JP2826828B2 - Anti-slip device for automobile tires - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an automobile tire anti-slip device.

(Prior Art) As conventional anti-slip devices for automobiles, those disclosed in JP-B-58-13337 and JP-B-58-49366 are mainly used. In this example, as shown in FIG. First, the inner rope (C) is fixed to the inner side surface of the antiskid net main body (B) via the inner fitting (G) or directly, and the inner rope (C) is fixed to the tread portion of the tire (T). ) Is fixed, the tire non-slip net body (B) is put on the tire (T), and both ends are connected by an appropriate method to form a ring, and the inner side surface is a rope (C).
, And the outer side surface is fastened with a set band (D) via an outer bracket (E) to set as shown in FIG.

(Problems to be Solved by the Invention) However, this method has a drawback in that it takes time and physical effort to sequentially apply a set band (D) to a large number of outer fittings (E).

The set band (D) is made of a material which does not require much tensile force in consideration of the case where the user is a woman or the like. If the strength is too high, the rope (C) or the like used for the inner side surface may be damaged, and it has been considered impossible to increase the strength of the set band (D) from this point. Therefore, when centrifugal force is applied to the tire anti-slip net body (B) during traveling, the set band (D) expands, and the tire anti-slip net main body (B).
Causes a movement of rising and returning, and also causes a partial sliding phenomenon to lose the adhesion to the tire (T), resulting in a partial variation due to a position variation or a partial generation of a concentrated load. Cutting and falling off occurred, resulting in a defect that could not be used.

In particular, in the case of non-metallic net-type non-slip which has become mainstream in recent years, floating of the non-slip net body for tires (B) due to centrifugal force from the tire (T) is reduced in durability and bulging to the inner surface of the fender due to bulging. This is an important point in designing a non-slip device because it may lead to breakage due to contact with the surface. However, on the other hand, in a situation where the fastening force generated in the entire set band (D) must be increased in order to prevent the set band (D) from rising, the set band ( There is a limit to the tension of D), and with such a tension of one set band (D), the tire (T) due to centrifugal force acting on the tire anti-slip net body (B) when the tire (T) rotates. Can not be prevented from floating.

Therefore, in general, two or three set bands (D) having the full tension that can be hooked by a human hand are used. The work of hooking the set band (D) one at a time on the bracket (E) one by one causes a large amount of time and physical labor when attaching and removing the tire anti-slip device, Such anti-skid devices, which have been reviewed for the elimination of spiked tires, have hindered the further spread of such devices.

The conventional anti-slip net body (B) for a tire shown in FIG. 9 is formed in a flat shape as shown in FIG. 13, and a fastening portion on the back side of the tire is previously formed by using an inner fitting (G) or the like. (T) is set to the pitch lu 'at the time of final fastening, and the fastening portion on the outside of the tire is such that when the set band (D) is hooked on the outer bracket (E), the pitch lo on the plane is lo'. The fastening diameter is reduced using the set band (D) so that

That is, when the non-slip net body (B) for a tire is attached to a tire, the fastening portion on the outer side of the tire cannot be mounted on the tire unless a sufficiently large dimension is secured. Pitch lo ma's tire (T)
Therefore, a large amount of energy is required to reduce the length of the fastening portion outside the tire to the length at the time of final fastening, and the fastening portion is greatly expanded by centrifugal force.

SUMMARY OF THE INVENTION An object of the present invention is to provide an automobile tire anti-slip device which eliminates the above-mentioned disadvantages.

(Means for Solving the Problems) An anti-skid device for an automobile according to the present invention is separated from a non-slip portion formed substantially in a belt shape and formed to project outward from a side of the anti-slip portion. A non-slip body composed of a plurality of tightening ends, a joint hook for detachably connecting the tightening ends located at both longitudinal ends of the non-slip body to each other, By narrowing the interval of, in the tire anti-skid device composed of a tightening means for bringing the anti-slip body into close contact with the tire,
The tightening means includes a band-shaped short-circuit member, which is disposed between the adjacent tightening ends and includes a connecting arm portion extending in a direction connecting the adjacent tightening ends, and two engaging portions. The belt-shaped short-circuiting member and the variable member are arranged on substantially the same circumference along the tire side surface in a state where the tire anti-slip device is mounted on the tire. And the other end of the link portion of the variable member is engaged with an engagement portion provided on the band-shaped short-circuit member, and two rotation shafts of the rotation member are provided on the rotation member. The rotation shaft moves linearly toward the center of the tire when operating the rotation member.

(Example) Hereinafter, an example of the present invention will be described with reference to the drawings.

The anti-slip device for an automobile tire of the present invention has joint hooks 3, 3 'at four locations on the outer periphery of the tire 1 as shown in FIG.
Non-slip body 2 divided into four parts connected by
Having. Each of the two joint hooks 3 'can be attached or detached.

