JPH01106710A - Tire slip preventing device - Google Patents

Abstract

PURPOSE:To prevent the coming-out of a spike, in a slip preventing device for a heavy load vehicle such as a bus or the like in which spikes are embedded in a flexible slip preventing member, by embedding a reinforcement cloth on the ground-contacting tread surface side fro the spike base part. CONSTITUTION:When a spike 36 is embedded in a slip preventing member 20 consisting of a flexible material such as natural rubber or the like, sheets of canvas 30 an 32 are interposed on the ground contacting tread surface side from the base part of the spike and on the opposite side thereof respectively. These sheets of canvas 30, 32 are made up of plain-woven fiber of nylon or the like, and are embedded so as to be opposite to each other in the thickness direction of the slip preventing member 20 extending over all region in both the longitudinal and width directions of the slip preventing member 20. By this constitution, the coming-out of a spike can be prevented.

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a tire slip prevention device that is attached to the outer periphery of a tire to prevent the tire from slipping on icy and snowy roads, and is particularly suitable for use in trucks, buses, light trucks, etc. The present invention relates to a tire slip prevention device that is preferably applied to heavy-duty tires.

[Prior Art] A vehicle tire anti-slip device used on snow-covered roads has generally been a metal chain attached to the outer periphery of the tire.

However, metal chains have drawbacks such as not being easy to install, making a lot of noise while driving, and potentially damaging the vehicle body.

Therefore, as shown in FIG. 17, a tire slip prevention device has been used in which a plurality of flexible anti-slip members 1O made of molded rubber or the like are connected with a rope 12 or the like to form a ladder shape. It's here.

A structure has been proposed in which a reinforcing material such as a steel cord is embedded in this flexible anti-slip member 1O in order to supplement its tensile strength.

However, steel cords have the disadvantage that while they are strong against tensile loads, they are weak against compressive loads. For this reason, if a large compressive load is applied, especially when applied to a truck or the like where a large load is applied, there is a risk that the steel cord will break, lose its reinforcing function, and prematurely damage the flexible anti-slip member IO. There is an issue with durability.

Furthermore, in order to improve the anti-slip performance on frozen roads, a structure has been proposed in which a flexible anti-slip member 10 is provided with spikes 14, as shown in FIG. 17.

However, since a push-down load acts on the spikes 14, especially when applied to large-sized tires such as those of freight cars, it is difficult to reduce the vibration by reducing the thickness of the flexible anti-slip member IO. Therefore, there is a problem that the spikes 14 may be pulled out and separated from the flexible anti-slip member 10.

[Problems to be Solved by the Invention] In view of the above, the present invention provides a tire anti-slip device that can improve the durability of a flexible anti-slip member and at the same time improve the performance of preventing spikes from coming out. The purpose is to

[Means for Solving the Problems] The present invention includes a tire slip prevention device in which spikes are provided on a plurality of flexible anti-slip members attached to the outer periphery of the tire at predetermined intervals. A reinforcing cloth is buried opposite the spikes closer to the road surface than the bases of the spikes.

[Function] In the present invention having the above structure, the flexible anti-slip member is reinforced with the reinforcing cloth to improve its tensile strength, and the spikes are blocked by the reinforcing cloth and cannot be removed from the flexible anti-slip member. Prevented.

[Embodiment] FIGS. 1 to 4 show a first embodiment of a tire anti-slip device according to the present invention. This tire anti-slip device includes a plurality of anti-slip members 2 attached to the outer circumference of a tire 22.
0 are connected by side ropes 24 to form a ladder-like structure as a whole.

The anti-slip member 20 is flexible and is molded from a thermoplastic elastomer such as natural rubber, thermoplastic urethane, or thermoplastic rubber, and has a pair of legs 20 from both ends of the central portion 20A.
B has a bent U-shaped cross section. central part 20
Many grooves 26 are formed on one surface of A to improve the anti-slip performance, and the tread portion 22 of the tire 22 is formed on the back surface.
Anti-slip member 20 and tire 2 by increasing the frictional force with A
A protrusion 28 is formed to suppress relative movement with respect to the protrusion 28.

Two canvases 30 and 32 as reinforcing cloth, a pair of beat metal fittings 34, and a plurality of (three in this embodiment) spikes 36 are buried inside the sliding latch member 20. A hook 38 is also attached.

The canvases 30 and 32 are plain-woven organic fibers such as natural fibers or synthetic fibers such as nylon, or organic fiber coats, and are arranged in the longitudinal direction of the anti-slip member 20 (horizontal direction in FIG. 1).
and are buried so as to face each other in the thickness direction (vertical direction in FIG. 1) of the anti-slip member 20 over substantially the entire area in the width direction (vertical direction in FIG. 3). The beat metal fittings 34 are the anti-slip members 20
The anti-slip member 20 is embedded in the distal end of the leg portion 20B with the axial direction facing the width direction of the anti-slip member 20. Campus 30.32
Both end portions of are overlapped with each other, and the hooks are turned and folded back from the same direction on the beat metal fittings 34.

