JPH11189021A - Antiskid device for tire - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve control performance by suppressing grip force in a cross direction. SOLUTION: This device is provided with an antiskid main unit 1 coating a core material formed in net shape with rubber or synthetic resin. Here, in a grounded surface of the non-slip main unit 1, a pair of right/left link parts 11, 11 extended in a tire peripheral direction and a rudder part 12 extended in a tire width direction so as to connect a pair of the right/left link parts 11, 11 to each other are provided, in at least partly the link part 11, a thin thickness part 14 formed 1 to 3 mm thinner than the rudder part 12 is provided.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a tire anti-skid device having a net-shaped anti-slip device, and more particularly, to a tire anti-skid device capable of improving steering performance by suppressing lateral grip force. Related to the device.

[0002]

2. Description of the Related Art Conventionally, as a tire anti-slip device, a non-slip body in which a core material knitted in a net shape is covered with rubber or synthetic resin is wound around the outer peripheral surface of a tire, and both ends in the longitudinal direction of the anti-slip body are engaged with each other. At the same time, a non-extendable rope is mounted on the body with a hook inside the non-slip body, and a fastener (O-ring or one-way type fastener) is provided on the outside (the side shown) via a band hook. There is one that is mounted by hanging over.

[0003] In such a tire anti-slip device, various patterns are formed on the anti-slip body, and the pattern gauge is set to a predetermined thickness to ensure grip on a road surface on snow or ice.

However, since the above-mentioned tire anti-slip device is mounted on the driving wheel of the vehicle, if the grip force is improved more than necessary, the balance with the driven wheel without the tire anti-slip device becomes extremely poor. I will. If the balance between the driving wheels and the driven wheels is deteriorated in terms of grip force, the rear wheels may spin due to sliding of the rear wheels when cornering on snowy or icy roads, and FR
In a car, when cornering on snowy or icy roads, the rear wheels have too strong a grip force so that the steering wheel does not bend even when the steering wheel is turned (understeer), and there is a problem that the steering performance is significantly impaired.

[0005]

SUMMARY OF THE INVENTION It is an object of the present invention to provide a tire anti-slip device capable of improving steering performance by suppressing lateral grip force.

[0006]

According to the present invention, there is provided a tire anti-skid device having a non-slip body in which a core formed in a net shape is covered with a rubber or a synthetic resin. A pair of left and right links extending in a tire circumferential direction on a ground contact surface of the anti-slip body, and a ladder portion extending in a tire width direction so as to connect the pair of left and right links to each other; At least a part of the portion is made 1 to 3 mm thinner than the ladder portion.

[0007] By thus making at least a part of the link portion extending in the tire circumferential direction 1 to 3 mm thinner than the ladder portion extending in the tire width direction, the grip force in the driving direction mainly obtained by the rudder portion is reduced. It is possible to suppress the lateral grip force, which is mainly affected by the link portion, while sufficiently securing. Therefore, when traveling on a snowy or icy road surface, the balance between the drive wheel equipped with the tire anti-skid device and the driven wheel not equipped with the tire anti-skid device can be improved, and the steering performance can be improved.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The configuration of the present invention will be described below in detail with reference to the accompanying drawings. 1 to 4 illustrate a tire anti-slip device according to an embodiment of the present invention. As shown in FIG. 1, in the tire antiskid device according to the present embodiment, the antiskid body 1 is wound around the outer peripheral surface of the tire T, and both ends 1 a, 1 a in a longitudinal direction (tire circumferential direction) thereof.
1b are engaged with each other, and a non-extendable rope is mounted on the inside of the non-slip body 1 with a hook.
An outer side (shown side) is attached to the tire T by hanging a fastener 3 via a band hook 2. The configuration of the fastener 3 is not particularly limited, and may be a simple rubber O-ring, or may be a one-way buckle that connects both ends of a double loop in which a non-stretching rope and a stretchable band are connected endlessly. One-way type fasteners connected to each other may be used.