As shown in FIG. 2, the non-slip body 2 includes a plurality of laterally spaced clamping ends 11 which, when mounted on the tire, extend inward in the center direction along the side surface of the tire.
And the tightened end of the pitch lo on the front side of the tire (lower side in Fig. 2)
11 includes a connecting arm 4 having an integral structure extending in a direction (lateral direction) facing each other from the first, second and third and fourth objects facing each other. The length is determined by the first hook 5 so that the tip 11 'of the opposing connecting arm 4 has the required length lo' when it is finally fastened. The gap between adjacent ones of the plurality of tightening ends 11 has a triangular shape that gradually decreases toward the center in the width direction of the non-slip body 2.

The anti-skid device for a vehicle according to the present invention further comprises a link portion 6 and a pivot member 7 provided on the second and third and fourth and fifth fastening end portions adjacent to each other. It has a fastener with a booster for fixing the fastening portion on the front side of the tire from a sufficiently large free state when mounted on the tire to the required length lo 'for final fastening.

Each of the four divided non-slip main bodies 2 is formed in a planar shape as shown in FIG.
The pitch lo on the front side of the tire and the pitch lu on the back side of the tire are equal to each other. The anti-slip body 2 is assembled so as to form a three-dimensional curved surface when the connecting arms 4 are connected to each other by using a first hook 5 for fastening as shown in FIG.

When the non-slip body 2 is put on the tire 1, the length of the connecting arm 4 and the length of the first hook 5 are set so that the pitches lo 'and lu' corresponding to the pitches lo and lu are equal to each other in the state shown in FIG. Is set.

Further, in the anti-slip device for an automobile according to the present invention, a part of the fastening portion on the front side of the tire is set to a length required at the time of final fastening from the beginning. The other parts are longer than required at the time of final fastening, so that the anti-skid device for automobiles can be easily attached to and detached from the tire.

In the fastener with a booster of the present invention, as shown in FIG. 4, one end of a link portion 6 is connected to a tightening end portion on the front side of the tire so as to extend from this end portion in a direction opposite to the connecting arm portion 4. The other end of the link portion 6 is rotatably hooked at its other end to two holes formed at the base of the rotating member 7 at a distance r from each other.

Therefore, when the tip of the rotating member 7 is moved in the direction of the arrow, the relationship of R / r (where R is the linear distance from the tip of the rotating member 7 to the zero point) is centered on the zero point which is one of the holes. Power is amplified
The force acts in the direction to shorten the distance of Lo, and the rotating member 7
When the state is reversed and the state of Fig. 5 is reached, the distance of Lo is lo '= Lo
Reduced to -2r.

In the anti-slip device for an automobile tire according to the present invention, the link portion 6 is provided.
By setting the length r and the distance r between the holes in the initial free state to a distance Lo slightly larger than the pitch lo in the plane state in FIG. 2 at the other two places on the outer fastening portion of the non-slip body 2 Even when the connecting arm 4 and the hook 5 are fixed to the length lo 'at the time of the final connection, attachment to and removal from the tire can be easily performed.

When the rotation member 7 rotates and changes from Lo to lo ', the attachment state shown in FIG. 1 is established, and at this time, the fastening portion is in a closed loop of a continuous force and is in a stable fastening state.

Here, the dimensions of each part will be calculated and observed using a tire size of 165R13 as an example.

The tire outer diameter of the 165R13 is 596 mm in diameter. At this time, the diameter of the front and rear fastening portions is the same, and is set to 464 mm. Assuming that the length of the joint hooks 3, 3 'for connecting the non-slip bodies 2 is 30 mm, the length of lo' in FIG. In this case, the length of lo in the plane state in FIG. Therefore, it is necessary to narrow down lo-lo '= 35 mm per fastening portion.

From the beginning, the portion fixed to the length lo 'required for the final fastening portion by the connecting arm portion 4 and the hook 5 is shortened by 35 mm using the hook 5 similarly to the portion where the fastening length on the back side of the tire is set to lu'. deep.

Fastener with booster is 25mm more than lp = 146mm, which is free in consideration of ease of installation and removal
Set Lo = 171 mm as shown in FIG. 4 to widen.

In order to squeeze Lo = 171 mm from Lo = 171 mm with a fastener equipped with a booster, r = (171−111) / 2 = 30 mm. At this time, if the length R of the arm of the rotating member 7 is R = 120 mm, the rotational force required at the tip of the arm is r / R of the force acting on the fastening portion.
= 30/120 = 1/4.

r = 30 mm and R = 120 mm are values that can be secured without dimensional problems.

Normally, when a fastening portion is formed by using a rubber band or the like, the final fastening force is about 20 kgf. If this is obtained by the rotating member 7, the rotation force is 5 kgf because it is only 1/4 as described above.
It is. This value is a force that a weak person such as a woman can usually give enough in view of the work content.

