WO2003084771A1

WO2003084771A1 - Dynamic locking device for two articulated elements

Info

Publication number: WO2003084771A1
Application number: PCT/AT2003/000102
Authority: WO
Inventors: Gerhard Fleischhacker
Original assignee: Pewag Austria Gmbh
Priority date: 2002-04-10
Filing date: 2003-04-08
Publication date: 2003-10-16
Also published as: AU2003227081A1

Abstract

The invention relates to a locking device for a swivel joint (3) that connects an engagement clamp (2) and a tensioning clamp (1) of an anti-skid device. The invention is provided with a fixing element (8, 10, 12, 16), which is subjected to a pretensioning force and is mounted at least on the tensioning clamp (1). In a fixing position, in which the joint (3) is locked, said element lies against a retaining section (3b) of the engagement clamp (2) and is maintained in the fixing position by the pretensioning force.

Description

DYNAMIC LOCKING OF TWO JOINTLY CONNECTED

ELEMENTS

The invention relates to a locking device for a swivel joint connecting a gripping bar and a tensioning bar of an anti-skid device.

Two elements connected to one another via a joint, such as plates or rails, are usually free to rotate and swivel as desired at a certain angle of rotation.

In certain applications, such as for fixing an anti-skid device on a vehicle tire, it must be possible to permanently fix the gripping bar relative to the clamping bar in a specific position. If required, for example for dismantling the anti-skid device, it should be possible to deactivate it at any time under the action of force, so that the gripping bar can be unlocked relative to the tensioning bar and pivoted back into the starting position.

From CH 286717 A, for example, a locking device has become known, which is attached to two interconnected parts. The known locking device has a bolt, with a spring being provided which holds the bolt in the unlocked position. By means of a handle, the bolt can be brought against the spring force into a locked position, in which it is held by traction elements. The known device is primarily intended for use in vehicle door handles.

DE 265 711 A relates to a closure for motor vehicle roofs, in which a closure part is equipped with a bolt which engages in another closure part when it is closed.

EP 0 047 059 A2 shows a fastening device for a gag. The known device has a holder with a recess for receiving a nose of a bolt. Furthermore, an actuating lever which is rotatably mounted on the bolt is provided in order to bring the bolt into a fixing position.

US 2 802 248 A relates to a lashing and holding device. This device has a bolt with teeth that is slidably mounted in a housing. The bolt can be releasably fixed again by means of pawls which cooperate with the teeth and are arranged in the housing. The FR 2 483 333 AI relates to a train and fastening device in which a gear is provided which can be fixed by means of a pawl, whereby a fastening element cooperating with the gear can be tensioned.

From the field of snow chains, for example, DE 35 12617 AI has become known. This document shows an anti-skid device for motor vehicles. The known device has a double-strand link chain with anti-slip bars arranged between the strands and carrying spikes. The anti-skid bars are arranged on bracket bearings. At one end of the link chain, a tensioning bracket is arranged for fastening the anti-skid device on a tire, and at the other end of the chain, a locking bracket is provided for automatic locking with the tensioning bracket. The clamp is fixed to the tire by means of a clamp lock, for example by means of a screw connection or a toggle. After approximately one turn of the wheel, the clamp lock must be released so that it cannot rub against the tire while driving.

The known solution has the particular disadvantage that, depending on the design, parts of the tensioning device or the entire tensioning device must be removed after the chain has been put on, as a result of which the ease of use of the known anti-skid device is significantly reduced.

DE 25 53342 AI discloses a snow chain for motor vehicle wheels. The known snow chain has side strands and transverse elements running between them. To fix the snow chain to a tire, there are clamps, each with two clamps, which can be brought into a closed position.

Locking elements are provided for moving a clamping hammer into an open position. These consist of tongues which are punched out on three sides from a clamping bracket and are integrally connected with their base to the clamping bracket. These tongues are designed such that they protrude from their cutouts in the closed position of the fixing device and assume a flatter position than the tensioning bracket in a closed state. When the clamping bracket is spread by pressing the gripping brackets apart, the tongues press against the end faces of the cutouts and thus keep the gripping brackets in a spread state.