As shown in FIG. 2, the non-slip body 1 has a mesh structure in which a core material such as a tire cord knitted in a net shape is covered with rubber or synthetic resin, and is continuous in the tire circumferential direction. A pair of left and right link portions 11 extending in a zigzag manner in the tire circumferential direction is provided on the ground contact surface of the anti-slip body 1.
11 and a ladder portion 12 extending in the tire width direction so as to connect the pair of left and right link portions 11 and 11 to each other. Further, a plurality of spikes 13 protruding toward the road surface are implanted in the link portion 11 at appropriate intervals. In the above-described non-slip main body 1, a portion indicated by a line in FIG. 4 is a pair of left and right link portions 11, and a portion located therebetween is a ladder portion 12.

The link portion 11 and the ladder portion 12 basically have substantially the same thickness, but at least a portion of the link portion 11 is provided with a thin portion 14 which is thinner than the ladder portion 12. The depth of the thin portion 14 is 1 to 3 mm,
More preferably, it is set to 1 to 2 mm. If the depth of the thin portion 14 is less than 1 mm, the effect of selectively suppressing the lateral grip force cannot be obtained, and if it exceeds 3 mm, the durability of the non-slip body 1 is reduced, and the non-slip body is further reduced. There is a possibility that the core material embedded in 1 may be exposed. In the thin portion 14,
The wall surface may have a taper angle as shown in FIG. 3A, or the wall surface may be formed vertically as shown in FIG. 3B.

The area of the thin portion 14 is determined by the target link portion 1.
It is preferable that the area be 10% or more of 1 area. If the area of the thin portion 14 is less than 10% of the area of the link portion 11, the effect of suppressing the lateral grip force cannot be obtained. In addition, since the spike 13 is implanted in the link portion 11, the area of the thin portion 14 is set to 50% of the area of the link portion 11 so as not to reduce the implantation strength of the spike 13.
It is preferable to make it less than. In FIG. 1, if the step on the ground contact surface of the non-slip body 1 is less than 1 mm,
Even if the platform 15 or the notch pattern 16 having a rectangular shape or the like is formed, there is no problem since the grip force is hardly affected.

Further, the spike 13, the thin portion 14, the platform 15, and the notch pattern 16 are not limited to the design of this embodiment, and can be appropriately changed as needed. For example, the design can be made as shown in FIGS. In FIGS. 5 to 8, the vertical line portion is the thin portion 14. 7, the thin portion 14 is provided around the spike 13, and the spike 13 surrounded by the thin portion 14 and the other spikes 13 have substantially the same shape and height.

As described above, since at least a part of the link portion 11 extending in the tire circumferential direction is made thinner than the ladder portion 12 extending in the tire width direction, the grip force in the driving direction mainly obtained by the ladder portion 12 is obtained. While maintaining the same level of the conventional level, the grip force in the lateral direction mainly affected by the link portion 11 can be suppressed (not more than necessary).

Therefore, when traveling on a snowy or icy road surface, it is possible to improve the balance between the drive wheel equipped with the tire anti-skid device and the driven wheel not equipped with the tire anti-skid device, thereby improving the steering performance. it can. As a result, for example, in an FF vehicle in which the tire anti-skid device of the present invention is mounted on the front wheel drive wheels, it is possible to prevent spin due to sliding of the rear wheel during cornering on a snowy or icy road surface, and also to prevent the tire of the present invention from slipping. FR with equipment mounted on rear drive wheels
In a car, understeer due to excessive gripping force of the rear wheels can be prevented when cornering on snowy or icy roads.

[0015]

DESCRIPTION OF THE PREFERRED EMBODIMENTS In a tire anti-slip device corresponding to a tire size of 185 / 70R14, a conventional anti-slip device having a non-slip body pattern as shown in FIG. At least a part of the link portion on the ground surface of the stopper body is at least partially connected to the ladder portion.
Examples 1 to 3 were manufactured by reducing the thickness by 5 mm and variously changing the ratio (%) of the area of the thin portion to the area of the link portion. In addition, the thickness of the ladder portion in the tire anti-skid device was 8.5 mm.

