JPH027047Y2 - - Google Patents

Description

[Detailed explanation of the idea]

(Field of Industrial Application) The present invention relates to a non-slip device for automobile tires, and in particular, a tire non-slip device consisting of a group of molded bodies made of rubber-like elastic bodies arranged in a row in the circumferential direction of the tire is attached to the circumferential surface of the tire. At the same time, the main body is a hook attached at a predetermined pitch along the side edge of the skid stopper body to hang a tightening ring attached to the side part of the skid stopper to maintain its shape. Concerning an idea to do something. (Prior Art) A conventional skid device for automobile tires is designed to latch a tightening ring attached to the side portion of the skid device attached to the tire circumferential surface to retain its shape. The group of hooks attached to one side at a predetermined pitch is at an angle of about 90 degrees to the main body of the slider, which is arranged horizontally, in order to facilitate the work of latching the tightening ring. It is usually in the form of a hook with a vertically positioned barb. (Problems to be solved by the invention) A non-annular flat type tire skid device is wrapped around the outer circumferential surface of the tire and attached to the tire surface in an endless manner via locking devices at both ends. It is common to attach the anti-skid device to the circumferential surface of the tire by laying out the anti-skid device on a flat surface and rolling an automobile tire on top of it, and when removing the anti-skid device from the tire. The work is carried out in the reverse order of the installation process. In the case of a very common method of attaching and removing a skid stopper, which is carried out in accordance with the above-described procedure, it is necessary to move the automobile onto the main body of the skid stopper, which is laid out in a planar manner. At this time, the driver should move the car onto the skid body while directly observing the skid body, since the skid body is curved in the center due to the presence of the side rope attached in advance to one side of the skid body. In addition, it is very difficult to trace the tire accurately on the center of the cleat body, and it is impossible to trace the tire accurately on the center of the cleat body, and it is difficult to trace the tire accurately on the center of the cleat body. I have often experienced situations where I am forced to move a car while inadvertently stepping on the hooks of a tightening ring. The group of hooks attached to the side edge on one side of the conventional non-slip device body stands up with the entire body at about 90 degrees, that is, a nearly vertical intersecting angle, with respect to the main body, which is laid flat as described above. Because of its shape (see Figure 6), when a car tire steps on the hook,
The direction of the car's load and the bending direction of the hook are the same, and the hook is subjected to a bending load of several 100 kg, and unless it is an extremely sturdy hook, it will be crushed and deformed greatly, and as a result, the subsequent tightening ring will not be able to be applied. This poses a problem in that it greatly hinders the fastening work and causes the hook to lose its original function. The present invention solves this problem by twisting the hook at the end of the hook and locally deforming the shape of the hook, so that even if a car steps on the hook, it will not be laid on a flat surface on the road. By intentionally making the direction of the load different from the direction of the vehicle's load applied perpendicularly to the skid stop device body, the hook will fall flat in a direction parallel to the road, and the hook will not be deformed. It is an object of the present invention to provide a hook that can continue to perform its original function without causing problems. (Means for solving the problem) In order to achieve this objective, the present invention has the following configuration. That is, in the antiskid device for automobile tires according to the present invention, the antiskid device main body is constructed by arranging mold bodies made of rubber-like elastic bodies in parallel, and the end of the mold body is arranged on one side of the skid device main body. While retaining the shape with the side rope connecting the intersecting and fixed parts,
A hook for hooking the shape-retaining tightening ring is attached to each cross-fixing part of the mold on the other side, and the hook at the tip of this hook is attached to the horizontally arranged non-slip body. It is characterized by being twisted in an angle range of 65 degrees. (Example) Next, a specific example of the antiskid device for automobile tires according to the present invention will be described with reference to the drawings. FIG. 1 is a plan view showing a part of the non-slip tool 1 developed. In terms of wear resistance, the I-shaped body 4 is mixed with metal spikes 3 that are particularly excellent in the straight-line direction and exhibits excellent braking and driving force, and has excellent riding comfort and skidding force. It consists of a configuration in which X-shaped mold bodies 5 that exert force in a plan view are arranged alternately in the circumferential direction of the tire, and these mold bodies 4 and 5 are made of rubber or synthetic material with a band-shaped core embedded inside. It is continuously molded from a rubber-like elastic body such as resin. Cross fixing portions 6 at each end of each mold body 4, 5;
7, the one-sided cross-fixing part 6 located on the line,
6 are tightly fixed by non-stretchable side ropes 8 over the entire length of the stopper. Also, each cross-fixing portion 7 on the other side of each end of each mold body 4, 5 has a hook 9 for hooking.
is installed. Both ends of the belt-shaped anti-slip device body constituted by connecting these I and Locking tools 10 and 11 which are paired as one set
The anti-slip device 1 is attached to the circumferential surface of the tire T using the locking devices 10 and 11 in an endless manner (see FIG. 5). When the anti-skid device 1 is mounted on the circumferential surface of the tire, the side portion of one side of the tire of the anti-skid device 1 is attached between each of the intersecting fixing portions 6, 6 of the I- and X-shaped bodies 4, 5 that constitute the anti-skid device. It is stabilized due to the presence of the side rope 8 that tightens and fixes it. On the other side, a tightening ring 12 made of a stretchable rubber ring or a tightening string is hooked to the hooks 9, 9 attached to each of the cross fixing sections 7, 7 on the other side for stabilization. The hook 9, which is a constituent member for stabilizing one side of the skid stopper 1, is press-formed using a metal wire with a diameter of 4 mm, that is, S45C, and is attached to the cross fixing part 7 of the skid stopper body. The hook 9 is inserted through the through hole 13 and the base 14 of the hook 9 is caulked to both the front and back surfaces of the cross fixing part. And the tip hook part 15 of the hook 9
is twisted at an angle ranging from 20° to 65° with respect to the horizontally placed non-slip device. The torsion angle of the tip hook portion 15 of the hook 9 having a predetermined angle range is one of the main components of the present invention. First, under the installation condition shown in FIG. 4, the torsion angle α of the tip hook portion 15 of the hook 9 with respect to the horizontally arranged skid device body was varied variously, and the car
Specifically, we conducted a test of stepping on the hook using one rear wheel of a rear-wheel drive passenger car weighing approximately 1.2 tons as a test vehicle. Next, to describe the test method in detail, assuming the actual state of attachment and detachment of the anti-skid device to an automobile tire, the anti-skid device was placed face down on an asphalt flat surface, and the torsion angle of the hook at the end of the hook was varied. The tire was rolled on the changed hook 10 times at lower speeds than in the two reciprocating directions, A direction and B direction, indicated by the arrows in Figure 4, and changes in the shape of the hook were observed. . If the hook became deformed, it was replaced with a new hook each time, and the test was repeated. The experimental results are shown in Table 1 below.

