WO2009081979A1 - Antiskid device for vehicular tire - Google Patents

Antiskid device for vehicular tire Download PDF

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Publication number
WO2009081979A1
WO2009081979A1 PCT/JP2008/073580 JP2008073580W WO2009081979A1 WO 2009081979 A1 WO2009081979 A1 WO 2009081979A1 JP 2008073580 W JP2008073580 W JP 2008073580W WO 2009081979 A1 WO2009081979 A1 WO 2009081979A1
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WO
WIPO (PCT)
Prior art keywords
tire
slip
slip device
band
vehicle tire
Prior art date
Application number
PCT/JP2008/073580
Other languages
French (fr)
Japanese (ja)
Inventor
Susumu Shimoura
Shunji Koizumi
Original Assignee
Koizumi Co., Ltd.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Koizumi Co., Ltd. filed Critical Koizumi Co., Ltd.
Publication of WO2009081979A1 publication Critical patent/WO2009081979A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C27/00—Non-skid devices temporarily attachable to resilient tyres or resiliently-tyred wheels
    • B60C27/06—Non-skid devices temporarily attachable to resilient tyres or resiliently-tyred wheels extending over the complete circumference of the tread, e.g. made of chains or cables
    • B60C27/16—Non-skid devices temporarily attachable to resilient tyres or resiliently-tyred wheels extending over the complete circumference of the tread, e.g. made of chains or cables formed of close material, e.g. leather or synthetic mats
    • B60C27/18—Non-skid devices temporarily attachable to resilient tyres or resiliently-tyred wheels extending over the complete circumference of the tread, e.g. made of chains or cables formed of close material, e.g. leather or synthetic mats the material being fabric, e.g. woven wire or textile

Definitions

  • the present invention relates to an anti-slip device for a vehicle tire, and more particularly to an anti-slip device for a vehicle tire that is mounted on a tire of an automobile or the like when a road surface such as snow or ice is slippery.
  • This anti-slip device includes an annular band that covers a tread of a vehicle tire and a fixing member that fixes the band to the tire.
  • the band is composed of a fiber woven fabric in which warp and weft are crossed at right angles, and the warp is mounted on the surface of the tire in a posture along the circumferential direction of the tire.
  • the band has a high coefficient of friction with the road surface, and the frictional force prevents the vehicle from slipping and has a function of making the snowy road and ice-burning easy and safe.
  • the inner periphery of the band is set to an oversize that is at least 4 percent larger than the outer periphery of the tire in order to facilitate the attachment of the band to the tire.
  • an oversize that is at least 4 percent larger than the outer periphery of the tire in order to facilitate the attachment of the band to the tire.
  • the present inventor has paid attention to the fact that the stretchability of the fiber woven material, which is the material of the anti-slip member including the band, varies greatly depending on the weaving direction of the fiber woven material. Completed. Specifically, since the fiber woven fabric has a characteristic that the elongation in the direction perpendicular to the weaving direction and the weaving direction is small, the weaving direction of the fiber woven fabric constituting the band as in the prior art disclosed in Patent Document 1 In the case where the tire is mounted so that the warp and the weft constituting the textile fabric coincide with the circumferential direction of the tire, in order to facilitate the mounting, the band circumferential length is set to the tire circumferential length.
  • the band of the anti-slip member has high stretchability in the circumferential direction of the tire. , It is not necessary to set the circumference particularly large.
  • the anti-slip device for a vehicle tire includes an anti-slip member including an annular band that covers a tread of the vehicle tire, and a tightening portion that tightens the band in the direction of reducing the diameter.
  • the anti-slip member is composed of a fiber fabric in which warps and wefts are interwoven at right angles.
  • the tightening portion reduces the diameter of the anti-slip member so that a direction along one of the warp and the weft constituting the fiber fabric in the band intersects the circumferential direction of the tire.
  • FIG. 4 is a development view of the anti-slip device shown in FIG. 3. It is the perspective view which looked at the anti-slip
  • FIG. 6 is a development view of the anti-slip device shown in FIG. 5.
  • FIG. It is an expanded view of the anti-slip
  • (A) is an expanded view of the 1st unit member which comprises the anti-slip
  • (A) to (E) are development views showing examples of anti-slip members that can be constructed by a combination of the first unit member and the second unit member.
  • FIG. 1 It is a graph which shows the load elongation characteristic of the elastic ring of the anti-slip
  • (A) and 1 (B) show the verification results of the test sheet 1 created with the same specifications as the conventional product.
  • (A) shows a state when no load is applied to the test sheet 1 of the conventional specification
  • (B) shows a state when a load is applied.
  • the test sheet 1 shown in FIG. 1 is equivalent to the band of the anti-slip device disclosed in Patent Document 1, and is developed in a band shape as shown in FIG.
  • the upper and lower ends are restrained from moving in the width direction, and one end in the longitudinal direction is suspended from the ceiling.
  • the width and length of the test sheet 1 in the free state are 300 mm and 1200 mm, respectively, and the basis weight is a 100 mm grid.
  • the test sheet 1 is made of a woven material (3/1 twill weave of polyethylene terephthalate) in which warp 1a and weft 1b are woven at right angles.
  • the longitudinal direction of the test sheet 1 is set in a direction parallel to the warp 1a of the woven material.
  • FIGS. 2A and 2B show the verification results of the test sheet 2 that has become the development process of the present invention.
  • FIG. 2A shows a load applied to the test sheet 2 of the developed product.
  • FIG. 2B shows a state when a load is applied, and a state when the load is not applied.
  • the specifications of the test sheet 2 created as the developed product are the same as the test sheet 1 of the conventional product specifications in terms of material, length L, width W, and basis weight.
