JP3011683U - Anti-skid device for automobile tires - Google Patents
Anti-skid device for automobile tiresInfo
- Publication number
- JP3011683U JP3011683U JP1994015842U JP1584294U JP3011683U JP 3011683 U JP3011683 U JP 3011683U JP 1994015842 U JP1994015842 U JP 1994015842U JP 1584294 U JP1584294 U JP 1584294U JP 3011683 U JP3011683 U JP 3011683U
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- Japan
- Prior art keywords
- tire
- ring
- slip
- support member
- band
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
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Abstract
(57)【要約】 (修正有)
【目的】 梯子状タイプのタイヤ滑り止め装置において
耐久性、装着性及び軽量性をアップさせる。
【構成】 複数の各滑り止め帯の長さ方向両端には金属
製の前方及び後方の連結リング20,21を取付け、隣
接する滑り止め帯の各連結リング間には弾力性素材製連
結バー30A,30Bを介設させて複数の滑り止め帯1
0を梯子状に連結する。梯子状の一端側と他端側の滑り
止め帯の両端を着脱可能に連結して内輪保持リング50
及び外輪保持リング60を構成し、外輪保持リングをサ
イドバンド40で緊締し、内輪保持リング及び外輪保持
リングに連結バーによる所定の伸縮性と緊締性とを付与
する。
(57) [Summary] (Modified) [Purpose] To improve the durability, wearability, and lightness of a ladder-type tire slip prevention device. [Structure] Metal front and rear connecting rings 20 and 21 are attached to both ends of each of the plurality of anti-slip bands in the longitudinal direction, and a connecting bar 30A made of an elastic material is provided between the connecting rings of the adjacent anti-slip bands. , 30B with a plurality of non-slip belts 1
0s are connected like a ladder. The inner ring retaining ring 50 is formed by detachably connecting both ends of a ladder-shaped one end side and the other end side non-slip band.
Also, the outer ring holding ring 60 is configured, and the outer ring holding ring is tightened by the side band 40, so that the inner ring holding ring and the outer ring holding ring are provided with predetermined stretchability and tightness by the connecting bar.
Description
【0001】[0001]
この考案は自動車用タイヤの滑り止め装置に関し、特に耐久性、装着性及び軽 量性を大幅に改善した装置に関する。 The present invention relates to an anti-skid device for an automobile tire, and more particularly to a device with greatly improved durability, wearability and light weight.
【0002】[0002]
雪路走行時や凍結路走行時にはタイヤに滑り止め装置を装着し、走行の安全性 を確保するのが一般的である。 When traveling on snowy roads or on icy roads, it is common to install anti-slip devices on the tires to ensure the safety of traveling.
【0003】 かかるタイヤ滑り止め装置には、実開昭59ー180904号公報に示され るように、平行な2本のサイドロープ間に複数の滑り止め帯を梯子状に取付け、 内側サイドロープで内輪保持リングを、外側サイドロープで外輪保持リングを各 々構成し、外輪保持リングをサイドバンドで緊締してタイヤ外周面に滑り止め帯 を装着可能としたもの、実開昭61ー161006号公報に示されるように、 サイドロープに代え、一対のC字状をなす金属製の支持環を使用したもの、等が 提案されている。In such a tire anti-skid device, as disclosed in Japanese Utility Model Laid-Open No. Sho 59-180904, a plurality of anti-slip bands are attached in a ladder shape between two parallel side ropes, and an inner side rope is used. Each of the inner ring retaining ring is configured by an outer side rope to form an outer ring retaining ring, and the outer ring retaining ring is tightened with a side band so that a non-slip band can be attached to the outer peripheral surface of the tire. Japanese Utility Model Laid-Open No. 61-161006 As shown in FIG. 2, a pair of C-shaped metal supporting rings is used instead of the side ropes, and the like.
