JP2685190B2 - Tire anti-slip device - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a tire non-slip device that is mounted on the outer periphery of a tire and prevents the tire from slipping on an icy or snowy road, particularly for trucks / buses, light trucks, etc. The present invention relates to a tire slip prevention device which is preferably applied to a heavy-duty tire. [Prior Art] Tire anti-skid devices for vehicles used on snowy roads, etc.
A metal chain attached to the outer circumference of the tire has been commonly used. However, the metal chain has drawbacks such that the mounting work is not easy, noise during traveling is large, and the vehicle body may be damaged. Therefore, as shown in FIG. 11, a ladder-shaped tire anti-slip device has been used in which a plurality of flexible anti-slip members 10 formed of rubber or the like are connected by ropes 12 or the like. Came. A structure has been proposed in which a reinforcing material such as a steel cord is embedded in the flexible anti-slip member 10 in order to supplement tensile strength. However, the steel cord has a drawback that it is strong against tensile force but weak against compressive force. Therefore, when a large compressive force is applied particularly when applied to a freight vehicle or the like that has a large load, the steel cord may be broken and lose its reinforcing function, and the flexible anti-slip member 10 may be damaged early. There is a durability problem to say. In addition, in order to improve the anti-slip performance on the frozen road,
As shown in FIG. 11, a structure in which a spike 14 is provided on a flexible anti-slip member 10 has been proposed. However, since a pushing load acts on the spikes 14, there is an idea to reduce the vibration by thinning the flexible anti-slip member 10 particularly when applied to a large tire such as a truck. Therefore, there is a problem that the spike 14 may come out of the flexible anti-slip member 10 and come off. [Problems to be Solved by the Invention] In view of the above, the present invention provides a tire anti-skid device that can improve the durability of a flexible anti-skid member and at the same time improve the spike slip-out prevention performance. With the goal. [Means for Solving Problems] The invention according to claim 1 has a plurality of flexible anti-slip members mounted on the outer peripheral surface of the tire at predetermined intervals, and the flexible anti-slip member includes A tire anti-slip device in which a plurality of spikes are provided on the road surface, a plurality of reinforcing cloths laminated in the tire radial direction and a pair of bead fittings are embedded inward, and hooks are hooked to the bead fittings. The spike has a base portion which is completely embedded in a middle portion in the thickness direction of the flexible anti-skid member and extends along the tire ground contact surface, and the base portion is a road surface ground surface more than the base portion. Is sandwiched between one layer of the first reinforcing cloth arranged on the side and the one layer of the second reinforcing cloth arranged on the tire contact surface side with respect to the base portion. The longitudinal end portion is hooked around the bead fitting and folded back to form the second end. The end portion of the reinforcing cloth in the longitudinal direction is wrapped around the bead fitting and folded back. The invention according to claim 2 has a plurality of flexible anti-skid members mounted on the tire outer peripheral surface at predetermined intervals, and a plurality of spikes are provided on the road surface side of the flexible anti-skid member, A tire anti-slip device in which a plurality of reinforcing cloths laminated in a tire radial direction and a pair of bead fittings are embedded inward, and hooks are hooked to the bead fittings, wherein the spikes are the flexible parts. It has a base part which is completely buried in the middle part in the thickness direction of the non-slip member and extends along the tire ground contact surface, and the base part is a first layer of one layer arranged closer to the road surface ground surface side than the base part. And a second reinforcing cloth of at least two layers arranged on the tire contact surface side with respect to the base portion, and the longitudinal end portion of the first reinforcing cloth has the flexible portion. Located near the tire width direction end of the road surface grounding portion of the anti-slip member, Longitudinal end of the serial second reinforcing fabric is characterized in that it is folded back looped around the bead fitting. [Operation] In the present invention having the above-described configuration, the flexible anti-skid member is reinforced by the second reinforcing cloth to improve the tensile strength, and the spikes are blocked by the first reinforcing cloth, and the flexible anti-skid member is provided. It is prevented from slipping out. Further, the pushing force of the spike is dispersed and supported by the second reinforcing cloth arranged on the tire contact surface side with respect to the base portion. Therefore, in the flexible anti-slip member, the portion pressed by the spike does not receive a large repeated load locally and is not damaged early. [Embodiment] FIGS. 1 to 4 show a first embodiment of a tire antiskid device according to the present invention. This tire anti-skid device includes a plurality of anti-slip members 20 mounted on the outer periphery of a tire 22.