  • the direction of the fibers is set so that 2a and the weft 2b intersect at 45 degrees with respect to the longitudinal direction.
  • FIG. 3A and 3B are perspective views of the anti-slip device 10 according to the first embodiment of the present invention.
  • FIG. 3A is the outside of the tire T, and FIG. Each state is shown from the inside.
  • FIG. 4 is a development view of the anti-slip device 10 according to the first embodiment.
  • the anti-skid device 10 includes a band 11 that covers the entire outer periphery of the tread T ⁇ b> 1 of the tire T, and a tire radial direction from both ends in the width direction of the band 11.
  • the band 11 and the both inner flanges 12 constitute a non-slip member, and the elastic ring 14 constitutes a tightening portion.
  • the band 11 is made of a woven material equivalent to the test sheet 2 shown in FIGS. That is, this woven material has warps 11a and wefts 11b, and the direction of the fibers is set so that these yarns intersect at 45 degrees with respect to the circumferential direction of the tire T. In addition, a film that increases the frictional force with the road surface is appropriately formed on the outer peripheral surface of the band 11.
  • the inner peripheral length of the band 11 in the free state is 1.06 or less when the maximum outer peripheral length of the tire T is 1, (in other words, the maximum outer peripheral length of the tire T is about 0. 0 of the inner peripheral length of the band 11). 94 times or more). Such setting of the dimensional ratio enables the operator to attach the band 11 with an appropriate load at the time of wearing even if the inner circumferential length of the band 11 is smaller than the maximum outer circumference of the tire T.
  • the inner peripheral length of the band 11 is 106% or less of the maximum outer periphery of the tire T, even if the inner peripheral length of the band 11 is larger than the maximum outer periphery of the tire T, The length can be sufficiently reduced by the pulling force in the diameter reducing direction by the elastic ring 14, whereby the band 11 can be attached to the tread T ⁇ b> 1 of the tire T with almost no wrinkles.
  • the weaving direction of the fiber fabric in the band 11, that is, the direction along either the warp 1a or the weft 1b constituting the fabric is 30 with respect to the circumferential direction of the tire. It is preferable to intersect at an angle of not less than 45 ° and not more than 45 °.
  • each of the inner flanges 12 is integrally formed of the same material (fiber woven fabric) as the band 11, and is attached to the tire T so as to cover the shoulder portion of the tread T1. The positional deviation of the band 11 from the circumferential surface of the tread T1 is restricted, and the band 11 is kept in close contact with the tread T1.
  • These inner flanges 12 also serve as a covering member that prevents snow and the like from entering the band 11 from the lateral side thereof.
  • These inner flanges 12 may be made of a fiber fabric that is a separate member from the members constituting the band 11, but it is the cheapest that the inner flange 12 and the band 11 are made of a single material. Realize the production of anti-slip device. In that case, there may be no seam between the inner flange 12 and the band 11.
  • the inner flange 12 may be provided on at least one of the outer side and the inner side of the tire.
  • each inner flange 12 may be different between the outside and inside of the tire T.
  • FIG. 5 is a perspective view of the anti-slip device 10 according to the second embodiment of the present invention as viewed from the outside of the tire
  • FIG. 6 is a development view of the anti-slip device 10 of FIG.
  • FIG. 5 and 6 show the inner flange 12 arranged outside the tire.
  • a plurality of notches 16 extending in the radial direction are formed in the inner flange 12. These notches 16 are intermittently formed at a plurality of positions aligned in the circumferential direction of the tire T, and a portion between the notches 16 adjacent to each other in the inner flange 12 is partially connected to the elastic ring 14.
  • the connection part 13 is comprised.
  • Each notch 16 effectively suppresses wrinkles on the inner flange 12 by absorbing contraction in the circumferential direction of the inner flange 12.
  • FIG. 7 is a perspective view of the anti-slip device 10 as seen from the inside of the tire.
  • the anti-slip device according to the present invention may further include a covering member 18 that covers the entire outer surface of the tire T in the inner region of the inner flange 12, as shown in FIG.
  • FIG. 8 is a perspective view of the anti-slip device 10 according to the third embodiment provided with the covering member 18 as viewed from the tire outer side.
  • the covering member 18 is formed of a lightweight woven material stitched to the inner flange 12. If the covering member 18 is partially coated, for example, a cordura (trademark of Invista, USA) type, it is lighter than the band 11. Moreover, in order to ensure air permeability, the covering member 18 may be made of a mesh, or the covering member 18 may be perforated. Compared with the anti-skid device 10 shown in FIGS. 3 to 7, the number of members constituting the anti-slip device 10 shown in FIG. 8 is increased by the amount of the covering member 18.
  • the device 10 can function as a detachment preventing member that more reliably prevents the device 10 from detaching inside the tire T.
  • the covering member 18 can also function as a tightening portion for reducing the diameter of the outer end of the band 11 depending on the mode. In this case, the elastic ring 14 can be omitted. .
  • FIG. 9 is a perspective view of the anti-slip device 10 according to the fourth embodiment of the present invention as viewed from the outside of the tire.
  • the anti-slip device 10 includes a pair of straps 19 arranged so as to cross each other. These straps 19 connect portions of the elastic ring 14 that are separated from each other by 180 ° in the circumferential direction in the diameter direction of the tire T, and the anti-skid device 10 is involuntarily detached from the tire T to the inside thereof. It functions as a detachment prevention member that prevents this.
  • the anti-slip device 10 does not come off the tire T during normal running, but the anti-skid device 10 may come off from the tire T due to a severe idling such as high-speed running or climbing up than expected. Is not at all. However, even in that case, it is considered that the anti-slip device 10 is more easily removed from the inner side of the tire T than the inner side of the tire T because the anti-slip device 10 is not entangled with the inner car device. Accordingly, the strap 19 that prevents the anti-slip device 10 from coming off inside the tire has a fail-safe function.