【0004】[0004]
ところで、自動車の急制動時や急発進時にはタイヤに大きな荷重が作用してタ イヤが大きく変形し、又走行中にも路面の凹凸状況に応じてタイヤが変形するが 、滑り止め装置のサイドロープはサイドバンドによってきっちりと緊締されてい るので、サイドロープには部分的に過大な負荷が作用し、特に長期使用によって サイドロープが弱っていると切断のおそれがある By the way, when the vehicle is suddenly braked or suddenly started, a large load is applied to the tire and the tire is greatly deformed, and the tire is deformed depending on the unevenness of the road surface even while the vehicle is running. Is tightly tightened by the side band, so the side rope is partially overloaded and may be cut, especially if the side rope is weakened by long-term use.
【0005】 他方、支持環のように全体を金属製とすると、切断のおそれは少ないものの、 滑り止め帯の長手方向外端部を支持輪に巻付けて固定する必要が生じ、滑り止め 帯が支持輪に対してスライドして滑り止め帯の間隔が変化しやすく、タイヤへの 装着時に滑り止め帯の間隔を直す必要が生じて煩雑である。また、金属製の支持 環を撓ませるのに比較的大きな力を必要とするので、雪路や凍結路でタイヤに装 着するのが煩雑であり、しかも滑り止め装置が重くなるという問題がある。On the other hand, when the whole is made of metal like the support ring, there is little risk of cutting, but it becomes necessary to wind and fix the longitudinal outer end portion of the anti-slip band around the support ring, and the anti-slip band is formed. The distance between the anti-slip belts is likely to change by sliding with respect to the support wheel, and it becomes complicated because it is necessary to correct the distance between the anti-slip belts when the tire is mounted on the tire. Moreover, since a relatively large force is required to bend the metal support ring, it is complicated to mount the tire on a snowy road or a frozen road, and the anti-skid device becomes heavy. .
【0006】 この考案は、かかる問題点に鑑み、耐久性、装着性及び軽量性をアップさせた 自動車用タイヤ滑り止め装置を提供することを課題とする。In view of such problems, it is an object of the present invention to provide an automobile tire anti-skid device having improved durability, wearability, and lightness.
【0007】[0007]
そこで、本考案に係る自動車用タイヤ滑り止め装置は、緊締に必要な長さに設 定された内側支持部材と、緊締に必要な長さ以上に設定された外側支持部材との 間に複数の滑り止め帯を梯子状に取付け、内側支持部材で内輪保持リングを形成 した後、外側支持部材で外輪保持リングを形成し、該外輪保持リングをサイドバ ンドで緊締することによってタイヤ外周に滑り止め帯を装着するようにした自動 車用タイヤ滑り止め装置において、内側支持部材及び外側支持部材を各々複数の 前後一対の金属製連結リングと、所定の可撓性と弾性を有する複数の弾力性素材 製の連結バーとから構成し、複数の各滑り止め帯の両端部には前方連結リング及 び後方連結リングを各々挿通して取付け、隣接する滑り止め帯の各連結リング間 には連結バーを連結し、タイヤへの装着時に連結バーがサイドバンドによって引 っ張られて伸びつつタイヤ中心側に撓み、所定の伸縮性と緊締性とを有すること を特徴とする。 Therefore, the vehicle tire anti-skid device according to the present invention is provided with a plurality of inner support members having a length required for tightening and an outer support member having a length longer than that required for tightening. The anti-slip band is attached in a ladder shape, the inner support member forms the inner ring retaining ring, the outer support member forms the outer ring retaining ring, and the outer ring retaining ring is tightened by the side bands to prevent the non-slip band from wrapping around the tire. In a tire anti-skid device for a vehicle, the inner support member and the outer support member are each made up of a plurality of front and rear metal connecting rings and a plurality of elastic materials having a predetermined flexibility and elasticity. The front connecting ring and the rear connecting ring are inserted through the both ends of each of the multiple anti-slip belts, and the connecting bars are installed between the adjacent connecting rings of the anti-slip strips. Binding to, the connecting bar when mounted to the tire deflection in the tire center side while extending spanned Tsu pull the sideband, and having a predetermined elasticity and tightening properties.
