper generatrix of the steering wheel in the maximum steering position to the right and maximum left) can also for example mount a contact electric and an audible alarm on the maximum permitted positions.

  It is also possible to modify existing vehicles or to adapt the design of future models in order to use and enjoy the benefits of the systems.

  In all of the stated provisions, the addition of studs or studs on the periphery of the tire changes the reference circumference for the speedometer calibration, so it is appropriate to add approximately 5 to 10% to the value read on the tire circumference. tachometer counter. List of illustration boards.

  The board N 1/25 represents the simplified perspective view of the standard blocks of the first arrangement with different versions of the connecting elements, dispositions 3, 4, 5 and 8. FIG. N 1, mixed view of the U block with in the upper right part a main connection cable Rep 3, a tube-type spacer Rep 5, an auxiliary connection cable Rep 4; and in the lower left, representation of the main link cable Rep 3 without the spacer or auxiliary connecting cable.

  Fig. N 2, representation of a block I Rep 1 with flexible wings Rep 2, connecting rods Rep 6 and auxiliary connecting cables Rep 4.

  34 Fig. N 3, representation of a block I Rep 1 with flexible wings Rep 2, connecting cables Rep 3, rubber connecting struts for rolling: continuous Rep 7 and auxiliary connecting cables Rep 4.

  The N 2/25 board represents the simplified perspective of different types of blocks according to provisions 9, 10 and 11.

  Fig. N 4, view of the monobloc block T with the body of the profile Rep 1, the lateral wings Rep 2, and the axis of the connecting elements Rep 3 and 4.

  Fig. N 5, view of the modified V block with the two branches of V or body of the profile Rep 1, the lateral wings Rep 2, the connecting plate of the two branches Rep 1.1, and the axis of the connecting elements Rep 3 and 4.

  Fig. N 6, view of the monobloc block V with the body of the profile Rep 1, the lateral wings Rep 2, and the axis of the connecting elements Rep 3 and 4.

  The board N 3/25 represents these different types of blocks in side view.

Fig. N 7, monobloc block T.

Fig. N 8, modified V block.

Fig. N 9, monobloc V block.

  Plate N 4/25 represents connecting elements of the seventh arrangement illustrated on blocks I, but transposable to the U blocks.

  Fig. N 10, mixed side view of block 1 or U Rep 1 and side wing Rep 2 with representation of a sheet connection element Rep 8 with hinge Rep 9 on the left and right, representation of a connecting plate Rep 10 detachable hinge Rep 11 (disassembly position in dotted lines).

  Fig. N 11, simplified perspective view of the block I Rep 1 and side wing Rep 2 with representation of a sheet metal connection element Rep 8 with hinge Rep 9. The sheet Rep. 8 is shown right, but can be curved.

  Plate N 5/25 represents the simplified perspective views of blocks with inserts for rubber overmolding according to the nineteenth arrangement.

  Fig. N 12, view of the block I Rep 1, the lateral wings Rep 2, and the block inserts Rep 13 and inserts for crimping cable passage Rep 12.

  Fig. N 13, view of the block '/ V Rep 1, lateral flange Rep 2, and the block inserts Rep 13 and 25 inserts for cable duct Rep 12. The insert Rep 13b corresponds to a fin or a lateral crampon of the sixteenth disposition.

  Plate N 6125 shows the simplified front and perspective views of block overlays according to the twentieth arrangement.

  Fig. N 14, block 1 Rep 1 with coating coming from the tread of a recovery tire Rep 14, fixed by riveting Rep 15 and washer Rep 16.

  Fig. N 15, block I Rep 1 with rubber coating Rep 14, fixed by rivet and washer Rep 15 and Rep 16 and provided with adhesion plates on ice Rep 17.

  The N 7/25 board represents the simplified perspective view of plies and cover tire according to the twelfth and thirteenth provisions.

  Fig. N 16, skeleton web in fine woven (interlocking) threads Rep 18, overmolding loops on the tread Rep 19 and lateral overmolding loops. Rep. 20. The tread rubber and lateral fin nails: are shown on the drawing. first segment. Reinforced and fitted web end Rep 42.

  Fig. N 17, end of a recovery cover tire Rep 21, side rods Rep 22, end 40 of reinforcements under the reinforced tread Rep 23, dashed, extension of the Rep 23 to the tire sidewalls.

  The N 8/25 board represents the simplified transparent perspective view of a mechanical clamping system with notched stems and ratchet according to the twenty-first arrangement, shown in I but transposable to other profiles.

  Fig. N 18, end block Rep 1a, its main cables Rep 3a provided at their ends with toothed rods Rep 24, another block Rep 1b with ratchet boxes Rep 25 and a locking / opening rod of pawls Rep 26.1 with screws Rep 26.2, block flanges Rep 2a and 2b, auxiliary cable Rep 4, toothed rod Rep 27, auxiliary ratchet box Rep 28, protective sleeve of the ends of toothed rods Rep 29. 10 Plate N 9/25 represents the views of detail of plate N 8125.