  • the two straps 19 are orthogonal to each other so as to pass through the central axis of rotation of the tire, but the specific number of the straps 19 is not limited in the present invention.
  • a combination of three radial straps may be used.
  • the strap attached obliquely at a position deviated from the center of rotation of the tire can also provide an effect of preventing the removal and a function as a gripping member at the time of attachment / detachment.
  • FIG. 10 is a perspective view of an anti-slip device 10 according to a fifth embodiment of the present invention as viewed from the inside of a tire
  • FIG. 11 is a cross-sectional view showing the main part of the anti-slip device 10
  • FIG. FIG. 3 is a development view of the anti-slip device 10.
  • the inner flange 12 shown in FIGS. 10 to 12 is configured as a member different from the band 11 and is made of a woven material that is lighter and more flexible than the band 11.
  • the inner flange 12 is sewn or attached along the entire circumference of the edge on the side arranged inside the tire T when worn in the width direction of the band 11 by another appropriate method.
  • the inner surface of the inner flange 12 may be provided with a low friction coating, preferably a silicone polymer, butadiene rubber, neoprene rubber, PVC, or similar polymer. Such a low-friction coating facilitates the work of attaching the band 11 in place on the tire T when the anti-slip device 10 is mounted.
  • the effect of attaching the inner flange 12 as an auxiliary member constituted by a member different from the band 11 to the band 11 lies in application of different materials in place. Since the band 11 for covering the tread of the tire T needs to have high durability, the band 11 needs to be formed of a relatively thick woven fabric. Since the flange 12 is not required to have high durability, a relatively thin fabric can be used.
  • the inner flange 12 preferably has a pocket 13a for accommodating the elastic ring 14 in a slidable manner at the inner peripheral end thereof.
  • the inner flange 12 is constituted by a member different from the band 11, As the material of the flange 12, it is possible to use a material that can reduce the frictional resistance applied to the elastic ring 14 and smooth its expansion and contraction. As described above, providing the auxiliary member (inner flange 12) as a member separate from the band 11 not only reduces the degree of wrinkles generated in the anti-slip device on the tire side surface, but also improves the function of the elastic ring 14. Furthermore, it can contribute to a reduction in production costs.
  • the pocket 13a can be omitted, for example, when the elastic ring 14 is formed of a simple rubber string and can be sewn to the inner flange 12.
  • the elastic ring 14 according to each of the embodiments may be a simple rubber string as described above, or may be constituted by a coil spring.
  • the latter example is shown in FIGS. 13 and 14 as a sixth embodiment.
  • FIG. 13 is a perspective view showing an elastic ring 14 constituting a tightening portion of the anti-slip device 10 according to this embodiment
  • FIG. 14 is a perspective view showing a state in which the anti-slip device 10 according to this embodiment is folded.
  • FIG. 13 is a perspective view showing an elastic ring 14 constituting a tightening portion of the anti-slip device 10 according to this embodiment
  • FIG. 14 is a perspective view showing a state in which the anti-slip device 10 according to this embodiment is folded.
  • a plurality of connecting portions 13 that are intermittently arranged with notches 16 therebetween are formed on the inner periphery of the inner flange 12 of the anti-slip device 10, and are respectively formed at inner ends of the connecting portions 13.
  • An annular pocket 13a is formed.
  • An elastic ring 14 is slidably inserted and held in these annular pockets 13a.
  • the annular pocket 13a is formed of the same member as the band 11 or a separate member, but the inner peripheral surface of the annular pocket 13a facilitates relative displacement accompanying sliding contact of the elastic ring 14 with the inner peripheral surface.
  • the whole annular pocket 13a is comprised with a member with a low friction coefficient.
  • the elastic ring 14 includes a plurality of (four in the illustrated example) coil springs 14b divided in the circumferential direction and ends of the coil springs 14b adjacent to each other. It is comprised with the some string 14c as a bending node to connect.
  • Each coil spring 14b is made of, for example, a steel wire spring, and is connected to each other via the string 14c to constitute an endless elastic body that is accommodated over the entire circumference of the annular pocket 13a.
  • the anti-slip device 10 Since the anti-slip device 10 is used in an environment where the temperature changes rapidly at a low temperature such as on snow, it is possible to obtain a more stable elastic force by using a steel wire spring than a rubber cord whose elongation characteristics change depending on the temperature. This can improve the running performance of the device.
  • the elastic ring 14 when the elastic ring 14 is composed of only a single steel wire spring, it is difficult to fold it.
  • the elastic ring 14 constituted by a combination of a plurality of coil springs 14 b and a bendable string 14 c interposed therebetween, as shown in FIG.
  • the anti-slip device 10 can be folded with the string 14c as a node to maintain a good stowable posture, and a strong tightening force can be exerted by the coil spring 14b.
  • the number of the coil springs 14b and the strings 14c is not particularly limited. However, as shown in the figure, the structure in which the four cords 14c are equally arranged at intervals of 90 degrees in the circumferential direction of the elastic ring 14 makes it possible to fold the entire antiskid device 10 in four and fold it compactly.
  • the anti-slip member according to this embodiment uses an appropriate number of first unit members 20A shown in FIG. 15 (A) and second unit members 20B shown in FIG. 15 (B). It is configured by combining them.
  • the first unit member 20A includes a unit member main body 22A including a band and an auxiliary member, and a superposed portion 24 formed at one end portion in the longitudinal direction of the unit member main body 22A.
  • a unit member main body 22A including a band and an auxiliary member, and a superposed portion 24 formed at one end portion in the longitudinal direction of the unit member main body 22A.