A disadvantage of this known embodiment is, above all, that during the disassembly, the gripping bars have to be pressed apart in order to be able to release the tire from the clasping of the fixing device, which means that the snow chain is less easy to use. Furthermore, due to the contamination of the snow chain occurring in practical operation and the need for dismantling to encompass both gripping arms and pull them away from one another, there is a high risk of contamination for a user of the snow chain.

It is therefore an object of the invention to provide a fixing device for a joint arranged between a tensioning bracket and a gripping bar of an anti-skid device for a vehicle tire, which enables easy handling of the anti-skid device.

This object is achieved according to the invention with a device of the type mentioned at the outset in that a fixing element, which is acted on by a pretensioning force and is arranged at least on the clamping bracket, is provided, which, in a fixing position in which the joint is blocked, bears against a holding section of the gripping bracket and is held in the fixing position by the biasing force.

The solution according to the invention permits simple blocking and release of the joint, which also ensures simple assembly and disassembly of an anti-skid device.

In a preferred embodiment of the invention, the fixing element is a spring clip, one free end of which is connected to the gripping clip and the other free end of which is connected to the tensioning clip, the spring clip being able to be snapped between the fixing position and a release position.

The spring clip can be clamped between two abutments, one of which is arranged on the clamping clip and one on the gripping clip.

In another variant of the invention, a rotatable and eccentrically mounted locking disk can be provided on the clamping bracket, which has a contact surface for support on the holding section of the gripping bracket in the fixing position (FIG. 1).

Here, the locking disc can be connected to an arm which is loaded with a spring arranged between it and the clamping bracket.

In a further variant of the invention, an arm rotatably mounted on the clamping bracket can be provided, which has a nose on an end region assigned to the gripping bracket has a lower contact surface for the holding section of the gripping bracket (FIG. 3), wherein the arm can be loaded with a spring in the direction of the clamping bracket.

Another embodiment of the invention provides that a locking pin is provided on the tensioning bracket, which can be inserted into an opening of the holding section of the gripping bracket, wherein the locking pin can have a conical shape.

In addition, the locking pin can be loaded with a spring in the direction of the opening.

The invention and further advantages are explained in more detail below with reference to a non-restrictive exemplary embodiment, which is shown in the drawing. This shows schematically:

Figure 1 shows a first variant of a locking device according to the invention in a side view.

FIG. 2 shows the locking device from FIG. 1 in a perspective view;

3 shows a section through a second variant of the device according to the invention in a side view;

Fig. 4 shows a section through a third variant of the device according to the invention in a side view.

Fig. 5 is a plan view of a detail of the variant of the locking device according to the invention shown in Fig. 4.

Fig. 6 shows a fourth variant of the locking device according to the invention in a perspective view in a release position.

7 shows the variant from FIG. 6 in a fixing position;

FIG. 8 shows a detailed view of FIG. 7 with a device for releasing the fixing position;

9a shows a fixing device of a first variant of an anti-skid device according to the invention in an open state; 9b the anti-skid device from FIG. 1a with a fixing device in a closed state;

9c shows a cross section through a vehicle tire with an anti-skid device according to the invention;

10a shows a second variant of an anti-skid device according to the invention;

10b shows a third variant of an anti-skid device according to the invention;

10c shows a fourth variant of an anti-skid device according to the invention;

Fig. 10d a fifth variant of an anti-skid device according to the invention;

Fig. 10e a sixth variant of an anti-skid device according to the invention;

11a shows a seventh variant of an anti-skid device according to the invention with an open fixing device;

11b shows the variant of the anti-skid device according to the invention from FIG. 3a with the fixing device closed;

11c shows a ninth variant of an anti-skid device according to the invention with an open fixing device;

Fig. Lld the variant of the anti-skid device according to the invention from Fig. 3c with closed fixing device.

12a shows a tenth variant of an anti-skid device according to the invention;

12b shows an eleventh variant of an anti-skid chain according to the invention;

17 shows a thirteenth variant of an anti-skid device according to the invention;

18 shows a fourteenth variant of an anti-skid device according to the invention;

19a shows a fixing device in a perspective view; 19b gripping bar of a fixing device in more detail;

20 shows a detail of a fixing device;

21 shows an articulated connection between a clamping bracket and a gripping bracket of a fixing device;

22 the articulated connection from FIG. 9 in more detail;

123 shows a rocker arm for fixing a connecting element arranged between two fixing devices;

24 is a perspective view of an anti-skid device according to the invention;

25 shows a fixing device in an open state;

25a shows a locking device for fixing a connecting element arranged in two fixing devices in an open state;

FIG. 25b the locking device from FIG. 13a in a closed state; FIG.