As shown in FIG. 4, the spike 36 is constructed by welding a cylindrical shank 40 made of cemented carbide or the like with excellent wear resistance and a disc-shaped flange 42 as a base by brazing. It is said to be a so-called macaroni type. This spike 36 has a flange 42 sandwiched between two opposing cans 30 and 32 at the central portion 20A of the anti-slip member 20, and a shank 40 that has passed through a through hole 30A formed in the cans 30 is attached to the surface of the central portion 20A. stands out from In this embodiment, the spikes 36 have a height H of 7 mm or more and 10 mm.
mm or less, the protrusion length from the surface of central als20A is 1
．． It is set to be 5 to 2.5 mm.

The protrusions 28 correspond to the spikes 36, and also have the function of partially reinforcing the anti-slip member 20.

The hook 38 is attached to the leg portion 2 so as to be hooked to the beat fitting 34.
It penetrates 08ft and is attached to the anti-slip member 20.
The sight lobe 24 is hooked onto the distal end portion which is bent into a character shape.

As shown in FIG. 4, the spike 36 of this embodiment preferably has a width dimension (diameter) DI of the seven flange 42 that is at least twice the width dimension (diameter) D2 of the shank 40, more preferably It is set to be 2.5 times or more.

Next, the operation of this embodiment will be explained.

When the tire anti-slip device is attached to the tire 22, each of the plurality of anti-slip members 20 arranged at predetermined intervals around the outer periphery of the tire 22 has the side rope 24 hooked to the hook 38, and the side rope 24 is attached to the back surface of the central portion 20A. At the same time, the pair of leg parts 20B are bent in the direction of approaching each other from the state shown in FIG.
2B8 is in contact.

The back surface of the anti-slip member 20 comes into pressure contact with the tire 22 due to the tightening force of the sight rope 24, so that the anti-slip member 20 presses against the tire 22 while the vehicle is running.
It rotates as one with 2. While the vehicle is running,
A load is applied that tends to stretch the anti-slip member 20 in various directions, and this load acts as a tensile load on the canvas 30, 32. The canvas 30.32 supports this tensile load and prevents the anti-slip member 20 from breaking.

In addition, although a compressive load also acts on the anti-slip member 20, the anti-slip member 20 has sufficient resistance against the compressive load, and the canvas 30, 32 cannot support the compressive load. The anti-slip member 20 will not break even when subjected to a large compressive load. Therefore, even when the anti-slip member 20 is applied to a truck or the like where an extremely large compressive load is applied, the canvas 30 and 32 will break and support the tensile load. This will not result in failure as a result of being unable to do so.

In addition, when the snowboard 36 comes into contact with a frozen road surface or a dry road surface, it is pushed into the anti-slip member 20 with a large force, but it is supported by the flange 42 or the canvas 32, and this pushing force is transmitted to the entire surface of the canvas 32. Since the anti-slip member 20 is supported in a dispersed manner, the anti-slip member 20 does not receive a large load locally. Therefore, the portion of the anti-slip member 20 that is pressed by the spikes 36 will not be locally subjected to a large repeated load and will be damaged early.

In addition, a large push-down load may be applied to the spikes 36, particularly when starting contact with a frozen road surface or a dry road surface, or when the vehicle turns, or the flange 42 may be held between campuses 30 and 32 with little elastic deformation, resulting in a tilt angle. Since it is small and cannot be pulled out by expanding the diameter of the i-through hole 30A of the canvas 30, it cannot be pulled out from the anti-slip member 20. In particular, in the spike 36 of this embodiment, the flange 4
Ratio D of the width dimension DI of 2 and the width dimension D2 of the shank 40
Since I/D2 is large, the effect of preventing extraction is enhanced.

In addition, although the spike 36 with a circular cross section was used in this embodiment,
A spike 36 in which the flange 42 and shank 40 are rectangular as shown in FIGS. 5 and 6 may also be used. In this case, it is also preferable that the across dimension D of the flange 42
I is set so that it is twice or more north of the widthwise dimension D2 of the shank 40, and more preferably 2.5 times the width.

A second embodiment of the invention is shown in FIGS. 7 through 1O. In this embodiment, the spikes 36 are formed by bending a thick steel plate into a substantially U-shape, and the tips are quenched and hardened (instead of quenching, a tip made of cemented carbide or the like may be welded to the tip). ,).