  • a plurality of notches 16 are formed at equal intervals at both ends in the width direction of the unit member main body 22A as in the above embodiments, and the connecting portions 13 are located between the notches 16 respectively.
  • the second unit member 20B also includes a unit member main body 22B including a band and an auxiliary member, and an overlapping portion 24 formed at one end in the longitudinal direction of the unit member main body 22B.
  • a plurality of notches 16 are formed at equal intervals at both ends in the width direction of the unit member main body 22B, and are connected between the notches 16 respectively. Part 13 is located.
  • each unit member 20A, 20B is to be connected to the end portion of another unit member adjacent to the unit member 20A by means such as sewing.
  • the fiber direction of the fiber fabric constituting each unit member is inclined by about 45 ° with respect to the longitudinal direction, the end edges in the longitudinal direction of each unit member are also inclined at the same angle.
  • the unit member bodies 22A and 22B of both unit members 20A and 20B have different dimensions in the longitudinal direction. Specifically, the unit member body 22A of the first unit member 20A according to this embodiment has a length corresponding to 8 pitches when the arrangement pitch of the connecting portions 13 is 1 pitch, whereas The unit member main body 22B of the second unit member 20B has a length corresponding to 7 pitches.
  • the first unit member 20A and the second unit member 20B are mass-produced, respectively. Since each unit member may be relatively short, it is easier to produce each unit member than when producing a single non-slip member having a length sufficient to cover the tread of the tire T over its entire circumference. For example, mass production is possible using a general loom.
  • the circumference required for the anti-slip member is determined, and the number of the first unit members 20A used and the circumference are obtained so as to obtain this circumference.
  • the number of second unit members 20B is determined. Specifically, the ratio of the number of used first unit members 20A to the number of used second unit members 20B increases as the required perimeter of the anti-slip member increases.
  • An anti-slip member is formed by joining the determined number of first unit members 20A and second unit members 20B in the circumferential direction. This connection is performed by overlapping the overlapping portion 24 included in each unit member on the end portion of the unit member adjacent to the overlapping portion and sewing or the like. However, the overlapping portion 24 may be omitted.
  • the end edges of the unit members may be butted and the butted portions may be connected via another connecting member. It is more preferable that this connecting member is also made of the same material as that constituting each unit member.
  • the anti-slip device is completed by applying the tightening portion such as the elastic ring 14 to the anti-slip member formed by the step 3).
  • the total length of the non-slip member that can be selected depending on the combination of the first unit member 20A and the second unit member 20B varies as the number of the unit members used increases. For example, if the anti-slip member is constructed by four unit members, as shown in FIGS. 16A to 16E, the anti-slip member having a length of 32 pitches (FIG. 16). It is possible to form five types of anti-slip members from (A)) to anti-slip members having a length of 28 pitches (FIG. 16E).
  • the construction of the anti-slip member by the plurality of unit members connected to each other in this way can also contribute to an improvement in safety.
  • the anti-skid device according to the present invention has the advantage that the degree of wear is made uniform in the circumferential direction. On the contrary, when the anti-slip device reaches its lifetime, the anti-slip member has a large range at a time. Cause the possibility of breaking. However, if the anti-slip member is divided into a plurality of unit members, even if one of the unit members breaks, the crack is prevented from propagating to other unit members. It is avoided that the entire member is damaged at once.
  • This effect is not limited to the case where a plurality of types of unit members are combined as shown in FIGS. 15 and 16, and similarly, for example, when a non-slip member is constructed only by connecting single types of unit members. can get.
  • an outer elastic ring 14A shown in FIG. 17A is connected to an end portion of the inner flange 12 positioned on the outer side of the tire among the pair of inner flanges 12 arranged on the outer side and the inner side of the tire. Then, an inner elastic ring 14B shown in FIG. 17B is connected to the end of the inner flange 12 positioned inside the tire T.
  • the maximum extension length of the inner elastic ring 14B is set to be larger than the maximum peripheral length of the tire T, while the maximum extension length of the outer elastic ring 14A is restricted to a length smaller than the maximum peripheral length.
  • an elongation regulating member 15 made of a member (for example, a normal string) having an extremely small elastic elongation amount is provided along the outer elastic ring 14A, and the circumferential length of the elongation regulating member 15 is the tire.
  • the dimension is set to be smaller than the maximum circumferential length of T.
  • the extension regulating member 15 may be coupled to each coupling portion 13 of the inner inner flange 12 or may be spirally wound around the outer elastic ring 14A.
  • the anti-slip device 10 is configured to cover the anti-slip member from the outside of the tire T to the inside while extending the inner elastic ring 14 ⁇ / b> B beyond the maximum circumference of the tire T. It can be attached to the tire T.
  • the maximum extension length of the outer elastic ring 14A is restricted to a length smaller than the maximum circumferential length of the tire T by the provision of the extension restricting member 15 as shown in FIG.
  • the stretch regulating member 15 prevents the slip prevention device 10 from coming off the inside of the tire T when the slip prevention device 10 is used, and thus can contribute to further improvement in safety.
  • the use of the extension regulating member 15 makes it possible to give a difference in the maximum extension length of the elastic rings 14A and 14B, for example, while using a common material as the material of the outer elastic ring 14A and the inner elastic ring 14B.
  • materials having different elastic moduli may be used for the outer elastic ring 14A and the inner elastic ring 14B.
  • the material constituting the outer elastic ring 14A is a material having a small elastic limit elongation as shown by a line 30A in FIG. 19, and the material constituting the inner elastic ring 14B is the same as that shown in FIG.
  • a material having a large elastic limit elongation may be used.