【0008】 内側支持部材と外側支持部材とは同じ長さとし、梯子状の滑り止め帯を相互に 平行としてもよい。しかし、内輪支持部材は両端を相互に連結した時にタイヤの 内輪にピッタリと装着しうる長さに設定されるが、外側支持部材を内側支持部材 と同じ長さに設定した場合、内側支持部材を連結した後に、外側支持部材の両端 を連結しようとしても実際には非常に連結し難い。しかも、外側支持部材はサイ ドバンドで緊締する関係上、タイヤ装着時には滑り止め帯の外側の間隔が内側の 間隔よりも狭くなって滑り止め帯はタイヤ幅方向に対して傾斜し、滑り止め性能 が確保し難い。そこで、内側支持部材は緊締に必要な長さに設定し、外側支持部 材は緊締に必要な長さ以上に設定し、タイヤ装着前には滑り止め帯の内側間隔に 比して外側間隔を大きくし、タイヤ装着状態では両間隔が略等しくなるようにす るのが良好な装着作業性を確保する上で好ましい。本発明の場合にはタイヤ外輪 側の連結バーをタイヤ内輪側の連結バーに比して所定寸法だけ長尺に形成し、タ イヤ装着状態では連結バーのタイヤ中心側への撓みによって滑り止め帯間のタイ ヤ内輪側及び外輪側の間隔がほぼ等しくなるように構成する。The inner support member and the outer support member may have the same length, and the ladder-shaped anti-slip bands may be parallel to each other. However, the inner ring support member is set to a length that allows it to fit perfectly on the inner ring of the tire when both ends are connected to each other, but when the outer support member is set to the same length as the inner support member, the inner support member is After connecting, it is actually very difficult to connect both ends of the outer supporting member. Moreover, because the outer support member is tightened with the side band, the outer gap of the anti-slip band becomes narrower than the inner gap when the tire is attached, and the anti-slip band inclines with respect to the tire width direction, and the anti-slip performance is improved. It is difficult to secure. Therefore, the inner support member should be set to the length required for tightening, and the outer support member should be set to the length required for tightening or longer. In order to ensure good workability in mounting, it is preferable to make them larger so that the two intervals are substantially equal when the tire is mounted. In the case of the present invention, the connecting bar on the tire outer ring side is formed to be longer than the connecting bar on the tire inner ring side by a predetermined dimension, and when the tire is mounted, the anti-slip band is caused by the bending of the connecting bar toward the tire center side. The tires are configured so that the inner ring side and the outer ring side of the tires are almost equal.
【0009】 タイヤ装着中には連結バーに連結リングから大きな荷重が作用する。そこで、 連結バーを断面略円形状又は楕円形状の柱状部の両端に、略円板状又は略球状の 拡大基部を一体形成した形状となし、拡大基部の略中心に連結リングからの荷重 を分散して受けうるように挿通穴を穿設し、該挿通穴に連結リングを挿通して取 付けるのがよい。A large load acts on the connecting bar from the connecting ring during tire mounting. Therefore, the connecting bar has a shape in which a substantially disk-shaped or substantially spherical expansion base is integrally formed at both ends of a columnar section having a substantially circular or elliptical cross section, and the load from the connection ring is dispersed at the approximate center of the expansion base. It is preferable to form an insertion hole so that it can be received and insert the connection ring into the insertion hole.
【0010】[0010]
本考案によれば、従来のサイドロープ又は支持環に相当する内側支持部材及び 外側支持部材を金属製の連結リングと弾力性素材製の連結バーの組合せによって 構成したので、従来の金属製支持環に比して軽量化でき、又タイヤへの装着時に は連結バーが容易に変形し、従来の金属製支持環に比して容易に装着できる。 According to the present invention, since the inner supporting member and the outer supporting member corresponding to the conventional side ropes or supporting rings are configured by the combination of the metal connecting ring and the elastic material connecting bar, the conventional metal supporting ring is used. The weight can be reduced compared to the above, and the connecting bar can be easily deformed when mounted on the tire, and can be mounted more easily than the conventional metal support ring.