  Fig N 19, detail of the locking rod / opening ratchets of the main cables Rep 26.1 and its screw Rep 26.2 shown in the locked position on the block Rep 1b and shown in the open position above. The pin Rep 25.3 is lowered or raised according to the position of the rod.

  Fig. N 20, exploded perspective of the ratchet box Rep 25, with box Rep 25.1, ratchet 25.2 and locking lug / opening of the ratchets 25.3.

  Fig. N 21, simplified perspective of the toothed rod Rep 27 with its notched cylindrical part Rep 27.1, its hexagonal part Rep 27.2, its ratchet box Rep 28 consisting of a box Rep 28.1 and pawls Rep 28.2.

  The N 10/25 board represents the prospect of end blocks being tightened using two special keys following twenty-first layout on block 1, transposable to other profiles.

  Fig. N 22, two bodies of blocks Rep 1a and lb with their wings Rep 2a and 2b, two keys Rep 30 with pins Rep 30.3 and clamps Rep 30.2.

  Fig. N 27, two bodies of blocks Rep 1a and 1b with their wings Rep 2a and 2b, two keys Rep 30 with pins Rep 30.4 The plate N 11/25 represents the simplified perspective and side view of a clamping system by centralized screw for main and auxiliary cables according to twenty-second arrangement on blocks of type I but transposable to other profiles.

  Fig. N 24, two blocks halves Rep 1.1 and 1.2 and two wing halves Rep 2.1 and 2.2, set screw Rep 31, main pins Rep 32 and Auxiliary pins Rep 33 with their respective holes.

  Fig. No. 25, the system of FIG. N 24 is shown in the clamping position in side view. The N 12/25 plate shows the perspective views of a screw clamping system for sheet metal connecting elements (transferable to the cable connection elements or other), and a universal clamping system with straps according to provisions 23 and 25.

  Fig. N 26, block body Rep 1a and 1b, modified sheet metal connecting members 10a and 10b, hinge connection Rep 9a and 9b, one or more clamping screws Rep 35 with brackets Rep 36 and 37, lateral flanges Rep 2a and 2b, sheet metal connections Rep 38a and 38b, screw nut system Rep 39.

  Fig. N 27, block body Rep 1a and 1b, side wings 2a and 2b, loop straps Rep 41, smooth loops for passage of the straps Rep 40.

  The N 13/25 board represents the top view and the side view of a thin mechanical clamping system with pivoting brackets according to the twentieth provision adapted for tires 5 covers or blocks connected by a sheet of cables.

  Fig. N 28, fastening the system by rivet and pinch Rep 41a and 41b of the reinforced end of the ply Rep 42a and 42b (or end of the cover tire Rep 23), top block Rep 51 with locking holes Rep 43 of the cables Rep 44, lower block Rep 50, brackets Rep 45a and 45b, pivot roller of the brackets Rep 46, system of fixed screw in translation and with two different and inverted steps Rep. 47 and rotating nuts Rep. 48 and 49.

  Fig. N 29, side view of the same system, webs Rep 42a and 42b, mechanical blocks Rep 50 and 51, additional rubber bands Rep 52, tread Rep 53 (or Rep 21 for roofing tires), protective layer of rubber block Rep 54. The board N 14/25 represents the top view of a thin mechanical cable clamping system according to twenty-seventh provision adapted for roofing tires or cable plies. Two variants are represented.

  Fig. N 30a, fixing the system by rivets and pinching: Rep 41a and 41b, reinforced end of the sheet Rep 42a and 42b (or end of the cover tire Rep 23), lower block with holes for cable ends Rep 55, cable Rep 57, upper block Rep 56, translation parts Rep.59a and 59b, pivot rollers Rep 58, fixed screw system in translation with two different and inverted steps Rep. 47, rotating nuts Rep. 48 and 49.

  Fig. N 30b, fastening systems by rivets and pinching Rep 41a and 41b, reinforced end of the sheet Rep 42a and 42b (or end of the cover tire Rep 23), lower block Rep 55 with holes for cable ends, Rep Cables 57, upper block Rep 56, translation parts Rep 25.59a and 59b, pivot rollers Rep 58, screw system with two different and inverted steps fixed in translation Rep 47, rotating nuts Rep. 48 and 49.

  The N 15/25 board represents the top view of a thin mechanical clamping system with corners according to twenty-eighth provision adapted for tires covers or cable plies.

  Fig. N 31, Fixing systems Rep 41a and 41b, Reinforced web ends Rep 42a and 42b (or end of cover tire Rep 23), top block Rep 60 with hooks, translation piece Rep 62, lower block Rep 61, sliding rod Rep 63 with fixed screw in translation Rep 64. Fig. N 2, translation rod Rep 63 with view of its corners of contact with the piece Rep 62.

  The board N 16/25 represents a system of clamping tires of cover or tablecloths with quick-fastening clamps (Colson type) according to thirty-first provision. Fig. N 33, fasteners of type Rep 65.

  Fig. N 34, side view and partial top view of the clamping system and simplified single-line view of the punching of the tire reinforcement cables and the passage of the quick-release rods, rod fixed on the tire Rep 65b, tire ends Rep 21 a and 21 b, disposable rod Rep 65a The board N 17/25 represents a pneumatic clamping system for roof tires according to the thirty second arrangement.