  • Such a difference in elongation characteristics can also be given, for example, when the elastic rings are composed of a rubber band composed of a rubber string and a thread twisted on the rubber string, and by varying the twist pitch of the thread. Is possible.
  • the present invention provides an anti-slip device for a vehicle tire that can obtain high durability and high anti-slip effect while avoiding impairing the running performance of the vehicle.
  • the anti-slip device includes an anti-slip member including an annular band that covers a tread of a vehicle tire, and a tightening portion that tightens the band in a direction of reducing the diameter, and the anti-slip member includes warps and wefts. It is composed of fiber fabrics woven by crossing at right angles.
  • the tightening portion reduces the diameter of the anti-slip member so that the weaving direction of the fiber fabric in the band, that is, the direction along one of the warp and the weft constituting the fiber fabric intersects the circumferential direction of the tire.
  • the high stretchability of the band in the tire circumferential direction facilitates the work of attaching the anti-slip member including the band to the tire.
  • the weaving direction of the fiber fabric constituting the band is set to intersect the circumferential direction of the tire, the band easily expands and contracts in the radial direction of the tire and the circumferential direction of the tire. Therefore, the generation of wrinkles when the tightening portion reduces the diameter of the band is effectively suppressed.
  • the non-slip member having the same specification it can be used for a plurality of types of tires having different maximum outer circumferences, and in this case, versatility can be improved.
  • the wear of the band is made uniform over the entire tread circumference, and the life can be extended accordingly.
  • an anti-slip device since it is possible to attach an anti-slip device to the tire even if the circumference of the band is not significantly larger than the circumference of the tire, it depends on the centrifugal force of the running tire compared to the case where the difference between the circumferences is large. The tread float is reduced, which improves running performance.
  • the present invention can provide an anti-slip device having high wearability and durability to a tire without impairing the running performance of the vehicle.
  • the textile fabric constituting the anti-slip member may be any of plain weave, twill weave, and satin weave.
  • the crossing angle between the weaving direction of the fiber fabric in the band is 30 degrees or more and 45 degrees or less. preferable.
  • Such a crossing angle provides sufficient stretchability to the anti-slip member.
  • Such high stretchability makes it possible to set the inner peripheral length of the band in a free state in which the tightening portion is not tightened, for example, to 106% or less of the maximum outer periphery of the tire.
  • the anti-slip member has the band and an auxiliary member extending inward in the tire radial direction from at least one of the both ends in the width direction of the band.
  • This auxiliary member is extended around the band, thereby suppressing snow or the like attached to the band from entering the inside of the tire. Further, since the band can be mounted by hooking the auxiliary member on the tread corner of the tire, the operability during mounting is improved.
  • the auxiliary member may be integrally formed with the same member as the band, or may be formed with a separate member. When integrally formed, there may be no seam between the auxiliary member and the band. In the case of being formed of a separate member, a material that is thinner and more slippery than the band may be employed for the auxiliary member. In that case, since the friction between the elastic member and the auxiliary member is reduced, the diameter reducing force by the elastic member can be transmitted to the band more evenly, and the wear due to the friction between the elastic member and the auxiliary member is also possible. Can be suppressed.
  • a plurality of notches arranged in the tire circumferential direction are formed at the end portion of the auxiliary member, and portions of the auxiliary member located between the notches are intermittently arranged in the circumferential direction with respect to the tightening portion. It is more preferable to configure a plurality of connecting portions that are respectively connected at a plurality of positions.
  • the notch effectively suppresses wrinkles in the circumferential direction of the tire at the end of the auxiliary member when tightened by the tightening portion. This enables the band to be more closely attached to the tread of the tire, and also contributes to extending the life of the anti-slip member by suppressing uneven wear caused by the wrinkles.
  • the notch is formed at the end of the auxiliary member located on the inner side of the tire, it is possible to prevent the portion where the heel has approached from coming into contact with the suspension device or brake device of the vehicle.
  • the tightening portion has an annular elastic member that is provided along the end portion of the auxiliary member and has an elastic return force that biases the end portion in a direction of reducing the diameter. Since this elastic member urges the end portion of the auxiliary member in the diameter-reducing direction by its own elastic restoring force, the mounting work of the anti-slip device is facilitated.
  • the elastic member may be provided at at least one end of the anti-slip member, and more preferably provided at both ends.
  • an annular outer elastic member connected to an end portion of the auxiliary member provided on the outer side of the tire and the inner side of the tire as the elastic member.
  • An annular inner elastic member connected to the end of the provided auxiliary member, and the maximum extension length of the inner elastic member is set larger than the maximum circumferential length of the tire, while the maximum of the outer elastic member It is more preferable that the stretch length is set smaller than the maximum circumferential length of the tire.
  • the anti-slip member can be covered from the outside to the inside of the tire while extending the inner elastic member beyond the maximum circumference of the tire.
  • the maximum extension length of the outer elastic member is set to be smaller than the maximum circumferential length of the tire, it is possible to prevent the anti-slip member from coming off inside the tire. This can contribute to further improvement of safety during traveling.
  • materials having different elastic moduli may be used for the inner elastic member and the outer elastic member, and the inner elastic member has a longer length than the maximum circumference of the tire.
  • An elongation restricting member that prevents the film from extending to the maximum may be provided.
  • the annular elastic member is preferably composed of, for example, a plurality of coil springs that can be expanded and contracted in the longitudinal direction, and bent nodes that can be bent by being interposed between the ends of the coil springs. .
  • This elastic member makes it possible to firmly stretch the band on the tread of the tire by the strong elastic force (biasing force) of the coil spring.
  • the elastic member can be folded using the bending of the bending nodes when the anti-slip device is not used.