Are connected by side ropes 24 to form a ladder shape as a whole. The non-slip member 20 is made of a thermoplastic elastomer such as natural rubber, synthetic rubber, thermoplastic urethane, or thermoplastic rubber to have flexibility, and a pair of legs 20B are bent from both ends of the central portion 20A. The cross section is generally U-shaped. A large number of grooves 26 are formed on the front surface of the central portion 20A to improve the anti-slip performance, and the tread portion 22A of the tire 22 is formed on the rear surface.
A protrusion 28 is formed in order to increase the frictional force between the non-slip member 20 and the tire 22 and suppress the relative movement of the anti-slip member 20 and the tire 22. The non-slip member 20 has a canvas 30 as a first reinforcing cloth, a canvas 32 as a second reinforcing cloth, a pair of bead fittings 34, and a plurality of (three in this embodiment) spikes 36 inside. The and 38 are buried, and the hook 38 is attached. The canvases 30 and 32 are made of organic fibers or organic fiber cords such as natural fibers or synthetic fibers such as nylon, which are plain-woven, and the longitudinal direction (horizontal direction in FIG. 1) and the width direction (vertical direction in FIG. 3) of the anti-slip member 20. ), The non-slip members 20 are embedded so as to face each other in the thickness direction (vertical direction in FIG. 1) of the non-slip member 20. The bead fitting 34 is the leg portion 20B of the anti-slip member 20.
Is embedded in the tip end portion of the non-slip member 20 with its axial direction oriented in the width direction. Both ends of each of the buses 30 and 32 are overlapped with each other, and are wrapped around the bead fitting 34 in the same direction and folded. As shown in FIG. 4, the spike 36 is formed by brazing a cylindrical shank 40 made of a superhard metal or the like and having excellent wear resistance, and a disc-shaped flange 42 as a base. It is said to be the so-called macaroni type. These spikes 36 are located at the central portion 20A of the anti-slip member 20 and are made of two canvases 3.
The flange 42 is sandwiched between 0 and 32, and the canvas 30
The shank 40 passing through the through hole 30A formed in the
It projects from the surface of 0A. In this embodiment, the spike 36 has a height H of 7 mm or more and 10 mm or less, and a protruding length from the surface of the central portion 20A is 1.5 to 2.5 mm. The protrusion 28 is located at a position corresponding to the spike 36,
It also has a function of partially reinforcing the anti-slip member 20. The hook 38 is fixed to the leg 20B so that the hook 38 is hooked to the bead fitting 34.
The side rope 24 is hooked on the anti-slip member 20 penetrating therethrough and bent to a U-shaped tip. As shown in FIG. 4, the spike 36 of the present embodiment is preferably such that the delivery dimension (diameter) D1 of the flange 42 is at least twice as large as the delivery dimension (diameter) D2 of the shank 40, and more preferably 2.5. It is set to be more than double. Next, the operation of the present embodiment will be described. When the tire anti-skid device is attached to the tire 22, each of the plurality of anti-slip members 20 arranged at a predetermined interval on the outer periphery of the tire 22 has a hook 38 to which the side ropes 24 are hooked so that the back surface of the central portion 20A. Comes into contact with the tread part 22A,
The pair of leg portions 20B are bent in a direction in which they approach each other from the state shown in FIG. 1, and the back surface is in contact with the side wall portion 22B. The back surface of the anti-slip member 20 is pressed against the tire 22 by the tightening force of the side rope 24, and rotates together with the tire 22 while the vehicle is traveling. When the vehicle is traveling, a load that normally tries to extend the anti-slip member 20 in various directions acts, and this load acts on the buses 30 and 32 as a tensile force. The buses 30 and 32 support this tensile force and prevent the anti-slip member 20 from breaking. Further, the anti-slip member 20 also exerts a compressive force, but the anti-slip member 20 has a sufficient resistance to the compressive force, and the canvases 30 and 32 cannot support the compressive force but are large. Does not break even when subjected to compressive force,
Therefore, even when the anti-slip member 20 is applied to a freight vehicle or the like which may exert an extremely large compressive force, the canvases 30 and 32 do not break and the tensile force cannot be supported, resulting in no breakage. . Further, the spike 36 is pushed into the anti-slip member 20 with a large force especially when it comes into contact with a frozen road surface or a dry road surface, but the flange 42 is supported by the canvas 32, and this pushing force is transmitted to the entire surface of the canvas 32. Since the anti-slip member 20 is dispersed and supported, it does not receive a large load locally. Therefore, the portion of the anti-slip member 20 that is pressed by the spike 36 will not be damaged early due to the locally large repeated load. In addition, a large pushing load acts on the spikes 36 particularly when starting contact with a frozen road surface or a dry road surface and when the vehicle turns, but the flange 42 has the canvas 3 with less elastic deformation.