FIG. 26a shows the fixing device from FIG. 14 in a closed state and

FIG. 26b shows a top view of the fixing device from FIG. 15a.

According to FIGS. 1 and 2, a clamping bracket 1, which has a holding or support plate 5 and a pressure lever 1 a, is connected to a gripping bracket 2 via a pivot pin 4 or a joint 3. An eccentrically mounted or helical locking disk 6 can be provided in the support plate 5.

The locking disc 6 can be acted upon by a force arm 8 and a compression spring 9 with a biasing force. By means of an eccentric design of the locking disk 6, a form-fitting support is achieved in the area of a contact surface 3a with a holding section 3b in the form of a rotating element of the gripping bracket 2.

The rotary movement of the clamping bracket 1 is only possible in the closing direction, ie clockwise according to FIGS. 1, 2. Reversal of movement is prevented by the locking action of the eccentric locking disc 6. Unlocking the holding or stabilizing function of the clamp 1 can be achieved by pressing the force arm 8 against the spring force 9. The support of the eccentric locking disc 9 is released - the clamping bracket 1 can be swiveled freely into the open position (counterclockwise).

Another comparable construction is shown in FIG. 3. In this case, the locking disc 6 is replaced by an arm 10 having a nose 10 'with a lower contact surface 3a' for the holding section 3b. The arm 10 together with the nose 10 'is referred to below as the support element 10. The support element 10 rotatably mounted in the joint 7 is pressed onto the holding section 3b by means of the tension spring 9b. The biasing force of the tension spring 9b can be adjusted with the help of the screw 11 as required. The contact surface 3a of the support element 10 can be made eccentric or spiral, smooth or toothed. A holding effect equivalent to that in FIG. 1 can thus be achieved. To unlock the tensioning bracket 1, the support element 10 must be slightly raised via the nose 14 against the spring force 9b.

4 and 5 is a further locking variant with a similar function to that shown in FIGS. 1 and 3. The clamping bracket 1 contains a conical bolt 12 which is pressed with the aid of the spring 13 in the direction of the opening 3c of the holding section 3b. In the closed position of the clamping bracket 1, the bolt 12 slides into the opening 3c in the holding section 3b or in the gripping bracket 2. This ensures a rigid and permanent connection and fixation of the clamping bracket 1 with respect to the gripping bracket 2. To release the lock again, the latch 12 must be pushed up or pulled out with a suitable tool, such as a hammer or hook. When the bolt 12 slides out of the opening 3c, the clamping bracket 1 can be pivoted or rotated again relative to the gripping bracket 2.

Another stabilization option is shown in FIGS. 6 and 7. According to this system, the clamping bracket 1 can be fixed or positioned elastically (resiliently) in the open or closed stalls relative to the gripping bracket 2. 6, the clamping bracket 1, which is rotatably mounted in the joint 3, is in the open position. By means of a spring 16, which is supported in the supports 16b, 16a, the clamping bracket 1 of a defined spring force is pressed inwards or outwards according to FIG. 7. It is irrelevant whether the spring 16 is designed as a flat or spiral spring. When driving over the pressure lever la with a vehicle wheel, it is pressed downwards in the direction of the gripping bar 2. At the same time, the spring 16 is pressed by the vehicle tire in the direction of the clamping bracket 1 and automatically folds outwards. According to FIG. 7, the tensioning bracket 1 is inevitably pressed inward, that is to say in the direction of the vehicle tire, as a result of the pressure force of the spring, and thus in this position allows a stable but elastic fixation of an anti-skid device, for example a snow chain, to the vehicle tire. With the spring 16, the end positions of the clamping bracket 1, ie open or closed, can be elastically stabilized.

The clamping bracket 1 can be unlocked according to FIG. 8 with the aid of an angle lever 17. The angle lever 17 is hooked into the support or support bearing 16b and the spring 16 can be pressed inwards into the open position according to FIG. 5a by pressing the lever in direction A. The angle lever 17 is thus an aid for opening or closing the clamping bracket 1.