  • the elastic member may be formed of a single member and may have a bent node at an appropriate position, or the ends of a plurality of coil members forming each coil spring may be separate bent node members (for example, strings). It may be connected with. More preferably, these bent nodes are equally arranged at intervals of 90 degrees in the circumferential direction of the elastic member. This arrangement allows the entire anti-slip device to be folded in four and compactly folded.
  • the anti-slip member may be composed of a single fiber fabric as a whole, but is composed of a plurality of unit members arranged in the circumferential direction, and ends of adjacent unit members are connected to each other. Therefore, it is more preferable that the entire anti-slip member has an annular shape. The reason is as follows.
  • the anti-slip device has an advantage that the degree of wear is made uniform in the circumferential direction. This creates the possibility of the anti-slip member breaking at a large range at a time.
  • the anti-slip member is composed of a plurality of unit members connected to each other (in other words, divided into a plurality of unit members), even if any unit member breaks, Propagation of the ruptured portion (fissure) to other unit members is prevented, so that the entire anti-slip member is prevented from being damaged at once.
  • the anti-slip member In order to construct the anti-slip member with a single fiber fabric, it is necessary to prepare a considerably long fabric or the like, and a special loom or the like is required for the production. However, if the anti-slip member is composed of a plurality of unit members connected to each other, the individual unit members may be short, so that they can be mass-produced. An anti-slip member can be obtained easily.
  • the number of first unit members to be used and the number of second unit members to be used are determined based on the circumference required for the stop member, and the determined number of first unit members and second unit members are determined.
  • a method including a step of joining unit members in a circumferential direction to form an anti-slip member, and a step of applying the tightening portion to the anti-slip member makes it possible to manufacture an anti-slip device with high efficiency. .
  • first unit members and second unit members are prepared as the constituent material of the anti-slip member, a plurality of types of anti-slip members having different circumferential lengths can be obtained simply by selecting the number of combinations. You can build freely.
  • the anti-slip member is further connected to a portion of the both ends in the width direction of the anti-slip member on the end portion located outside the tire and separated from each other in the circumferential direction. It is more preferable in terms of safety to have a detachment preventing member that prevents the detachment from coming inward. Even if the anti-slip member is removed from the tire, the anti-slip member can prevent the anti-slip member from being caught inside the tire by preventing it from coming off the inside of the tire. In addition, the prevention of detachment can be achieved with a simple structure in which appropriate portions of the outer end portion of the anti-slip member are connected to each other.
  • Examples of the detachment preventing member include a cover attached to the anti-slip member so as to cover the entire outer surface of the tire in a region inside the anti-slip member in a state where the anti-slip member is attached to the tire. It may be a member. This covering member makes it possible to hold the anti-slip member more firmly.
  • the detachment preventing member may include a plurality of straps that are arranged so as to intersect with each other on the outer side surface of the tire and have both ends connected to predetermined portions of the outer end of the anti-slip member. . These straps can prevent the slip prevention member from coming off the tire with a simple configuration. It can also be used as a gripping member when the anti-slip device is removed from the tire.

Abstract

Provided is an antiskid device, which can keep the traveling characteristics of a vehicle as high as possible and can enhance the durability. This antiskid device comprises an antiskid member including an annular band (11) covering the tread (T1) of a vehicular tire (T), and an elastic ring (14) for fastening the antiskid member in a direction to constrict the antiskid member radially. This antiskid member is constituted of the fabric, which has warps (11a) and wefts (11b) woven to interlace at a right angle with each other. The warps (11a) or the wefts (11b) intersect the circumferential direction of the tire (T). Preferably, the intersection angle is 30 degrees to 45 degrees. The inner circumference length of the band (11) in a free state is preferably set to 106 % or less of the maximum circumference of the tire (T).

Description

車両用タイヤの滑り止め装置Anti-slip device for vehicle tire
　本発明は車両用タイヤの滑り止め装置に関し、特に、雪上、氷上など路面が滑りやすい時に自動車等のタイヤに装着される車両用タイヤの滑り止め装置に関する。 The present invention relates to an anti-slip device for a vehicle tire, and more particularly to an anti-slip device for a vehicle tire that is mounted on a tire of an automobile or the like when a road surface such as snow or ice is slippery.
　自動車等のタイヤに装着される滑り止め装置として、例えば、特許文献１に開示されたものが知られている。この滑り止め装置は、車両用タイヤのトレッドを被覆する環状のバンドと、このバンドを当該タイヤに固定するための固定部材とを有している。前記バンドは、経糸と緯糸とが互いに直角に交錯して織成された繊維織物で構成され、当該経糸が前記タイヤの周方向に沿う姿勢で当該タイヤの表面上に装着される。前記バンドは、路面との間に高い摩擦係数を有し、その摩擦力によって、車両のスリップ等を防止し、雪路、アイスバーン走行を容易且つ安全にする機能を奏する。 As an anti-slip device mounted on a tire of an automobile or the like, for example, the one disclosed in Patent Document 1 is known. This anti-slip device includes an annular band that covers a tread of a vehicle tire and a fixing member that fixes the band to the tire. The band is composed of a fiber woven fabric in which warp and weft are crossed at right angles, and the warp is mounted on the surface of the tire in a posture along the circumferential direction of the tire. The band has a high coefficient of friction with the road surface, and the frictional force prevents the vehicle from slipping and has a function of making the snowy road and ice-burning easy and safe.