  Fig. N 35, section of cover tire Rep 21, clamping chambers under tread Rep 68 and on the side Rep 69e and 69b, vehicle tire Rep 70, single inflation point Rep 71. In this illustration chambers 69a are more large than the 69b for a decentering of the tire to the outside.

  Fig. N 36, tire ends Rep 21a and 21b, end of reinforcements Rep 23a and 23b, inclined hooks Rep 66, eyelets (holes) Rep 67, support of rubber hooks Rep 21c. The N 18/25 board represents the rods of the auxiliary mounting system according to the thirty third provision.

  Fig. N 37, rods Rep 72 and 73, ring hoist Rep 74, bar Rep 75.

  Fig. N 38, detail of the end of the rods, hooking lugs of the blocks Rep. 72.1 and 73.1, strip Rep. 75 with notch of disassembly on the side of the pin Rep. 72.1.

  Fig. N 39, detail of the end of the rods, ring hoist Rep 74, rod end rings Rep 72.2 and 73.2.

  The N 19125 board represents fastening systems and clamping straps used for mounting aids after thirty third provision or clamping blocks after twenty fifth provision.

  Fig. N 40, ratchet straps Rep 76, Rep 77a and 77b straps, Rep 78e and 78b hooks. The tightening is done by movement of the lever according to the arrows, the release by alternating unlocking of the non-return pawls and movement of the lever.

  Fig. N 41, eccentric locking loop Rep 79, Rep 80e and 80b straps. the introduction and the tightening are done according to the arrows.

  Fig. N 42, self-locking loop with release lever Rep 81, Rep 80e and 80b straps. the introduction and the tightening are done according to the arrows.

  The N 20/25 board represents the auxiliary mounting system following the method of lashing straps and ratchet tensioner according to the thirty third provision.

  Fig. N 43, vehicle Rep 83, front and rear block trains Rep 82, two rod systems, rudder and bar Rep 72, 73, 74 and 75, ratchet system Rep 76, lashing straps with hooks Rep 77.

  The N 21/25 board represents the auxiliary mounting system following the push bar method according to the thirty third provision.

  Fig. N 44, vehicle Rep 83, front and rear block trains Rep 82, two rod systems, rudder and bar Rep 72, 73, 74 and 75, set of securing straps Rep 77, push bar Rep 84 with following parts : Rep 84.1 interlocking busbar segments, Rep 84.3 busbar assembly pins, Rep 84. 4 connection system to the vehicle's rear bumper, a Rep 84.2 crossover with rings, a back-up shovel Ground Rep 84.6, two handles Rep 84.5, ratchet system Rep 76 with lashing straps with hooks Rep 77. Arrows showing the vertical movement of the bar at the levers which causes an under-multiplied advance of the vehicle.

  Board N 22/25 represents a system mounted according to dispositions 1, 3 and 21.

  Fig. 45, standard system of 12 U-blocks Rep 1 (Rep la and 1b represent the particular blocks of the ends), connection cables Rep 3 and 4, vehicle tire Rep 70, main toothed rod lock systems Rep 24 ( ratchet boxes not visible), auxiliary toothed rods Rep 27, auxiliary ratchet boxes.

  The board N 23/25 represents two variants of systems mounted according to provisions 1, 3, 5,29,9,24. Fig. N 46, system of 12 blocks U Rep 1, last block Rep 1 a, first

  block Rep 1b, connection elements Rep 3 and 4, connecting chain from the last block to the first Rep 86, hook / shackle fixed on the first block Rep 85, quick fasteners for the approximation of the strands / clamping 65.

  Fig. N 47, system of 18 blocks V Rep 1, connection elements Rep 3 and 4, screw clamping system Rep 87. Detail of the screw clamping system Rep 87.

  The board N 24/25 represents two variants of systems mounted according to provisions 1, 2, 3, 5, 29, 30, 16.

  Fig. N 48, system of 3 blocks U Rep 1, vehicle tire Rep 70, connecting cables, straps, ropes or chains Rep 3 and 4, screw cable tensioner with reverse pitch Rep 88, and / or tightening triangle to Rep 89 straps.

  Fig. N 49, system of 8 blocks I Rep 1, connecting elements in cables or chains Rep 3 and 4, chain and hook connection Rep 86 and 85, quick coupler Rep 65.

  The N 25/12 board represents two variants of the system according to provisions 1, 3, 10, 11. FIG. N 50, system of 12 modified V blocks Rep 1, cable connection elements Rep 3 and 4.

  Fig. N 51, system of 12 single-piece T-blocks Rep 1, cable connection elements Rep 3 and 4.

  With reference to these drawings, the system comprises the list of the following positions: Rep 1: block bodies in I, U, V, V modified, T etc. Rep 1.1 and 1.2: half parts of the block Rep 1.

  Rep 1a and 1b: Distinction of the block body for the last and the first block of the system. Rep 2: block wing curved on the tire sidewalls of the vehicle.

