US1878386A - Nonskid apparatus - Google Patents

Description

P 1932- -w. s. DOUTHITT 1,878,386

NONSKID APPARATUS Filed June 18, 1931 4 Sheets-Sheet 1 Wapw 2% iii Sept. 20, 1932. 'w. s. DOUTHITT NONSKID AIPARATUS Filed June l8, 1951 4 Sheets-Sheet 2 m M M Sept. 20, 1932. w. s. DOUTHITT 1,873,386

NONSKID APPARATUS Filed June 18, 1931 4 Sheets-Sheet 5 gm wanker,

W 8.,D0ufkiii Patented Sept 20, 1932 WALTER SCOTT DOUTHITT, 0F

NONSKID Arrnnnrus Application filed June 18, 1931. Serial No. 545,297.

This invention relates to a non-skid apparatus, and it is an object of the invention to provide an apparatus of this kind which is normally inactive and which can be readily placed in operative position with respect to a wheel of avehicle when desired. 7

It is now the general practice of drivers when necessary to apply mud chains to stop the car, jack up, the wheels, spread the chains out upon the surface and then roll the vehicle onto the chains, This requires fro-m fifteen to thirty minutes loss of time with the whole operation requiring manual labor and in many cases exposing the driver to disagreeable mud and rain; Another object of this invention is to eliminate the above loss of time and laborby providingan arrange ment whereby the driver simply by operating a lever within one minutes time has accurately applied to the drive wheelsnonskidding members and while the vehicle is in motion from five to ten miles perhour and within a distance of travel from ten to twenty feet, the necessary operations being accomplished without the driver leaving his seat. It is also an object of the invention whereby upon operating the same lever back to its normal position the anti-skidding members will automatically release from the wheels at substantially the same time and speed occurring when the anti skidding members are being applied. In other words, it is an object of the invention to provide means whereby while the car is in travel the driver can accurately apply or release the anti-skidding members or'mud chains'from the wheels in about one minutes time with the vehicle traveling at a speed between five to ten miles per hour. V p

I It is also an object of the invention to provide an apparatus of this kind comprising a plurality of non-skid devices adapted when in active position to straddle the tread portion of the tire of a wheel, said devices being successively connected,. one of said devices constituting a lead element for initial engagement with the wheel when it is desired to place the non-skid devices in active position, together with means coacting withthe TQKA, OKLAHOMA, ASSIGNOR T0 '1. H. BLACKBURN, i 8, or ATOKA, OKLAHOMA j remainder of the non-skid devices to cause the same to have desired: active engagement with the wheel as they are drawn by the lead member or device from their inactive posi-" tion.

The invention consistsinthe details of construct on and 1n the combination and arrangement ofthe several" parts of my improved non-skid apparatus whereby certain important advantages areattained and the device rendered simpler, less expensive and otherwise more convenient and advantageous for use, as will be hereinafter more fully set i better understood, I will now proceed to describe the same with reference to the accompanying drawings, wherein Figure 1 is a'view in side elevation with portions broken away of a non-skid device constructed in accordance with an embodiment'of my invention; Figure 2 is a fragmentary view partly in section and partly inside elevation and diagrammatic in character illustrating: the means as herein embodied whereby the apparatus is under control of the driver or other occupantv of the seat of the vehicle or from a point remote from the wheel; r

' Figure 3 is an enlarged fragmentary'view partly in section and partly in elevation of that portion of the apparatus coacting with the upper part of the associated wheel with the parts in position to havethe anti-skid de vices in active engagement with the tire Figure 4 is also an enlarged-fragmentary view partly in section and partly in eleva tion of a portion of the apparatus as'herein disclosed and "associated portion of the wheel, the parts being in a position when the apparatus is'inactive; i .3

Figure 5 is an enlarged detailed sectional view-taken substantially on the lined-5 of Figure 1;'

Figure 6 is'an enlarged detailed sectional view takensubstantially on the line 6 6 of Figure 1 i t.