Since it is sandwiched between 0 and 32 and has a small tilt angle, and the through hole 30A of the canvas 30 cannot be expanded and escaped, it does not escape from the anti-slip member 20. Particularly, in the spike 36 of this embodiment, the delivery dimension D1 of the flange 42 is
Since the ratio D1 / D2 of the crossover dimension D2 of the shank 40 is large, the effect of preventing slipping out is further enhanced. Although the spike 36 having a circular cross section is used in this embodiment,
As shown in FIGS. 5 and 6, a spike 36 having a rectangular flange 42 and a shank 40 may be used. Also in this case, it is preferable to set the crossover dimension D1 of the flange 42 to be at least twice as large as the crossover dimension D2 of the shank 40, and more preferably at least 2.5 times. A second embodiment of the present invention is shown in FIGS. In this embodiment, the spike 36 is formed by bending a thick steel plate into a substantially U-shape, and the tip portion is quench-hardened (instead of quench-hardening, a chip of cemented carbide or the like may be welded. .). The surface shape of the central portion 20A of the anti-slip member 20 is set according to the shape of the spike 36.
As shown in the figure, the height is such that both leg portions 36A of the spike 36 are entirely connected to each other. Further, both ends of the canvases 30 and 32, which sandwich the base portion 36B of the spike 36 from both sides, are hung around the bead fittings 34 from directions different from each other and folded back. In the case of this embodiment, the basic operation is the same as that of the first embodiment, but the anti-slip member 20 has both legs of the spike 36.
Since the 36A are completely connected to each other, the base 36B is prevented from bending and the legs 36A are prevented from falling outward. If there is no risk of the leg portions 36A falling down, the anti-slip member 20 may be configured to connect only the base portions of both leg portions 36A. A third embodiment of the present invention is shown in FIGS. In this embodiment, the non-slip member 20 has a first inner side.
The canvas 30 as the reinforcing cloth and the interwoven cloth 50 as the second reinforcing cloth are embedded. The suede woven cloth 50 is made by rubberizing organic fiber cords such as nylon and polyester.
In the figure, it is located below the flange 42 as the base of the spike 36, and is embedded over substantially the entire area of the anti-slip member 20 in the longitudinal direction (horizontal direction in FIG. 13) and the width direction (vertical direction in FIG. 12). There is. Both ends of the two blind cloths 50 are overlapped with each other and are folded around the bead fittings 34. The direction of the organic fiber cords of the interlaced cloth 50 is selected in the radial direction or a direction in which a plurality of interlocked textiles 50 (two in this embodiment, but may be three or more) intersect each other. To be done. The CAN bus 30 has the same structure as that of the first embodiment,
In the figure, it is located above the flange 42 of the spike 36 and is buried almost all over the width direction (vertical direction in FIG. 12) of the anti-slip member 20, but this embodiment differs from the first embodiment. The both ends of the canvas 30 are not hung around the bead fitting 34, and are embedded only in the central portion 20A substantially corresponding to the tread portion 22A of the tire 22 (see FIG. 1 described in the first embodiment). . In this embodiment, with the above configuration, the canvas 30 having a relatively high rigidity and being difficult to bend has the central portion 20A of the anti-slip member 20.