  Rep 3: main link type cable (or chain).

  Rep 4: Auxiliary link type cable (or chain).

  Rep 5: spacer forming part of the main connecting element.

  Rep 6: rigid connecting element type connecting rod.

  Rep 7: spacers forming a bearing support.

  Rep 8: Rigid main link element of the plate type.

  Rep 9: hinge connection of the rigid main connection element Rep 8 relative to the block body Rep 1.

  Rep 10: rigid main link element of dismountable sheet type.

  Rep 11: hinge connection of the removable rigid main link element Rep 10 relative to the block body Rep 1.

  Rep 12: Cylindrical insert welded to the metal core of the block body allowing the passage and crimping of the main connecting cables and a support for a rubber coating.

  Rep 13: fastening insert welded to the metal core of the block body forming a gripping surface for a rubber coating.

  Rep 13b: hooking insert welded to the metal core of the block wing forming a hooking surface for a rubber side clamp or wing.

  Rep 14: rubber paver with crampon sculptures that may be from the cutting of a recovery tire, reported and fixed on the block body Rep 1. The form also takes the forms of V, T etc. for other types of blocks.

  Rep 15: Rivet-type accessory for fixing the marker Rep 14 on the block body Rep 1. Rep 16: washer-type accessory for fixing the block Rep 14 on the block body Rep 1. Rep 17: blades or nailing inserted in the rubber pad Rep 14 to make a special hanging on ice.

  Rep 18: plies of cables (or other fibers) woven or crisscrossed as a support for the attachment of blocks or crampons. Tablecloths constitute both the main and auxiliary connecting elements as well as the souls of the bodies and wings of blocks.

  Rep 19: hooking loops of the tread of the sheet Rep 18, it allows the attachment of a crampon which will be overmolded.

  Rep 20: hooking loops of the side of the sheet Rep 18, it allows the attachment of a crampon / lateral wing which will be overmolded.

Rep 21: cover tire.

  Rep 22: Recovery tire rods cleared for installation of a clamping system. Ref. 23: Part of the reinforcement armature of the recovered and reinforced tire for attachment to a clamping system.

  Rep 24: notched stem part of a clamping system also consists of the corresponding ratchet box Rep 25 and the locking rod Rep 26.

  Rep 25: ratchet box forming a clamping system with the corresponding toothed pin Rep 24 and the locking pin Rep 26. The box consists of the box Rep 25.1, the pawl Rep 25.2 30 and the locking pin Rep 25.3.

  Rep 26: Locking rod of the toothed rod system Rep 24 and ratchet box Rep 25. The rod is made up of its sliding portion Rep 26.1 and its fixed screw in translation Rep 26.2. Rep 27: toothed rod part of a clamping system also consisting of the corresponding ratchet box Rep 28.

  Rep 28: ratchet box forming a clamping system with the corresponding notched pin Ref 27. The box consists of the box Rep 28. 1, the pawls Rep 28.2.

  Rep 29: sleeves surrounding the main cables Rep 3 and the protruding ends of the toothed rods Rep 24 to protect them. The sleeves are located between the first and second block of the system. They may consist of a piece of garden hose for example.

  Rep 30: special keys for tightening the toothed rod system and ratchet box. The rod consists of a rod Rep 30.1, a gripper for holding blocks of blocks Rep 30.2, a perpendicular pin Rep 30. 3, and an in-line pin Rep 30.4.

  Rep 31: Screw for central clamping system.

  Rep 32: centering and locking pin in upper rotation for centralized clamping system 5.

  Rep 33: centering and lower locking pin for central clamping system.

  Rep 34: Clamping straps with self-locking loops of eccentric type or other. Rep 35: screws of the articulated plate clamping system.

  Rep 36: nut block corresponding to the screws.

  Rep. 37: support block for the screws.

  38: twisted band connecting the wing of a block and the lateral screw clamping system. Rep. 39: screw of the lateral tightening system with screws.

  Rep 40: connecting loops of the block bodies Rep 1 water straps of the clamping system with 15 straps.

  Rep 41a and 41b: Fastening system of mechanical clamping systems at the ends of cable plies or roof tires (Rep 42 or 23).

  Rep 42a and 42b: part of the prepared end of a sheet of cables or a cover tire which will make the connection with a clamping system. This mark also corresponds to the 20 Rep 23 of the roof tires.

  Rep. 43: Holes for insertion of cable ends into the block of the mechanical clamping system.

  Rep 44: Cable of the mechanical clamping system.

  Rep 45a and 45b: Swivel brackets of the mechanical clamping system with swivel brackets. 25 Rep 46: pivots of the square Rep 45.

  Rep. 47: screw with two threaded elements of reversed pitch and of different diameters, linked in translation to the block of the mechanical clamping system.

  Rep 48: nut locked in rotation and corresponding to a threaded element of the screw Rep 47. Rep 49: nut locked in rotation and corresponding to the second threaded element of the screw Rep 30 47.

  Rep 50: a block of the mechanical clamping system with pivoting brackets.

  Rep 51: second block of the mechanical clamping system with pivoting brackets.