The surface shape of the central portion 20A of the anti-slip member 20 is set to match the shape of the spike 36, and the height is set to completely connect both leg portions 36A of the spike 36, as shown in FIG. . In addition, the base 3 of the spike 36
Both ends of the campuses 30 and 32 that sandwich 6B from both sides are turned and folded back onto the beat metal A34 from different directions.

Even in the case of this embodiment, the basic operation is the same as that of the previous embodiment, or the non-slip member 20 or both legs 3 of the spike 36
Since the legs 6A are fully connected, the base 36B is prevented from curving and both legs 36A are prevented from falling outward.

In addition, when there is no possibility that the leg portions 36A may fall down, a configuration may be adopted in which only the base sides of the anti-slip member 20 or both leg portions 36A are connected to each other.

FIG. 11 shows the main part of a third embodiment of the present invention, and in this embodiment, one canvas 30 and spikes 36 are shown.
(not shown) is held from both sides. Although this embodiment is different from the second embodiment, the basic operation is the same as that of the previous embodiment.

A fourth embodiment of the present invention is shown in FIGS. 12-14. In this embodiment, the anti-slip member 20 has a canvas 30 and a blind weave cloth 50 embedded therein as reinforcing cloth.

The blind weave cloth 50 is made by rubberizing an organic fiber coat such as nylon or polyester, and two sheets are overlapped to form the first one.
In Figure 3 the flange 42 as the base of the spike 36.
in the longitudinal direction of the anti-slip member 20 (13th
It is buried over almost the entire area in the width direction (the horizontal direction in the figure) and the width direction (the vertical direction in FIG. 12). These two blind weaving cloths cost 50
Both end portions of the tape are hooked onto the beat metal fittings 34 and folded back while being overlapped with each other. The direction of the organic fiber coat of the tare weave cloth 50 is the radial direction or a plurality of coats (in this embodiment, there are two coats, but it may be one coat or three or more coats).

) are selected such as the direction in which the blind weave cloths 50 intersect with each other.

The canvas 30 has the same structure as the embodiment described above, and is located above the seven flange 42 of the spike 36 in FIG. 13, and is buried over almost the entire width direction (vertical direction in FIG. 12) of the anti-slip member 20. In this embodiment, unlike the previous embodiment, both ends of the campus 30 are connected to the beat metal fittings 34.
The hook is not turned and the tread portion 22A of the tire 22
(See FIG. 1 described in the first embodiment) is buried only in the central portion 20A that substantially corresponds to the central portion 20A.

In this embodiment, due to the above structure, the canvas 30 which is relatively rigid and difficult to bend is attached to the center portion 2 of the anti-slip member 20.
It is located only at 0A and does not go around the leg 20B,
In order to improve the tensile strength of the anti-slip member 20, the blind weave cloth 5 is buried by connecting the beat fittings 34 at both ends.
Only 0 extends from the central portion 20A to the leg portions 20B.

Therefore, since the blind weave cloth 50 has relatively low rigidity due to its structure, the continuous portion between the central portion 20A and the leg portions 20B has a flexible structure, and the anti-slip member 20 is easy to handle such as installation work on a tire. This improves the ability to follow tires and tires. Moreover, the campus 30 is more advantageous in preventing the spikes 36 from being pulled out than the blind weave cloth 50, and the flange 42 in FIG.
Since it is located above the spike 36, the effect of preventing the spike 36 from being pulled out is not reduced.

Furthermore, for the same reason, when manufacturing the anti-slip member 20,
There is no need to place the highly rigid canvas 30 in the mold in a largely bent state.

Manufacturing work becomes easier, and the buried position of the campus 30 can be secured with high precision. Since the blind weave cloth 50 has low rigidity, it is easy to bend and the buried position can be secured with high precision. Therefore, it becomes possible to easily manufacture the anti-slip member 20 with a high quality, and this effect in this embodiment is extremely important.

Note that depending on the case, the blind weave cloth 50 may be placed on both the top and bottom of the spikes 36, or the blind weave cloth 50 may be placed on top of the spikes 36. The canvas 30 may be placed under the spikes 36.

Further, the spike 36 of this embodiment has an oval flange 42 fixed to the shank 40 by brazing or the like, similar to the spike 36 of the first embodiment shown in FIG. As shown, the longitudinal direction of the flange 42 is arranged along the width direction of the anti-slip member 20.

In this arrangement structure of the spikes 36, 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 flange 42 with a large area
can be set, and the same effects as described in the above embodiment can be obtained. Furthermore, since the flange 42 has no corners, it makes smooth contact with the canvas 30 and the weave cloth 50, and is less likely to damage them.