Figure 7 is an enlarged detailed sectional tion between a pivoted or swinging end sec tion and the adjacent'end portion of the intermediate section of the trackway for the non-skid devices other than the lead member or device; 9 i

Figure 10 is a detailed sectional view taken substantially on the lin e-10+1O of Figure 4 illustrating a positive stopping means as herein embodied; V

Figure llis a fragmentary view partly in section and partly in elevation illustrating a hold back member for the anti-skidding dey vices to facilitate their proper withdrawal 'substantiaily on the line 1212 of Figure 11.

from inactive toactive position;

Figure 12 1s a detailed sectional view taken As disclosed in the accompanying drawings, H denotes the rear housing of a conventional type comprised in the structure of a motor driven vehicle and W denotes a rear or drive wheel associated with said housing and which wheel carries a conventional tireT. While it is'to be understood that my improved non-skid. apparatus is intended to be employed with both of the rear ordrive wheels of a vehicle'yet in the accompanying drawings the apparatus is only illus trated in connection with a single wheel. This, however, is believed tobesufl'icient for the purposesof disclosure. 1.

The housing H in'close proximity to the inner sideof the wheel W carries a surrounding outstanding flange '1 which provides a mounting for a plurality of upstanding radial arms 2, the upper end of each of the arms 2 being continued by an outwardly disposed arch member 3 which is disposed over the tire T. Each of these arch members 3 is spaced a material distance from the periphery of the tire T, the upper portion of which during the rotation of the wheel passing through said arch members 3. The inner extremities or portions of-the arch members 3 have secured thereto the arcuate trackways 4 concentric to the axis of the wheel W and positioned at: opposite sides of the wheel a material distance inwardly of thewidest dimension of the applied tire T This trackway has its entrance end a considerable distance above the horizontal center ofthe wheel W while the opposite end portion of the trackway 4 is pivotally connected, asat 5, with a relatively'short track section 6 which in turn is pivotally connected, at 7, toa second relatively long track "section 8.

The pivotal connections 5 and 7 are in right angular relation so that the section 8 may have swinging movement both laterally and radially with respect to the wheel W. Extending outwardly from the free extremity of the track section 8 is a pin 9 which is disposed through an elongated slot 10 provided in a lug 11 lapping the outer end portion of the section 8. This lug 11 is carried by an end portion of a relatively long track section 12, the opposite end portion of which being pivotally connected, as at 14, to a relatively short section 15. This track section 15 is pivotally connected, as at 16, to a second relatively long track section 17. This track section 17 at a desired point intermediate its ends ispivotally connected, as at 18, to an adjacent extremity of an arch member 3.

The pin 9 is of a length to extend through a slot 19 provided in the adjacent portion of an arch member 3 and the outer end thereof carries a cross head 20 overlying the outer face of the arch member 3. The arch member at each side of the slot 19 is provided with an outstanding cam lug 21 having its high point outermost. i The pin 9 outwardly ofthe cross head 20 has pivotally connected thereto a rod 22 which inturn is pivotally connected with a rock arm '23 carried by aflshaft 24.. This shaft is supported for rocking movement by the bearings 24 carried by the adjacent arch member 3. 7 One end portion of the shaft 24 carries an inwardly disposed elongated rock arm 25, the inner extremity of which being pivotally connected by a rod 25 to one end portion of a bell crank lever 26. The heel portion of this bell crank lever 26 is pivotally connectedto an outstanding bracket 27 carried by the housing H.

The opposite extremity of this bell crank lever 26 is operatively connected by an elongated rod 28 or the like to a. hand operated lever 29 mounted in desired proximity to the drivers'seat so that the occupantof such seat may readily and conveniently operate the track sections 8 and 12. for a purpose to be hereinafter more particularly referred to. Any conventional latch mechanism may be employed in connection with the lever 29 to maintain thesame in desired adjustment or other suitable holding. means may be used. As these features form no part of the present invention it is not believed necessary that they be described and illustrated in detail.