  Rep 52: Rubber strips glued to the inside of the cover tire to increase its overall thickness to better accommodate the mechanical clamping system.

  Rep 53: tread of the cover tire corresponding to the Rep 21, or covering strip on the Rep 18 cable plies.

  Rep 54e and 54b: thicknesses of rubber deposited on the blocks of the mechanical clamping system to allow rolling.

  Rep 55: block of the mechanical cable clamping system. There are holes for the insertion of the cables.

  Rep 56: block of mechanical cable clamping system. It is equipped with the adjustment / tightening system.

  Rep 57: cables of mechanical cable clamping system.

  Rep 58: Swiveling or sliding pins for cable return.

  Rep 59a and 59b: guided sliding parts of the cable clamping system. Re 60: block supporting the hooks of the corner clamping system.

  Rep 61: block supporting the rod and the wedge plate.

  Rep 62: Corner plate of the mechanical wedge clamping system.

Rep 63: corner rod.

  Rep 64: Screw of the corner rod Rep 64.

  Rep 65a and 65b: Clamps for clamping system with quick couplings.

  Rep 66: hooks and reinforcements fixed on the prepared end of cover tire Rep 23e for inflation clamping system. The hooks are inclined.

  Rep. 67: eyelets corresponding to the hooks Rep. 66. They are attached to the prepared end of the cover tire Rep 23b. Their part in contact with the hooks is tapered for better hooking.

  Rep. 68: inflation chambers glued to the inner face of the tread of the roof tire.

  Rep. 69a and 69b: inflating chambers on the outer side and inner side glued on the inner face of the flanks of the cover tire.

Rep 70: Wheel / tire of the vehicle.

  Rep. 71: tube and inflation valve of the chambers Rep. 68 and 69.

  Rep. 72: inner curved rod of the auxiliary system, block mounting. It consists of a pin at the end of blocks Rep 72. 1 and a ring at the end of the rudder side Rep 25 72.2.

  Rep 73: Curved outer stem of the auxiliary block mounting system. It consists of a pin at the end of blocks Rep 73. 1 and a ring at the end of the rudder side Rep 73.2.

  Rep 74: Rod connecting rods Rep 72 and 73 to the Rep 77 straps and the 30 Rep 76 webbing tensioner.

  Rep. 75: removable bar on the inside rod side. Rep. 72. It serves to lock the rods on the first block of the block train.

  Rep. 76: Tensioner of manual ratchet straps.

Rep 77: straps.

Rep 78: hooks.

  Rep 79: self-locking loop with eccentric.

  Rep. 80: parts of straps connecting the self-locking loops; .

  Rep 81: self-locking buckle with lever release.

  Rep 82: Block train (or roof tires) for front and rear wheels.

  Rep 83: tourist type vehicle, 4x4 or other.

  Rep 84: Removable push rod made up of Rep 84.1 interlocking bars, a Rep 84.2 force return triangle, Rep 84.3 assembly pins, a rear bumper or ball securing system Towing 84 84, two operating rods Rep 84.5, one shovel: sliding on ground Rep 84.6.

  Rep 85: loop / hook located on the first end block of the block train.

  Rep 86: short link chain linking the last and the first blocks of the block train.

  Rep 87: Notch with spherical bottom and screw of the central clamping system for V blocks or others.

  Rep 88: Cage tensioner with hook and eyelet.

  Rep 89: tightening triangle with straps.

  A typical embodiment of the invention consists of: Fabrication of the block core in 1 in cut, folded, welded sheets with inserts according to FIG. 12 Rep 1, 2, 12, 13. Overmolding of the rubber block then passage of the cables in the different blocks, adjustment of inter-block distances and crimping of the main cables Rep 3 by striking the piece Rep 12 on the outer faces, crimping the Auxiliary cables Rep 4 by striking their casing on the wing Rep 2. Placing the end blocks with the toothed rod system Rep 24, ratchet box Rep 25 and locking rod Rep 26. The ratchet box is welded to the sheet metal core of the block body.

  For the other variants, the specific construction modes are to be adapted. The main uses.

  The system allows a passenger vehicle to access spaces normally reserved for specialized vehicles. It also allows specialized vehicles for difficult terrain to increase their efficiency to overcome specific obstacles. This makes it possible to indulge in ecologist recreation normally requiring purchase or rental investments, and also increases its security and independence on isolated tracks by having a means of reacting effectively to a stagnation. However, it is not an alibi to venture without other means of safety on any track. The various systems correspond to occasional needs, but they can influence the choice of purchase in favor of a less expensive, less consuming and polluting passenger vehicle than a 4x4 made non-essential by this additional accessibility given to the passenger vehicle. The vehicle easily resumes its characteristics on normal road by dismantling the system. The system thus gives a universal character of access compared to sandy, muddy, snowy and ice media, etc. The systems can be used in some cases on rocky ground. Driving must be approached with great care.

  The possibility of interference of system elements with vehicle bodywork can be reduced by adjustments to existing vehicles or by anticipation in the design of the models to be created.