【0011】 また、金属製の連結リングを滑り止め帯に挿通して取付け、その間を弾力性素 材製の連結バーで連結しているので、タイヤへの装着状態では隣接する滑り止め 帯の間隔が常に一定に保持され、従来の支持輪を用いた場合のように滑り止め帯 の間隔を直すという煩雑な作業は必要なく、装着作業性を向上できる。[0011] Furthermore, since the metal connecting ring is inserted through the anti-skid belts and attached between them by the connecting bar made of the elastic material, the gap between the adjacent anti-slip belts when mounted on the tire is small. Is always held constant, and the mounting workability can be improved without the need for the complicated work of adjusting the intervals of the anti-slip bands as in the case of using a conventional support wheel.
【0012】 タイヤへの装着状態では内輪保持リング及び外輪保持リングはともに連結バー による伸縮性と緊締性を有し、確実に装着できるとともに、タイヤの変形によっ て内輪保持リング又は外輪保持リングに部分的に過大な負荷が作用しても連結バ ーが伸縮してこれを吸収するので、切断のおそれも少ない。When mounted on a tire, the inner ring retaining ring and the outer ring retaining ring both have elasticity and tightening properties due to the connecting bar, so that they can be reliably mounted, and the inner ring retaining ring or the outer ring retaining ring may be deformed due to tire deformation. Even if an excessive load is partially applied, the connecting bar expands and contracts and absorbs it, so there is less risk of disconnection.
【0013】 ところで、弾力性素材製の連結バーに代え、金属製リングを使用することが提 案されるが、急制動時や急発進時、さらには走行中のタイヤの多様な変形に起因 して金属製リングと金属製連結リングとが相互に摩擦し合い、切断しやすい。こ れに対し、本考案ではタイヤの多様な変形に起因して弾力性素材製の連結バーが 追従して変形するので、切断のおそれがない。本件考案者の実験によれば、金属 製リングの場合には装着して100Km程度走行させると、切断が発生したが、 本考案では1000Km以上走行しても切断は全く発生しなかった。By the way, it is proposed to use a metal ring instead of the connecting bar made of an elastic material, but it is caused by various deformations of the tire during sudden braking or sudden starting, or during running. The metal ring and the metal connecting ring rub against each other and are easy to cut. On the other hand, in the present invention, since the connecting bar made of the elastic material is deformed following the deformation of the tire due to various deformations, there is no risk of cutting. According to an experiment conducted by the inventor of the present invention, when a metal ring was attached and traveled for about 100 km, the cutting occurred. However, in the present invention, the cutting did not occur even after traveling for 1000 km or more.
【0014】[0014]
以下、本考案を図面に示す具体例に基づいて詳細に説明する。図1及び図2は 本考案の実施例による自動車用タイヤ滑り止め装置を示す。図において、複数の 滑り止め帯10は所定の弾性を有する合成樹脂材料又はゴムを用い、中央部分が タイヤ70のトレッド幅より若干大きな寸法だけ所定幅の平行状をなし、その端 部から両外端に向けて広幅となった細長形状に製作されて可撓性が付与され、各 滑り止め帯10の中央平行部分の表面には滑り止め金具100が固定されて滑り 止め性がアップされている。 Hereinafter, the present invention will be described in detail based on specific examples shown in the drawings. 1 and 2 show a vehicle tire anti-skid device according to an embodiment of the present invention. In the figure, the plurality of anti-slip belts 10 are made of synthetic resin material or rubber having a predetermined elasticity, and the central portion has a parallel shape with a predetermined width which is slightly larger than the tread width of the tire 70. It is manufactured in a slender shape that widens toward the end to give flexibility, and a non-slip metal fitting 100 is fixed to the surface of the central parallel portion of each anti-slip band 10 to improve the anti-slip property. .
【0015】 各滑り止め帯10の長さ方向両端の広幅部分には段部が形成され、該段部には 挿通穴101が前後に所定の間隔をあけて穿設され、各取付穴101には金属製 の前方連結リング20及び後方連結リング21が挿通して取付けられている。Step portions are formed in wide portions at both ends in the length direction of each anti-slip belt 10. Insertion holes 101 are formed in the step portions at predetermined intervals in the front and back, and the mounting holes 101 are provided in the respective mounting holes 101. A front connecting ring 20 and a rear connecting ring 21 made of metal are inserted and attached.