According to FIG. 9a, an anti-skid device GVO of the above-mentioned type has fixing devices FVO for a vehicle tire with gripping device and clamping bracket 1, 2. The fixing devices FVO include the vehicle tire in a mounted state like pliers.

The fixing devices FV1, FV2 are connected to one another via connecting elements, for example support and auxiliary devices, stabilizing webs 3a, 3b (FIG. 12a) or connecting webs 4a, 4b and / or parts of a network chain NK (FIG. 17) or ropes 3s (FIG. 12b) connected.

Furthermore, each fixation device FVO has two tensioning brackets 1 in an assembled state on opposite side flanks of the vehicle tire, between which at least one gripping bar 2 assigned to the tread for actuating the gripping bars 1 is arranged. The at least one gripping bar 2 can be moved from a position raised from the roadway (FIG. 9a), in which the fixing device FVO is open, by exerting pressure in the direction of the roadway, for example due to the weight of the vehicle, into a lowered, closed position (FIG. 9b) are brought to the fixation device.

A fixing device made of metal, plastic or a composite material, elastic or in rigid construction, can each have two angular elements which are connected to one another so as to be rotatable about an axis parallel to the longitudinal direction of the vehicle, so that the two angular elements essentially form a W in a front or rear view. Each angle element here has two legs enclosing an angle, which can be connected to one another via a joint or can be formed in one piece.

According to FIG. 9a, a fixing device FVO has an essentially W-shaped cross section in an open state. If the inner, adjacent to each other Legs of the W, pressed in the direction of the contact surface 2a or the driving surface, then the outer, lateral legs of the fixing device are moved toward one another “inward” and a closing or gripping process is triggered as a result Fixing device or the curved bracket arranged instead of the two inner legs is referred to as a “gripping bar” and the outer legs are referred to as a “clamping bar”.

When the opened fixing device is passed over, the previously open pliers formed by the tensioning clamp 1 and the gripping bracket 2 close, as shown in FIG. 9c, and clasp the tire FR. In practice, the tensioning bracket is pressed by the weight of the vehicle with the vehicle wheel against the contact surface and thereby the vehicle tire FR is enclosed in the radial direction by the tensioning bracket 1. A significant advantage of the invention compared to conventionally known anti-skid devices is therefore that self-assembly can be carried out using the fixing device FVO according to the invention, which is also referred to below as a clamping and gripping bar module (FIGS. 9 to 11).

In order to facilitate later disassembly of the fixing device FVO, as shown in FIGS. 10a and 11c, a swivel joint 9a, 9b, which can be fixed by means of the device according to the invention, is arranged in the throats of the gripping bar and the clamping bar.

According to FIG. 10b, the legs 2 of the gripping bar are connected to one another in the middle via a joint.

According to FIG. 10c, the legs 2v of the tensioning bracket cross each other beyond the centrally arranged joint 2h.

According to Fig. 10E, the gripper bar halves 2L, 2r are elastically or resiliently coupled 2n.

Another possible embodiment is shown in Fig. 11a. Then the gripping and tensioning bracket 1L, 2L and lr, 2r over a chain 2k, which, for. B. can also be the network chain, or a rope linked to one another via the corner points 2c.

The anti-skid device according to FIG. 11b is constructed similarly to the anti-skid device shown in FIG. 11a, but in this case the gripping and clamping brackets 1L, 2L and lr, 2r are connected to one another and stabilized via a support rail or support rod 2s at the pivot points 2c. According to FIG. 11c, the gripping bar 1L and lr are combined with a common gripping bar 2 made of spring steel or plastic and at the same time the corner points 2e are connected to one another by means of an elastic cable, band or tension spring 2f. Before the assembly of the anti-skid device, the resilient gripping bracket 2 according to FIG. 11c is in the position above the pre-tensioned train connection 2f. After mounting or driving over the gripping and clamping bracket module 1, 2, the gripping bracket 2 according to FIG. 11 is pressed into the position below the elastic connection 2f and stabilized in this position by the spring tension 2f. The same effect is achieved if the fixing device shown in FIG. 11 is combined with a chain 2k or a pull rope or pull rod 2s according to FIG. 11a or 11b.