  The chaotic contact of the blocks, the imbalances and the reduction of the road holding on the 40 equipped wheels are of variable degree according to the different arrangements of the systems. In 3U all cases specific speed limits must be respected. Users must check the administrative ability of vehicles to drive on roads subject to traffic laws and comply with applicable directives.

  In terms of the environment, the various provisions and methods of manufacture contribute to the potential recovery of hundreds of thousands of used tires per year.

Claims (21)

  1 / anti-stall system helping a vehicle to get out of a stall or to reduce the risk characterized in that it consists of a device of large removable crampons reported and fixed on the tread of the wheels of the vehicle, comprising: a set of at least 3 blocks each consisting of a block body (Rep 1) and side wings (Rep 2) conforming to the peripheral outer shape of the tire, these blocks are connected and kept at a distance from each other; other by connecting elements (Rep 3, 3b, 5, 6, 8, 10, 18, 4), the assembly formed wound around the tire corresponds to its circumference and is equipped with at most two attachment systems and tightening (Rep 24, 25, 27, 28, 31, 32, 33, 34, 35, 39, 65, 87, 88, 89) allowing the buckling of the blocks and exerting a sufficient force for the transmission of the required torques, the anti-sink system being relatively flexible in order to allow its different layouts during its st storage, handling, assembly and set up.   2 / anti-sink system according to claim N 1 characterized in that the systems performing the looping, hooking and tightening of the assembly consist of a single clamping system at the two extreme blocks of the assembly anti-sink for each wheel.   3 / anti-sink system according to claim N 1 characterized in that the systems performing the looping, hooking and tightening of the assembly consist of two diametrically opposed clamping systems, the anti-sink system then consisting of two identical semisystems possible.   4 / anti-sink system according to one of claims N 1, 2 or 3 characterized in that the connecting elements are classified in, on the one hand, the main connecting elements (Rep 3, 3b, 5, 6, 8, 10, 18, 21), binding the blocks at the outer diameter of the tire and providing the functions of connecting and maintaining the distance between blocks two by two, traction during the introduction and plating on the tread, and secondly, the secondary connecting elements (Rep 4, 22), located at the ends of the wings (Rep 2) ensuring the functions of holding blocks in position during assembly and during use .   5 / anti-sink system according to one of claims N 1, 2, 3 characterized in that the connecting elements are connecting elements located on a diameter as close as possible, or slightly less than that of the tire.   6 / anti-sink system according to one of claims N 1 to 5 characterized in that the connecting elements of the system are cables blocked powerfully in the blocks.   7 / anti-sink system according to one of claims Na 1, 2, 3, 4 or 6, characterized in that the inter-block connection elements (Rep 3) are used to make the rolling more continuous by their introduction in sleeves thick rubber (Rep 7), the elements being arranged on the tread of the tire, and the radius of rolling on their top being of the same order of magnitude as that on the top of the blocks.   8 / anti-sink system according to one of claims N 1, 2, 3, 4, 5, 6 or 7 40 characterized in that the blocks have the shape of a U conforming to the outer peripheral shape of the tire, with a block body (Rep 1) and two block wings (Rep 2) curved on the tire sidewalls of the vehicle.   9 / anti-sink system according to claims N 4 and 8 characterized in that the main connecting elements are of the type sheets (Rep 8, 10) partially free in rotation in the direction of the major axis of the blocks, this freedom for storage and easy editing.   10 / anti-sink system according to one of claims N 1, 2, 3, 4 characterized in that the blocks (Rep 1) have the shape of a V (Fig 6) arranged flat on the rolling surface tire following a generally circular contact of radius equal to that of the tire, and whose forward tip is nested between the wings of the previous block, the ends of the consecutive blocks being connected by a cable-type connecting element (Rep 3), the wings of the V being terminated by a portion (Rep 2) curved on the tire flanks which immobilizes the block laterally and provides the interface with lateral auxiliary connecting cables (Rep 4) between consecutive blocks.   11 / anti-sink system according to one of claims N 1, 2, 3, 4 characterized in that the blocks (Rep 1) have the shape of a modified V (Fig 5) because the branches of the V remain separate and do not coincide at the tip such as the tire profile of agricultural tractors, which V modified are nested within each other and are arranged flat on the rolling surface of the tire in a generally circular contact of equal radius to that of the tire, the central ends of each branch being connected in staggered manner by a central cable-type connecting element (Rep 3), and being for each block locked together by the addition of a plate (Rep 1.1), these branches are terminated by wings (Rep 2) curved on the tire flanks which immobilize the block laterally and provide the interface with lateral auxiliary connecting cables (Rep 4) between consecutive blocks.   