　この特許文献１に開示された滑り止め装置では、タイヤに対するバンドの取り付けを容易にするために、バンドの内周が、タイヤの外周より少なくとも４パーセント大きいオーバーサイズに設定されている。このようなオーバーサイズに設定されたバンドを用いる場合、そのオーバーサイズ分だけ当該バンドを周方向に縮める必要がある。しかし、当該バンドは繊維材料からなり、前記周方向に繊維が配されているので、当該周方向に締付力を与えてもバンド自体は周方向にほとんど収縮しない。従って、その締付けはバンドの端部に著しい皺を生じさせる。この皺は、車両の走行時にバンドを損傷する原因となり、バンドの短寿命化を招来する。加えて、バンドの周長をタイヤの最大周長よりも著しく大きくすることは、タイヤに対してバンドを浮きやすくし、車両の走行性に影響を与えるおそれがある。このバンドの浮きは、高速走行時に滑り止め装置がタイヤから離脱する原因にもなり得る。
特表２００２－５４１００７号公報 In the anti-slip device disclosed in Patent Document 1, the inner periphery of the band is set to an oversize that is at least 4 percent larger than the outer periphery of the tire in order to facilitate the attachment of the band to the tire. When using a band set in such an oversize, it is necessary to shrink the band in the circumferential direction by the oversize. However, since the band is made of a fiber material and the fibers are arranged in the circumferential direction, the band itself hardly contracts in the circumferential direction even if a tightening force is applied in the circumferential direction. The tightening therefore causes significant wrinkles at the end of the band. This wrinkle causes the band to be damaged when the vehicle is running, leading to a shortened life of the band. In addition, if the circumference of the band is made significantly larger than the maximum circumference of the tire, the band tends to float with respect to the tire, which may affect the running performance of the vehicle. This lifting of the band can also cause the anti-slip device to come off the tire during high-speed running.
Special Table 2002-541007
　本発明は、車両の走行性を損なうことを回避しながら、高い耐久性及び高い滑り止め効果を得ることができる車両用タイヤの滑り止め装置を提供することを目的とする。 It is an object of the present invention to provide a vehicle tire anti-slip device that can obtain high durability and high anti-skid effect while avoiding impairing the running performance of the vehicle.
　本件発明者は、前記目的を達成するために鋭意研究した結果、バンドを含む滑り止め部材の素材となる繊維織物の伸縮性が当該繊維織物の織り方向によって大きく異なることに着目し、本発明を完成させた。具体的に、繊維織物は、その織り方向や織り方向に直交する方向の伸びが小さい特性を有するので、特許文献１に開示される先行技術のようにバンドを構成する繊維織物の織り方向（当該繊維織物を構成する経糸と緯糸の何れかに沿う方向）がタイヤの周方向と一致するようにタイヤに装着されるものでは、その装着を容易にするためにバンドの周長をタイヤの周長よりもかなり大きく設定せざるを得ない。これに対して、前記バンドにおける織り方向がタイヤの周方向と交差するように当該タイヤに滑り止め部材が装着される場合、当該滑り止め部材のバンドはタイヤの周方向に高い伸縮性を有するため、その周長を特に大きく設定する必要がなくなる。 As a result of earnest research to achieve the above object, the present inventor has paid attention to the fact that the stretchability of the fiber woven material, which is the material of the anti-slip member including the band, varies greatly depending on the weaving direction of the fiber woven material. Completed. Specifically, since the fiber woven fabric has a characteristic that the elongation in the direction perpendicular to the weaving direction and the weaving direction is small, the weaving direction of the fiber woven fabric constituting the band as in the prior art disclosed in Patent Document 1 In the case where the tire is mounted so that the warp and the weft constituting the textile fabric coincide with the circumferential direction of the tire, in order to facilitate the mounting, the band circumferential length is set to the tire circumferential length. You have to set it to be considerably larger than. On the other hand, when the anti-slip member is attached to the tire such that the weaving direction of the band intersects the circumferential direction of the tire, the band of the anti-slip member has high stretchability in the circumferential direction of the tire. , It is not necessary to set the circumference particularly large.
　このような観点から、本発明に係る車両用タイヤの滑り止め装置は、車両用タイヤのトレッドを被覆する環状のバンドを含む滑り止め部材と、前記バンドを縮径する方向に締め付ける締付部とを備え、前記滑り止め部材が経糸と緯糸とが互いに直角に交錯して織成された繊維織物で構成される。前記締付部は、前記バンドにおける繊維織物を構成する経糸と緯糸の何れかに沿う方向が前記タイヤの周方向と交差する姿勢で前記滑り止め部材を縮径させる。 From such a viewpoint, the anti-slip device for a vehicle tire according to the present invention includes an anti-slip member including an annular band that covers a tread of the vehicle tire, and a tightening portion that tightens the band in the direction of reducing the diameter. The anti-slip member is composed of a fiber fabric in which warps and wefts are interwoven at right angles. The tightening portion reduces the diameter of the anti-slip member so that a direction along one of the warp and the weft constituting the fiber fabric in the band intersects the circumferential direction of the tire.