All of the variants described above in accordance with FIGS. 9 to 11 can be combined as desired to form clamping and gripping bar modules 1, 2. In any case, it is ensured in all cases that the closing or gripping effect is activated and ensured when a vehicle wheel is passed over.

In FIG. 18b, various design variants for the possible and exemplary design of the clamping bracket 1 are shown as examples. Depending on the function, it is possible to design the bracket constructions lv, lu, lz, ly, Ix over the entire surface or as rod constructions.

In Fig. 12a it is shown that the clamping and gripping bracket modules la, 2a, lb, 2b lc, 2c, in connection with support and holding devices, such as. B. stabilization bars 3a, 3b and the Glenken 7c can be completed to a functional anti-skid device or snow chain. An anti-skid device according to the invention is already given when at least two gripping and tensioning brackets are combined on a net chain.

The more clamping and gripping bracket modules 1, 2 are combined with one another, the better the function of the automatic assembly is guaranteed. When the gripping bars 2a, 2b, 2c, which are arranged in series, are passed over, the gripping or closing action of the clamping bars la, lb, lc is inevitably activated and the automatic assembly effect is triggered.

According to FIG. 12b, a further variant of the invention consists in replacing the stabilizing webs 3a, 3b by a continuous stabilizing rope 3s or a chain in combination with spacers 3s. The rings 7c indicated by way of example can be used to attach a net chain NK or anti-skid bars or ropes and / or rails made of plastic and / or metal can be used. Alternatively, hooks or similar functional features can also be arranged in points 7c.

According to FIG. 12b, the stabilizing web 3a at the beginning of the anti-skid device, as described further below, can be used for locking in a catch lock.

According to FIG. 13, the stabilization of the gripping and clamping brackets la, 2a can also be ensured by connecting webs 4a, 4b or similar constructions. The connecting webs 4a, 4b can be connected to the gripping or clamping bracket modules 1, 2 as individual parts, or can be produced as a complete braid with the modules 1, 2 in single plastic or composite casting. The modular anti-skid device can also be designed with additional anti-skid bars or anti-skid nets without chains 6a, 6b. If the anti-skid device is additionally equipped with chains or net chains 6a, 6b, these are fastened with the gripping and tensioning bracket modules 1, 2 at selected points, as shown in FIG. 13 or 14. Which ensures that the chain is automatically tensioned when the anti-skid device is pulled open.

According to FIG. 13, the net chain parts 6a, 6b are arranged diametrically to the corner points of the gripping bars 5a, 5b, 5c. This has the advantage that when the tensioning brackets 2a, 2b, 2c are passed over due to the stretching of the central webs 2a, 2b, 2c, the respective network chain parts 6a, 6b are automatically tensioned as a result of the changes in length. This effect is achieved independently of this when the anti-skid device according to the invention is fitted onto the vehicle tires FR if the network chain parts 6a, 6b are fastened in the joints of the gripping or tensioning bracket modules 9a, 9b or along the stabilizing webs 3a, 3b.

The function of automatically tensioning the net chain 6a, 6b is also ensured during the assembly according to FIG. 19 if the net chain parts 6a, 6b are anchored in the centrally arranged points 7a, 7b, 8a, 8b of the stabilizing webs 3a, 3b. In this case too, when the tensioning bracket shown in FIGS. 13 to 15a is depressed, the net chain is tensioned as a result of the change in length.

As shown in FIG. 20 and described further below, the tension of the network chain NK can additionally be influenced by the location of the eyelets 22b, 22c for fastening the stabilizing webs 3a, 3b.

As materials for the manufacture of the clamping and gripping bracket modules 1, 2 and the support and auxiliary structures, such as brackets, ropes, chains, joints and other functional elements Metal, plastic, rubber, any combination or combination of these materials can be used.

As described above, the stabilizing webs 3a, 3b or connecting webs 4b or chains 6a, 6b can be attached or arranged on the tensioning bracket 1, the joint 9a, 9b and / or the tensioning bracket. 19, the stabilizing webs are preferably arranged in the area of the eyelets 22b, 22c. The connection of the individual tensioning or gripping bar modules 1, 2 to a functional anti-skid device can, as also shown in FIGS. 4, 5 and 6, with the aid of stabilizing bars 3, 3b or connecting bars 4a, 4b or ropes 3s or directly with a net chain NK done.