12 / anti-sink system according to one of claims N 1, 2, 3, 4 characterized in that the blocks (Rep 1) made of flexible materials have the shape of a modified V (Figure 5) because the branches of the V remain separate and do not coincide at the tip such as the tire profile of agricultural tractors, which V modified are nested within each other and are arranged flat on the running surface of the tire in contact with a generally circular radius equal to that of the tire, the central ends of each branch being connected in staggered manner by a central cable-type connection element (Rep 3), and being for each block locked together by a rigid contacting giving them the T-shaped, these branches are terminated by wings (Rep 2) curved on the tire flanks which immobilize the block laterally and provide the interface with lateral auxiliary connecting cables (Rep 4). re consecutive blocks.   13 / anti-sink system according to one of claims N 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12 characterized in that the blocks are made of welded sections with coated inserts with overmoulded skates.   14 / anti-sink system according to one of claims Na 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 40 11, 12 characterized in that the part of the blocks in contact with the track is a rubber pad from the tread of a salvage tire.   15 / anti-sink system according to claim 14, characterized in that the rubber pad of the blocks in contact with the track is a pavement coming from the tread of a recovery tire provided with accessories to adhere to the ice.   16 / anti-sink system according to one of claims N 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15 characterized in that the lateral branches ( Rep 2) blocks are extended by fins (Rep 2. 2) helping to hang in the ground support.   17 / anti-sink system according to one of claims N 1, 2, 3, 4, 8, 10, 11, 12 characterized in that the connecting elements are woven cable plies, the blocks being rubber and overmolded on the plies in which are inserted reinforcing loops of the connection, the ends of the ply at the level of the tread and these edges are reinforced for connection with the clamping system.   18 / anti-sink system according to one of the preceding claims N 1, 2 or 3 characterized in that the studs and their connecting elements are derived from a recovery tire, the cut ends of the recovered tire being adapted for the stowage of the buckling and tightening system which fits into the very thickness of the tire.   Anti-sink system according to one of the preceding claims N 1, 2, 3, 4, 6, 7, 8, 9, 13, 14, 15, 16, characterized in that the closure and clamping system is of the type toothed rods and ratchet boxes (PI.8 and 9, Fig. 18, 19, 20 and 21) with wrenches consisting of: toothed rods (Rep 24) arranged at the ends of the cables (Rep 3) at the last block and entering the ratchet boxes (25) with box (25.1), the first block when a locking / unlocking rod (26) is in the free position, the locking / opening of the ratchets (25.2) being made by tightening / loosening a screw (Item 26.2) which acts on the pins (Item 25.3), and for the auxiliary connecting elements, toothed rods (Item 27) having a hexagonal part and entering into ratchet boxes ( Rep 28) consists of a box (Rep 28.1) and pawls (28.2), two special keys for tightening (Rep 30) each consisting of a rod (Rep 30.1), a pin p erpendicular (Rep 30.3) which is introduced into a lateral hole of the block, two clamps (Rep 30.2) including the wings of the block, and on the other side of an inline pin (Rep 30.4) being introduced into the Lateral holes of the blocks during other maneuvers.   20 / anti-sink system according to one or more of the preceding claims N 1, 2, 3, 4, 6, 7, 8, 9, 13, 14, 15, 16 characterized in that the clamping system is a centralized screw system consisting of, at the ends, two block halves Rep 1.1 and 1.2 with wing halves Rep 2.1 and 2.2 which will best reconstruct a complete block when tightening a clamping screw (Rep 31) placed the most possible between the axes of the connecting cables (Rep 3) and (Rep 4), main pins (Rep 32) and auxiliary pins (Rep 33) then entering their respective aperture, the axis of these pins being inclined to reduce the constraint of performing very weak games.   21 / anti-sink system according to one or more of any of the preceding claims N 1, 2, 3, 9 characterized in that the clamping system is a screw system comprising plates shortened and folded at their end (Rep 10a and 10b) connected to the blocks by a hinge connection (Rep 9a and 9b), the plates being brought together by tightening screws (Rep 35) on the sheet-metal reinforcement part (Rep 36) having tapped holes and the sheet-reinforcing part (Rep 37) having smooth holes, the lateral wings of the end blocks (Rep 2a and 2b) being themselves connected by sheet metal strips (Rep 38a and 38b) and a screw nut system (Rep 39).   221 Anti-sink system according to one or more of the preceding claims N 1, 2, 3, 11, 12, 13, 14, 15, 16 characterized in that the clamping system is a screw (Rep 87) (Fig. 47) screwing itself into a threaded hole made on the end of a block, the screw head passing through the notch of the vertical part of an angled part fixed directly to the end of the other block, this part of the bracket forming a stop in sphere portion which houses the screw head and prevents it from sliding upwards during tightening while allowing small angular deflections.   Anti-sink system according to one or more of the preceding claims N 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16 characterized by the clamping system is a strap system with self-locking loops (PI 12, Fig. 27) consisting of several straps (Rep 34) with self-locking loops interconnecting the end block bodies (Rep la and 1b) and two webbing each connecting the lateral wings (Rep 2a and 2b) blocks, these straps passing in loops (Rep 40) fixed on the bodies and the wings of the blocks and at least those of one side are smooth.   