Only the interlocking weave cloth 50 that is embedded only by connecting the bead metal fittings 34 at both ends in order to improve the tensile strength of the anti-slip member 20 is not centered around the leg 20B. From around to leg 20B. Therefore, since the blind cloth 50 has a relatively low rigidity due to its structure, the continuous portion of the central portion 20A and the leg portions 20B has a flexible structure, and the slip prevention member 20 is easy to handle such as mounting workability on a tire. And the ability to follow tires is improved. Moreover, since the canvas 30 which is more advantageous in preventing the spike 36 from coming off than the blind cloth 50 is located above the flange 42 in FIG. 13, the effect of preventing the spike 36 from coming off is not reduced. Further, for the same reason, when manufacturing the anti-slip member 20,
Since it is not necessary to dispose the highly rigid canbath 30 in the mold in a greatly bent state, the manufacturing work is facilitated, and the burying position of the canbath 30 is secured with high accuracy. Since the blind cloth 50 has low rigidity, it can be bent easily and the embedded position can be secured with high accuracy. Therefore,
Since the non-slip member 20 with high quality accuracy can be easily manufactured, this effect in this embodiment is extremely important. Depending on the case, the interwoven cloth 50 may be placed above and below the spike 36, or the interwoven cloth 5 may be placed over the spike 36.
The canvas 30 may be arranged below the spikes 36. Further, the spike 36 of this embodiment has an elliptical flange 42 which is fixed to the shank 40 similar to the spike 36 of the first embodiment shown in FIG. 4 by brazing or the like, and is shown in FIG. As shown in FIG.
Are arranged along the width direction of. With this arrangement structure of the spikes 36, the flange 42 having a large area can be set even if the interval C (see FIG. 12) between the grooves 26 adjacent to each other in the longitudinal direction of the anti-slip member 20 is relatively small. The same effect as that described in the embodiment can be obtained. Further, since the flange 42 has no corners, it can be smoothly hit against the canvas 30 and the weave cloth 50 and is less likely to be damaged. The flange 42 has a major axis L1 of 2 to the diameter D1 of the shank 40.
It is preferably about 3.5 times. In this embodiment, the major axis L1
Is 23 mm, the short diameter L2 is 12 mm, and the diameter D1 is 8 mm. In all of the above-mentioned embodiments, the thickness T of the anti-slip member 20 (excluding the projecting length of the shank 40 ... see FIG. 13) is preferably about 13 mm or less, particularly preferably within the range where durability is not impaired. Is about the same as long as the durability is not compromised.
It is desirable to set it to 10 mm or less. This is a condition for improving the riding comfort because the present embodiment is mainly intended to be applied to heavy-duty tires for trucks / buses, light trucks, and the like. That is, as shown in FIG. 15, when a ladder-type tire slip prevention device is attached to the tire 22, the center portion of the ground contact portion of the tire 22 is lifted up from the road surface 52 by the slip prevention member 20, but at this time, Considering that the shorter the contact width B is, the better the riding comfort is, the above value was obtained from the running experiment. FIG. 16 shows the relationship between the thickness T of the anti-slip member 20 and the non-grounding width B obtained in the running experiment. When the thickness T becomes about 13 mm or less, the non-grounding width B suddenly changes. Decrease, thickness T
It shows the fact that the non-contact width B is further reduced when is less than about 10 mm. In the figure, the curve Y is for a tire of LT750-16 size, the curve Z is for a tire of TB1000-20 size, and each tire was tested by normal internal pressure filling and normal load loading. Also, the width D of the anti-slip member 20
(See Fig. 15) was 30 mm. By setting the thickness T of the anti-slip member 20 in this manner, especially when applied to heavy-duty tires, adverse effects may be exerted on durability (anti-spike resistance, rubber breakage, cord breakage, etc.). Instead, the thickness T can be made sufficiently thin to improve the riding comfort. The thickness of the anti-slip member 20 is not limited to the present invention, and the same effect can be obtained by applying the present invention to a ladder-type anti-slip member having another structure to which the present invention is not applied. In the first and second embodiments described above, the canvas 30 as the first reinforcing cloth and the canvas as the second reinforcing cloth are used.