Normally the sections 6, 8,12, 15 and 17 are in adjustment to constitute a proper continuationof the track 4 or, in'other words, such sections are arranged on the same radius as that of the track 4. With the track 4 and the sections at the discharge end thereof in normal assembly and with the lead or pilot nonskidding device 30 inactive or effective position upon the tire T, the outstanding guide roller 31 carried byan adjacent end portion of the device will readily travel within the track 4 while the wheel is in rotation. When, however, it is desired to make the device 30 inactive or ineffective proper pull is imposed upon the lever 29 whereupon the meeting end portions of the sections 8 and 12 will be swung outwardly in a radial direction withrespect to the wheel l/V and also laterally, thus assuring not only an obstruction to the associated guide roller 31 but separating the free end portions of the device30 a distance sufficient to allow the same to be entirely free of the tire T. 4 1

As these sections 8 and 12 are adjusted into their stopping position an outstanding lug 32 carried by an end portion of the device 30 is moved into a position to have contact with an inwardlydisposed stop35 carried by an outer track section 36. f

The lead or pilot non-skidding member 30 is substantially U-shaped in form and possesses sufiicient inherentresiliency to allow the same to straddle the tire T andito have frictional or clamping engagement therewith so that as it is brought into active or effective engagement with the tire T it will serve to initially pull the remaining non-skid devices into proper active or effective engagement with the tire.

The additional non-skidding members 37 may be of any number desired and each of these members37 is also in the form of a U and possessing suiiicient inherent resiliency to have close frictional or clamping engagement over the tread portionof the tire. Each of these members 37 adjacent to each side of its tread portion is provided witha roller 38 to be received within the track 36. The track 36 is of desired length and'arfcuate in form and concentric to the axis of the Wheel W from end to end. The extremities of this track 36 are operatively engaged with track sections 39, each ofwhich at a desired point intermediate its ends is pivotally connected, as at 40, with an arch member 3. "The inner extremity of each of these sections 39 and the adjacent end portion of the track 36 have a slip connection, as at 41.

By this arrangement the track sections 39 provide a support for the intermediate or major track'36 yet permit said track 36 to be raisedor lowered as desired. When the track'36 is raised, the end track sections 39 will of course be correspondingly inclined outwardly and to an extent sufficient to assure the devices 37 being released fromthe tire T as the guide rollers 38 ride into the track through an outwardly inclined track section 39 and to return to effective or active'eng'agement with the tire T as the rollers 38 pass downout through the track sections at the discharge end of the track 36. This raising position of the track 36 is particularly desired when it is desired to have the non-skidding devices inactive or not effective.

, as at 50, with the central As before stated, uponraising of thetrack '36 the non-skidding devices 37 are disengaged from the tire T and, of course, upon proper operation of the lever 29 tostop the lead orpilot device 30 all of the non or antiskidding deviceswill be ineffective. The lead or pilot device 30 and the adjacent device 37 as well as adjacent devices 37 are tied or connected at the opposite sides thereof by the coupling members C which, inp'addition to providing means to assure the desired application of the devices upon'the tire T, also maintain such. devicesin desired spaced relation. '7 V r .Each'of the members C comprises a cylinder 42 having one end portion anchored, as at 43, to the device 30 or 37 and freely engaged Within the opposite end portion of the cylinder 42 is a rod 44 which is coupledto either a device 30 or a device37. The end portion of'the rod 44 within the cylinder 42 carries a head 45 and interposed between this head 45 and the adjacent end of the cylinder 42 is a tensionspring 46 whereby each of the coupling devices is yielding in character to assure its most 'efiective operation. 7

Each of the tracks 36 may be'raised or lowered in any manner preferred but, as herein disclosed, the arch member 3 at substantially-the longitudinal center of the track 36 carries a shaft 47 provided-with the rock arms 48. Each of the rock arms48 has op-v eratively engaged'therewith' a rod or rigid link 49 which in turn is operatively engaged, portion of the track 36. 1 One end portion of the shaft 47 carries another rock arm 51 with which is operatively engaged an elongated rod or rigid link 52 which in turn is operatively engaged with a 'bell crank lever 53 operatively supported by the housing H. This bell cranklever 53in turn is operatively engaged by a rod 54 with a second lever 55 operatively supported in relatively close proximity to the drivers seat so that the occupant of such seat may readily raise or' lower the track 36 when desired.

"- The track 36 in relatively closeproximity to its discharge end carries a plvoted arm 56, hereln disclosed as having an angular arm or finger 57 adapted to have contact withthe rollers 38 of the devices 37 passing there= through and thus providing. means to retard the devices 37 as drawn by the lead "or pilot device 30 to assure the effective spacing of the devices 37. The arm or finger 57 is normally maintained in position for engagement with the rollers 38 by the expansible spring 58 interposedbetween the arm'56and the bracket 59 carried by said track 36. The-arch members 3 may have engaged therewith the brace members 60 in order to assure said arch members, 3 being maintained in effective rigid-arrangement. H I a From, the foregoing; description it. is-

you

ing myself to the precise arrangement and formation of the several parts herein shown in carrying out my invention in practice except as hereinafter claimed.