241 Anti-sink system according to one or more of the preceding claims N 1, 2, 3, 4, 5, 6, 7, 8, 10, 11, 12, 13, 14, 15, 16 characterized by the fact that clamping system is a cable tensioner system comprising caged cable tensioners (Rep 88) with a hook on at least one side, these tensioners being connected to the end blocks via a length of cable.   251 Anti-sink system according to one of claims N 17, 18characterized by that the clamping system is a thin mechanical system with pivoting brackets comprising: the reinforced ends of the connecting elements (Rep 42a and 42b, Rep 23) on which are fixed by rivet and pinch (Rep 41a and 41b) the upper block (Rep 51) having locking holes (Rep 43) cables (Rep 44), and the lower block (Rep 50) having brackets (Rep 45a and 45b) pivoting about the pivot rollers (Rep 46) during the operation of a fixed screw system in translation and with two different diameters with equal inverted steps (Rep 47) with nuts (Rep 48 and 49) fixed in rotation on the orthogonal branches of the brackets.   261 anti-sink system according to one of claims N 17 and 18 characterized in that the clamping system is a thin mechanical system with cable return (Figure 30a) consisting of reinforced ends of the connecting elements (Rep 42a and 42b). , Rep 23) on which are fastened by rivets and pinching (Rep 41a and 41b) the lower block (Rep 55) with holes for cable ends (Rep 57), the upper block (Rep 56) having pivot rolls Rep 58 fixed in translation and between which passes the rest of the cable and translation parts (Rep.59a and 59b) whose translation is provided by the displacement of a fixed screw system in translation to two different diameters and not equal inverted (Rep. 47) in rotating nuts (Rep 48 and 49).   271 anti-sink system according to one of claims N 17 and 18 characterized in that the system will be thin mechanical clamping wedges (Pl.15, Figs 31 and 32) having two blocks (Rep 60 and 61) fixed at both ends of the anti-sink system to be connected, the connection being made by riveting and pinching (Rep 41) of the reinforced end (Rep 42, Rep 23), the upper block (Rep 60) being provided with series of hooks inclined towards him, on which we will enter the corresponding opening of the translation piece (Rep 62) sliding vertically in the block (Rep 61) following the horizontal displacement of a sliding rod (Rep 63) moved by the rotation of a screw ( Rep 64), fixed in translation relative to the block (Rep 61), in its threaded orifice, the interface of the perpendicular translation parts (Rep 62 and 63) being made on an inclined plane, the serrageldterrage screw (Rep 64 ) results in a closer approximation of the two blocks (Rep 60 and 61).   281 Anti-sink system according to one or more of the preceding claims N 1, 3, 4, 6, 7, 8, 13, 14, 15, 16 characterized in that the clamping system is made by bringing the strands main connecting elements (P1.23, Fig.46 and PI.24, Fig 48) and comprises a hook linkage system (Rep 86) hook (Rep 85) at the first and last blocks of the system supplemented by fast fasteners bringing together the strands of the main connecting elements (Rep 3) in different inter-block intervals.   Anti-sink system according to one or more of the preceding claims N 1, 3, 4, 5, 6, 8, 13, 14, 15, 16, characterized in that the clamping of the auxiliary connecting elements and The main linkages of the systems with small number of blocks are made by bringing the strands of connection elements into a radial plane with a system of strap clamping triangles (Rep 89) (Plate 24, Fig. 48).   30 / Anti-sink system according to claim 18, characterized in that the clamping system will be of the commercial quick coupler type clamps (PI 16, Fig. 33 and 34) and comprises :.   the collars (Rep 65a and 65b) that have passed through the holes made and punched at the ends of the tire (Rep 21a and 21b), the collar rod (Rep 65b) being permanently mounted on its tire part (Rep 21b ) while a new rod (Rep 65a) is mounted in its tire portion (Rep 21a) at each new use, 2 to about 10 rods of collars are installed over the width of the tread.   311 anti-sink system according to one of claims N 17, 18 characterized in that the clamping is by a pneumatic system (PI 17, Figs 35 and 36) comprising: the clamping chambers (Rep 68), constituted by spaces arranged between two rubber strips bonded to the inside of the roofing tire (Rep 21), eyelets (Rep 67) of the part (Rep 23b) arranged at the end of the roofing tire, hooks (Rep 66) of the part (Rep 23a) arranged at the other end of the roofing tire, the side chambers (Rep 69e) and (69b), a common inflation valve (Rep 71) for the lateral chambers and the clamping chambers.   321 anti-sink system according to one of claims N 1, 2, 3, 4, 5, 6, 7, 8, 9, 13, 14, 15, 16 characterized in that one of these end blocks is pierced with a hole on each of these lateral faces and that it is completed by a batch of auxiliary equipment helping to mount it on the vehicle to be released made up of 4 sets comprising:: a set of two curved rods (Rep 72 and 73) each provided at one end with a pin perpendicular to the rod axis (Rep 72.1 and 73.1) and held at a fixed distance by a sliding locking bar (Rep 75), and at their other end a ring (Rep 72.2 and 73.2) each passed in one of the loops of the rudder (Rep 74) linking the two rods to a lashing strap which comprises two flat straps (Rep 77a and 77b) each terminated by a hook (Rep 78a and 78b ) and joined by a ratchet (Rep 76) (PI 18, Fig. 37, 38 and 39 and Fig. 19, Fig. 40). 20 25 30 35