The individual modules 1, 2 are linked via the stabilizing webs 3a, 3b in points 7a, 7b, 8a, 8b by rings, hooks, hinges, claws or elastic connections, such as. B. rubber, plastic or ropes. The connecting webs 4a, 4b can also be made more flexible by means of joints 7g.

15a shows an example of an embodiment variant of a gripping and tensioning bracket module 1, 2 with the auxiliary devices, stabilizing webs 3a, 3b and the network chain parts 6 with the connection joints 7a, 7b, 8a, 8b axonometrically.

In order to ensure that the net chain 6 is appropriately tensioned in the assembled state, the net chain 6 was fastened in the end points 7a, 7b, 8a, 8b as an example in this case. For the later simple disassembly of the gripping and clamping bracket module 1, 2 fixable joints 9a, 9b are arranged in the throats of the gripping and clamping bracket 1, 2. As will be described further below, the holding effect in the gripping bars 1 can be deactivated by opening the lock in the joints 9a, 9b, which ensures simple assembly.

A further simplified construction is the manufacture of the gripping and clamping bracket module 1, 2 i composite with the stabilizing web 3a, 3b and / or connecting webs 4a, 4b as a closed network in the casting or pressing process. Depending on the elasticity of such a composite construction, joints can be arranged in points 7a, 7b in order to facilitate transportation but also assembly on the vehicle wheel.

In order to keep the gripping and clamping bracket modules 1, 2 in a stable position during the assembly process, it may be necessary, as already described above, to use stabilizing webs 3a, 3b or connecting webs 4a, 4b or connecting cables 3s. To ensure the required elasticity but also strength, you can just mentioned parts 1, 2, 3a, 3b, 4a, 4b, 3s made of elastic materials, such as. B. plastic, rubber or wire ropes can be made, the use of metal or a similar wear-resistant material, in combination or in a combination with the materials described above is possible.

The mutual locking of the gripping bracket 1 with respect to the clamping bracket 2 can be done in a variety of ways. 8, 9, 10, various locking options of the joints 9a, 9b and their function are shown by way of example.

16, the hubs 13a of the holding or tensioning bracket 1 are connected to the hub 13b of the gripping bracket 2 via the hinge pin 11. It is irrelevant whether the hub of the clamping bracket 13a is arranged on the outside and the hub of the gripping bracket 13b in the middle or vice versa. In this case, a tongue and groove construction 12 ensures that a stable locking of the tensioning bracket 1 and the gripping bracket 2 is ensured in a specific longitudinal position of the hinge pin 11.

In order to open the lock, the hinge pin 11 must be moved along its axis. Due to the offset arrangement of tongue and groove, unlocking takes place in a specific position of the bolt 11. The gripping bracket 1 can rotate relative to the clamping bracket 2 and thus take off.

Another locking variant is shown in FIG. 17. Due to a locking pin construction 14, the clamping bracket 1 is locked in relation to the gripping bracket 2. For disassembly or z. B. Unlocking is also necessary for transport purposes. As shown, the clamping bracket 1 can be unlocked from the gripping bracket 2 by driving in the locking bolt 14. The hinge pin 11 is connected in this case to the hubs 13a, 13b via the locking pin 14. The locking pin 14 consists of the parts 14a, 14b and is stabilized by means of a spring 15 in a predeterminable position.

If the locking pin 14 is now pressed or hammered in with a striking tool against the spring action 15, when the separating surfaces of the locking pin 16a are reached with the separating plane 16b of the joint pin 11, i. H. with identical cover, the rotational movement of the clamping bracket or clamping arm 1 with respect to the clamping bracket or clamping arm 2 released.

In Fig. 18 is another, similar to that shown in Fig. 16, releasable fixation or. Locking possibility of the gripping and tensioning clamps 1, 2 is shown, the hubs 1L, 2m, lr of the joint 9a. 9b due to wavy or toothed contact surfaces Chen 28 are fixed against each other. In an assembled state, the hubs 13a, 13b are held together with the aid of an articulated or spring bolt 11 or an articulated screw Ha and braced against one another. If the clamping bracket 1 is to be unlocked or opened relative to the gripping bracket 2 for dismantling, this can be done by unlocking the spring bolt 11 or actuating the articulated screw 11a. The tension in the hubs 11, 2m, lr is released and the clamping bracket 1 can rotate or open with respect to the gripping bracket 2.