With respect to the tire anti-slip devices according to the conventional example and Examples 1 to 3, circular turning performance and side slip (balance of front wheels, rear wheels, front and rear wheels) were evaluated under the following conditions, and the results were shown in Tables 1 and 2. 2 is shown. Circular turning performance: Each tire anti-slip device has a displacement of 2000
The vehicle was mounted on the front wheel of a cc FF vehicle or the rear wheel of a 2000 cc FR vehicle, and traveled on a snowy road surface having a circular circuit having a radius of 20 m. The evaluation results were shown as indices with the reciprocal of the measured value of the conventional example being 100. The larger the index value, the better the circular turning performance.

Side slip: The side slip in the above-mentioned circular turning was evaluated by feeling with respect to the balance of front wheels, rear wheels, and front and rear wheels. The evaluation results are shown in a five-step evaluation based on the conventional example. The larger the evaluation value is for the balance between the front and rear wheels, the better the steering performance is.

[0018]

[0019]

As is clear from Tables 1 and 2, the tire anti-skid devices of Examples 1 to 3 are excellent in steering performance because the balance between the front and rear wheels in terms of sideslip is better than in the conventional example. Cars were less likely to cause spin due to rear wheel sliding, and FR cars were less likely to understeer due to excessive rear wheel grip, resulting in excellent circular turning performance.

[0021]

As described above, according to the present invention, there is provided a tire anti-slip device including a non-slip body in which a core material knitted in a net shape is covered with rubber or synthetic resin.
A pair of left and right link portions extending in the tire circumferential direction and a ladder portion extending in the tire width direction so as to connect the pair of left and right link portions to each other are provided on the ground contact surface of the non-slip body, and at least one of the link portions is provided. By making the part thinner than the ladder part, it is possible to suppress the lateral gripping force mainly affected by the link part, while sufficiently securing the gripping force mainly obtained by the ladder part in the driving direction, and as a result, It is possible to improve the balance between the drive wheel equipped with the tire anti-skid device and the driven wheel not equipped with the tire anti-skid device, and to improve the steering performance on snowy and icy road surfaces.

[Brief description of the drawings]

FIG. 1 is a perspective view showing a state in which a tire antiskid device according to an embodiment of the present invention is mounted on a tire.

FIG. 2 is a development view of the tire anti-skid device according to the embodiment of the present invention as viewed from a road surface side.

FIG. 3 (A) is an illustration of A in the tire anti-skid device of FIG. 2;
It is sectional drawing in the -A arrow, and (B) is the modification.

FIG. 4 is an explanatory view showing a link portion in the tire anti-slip device of FIG. 2;

FIG. 5 is a development view showing a modified example of the tire anti-slip device of the present invention.

FIG. 6 is a development view showing a modified example of the tire anti-slip device of the present invention.

FIG. 7 is a developed view showing a modified example of the tire anti-slip device of the present invention.

FIG. 8 is a developed view showing a modified example of the tire anti-slip device of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Non-slip body 11 Link part 12 Ladder part 13 Spike 14 Thin part

Claims (2)

[Claims] 1. A tire anti-skid device comprising a non-slip body in which a core material knitted in a net shape is covered with rubber or synthetic resin, a pair of left and right tires extending in a tire circumferential direction on a contact surface of the non-slip body. A tire anti-skid device in which a link portion and a ladder portion extending in the tire width direction are provided so as to connect the pair of left and right link portions to each other, and at least a part of the link portion is 1 to 3 mm thinner than the ladder portion. . 2. The tire anti-skid device according to claim 1, wherein the area of the thin portion of the link portion is 10 to 50% of the area of the link portion.