The spike 36 is sandwiched between 32 and 32, and the spike 36 is sandwiched between the canvas 30 and the interwoven cloth 50 in the third embodiment. If the spike 36 is provided so as to face the spike 36, the spike 36 can be prevented from coming out. [Effects of the Invention] As described above, in the tire anti-skid device according to the present invention, the flexible anti-skid member is provided with the first reinforcing cloth on the road ground contact surface side of the spike so as to face the spike base. Since it is embedded, it has the effect of improving the durability of the flexible tire anti-slip member and at the same time improving the spike slip-out prevention performance. In addition, since the second reinforcing cloth is embedded on the tire contact surface side with respect to the base of the spike, the portion of the flexible anti-slip member that is pressed by the spike is locally subjected to a large repetitive load, and the portion can be quickly removed. It has the effect of preventing damage.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a sectional view of an anti-skid member showing a first embodiment of a tire anti-skid device according to the present invention, and FIG. 2 is a line II-II in FIG.
Sectional view taken along the arrow, FIG. 3 is a plan view taken along the line III-III in FIG. 1, and FIG. 4 is a sectional view showing details of spikes applied to the first embodiment, FIGS. 5 and 6. Is a plan view showing another example of spikes, FIG. 7 is a plan view showing a second embodiment of the present invention,
8 is a sectional view taken along the line VIII-VIII of FIG. 7, FIG. 9 is a sectional view taken along the line IX-IX of FIG. 7, and FIG. 10 is a sectional view taken along the line XX of FIG. FIG. 11 is a perspective view showing a conventional device mounted on a tire, FIG. 12 is a plan view showing a third embodiment of the present invention, and FIG. 13 is a sectional view taken along the line XIII-XIII in FIG. , FIG. 14 is a plan view showing details of spikes applied to the third embodiment, FIG. 15 is a side view around the ground contact portion of a tire equipped with a tire antiskid device, and FIG. 16 is a non-ground width of the tire. It is a diagram which shows the relationship between B and the thickness T of a non-slip member. 20: anti-slip member, 22: tire, 30: canvas (first reinforcing cloth), 32: canvas (second reinforcing cloth) 36: spikes, 50: suede woven cloth (second Reinforcing cloth)

Claims (1)

(57) [Claims] It has a plurality of flexible anti-slip members mounted on the tire outer peripheral surface at predetermined intervals, a plurality of spikes are provided on the road surface side of the flexible anti-slip member, and a plurality of laminated layers are arranged in the tire radial direction. A tire anti-slip device in which a reinforcing cloth and a pair of bead fittings are embedded inward, and a hook is hooked on the bead fittings, wherein the spike is an intermediate portion in the thickness direction of the flexible anti-slip member. Has a base portion that is completely embedded in the tire ground contact surface and extends along the tire ground contact surface, wherein the base portion is one layer of the first reinforcing cloth disposed on the road surface ground contact surface side of the base portion, and the base portion is greater than the base portion. It is sandwiched between one layer of the second reinforcing cloth arranged on the tire contact surface side, and the longitudinal end portion of the first reinforcing cloth is wrapped around the bead fitting and folded back, The longitudinal end of the reinforcing cloth of No. 2 is hooked around the bead fitting. A tire non-slip device characterized by being folded back. 2. It has a plurality of flexible anti-slip members mounted on the tire outer peripheral surface at predetermined intervals, a plurality of spikes are provided on the road surface side of the flexible anti-slip member, and a plurality of laminated layers are arranged in the tire radial direction. A tire anti-slip device in which a reinforcing cloth and a pair of bead fittings are embedded inward, and a hook is hooked on the bead fittings, wherein the spike is an intermediate portion in the thickness direction of the flexible anti-slip member. Has a base portion that is completely embedded in the tire ground contact surface and extends along the tire ground contact surface, wherein the base portion is one layer of the first reinforcing cloth disposed on the road surface ground contact surface side of the base portion, and the base portion is greater than the base portion. The first reinforcing cloth is sandwiched between at least two layers of second reinforcing cloth arranged on the tire contact surface side, and a longitudinal end portion of the first reinforcing cloth is a ground contact portion of a road surface grounding portion of the flexible anti-slip member. Located near the edge in the tire width direction, the length of the second reinforcing cloth The tire anti-skid device, wherein the direction end portion is hooked around the bead fitting and folded back.