The anti-skid device can be mounted or mounted on the vehicle wheel or the mature FR with the help of the gripping and collet modules 1, 2 during a reeling process. By arranging one fixing device FVO at each longitudinal end of the anti-skid device, self-assembly of the anti-skid device can be achieved when only two fixing devices are passed over the anti-skid chain.

Depending on the choice of construction elements or embodiment, the anti-skid device, the first and last gripping and clamping bracket module 1, 2 can be combined to form an “endless belt” without mutual connection or locking.

Under certain conditions, such as B. large loads or high speeds, a locking or bracing of the anti-skid device on the vehicle wheel may be necessary. 13, an additional locking of the first and last gripping and clamping bracket modules 1, 2 can be ensured in the simplest manner by means of a locking device Fa, Fi, which is referred to below as catch lock Fa, Fi.

The catch lock Fa, Fi is shown in Fig. 20 in an assembled state of the anti-skid device in a side view a and at the same time as a top view b. During the assembly process, the vehicle wheel rolls up on the longitudinal anti-skid device. First, the gripping and clamping bracket module lb, 2b is anchored automatically on the vehicle tire FR. In the embodiment shown here, only the stabilizing web 3b and, instead of the stabilizing eyelet 22c, the catch lock Fa, Fi are present on the relevant gripping and clamping bracket module 1b, 2b. Shortly before the assembly or opening process is completed, the profiled stabilizing web 3a of the gripping and clamping bracket module la, 2a is pressed and held in place from the contact surface, via the rocker arm 21, into the eyelet 22 of the catch lock Fa, FI. After this process, the modular anti-skid device is stably connected to the vehicle tire FR with a dynamic opening process as an endless belt - no rework is required.

It can be seen from FIG. 21a that the catch locks Fa, Fi are arranged on the outside of the gripping or tensioning module 1, 2. A catch lock has a catch eye 22, a catch or rocker arm 21 and a catch nose 24. In the open position according to FIG. 13 a, the rocker arm 21 is held in this position by the catch lug 21. The position of the rocker arm 21 can be supported and stabilized by a spiral spring with a stop 25.

A closed position of the catch lock is shown in FIG. 21b. From the diagrams it can be seen that the professional stabilization web 3a, 3b is pressed into the eyelet from below and held in place.

With the help of the opened rocker arm 21, the stabilizing web 3a, 3b is caught, supported by the large opening. The stabilization bar tilts with the lever 21 into the closed position. In this stable assembly position, the rocker arm 21 is held by the eyelet 24 or the bolt 23. The rubberized or professional stabilization web 3a, 3b is thus stable and inseparably locked in the catch lock Fi, Fa. The first and last gripping and clamping bracket modules 1, 2 are thus connected to one another. The anti-skid device is installed in a self-contained manner.

If the modular anti-skid device is removed again from the vehicle wheel Fr, the latch 23 or the catch 24 is unlocked according to FIG. 22 with hooves of the spacing and thrust fixing device 26, 26a, b. The rocker arm 21 simultaneously folds down with the professional stabilizing web 3a, 3b and slides out of the eyelet 22. After the joints 9a, 9b have been opened, the anti-skid device according to the invention can be found on the floor during an abroU process of the vehicle wheel FR be filed.

According to FIGS. 23a and 23b, for the disassembly process, the catch lock Fi on the inside of the wheel can also be unlocked simultaneously with the outer catch lock Fa. The two catch locks Fi, Fa are coupled via the spacing and thrust fixing devices 26, 26a, b.

Depending on the design of 26, a push rod, a pull cable or a part of the net chain NK can be used for unlocking. The spacing or thrust fixation 26 ensures that when the tensioning bracket 2 is deformed, from the curved to the extended position, the catch tabs 24a, 24b are activated at the same time. This ensures that, during the assembly process, when the profiled or rubberized stabilizing bars 3a, 3b snap into the eyelet 22, the rocker arm 21 is also held by the catch 24a, 24b. The catch lock is only activated in the assembled state and can therefore only be locked with the catch lugs 24a, 24b.