The flange 42 has a long axis Ll as the diameter Di of the shank 40.
It is preferable to set it to about 2 to 3.5 times. In this example, the major axis Ll is 23 mm, the minor axis L2 is 12 mm, and the diameter DI
It is said to be 8mm.

In all of the above embodiments, the thickness T of the anti-slip member 20 (excluding the protruding length of the shank 40...see FIG. 13) is preferably about 13 m without impairing durability.
It is desirable to set it to less than m, particularly preferably about 10 mm or less, within a range that does not impair durability.

This is a condition for improving ride comfort since this embodiment is mainly applied to tires for heavy loads such as trucks, buses, and light trucks.

That is, as shown in FIG. 15, when the tire 22 is equipped with a tire anti-slip device of the tire 22 type, the anti-slip member 20 allows the tire 22 to contact the ground either at the center or on the road surface 52.
Considering that the shorter the non-contact width B is, the higher the ride comfort is, the above values were obtained from running experiments.

FIG. 16 shows the relationship between the thickness T and the non-contact width B of the anti-slip member 20 obtained in the running experiment, and the thickness T
When the width becomes less than about 13 mm, the non-contact width B decreases rapidly.
This shows the fact that when the thickness T becomes about 10 mm or less, the non-grounding width B further decreases.

In addition, the first curve Y in the figure is for a tire of LT750-16 size, and the curve MZ is for a tire of TBlooO-20 size. Each tire is filled with the normal internal pressure,
Experiments were conducted with normal load loading. Further, the radius D (see FIG. 15) of the anti-slip member 20 was 30 mm.

By setting the thickness T of the anti-slip member 20 in this way, especially when applied to heavy-duty tires, there is no possibility that it will adversely affect the durability (resistance to spikes coming off, resistance to rubber breakage, resistance to cord breakage 1, etc.). Therefore, the thickness T can be made sufficiently thin to improve riding comfort.

Note that the above-mentioned thickness of the anti-slip member 20 is not limited to that of the present invention, and can be applied to ladder-type anti-slip members of other structures to which the present invention is not applied to obtain the same effect.

In addition, in the above-mentioned first to third embodiments, the canvas 30, 32 or the canvas 30 and the spikes 36 are used as reinforcing cloth.
In the fourth embodiment, the canvas 30 and the weave cloth 50 are arranged to sandwich the spikes 36 from both sides, or the reinforcing fabric is positioned closer to the road surface than the base of the spikes 36 and faces the spikes 36. If only it were provided.

It is possible to prevent the spike 36 from coming out.

[Effects of the Invention] As explained above, in the tire anti-slip device according to the present invention, the flexible anti-slip member has a reinforcing cloth buried in the flexible anti-slip member facing the spikes closer to the road surface than the base of the spikes. Therefore, it has the effect of improving the durability of the flexible anti-slip member and at the same time improving the performance of preventing the spike from being pulled out.

[Brief explanation of the drawing]

FIG. 1 is a sectional view of a non-slip member showing a first embodiment of the tire anti-slip device according to the present invention, and FIG. 2 is a cross-sectional view of the anti-slip member shown in FIG.
-I I I arrow sectional view, Figure 3 is I I I- of Figure 1
A plan view taken along the I I I line; FIG. 4 is a cross section IM showing details of the spike applied to the jS1 embodiment; FIGS. 5 and 6 are a plan view showing other examples of the spike; FIG. is a y-plane view showing the second embodiment of the present invention, and FIG. 8 is FIG. 7 (7) VI
I I-VI I I A sectional view taken along the line I, FIG. 9 is a sectional view taken along the line IX-IX in FIG. 7, and FIG.
11 is a sectional view showing the main parts of the third embodiment of the present invention, FIG. 12 is a plan view showing the fourth embodiment of the present invention, and FIG. 13 is a sectional view showing the main part of the third embodiment of the present invention. XI I I-XI I
14 is a plan view showing details of the spike applied in the fourth embodiment; FIG. 15 is a side view of the area around the ground contact area of a tire equipped with a tire anti-slip device; FIG. 16
The figure is a diagram showing the relationship between the non-contact width B of the tire and the thickness T of the anti-slip member, and FIG. 17 is a perspective view showing the conventional device installed on the tire. 20... Anti-slip member, 22... Tire, 30... Campus (reinforced cloth), 36... Spikes, 50... Blind weave cloth.

Claims (1)

[Claims] (1) A tire slip prevention device in which spikes are provided on a plurality of flexible anti-slip members attached to the outer circumference of the tire at predetermined intervals, and these anti-slip members have spikes located closer to the road surface than the bases of the spikes. A tire slip prevention device characterized in that a reinforcing cloth is buried opposite to the tire slip prevention device.