Hereinafter, a method of attaching the anti-slip device of the present invention will be described.

First, the non-slip body 2 is temporarily fixed to the tire 1 as shown in FIG. At this time, all the four fasteners with the booster are in a free state in which the rotating member 7 is in the state shown in FIG.

Thereafter, the turning member 7 of the fastener with the booster is rotated to the position shown in FIG. At this time, the center of the non-slip body 2 and the center of the tire 1 are aligned. Then, the tire 1 is rotated about 1/4.

The conventional device shown in FIGS. 13 and 9 temporarily locks one of the set bands (D) at the time of the temporary fixing to several places of the outer metal fitting (E), and then rotates the tire 1 quarter of a turn. However, since the diameter of the set band (D) in the free state is small, tension is applied to the front side fastening portion at the time of the temporary fastening, so that the tension balance with the back side fastening portion is broken, and further, the set band (D) of the tire 1 Due to the problem of moving on the outer bracket (E) with the rotation, the slip of the non-slip net body (B) from the center of the tire occurs with the rotation of the tire 1, and the subsequent work of hooking the set band (D). Make it hard to do.

However, in the device of the present invention, since the narrowing amount of the back side fastening portion and the front side fastening portion is the same, the length of the back side fastening portion and the length of the front side fastening portion are equal in the tightened state of the fastener with four boosters. And the tension balance is maintained, and no displacement due to tire rotation occurs.

Joint hook 3 'on the back side of the tire after 1/4 of the tire rotation
And work to make the back side fastening part endless. At this time, the non-slip body 2 is dropped on the back side of the tire so that the joint hook 3 'can be easily hooked. In this case, the fastener with the booster is released again as shown in FIG. The front joint hook 3 'which is reset and faces one of the front joint hooks 3'
If the other is also free, the above operation can be performed satisfactorily.

The reason for making the length of Lo described in FIG. 4 longer than the free state of lo is to facilitate the work of dropping the non-slip body 2 to the back side of the tire 1.

After hooking the back side joint hook 3 ', the non-slip body 2 is pulled out to the front side of the tire.

At this time, it is easy to carry out the operation by pulling out the portion connected and fixed by the connecting arm portion 4 and the first hook 5.

After that, first, hook the two joint hooks 3 'on the non-slip body 2, make the four-split tread endless even on the front side, and set the fasteners with the four boosters to the tightened state in any order to work. Is completed. In this state, the front side fastening portion forms a continuous closed loop and the fastening portion is integrally fixed, so that even at the time of a tire idling, etc., the position of each fastening portion end of the non-slip body 2 can be prevented from shifting and coming off from the tire 1. Does not occur.

In addition, since the front and rear fastening parts of the tire use the same type of fastening method, the tension on the front and back sides can be balanced, and the resistance to centrifugal force does not easily elongate the fastening part. The durability is improved.

The fastener with the booster absorbs the difference in the diameter of the outer fastening part due to the difference in tire size or slight slippage of the slip when installed, and generates a tension slightly larger than the tension in the back side fastening part. It is preferable to provide a buffer mechanism for this.

FIG. 8 shows an example of this buffer mechanism. FIG. 8 shows an example in which the link portion 6 has a spring property extending in the length direction.

FIG. 10 shows another embodiment of a fastener with a booster with a shock absorbing mechanism. Using fasteners 9 by bending a spring wire attached to each other the bottom part of the two triangles height h ₁ was set to make the width h ₂ smaller rhombic instead of the rotating member 7 in this embodiment, This distance between the second link portion 6,6 h ₂ -h ₁ only reduce it can by rotating by 90 ° using a special tool. The upper and lower tops of the fastener 9 are respectively formed with recesses for stoppers into which the ends of the link portions 6 are fitted, and each end of the bottom of the wire is bent into a U-shape, respectively. As described above, when the distance between the link portions 6, 6 is reduced, these ends are engaged so as to serve as stoppers. Note that a triangle may be used instead of the diamond.

In another embodiment of the fastener shown in FIG. 11, one end of the fastener 9 is engaged with the free end of one link portion 6 and the other end is engaged with the pipe-shaped special tool 10 shown in FIG. The free end of the other link portion 6 is curved in an S-shape, and its end is a pipe-shaped special tool shown in FIG. 12 (A).
It can be inserted into one end of 10 In this example, after setting to the state shown in FIG. 11, the dedicated tool 10 is rotated in the direction of the arrow so that one end of the fastener 9 is connected to the other link portion 6 as shown by a solid line in FIG. 12 (c). The S-shaped portions are engaged to reduce the distance between the link portions 6.