During the dismantling process, the catch tabs 24a, 24b can be released or unlocked again by an externally activated longitudinal movement of the spacing and thrust fixation 26. Furthermore, the rocker arm 21 can be folded down. Simultaneously with the rocker arm 21, the stabilization web 3a, 3b also slips out of the eyelet 22, whereby the locking of the anti-skid device is released.

From Fig. 20 it is evident that the anti-skid device for each gripping and clamping bracket module 1, 2 is equipped with a catch lock Fi on the inside of the wheel and a catch lock Fa on the outside of the wheel.

23a, it is possible to unlock the catch locks Fi, Fa with only one spacer or thrust fixing device 26.

As shown in FIG. 23b, a separate spacing or thrust fixing device 26a, 26b can also be provided for each catch lock Fa, Fi. Whether one or two spacer or shear fixing device (s) are used depends entirely on the application and the installation of the anti-skid device.

Finally, the assembly and disassembly process of an anti-skid device according to the invention is explained again.

For installation, the anti-skid device can be placed on the floor in front of or behind a vehicle wheel. The selected front or rear wheel is then driven lengthways over the modular anti-skid device. The anti-skid device is mounted ready for use after one complete wheel rotation. For safety reasons, a brief visual inspection of the anti-skid device can be carried out after the automatic assembly.

To dismantle the anti-skid chain according to the invention, the joints 9a, 9b of the gripping and clamping bracket modules 1, 2 can be struck with an impact tool, for example a urine a metal rod or a screwdriver, can be opened and unlocked. At the same time, the spring bolt 23, the locking knob or nose 24 can also be unlocked with the help of the thrust fixing device. Then at least one wheel revolution is driven. During this process, the modular anti-skid device detaches from the wheel and is placed on the ground. The anti-skid device is dismantled.

Claims

PENTENTITY CLAIMS

1. Locking device for a swivel joint (3) connecting a gripping bar (2) and a tensioning bar (1) of an anti-skid device, characterized in that a fixing element (8, 10, 12), which is acted on with a pretensioning force and is arranged at least on the tensioning bar (1). 16) is provided which, in a fixing position in which the joint (3) is blocked, bears against a holding section (3b) of the gripping bar (2) and is held in the fixing position by the prestressing force.

2. Locking device according to claim 1, characterized in that the fixing element is a spring clip (16), one free end of which is connected to the gripping clip (2) and the other free end of which is connected to the clamping clip (1), the spring clip being between the fixing position (Fig. 7) and a release position (Fig.6) can be snapped.

3. Locking device according to claim 1 or 2, characterized in that the spring clip is clamped between two abutments (16a), one of which is arranged on the clamping bracket (1) and one on the gripping bracket (2).

4. Locking device according to claim 1, characterized in that on the

Clamping bracket (1) a rotatable and eccentrically mounted locking disc (6) is provided, which has a contact surface (3a) for support on the holding section (3b) of the gripping bracket (2) in the fixing position (Fig. 1).

5. Locking device according to claim 4, characterized in that the locking disc (6) is connected to an arm (8) which is loaded with a spring (9) arranged between it and the clamping bracket (1).

6. Locking device according to claim 1, characterized in that an arm (10) which is rotatably mounted on the tensioning bracket (1) is provided and has a nose (10 ') with a lower contact surface (1) on an end region assigned to the gripping bracket (2). 3a ') for the holding section (3b) of the gripping bar (2) (Fig. 3).

7. Locking device according to claim 6, characterized in that the arm (10) in the direction of the clamping bracket (1) is loaded with a spring.

8. Locking device according to claim 1, characterized in that on the

A locking pin (12) is provided, which can be inserted into an opening (3c) of the holding section (3b) of the gripping bracket (2).

9. Locking device according to claim 8, characterized in that the locking pin (12) has a conical shape.

10. Locking device according to one of claims 7 or 9, characterized in that the locking pin (12) is loaded with a spring (13) in the direction of the opening (3c).

11. Anti-skid device for a vehicle tire with a locking device according to one of claims 1 to 10.