[Table] Shows the number of times Tsuku was deformed.
From the above test results, the hook was crushed and deformed when the angle α was 70° or more. This is because the torsional direction of the hook at the end of the hook is close to the direction of the car's load perpendicular to the road surface, so the hook cannot completely escape into a collapsed position and is deformed by bending stress. On the other hand, no deformation was observed on the hook when the angle α was 65° or less. This is due to the large discrepancy between the twisting direction of the hook at the end of the hook and the direction of the vehicle's load, which causes the hook to fall horizontally and escape even in the direction of arrow B, where the hook itself tends to be raised. However, considering the ease with which the tightening ring 12 can be hooked to the hook, it is not practical to hook the tightening ring 12 when the angle α is in the range of 0° to 20°. The angle α between the tip of the hook and the main body of the anti-skid device installed on the horizontal plane is twisted in the range of 20° to 65°, which may cause the tire to be stepped on when the anti-skid device is attached to or removed from the tire circumference. It was confirmed that this is a desirable angle range from both the viewpoint of preventing deformation of the hook due to the bending and the practical use. (Effects of the invention) The present invention has a twist that is consciously set in the angle range of 20° to 65° with respect to the horizontally arranged non-slip device of the hook at the end of the hook. If a person unfortunately steps on this hook, the hook will easily collapse and escape, allowing the tire to wait out the worst with less resistance against the tire. No large deformation occurs, and this degree of twisting does not impede the fast and easy latching operation of the tightening ring. Moreover, due to this lodging-like escape action of the hooks, the risk of damage to a tire that is stepped on by the hook group is greatly reduced.
In addition, the intersecting fixing part to which the base of the hook is attached is made of a rubber-like elastic material, and by setting the wall thickness of this fixing part to be particularly large, the work of escaping when the hook is laid down becomes even more reliable. , and it becomes easy. In addition, by configuring the skid stopper body with an alternating series of X-shaped and I-shaped frames, it is possible to prevent the skids from moving in the straight and lateral directions, which are inherent in conventional ladder-type and mesh-type snow chains. This anti-skid tool can provide comprehensive braking, driving force, and ride comfort.

[Brief explanation of the drawing]

Fig. 1 is a partially developed plan view of a skid device according to the present invention, Fig. 2 is an enlarged perspective view of section C in Fig. 1, mainly showing the attachment part of the hook, and Fig. 3 is Fig. 2. Figure 4 is an explanatory diagram showing the implementation of the hook stepping test of the anti-skid device, Figure 5 is a view of this anti-skid device attached to a tire, and Figure 6 is a diagram showing the conventional hook attached. This is a diagram corresponding to FIG. 3. In the figure, 1 is a non-slip device for automobile tires, 4 is an I-shaped body, 5 is an X-shaped body, 6 and 7 are cross fixing parts, and 8
is the side rope, 9 is the hook, 12 is the tightening ring, 1
4 indicates the base of the hook, and 15 indicates the hook at the end of the hook.

Claims (1)

[Claims for Utility Model Registration] (1) A group of molded bodies made of rubber-like elastic bodies are connected in parallel to form a non-slip body, and one side of the non-slip body has an end portion of the molded body. While the shape is maintained using a side rope that connects the cross-fixed parts, a hook for hanging the shape-retaining tightening ring is attached to each cross-fixed part of the mold on the other side, and the end hook of this hook is attached. A non-slip device for an automobile tire, characterized in that a portion of the non-slip device is twisted at an angle of 20° to 65° with respect to a horizontally arranged non-slip device body. (2) The anti-skid for an automobile tire according to claim 1 of the utility model registration claim, wherein the molded body has a punched X-shape and an I-shape, and these two types of molded bodies are arranged alternately. Ingredients. (3) The automobile according to claim 1 or 2, wherein only the cross-fixing part formed by connecting the ends of the mold body is formed to be slightly thicker than the other parts of the mold body. Anti-skid device for tires.