【0016】 隣接する滑り止め帯10、10の各連結リング20・21、20・21間には 所定の可撓性と弾性を有する合成樹脂材料又はゴム等の弾力性素材製の連結バー 30A、30Bが介設されて複数の滑り止め帯10は梯子状に連結されている。A coupling bar 30A made of an elastic material such as a synthetic resin material or rubber having a predetermined flexibility and elasticity is provided between the coupling rings 20, 21, 20, 21 of the adjacent anti-slip belts 10, 10. 30B is interposed and the plurality of anti-slip belts 10 are connected in a ladder shape.
【0017】 連結バー30A、30Bは図2に示すように所定の弾性を有する断面略円形状 の柱状部300A、300Bの両端に略円板状の拡大基部301A、301Bを 一体形成してなり、拡大基部301A、301Bの略中心には挿通穴302A、 302Bが穿設され、挿通穴302A、302Bには連結リング20又は21が 挿通されて支承されており、連結リング20、21からの荷重は柱状部300A 、300Bがどのような状態にあっても拡大基部301A、301Bのいずれか の部位で分散して受けられて柱状部300A、300Bに伝わるようになってい る。As shown in FIG. 2, the connecting bars 30A and 30B are formed by integrally forming substantially disk-shaped enlarged base portions 301A and 301B at both ends of columnar portions 300A and 300B having a predetermined elasticity and having a substantially circular cross section. Insertion holes 302A and 302B are formed substantially at the centers of the enlarged bases 301A and 301B, and the connection ring 20 or 21 is inserted into and supported by the insertion holes 302A and 302B. Whatever the state of the columnar sections 300A and 300B is, the columnar sections 300A and 300B are dispersedly received by any of the enlarged base sections 301A and 301B and are transmitted to the columnar sections 300A and 300B.
【0018】 また、タイヤ外輪側に対応する連結バー30Bはその柱状部300Bがタイヤ 内輪側に対応する連結バー30Aの柱状部300Aに比して所定寸法ΔLだけ長 尺に形成され、装着前には滑り止め帯10間の間隔は内輪側の寸法Lに比して外 輪側の寸法L+ΔLが大きく、タイヤ装着状態では両間隔が寸法Lで略等しくな るようになっている。Further, the connecting bar 30B corresponding to the tire outer ring side has a columnar portion 300B formed to be longer than the columnar portion 300A of the connecting bar 30A corresponding to the tire inner ring side by a predetermined dimension ΔL, and before mounting. The distance between the anti-skid belts 10 is larger than the dimension L on the inner ring side by the dimension L + ΔL on the outer ring side.
【0019】 本例の滑り止め装置をタイヤに装着する場合、梯子状の滑り止め帯10をタイ ヤ70の表面に被せるが、内外の支持部材を弾力性素材製の連結バー30A、3 0Bと金属製の連結リング20、21の組合せとしているので、軽く扱うことが でき、しかも連結バー30A、30Bが比較的小さな力で適当に弾性変形し、あ るいは連結リング20、21が滑り止め帯10に対して適当に動くので、滑り止 め装置を簡単にタイヤ70に被せることができる。When the anti-skid device of this example is mounted on a tire, the ladder-like anti-slip belt 10 is put on the surface of the tire 70, but the inner and outer support members are the connecting bars 30A and 30B made of an elastic material. Since the metal connecting rings 20 and 21 are combined, they can be handled lightly, and the connecting bars 30A and 30B are appropriately elastically deformed by a relatively small force, or the connecting rings 20 and 21 are non-slip bands. Since it moves appropriately with respect to 10, the anti-skid device can be easily put on the tire 70.