In order to release the connection between the link portions 6, the free end of the other link portion 6 is inserted into the other end of the special tool 10 shown in FIG. 12 (B), and the special tool 10 is inserted in FIG. 12 (C). It is sufficient to rotate in the direction of the arrow.

The fastening end 11 and the connecting arm 4 are connected to a band-shaped short-circuit member.
The rotating member 7 and the pair of link portions 4 constitute a variable length member 13, and the middle of the two holes of the rotating member 7 is a rotating shaft 14 of the rotating member 7. The belt-shaped short-circuit member 12 and the variable member 13 constitute tightening means for bringing the anti-slip body into close contact with the tire.

(Effects of the Invention) As described above, according to the apparatus of the present invention, even if the length of the variable member 13 changes with the rotation of the rotating member 7, the connection between the strip-shaped short-circuit member 12 and the variable member 13 is separated. Therefore, even if a plurality of variable members 13 are provided, there is no need to perform the connecting operation of the short-circuit member 12 and the variable member 13 each time at the time of mounting, and only the rotation of the rotating member 7 for the variable member 13 is troublesome. I can work well.

In addition, since the belt-shaped short-circuit member 12 and the variable member 13 are arranged on substantially the same circumference along the tire side surface, the "polygon of force" of the fastening portion after installation is also arranged on the concentric circle with the tire, and Durability is improved because the force is balanced.

Further, the turning shaft 14 of the turning member 7 is located at an intermediate portion between the two holes provided on the turning member 7, and when the tightening means is operated, the turning shaft 14 is linearly moved toward the center of the tire. The rotation of the rotating part 7 is a couple centered on the middle of the two holes provided on the rotating member 7, so that the rotation is very stable and smooth. The belt-like short-circuit member 12 can be tightened to improve workability at the time of mounting and stabilize the fastening portion after mounting.

[Brief description of the drawings]

FIG. 1 is a plan view of a non-slip body of an automobile tire anti-slip device of the present invention, FIG. 2 is an explanatory view of an assembled state of the automobile tire anti-slip device of the present invention, and FIG. FIGS. 4 and 5 are explanatory views of a fastener in the automobile tire antiskid device of the present invention, and FIGS. 6 and 7 are automobiles of the present invention. Diagram for assembling process of anti-slip device for tire, FIG. 8,
10 to 12 are explanatory views of another embodiment of the fastener, FIG.
FIG. 1 is a plan view of a non-slip body of a conventional automobile tire anti-slip device, and FIG. 9 is an explanatory view of an assembled state of the conventional automobile tire anti-slip device. DESCRIPTION OF SYMBOLS 1 ... tire, 2 ... non-slip body, 3, 3 ... joint hook, 4 ... connecting arm part, 5 ... hook, 6 ... link part, 7 ... rotating member, 9 ... fastener .., 10... Dedicated tool, 11... Tightening end, 12... Short-circuit member, 13.

Continuation of front page (56) References JP-A-56-160206 (JP, A) JP-A 63-32906 (JP, U) JP-A 62-185605 (JP, U) JP-A 61-42303 (JP , U) Japanese Utility Model 63-89808 (JP, U) Japanese Utility Model 63-2605 (JP, U) Japanese Utility Model 63-40206 (JP, U) Japanese Patent Publication No. 5-10243 (JP, B2) Japanese Utility Model 2-7046 (JP, Y2) Jikyo Sho 61-37521 (JP, Y2) Jikgyo Hei 2-3924 (JP, Y2) Jikgyo 8-6570 (JP, Y2) Jikgyo 23922 (JP, Y2) Y2) Jingu 38-22507 (JP, Y1) Jingu 41-25125 (JP, Y1) Jingu 48-12887 (JP, Y1) (58) Fields surveyed (Int. Cl. ⁶ , DB name) ) B60C 27/20 B60C 27/16

Claims (1)

(57) [Claims] 1. A non-slip body comprising a substantially band-shaped non-slip portion, and a plurality of spaced apart fastening ends protruding outward from sides of the non-slip portion. A non-slip body is brought into close contact with a tire by narrowing a gap between the fastening ends, which are detachably connected to the fastening ends located at both ends in the longitudinal direction of the non-slip body, and the fastening ends. In the tire anti-slip device comprising tightening means, the tightening means is arranged between the adjacent tightening ends, and includes a connecting arm extending in a direction connecting the adjacent tightening ends. A variable member composed of a belt-shaped short-circuit member and a rotating member provided with two engagement portions.
The band-shaped short-circuit member and the variable member are arranged on substantially the same circumference along the tire side surface, and the other end of the link portion of the variable member is engaged with an engaging portion provided on the band-shaped short-circuit member. And the rotating shaft of the rotating member is located in the middle of the two engaging portions provided on the rotating member, and when operating the rotating member, the rotating shaft is directed toward the center of the tire. A non-slip device for an automobile tire, wherein the device moves linearly.