I claim 1 1. An anti-skidding apparatus for a vehicle comprising an arcuate track, end track sections coacting with the track to maintainthe track in working position, means for pivotally supporting the track sections, means for moving the track inwardly or outwardly with respect to a wheel, anti-skidding devices adapted to frictionally lap the tread portion of the wheel, and guide members carried by the devices travelling along the track and the track sections.

2. An anti-skidding apparatus for-a vehicle comprising arch. members carried by the vehicle and freely straddling the peripheral portion of a wheel ofthe vehicle, arcu ate tracks positioned at opposite sides of the tread portion'of the wheel, trackvsections pivotally supported by the arch members, coacting means carried by the track sections and the tracks for supporting the tracks, an-

ti-skidding devices adapted to frictionally straddle the tread portion of the wheel,

guides carried byvsaid anti-skidding devices and travelling along the tracks and the track sections, and means for moving the track sections toward or from the axis of the ve hicle wheel.

3. An anti-skidding apparatus fora ve-v hicle comprising a pilot anti-skid device adapted to straddle and frictionally engage the tire of a vehicle wheel, means independently of the tire for expanding the device for engaging or disengaging said device with respect to the tire, additional anti-skidding devices adapted to straddle and frictionally engage the tire, and means for connecting ad jacent anti-skid devices, p I i 4. An anti-skidding apparatus for a vehicle comprising a pilot anti-skid device adapted to straddleand frictionally engage the tire of a vehicle wheel, means independently of the tire for expanding the device for engaging'or disengaging said device with respecttothe tire, additional anti-skidding devices adapted to straddle and frictionally engage the tire, means for connecting adjacent anti-skid devices, and a stopping means for the pilot anti-skid device effective 7 when said device is disengaged from thetire.

5. An anti-skidding device for a" vehicle provide apositive stop therefor.

comprising a tread member adapted to straddle and to be held in engagement with the tire of a vehicle wheel by frictional clamping action against the side walls of the tire, and means independently of the tire for lengthwise spreading said tread member to free the same from the tire.

6. Ananti-skidding device for a vehicle comprising a tread member adapted to straddle and to be held in engagement with the tire of a vehicle wheel by'frictional clamping action against the side walls of the tire, and means independently of the tire operating from the drivers seat of the vehicle for lengthwise spreading said tread member to free the same from the tire.

7. An anti skidding device for a vehicle comprising a tread member adapted to straddle and frictionally engage the tire of a vehicle wheel, means for spreading said device to free the same from the tire, and means engaging said tread member when spread to 8. An anti-skiddingdevice for a vehicle comprising an arcuate trackway positioned to one side of a wheel of the vehicle, an antiskidding device adapted to straddle and frictionally engage the tire of the wheel, a guide member carried by the device and coacting with the trackway, an end portion of said trackway being articulated, and means for moving said articulated portion ofthe trackway in a direction to spread the device to release the same from the tire. i

9. An anti-skidding device for a vehicle comprising an arcuate trackway positioned to one side of a wheel'of the vehicle, an antiskidding device adapted to straddle and frictionally engage the tire of the wheel, a guide member carried by thedevice and coacting with" the trackway, an endportion of said trackway beingarticulated, means for mov ing said articulated portionvof the=trackway in a direction to spread the device to release the same from thetire, and a stop means engaging the device when spread.

10. An anti-skidding apparatus for a vehicle comprising a pilot anti-skid device adapted to straddle and frictionally engage the tire of a wheel, a plurality of additional anti-skid devices adapted to straddle and frictionally engage the vtire of the wheel, means for holding the pilot device out of engagement with the tire, said device. when said means is released actively engaging the tire, means for connecting adjacent antiskid devices, and means for spacing the devices'as drawn by the pilot device into opersignature.

WALTER sooTT DOUTHITT.

' ative engagement with the tire of the wheel. In testimony whereof I hereunto aflix my

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