【0020】 次に、タイヤ70の内側に手をまわし、梯子状始端側の滑り止め帯10の内側 の挿通孔101に、終端側滑り止め帯10の内側連結バー30Aの連結リング2 1を挿通して係止した後、タイヤ70の外側にて梯子状始端側の滑り止め帯10 の内側の挿通孔101に、終端側滑り止め帯10の外側連結バー30Bの連結リ ング21を挿通して係止し、内輪保持リング50及び外輪保持リング60を構成 する。従って、終端側の連結リング21は完全な環状ではなく、一部に隙間をあ けたフック形状とする。Next, rotate the hand inside the tire 70, and insert the connecting ring 21 of the inner connecting bar 30A of the end side anti-slip band 10 into the insertion hole 101 inside the ladder-shaped start end side anti-slip band 10. Then, the connecting ring 21 of the outer connecting bar 30B of the end side anti-slip band 10 is inserted into the insertion hole 101 inside the anti-slip band 10 on the ladder-shaped start end side outside the tire 70. The inner ring holding ring 50 and the outer ring holding ring 60 are configured by being locked. Therefore, the connecting ring 21 on the terminal end side is not a perfect ring, but has a hook shape with a gap.
【0021】 最後に、外輪保持リング60の連結バンド30Bに取付けられている係止金具 303にサイドバンド40を引っ掛けて外輪保持リング60を緊締すると、連結 バー30Bが図2に示すように若干伸びつつタイヤ中心側に撓んで所定の伸縮性 と緊締性とを有し、滑り止め装置はタイヤ70に確実に装着できる。Finally, when the side band 40 is hooked on the locking fitting 303 attached to the connecting band 30B of the outer ring holding ring 60 and the outer ring holding ring 60 is tightened, the connecting bar 30B is slightly stretched as shown in FIG. At the same time, the anti-slip device can be securely attached to the tire 70 by flexing toward the tire center side and having a predetermined elasticity and tightening property.
【0022】 従って、タイヤの変形によって内輪保持リング50又は外輪保持リング60に 部分的に過大な荷重が作用しても連結バンド30A、30Bが伸縮してこれを吸 収するので、切断することはない。Therefore, even if an excessive load is partially applied to the inner ring retaining ring 50 or the outer ring retaining ring 60 due to the deformation of the tire, the connecting bands 30A and 30B expand and contract to absorb the load. Absent.
【図1】 本考案の一実施例による自動車用タイヤ滑り
止め装置の装着状態を示す斜視図である。FIG. 1 is a perspective view showing a mounted state of an automobile tire slip prevention device according to an embodiment of the present invention.
【図2】 上記滑り止め装置の要部を模式的に示す図で
ある。FIG. 2 is a diagram schematically showing a main part of the slip prevention device.
10 滑り止め帯 20 連結リング 21 連結リング 30A、30B 連結バー 300A、300B 柱状部 301A、301B 拡大基部 302A、302B 挿入穴 40 サイドバンド 50 内輪保持リング 60 外輪保持リング 70 タイヤ 10 non-slip band 20 connecting ring 21 connecting ring 30A, 30B connecting bar 300A, 300B columnar section 301A, 301B enlarged base section 302A, 302B insertion hole 40 side band 50 inner ring retaining ring 60 outer ring retaining ring 70 tire
───────────────────────────────────────────────────── フロントページの続き (72)考案者 二村 鉦治 兵庫県神戸市垂水区千代が丘2丁目3番1 号 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor, Ujiharu Nimura 2-3-1, Chiyogaoka, Tarumi-ku, Kobe-shi, Hyogo
Claims (3)
部材と、緊締に必要な長さ以上に設定された外側支持部
材との間に複数の滑り止め帯を梯子状に取付け、内側支
持部材で内輪保持リングを形成した後、外側支持部材で
外輪保持リングを形成し、該外輪保持リングをサイドバ
ンドで緊締することによってタイヤ外周に滑り止め帯を
装着するようにした自動車用タイヤ滑り止め装置におい
て、 内側支持部材及び外側支持部材を各々複数の前後一対の
金属製連結リング20、21と、所定の可撓性と弾性を
有する複数の弾力性素材製の連結バー30A、30Bと
から構成し、 複数の各滑り止め帯10の両端部には前方連結リング2
0及び後方連結リング21を各々挿通して取付け、隣接
する滑り止め帯10、10の各連結リング20、21間
には連結バー30A、30Bを連結し、 タイヤへの装着時に連結バー30Bがサイドバンド40
によって引っ張られて伸びつつタイヤ中心側に撓み、所
定の伸縮性と緊締性とを有することを特徴とする自動車
用タイヤ滑り止め装置。1. A plurality of non-slip bands are attached in a ladder shape between an inner support member set to a length required for tightening and an outer support member set to be longer than a length required for tightening. After forming the inner ring retaining ring with the supporting member, the outer ring retaining ring is formed with the outer supporting member, and the outer ring retaining ring is tightened with the side band to attach the anti-skid band to the tire outer periphery. In the stopping device, the inner support member and the outer support member are respectively formed from a plurality of front and rear metal connecting rings 20, 21 and a plurality of elastic material connecting bars 30A, 30B having predetermined flexibility and elasticity. The front connecting ring 2 is provided at both ends of each of the plurality of anti-skid belts 10.
0 and the rear connecting ring 21 are inserted respectively, and connecting bars 30A and 30B are connected between the connecting rings 20 and 21 of the adjacent non-slip belts 10 and 10. When connecting to the tire, the connecting bar 30B is side. Band 40
A tire anti-skid device for automobiles, which is stretched and stretched by a tire and bends toward the center of the tire to have a predetermined elasticity and tightening property.
内輪側の連結バー30Aより所定寸法だけ長尺に形成
し、タイヤ装着状態では滑り止め帯10間のタイヤ内輪
側及び外輪側の間隔を連結バー30Bのタイヤ中心側へ
の撓みによってほぼ等しくなるようにしてなる請求項1
記載の自動車用タイヤ滑り止め装置。2. The tire outer wheel side connecting bar 30B is formed to be longer than the tire inner wheel side connecting bar 30A by a predetermined dimension, and connects the tire inner ring side and outer wheel side gaps between the anti-skid bands 10 in a tire mounted state. 2. The bars 30B are made substantially equal by bending toward the tire center side.
The above-mentioned automobile tire anti-slip device.
と弾性を有する断面略円形状又は楕円形状の柱状部30
0A、300Bの両端に、略円板状又は略球状の拡大基
部301A、301Bを一体に形成してなり、該拡大基
部301A、301Bの略中心には連結リング20、2
1からの荷重を分散して受けうるように挿通穴302
A、302Bが穿設され、該挿通穴302A、302B
には連結リング20又は21が挿通されている請求項1
又は2記載の自動車用タイヤ滑り止め装置。3. The connecting bars 30A and 30B have a columnar section 30 having a predetermined flexibility and elasticity and having a substantially circular or elliptical cross section.
0A and 300B are integrally formed with enlarged base portions 301A and 301B having a substantially disk shape or a substantially spherical shape, and the connecting rings 20 and 2 are provided substantially at the centers of the enlarged base portions 301A and 301B.
Insertion hole 302 so that the load from 1 can be received in a distributed manner
A and 302B are bored and the insertion holes 302A and 302B are provided.
The connecting ring 20 or 21 is inserted through the connector.
Or the tire anti-skid device for automobiles according to 2.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP1994015842U JP3011683U (en) | 1994-11-29 | 1994-11-29 | Anti-skid device for automobile tires |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP1994015842U JP3011683U (en) | 1994-11-29 | 1994-11-29 | Anti-skid device for automobile tires |
Publications (1)
Publication Number | Publication Date |
---|---|
JP3011683U true JP3011683U (en) | 1995-05-30 |
Family
ID=43147410
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP1994015842U Expired - Lifetime JP3011683U (en) | 1994-11-29 | 1994-11-29 | Anti-skid device for automobile tires |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP3011683U (en) |
-
1994
- 1994-11-29 JP JP1994015842U patent/JP3011683U/en not_active Expired - Lifetime
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