従来品と同等の仕様で作成された試験シートの検証結果を示す図であって、（Ａ）は、従来仕様の試験シートに荷重を付加していない時の状態を示し、（Ｂ）は当該試験シートに荷重を付加した時の状態を示す。It is a figure which shows the verification result of the test sheet created by the specification equivalent to a conventional product, Comprising: (A) shows the state when the load is not added to the test sheet of a conventional specification, (B) is the said The state when a load is applied to the test sheet is shown. （Ａ）は、本発明の開発過程となった試験シートの検証結果を示す図であって開発品の試験シートに荷重を付加していない時の状態を示し、（Ｂ）は、本発明の開発過程となった試験シートの検証結果を示す図であって当該試験シートに荷重を付加した時の状態を示す。(A) is a figure which shows the verification result of the test sheet used as the development process of this invention, Comprising: The state when the load is not added to the test sheet of a developed product, (B) is a figure of this invention It is a figure which shows the verification result of the test sheet used as the development process, Comprising: The state when a load is added to the said test sheet is shown. （Ａ）は、本発明の実施の第１の形態に係る滑り止め装置をタイヤの外側から見た斜視図であり、（Ｂ）は、当該滑り止め装置をタイヤの内側から見た斜視図である。(A) is the perspective view which looked at the anti-skid apparatus which concerns on the 1st form of implementation of this invention from the outer side of a tire, (B) is the perspective view which looked at the said anti-skid apparatus from the inner side of the tire is there. 図３に示される滑り止め装置の展開図である。FIG. 4 is a development view of the anti-slip device shown in FIG. 3. 本発明の第２の実施形態に係る滑り止め装置をタイヤ外側から見た斜視図である。It is the perspective view which looked at the anti-slip | skid apparatus which concerns on the 2nd Embodiment of this invention from the tire outer side. 図５に示される滑り止め装置の展開図である。FIG. 6 is a development view of the anti-slip device shown in FIG. 5. 本発明の第２の実施形態に係る切欠がタイヤ内側に配される内フランジに形成された滑り止め装置をタイヤ内側から見た斜視図である。It is the perspective view which looked at the anti-slip | skid apparatus formed in the inner flange by which the notch concerning the 2nd Embodiment of this invention was distribute | arranged inside the tire from the tire inner side. 本発明の第３の実施形態に係る滑り止め装置をタイヤ外側から見た斜視図である。It is the perspective view which looked at the anti-slip | skid apparatus which concerns on the 3rd Embodiment of this invention from the tire outer side. 本発明の第４の実施形態に係る滑り止め装置をタイヤ外側から見た斜視図である。It is the perspective view which looked at the anti-slip | skid apparatus which concerns on the 4th Embodiment of this invention from the tire outer side. 本発明の第５の実施形態に係る滑り止め装置をタイヤ内側から見た斜視図である。It is the perspective view which looked at the slipper apparatus which concerns on the 5th Embodiment of this invention from the tire inner side. 図１０に示される滑り止め装置の要部を示す断面略図である。It is a cross-sectional schematic diagram which shows the principal part of the anti-slip | skid apparatus shown by FIG. 図１０に示される滑り止め装置の展開図である。It is an expanded view of the anti-slip | skid apparatus shown by FIG. 本発明の第６の実施形態に係る滑り止め装置の締付部の構成を示す斜視図である。It is a perspective view which shows the structure of the clamping part of the anti-slip | skid apparatus which concerns on the 6th Embodiment of this invention. 本発明の第６の実施形態に係る滑り止め装置を折り畳んだ状態を示す斜視図である。It is a perspective view which shows the state which folded the anti-slip | skid apparatus which concerns on the 6th Embodiment of this invention. （Ａ）は、本発明の第７の実施形態に係る滑り止め装置を構成する第１のユニット部材の展開図、（Ｂ）は、同装置を構成する第２のユニット部材の展開図である。(A) is an expanded view of the 1st unit member which comprises the anti-slip | skid apparatus which concerns on the 7th Embodiment of this invention, (B) is an expanded view of the 2nd unit member which comprises the apparatus. . （Ａ）～（Ｅ）は、前記第１のユニット部材及び前記第２のユニット部材の組合せによって構築され得る滑り止め部材の例を示す展開図である。(A) to (E) are development views showing examples of anti-slip members that can be constructed by a combination of the first unit member and the second unit member. （Ａ）は、本発明の第８の実施形態に係る滑り止め装置の装着状態をタイヤの外側から見た斜視図、（Ｂ）は、当該装着状態をタイヤの内側から見た斜視図である。(A) is the perspective view which looked at the mounting state of the anti-slip | skid apparatus which concerns on the 8th Embodiment of this invention from the outer side of the tire, (B) is the perspective view which looked at the said mounting state from the inner side of the tire. . （Ａ）は、本発明の第８の実施形態に係る滑り止め装置の装着作業中の状態をタイヤの外側から見た斜視図、（Ｂ）は、当該装着作業中の状態をタイヤの内側から見た斜視図である。(A) is the perspective view which looked at the state during mounting operation | work of the anti-slip | skid apparatus which concerns on the 8th Embodiment of this invention from the outer side of the tire, (B) is the state in the said mounting operation | work from the inner side of a tire FIG. 本発明の第８の実施形態に係る滑り止め装置の弾性リングの荷重伸び特性を示すグラフである。It is a graph which shows the load elongation characteristic of the elastic ring of the anti-slip | skid apparatus which concerns on the 8th Embodiment of this invention.
　以下、添付図面を参照しながら本発明の好ましい実施の形態について説明する。 Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings.
　まず、本発明の開発過程となった検証結果について説明する。 First, the verification results that are the development process of the present invention will be described.
　図１（Ａ）（Ｂ）は、従来品と同等の仕様で作成された試験シート１の検証結果を示す。このうち（Ａ）は、従来仕様の試験シート１に荷重が付加されていない時の状態、（Ｂ）は荷重が付加された時の状態をそれぞれ示す。 1 (A) and 1 (B) show the verification results of the test sheet 1 created with the same specifications as the conventional product. Among these, (A) shows a state when no load is applied to the test sheet 1 of the conventional specification, and (B) shows a state when a load is applied.
　図１に示される試験シート１は、特許文献１に開示された滑り止め装置のバンドと同等のものであり、図１（Ａ）に示すように、帯状に展開され、かつ、その長手方向両端（上下端）が幅方向に移動しないように拘束され、その長手方向一端が天井から垂下される。自由状態における試験シート１の幅、長さは、それぞれ３００ｍｍ、１２００ｍｍ、目付は１００ｍｍ格子である。 The test sheet 1 shown in FIG. 1 is equivalent to the band of the anti-slip device disclosed in Patent Document 1, and is developed in a band shape as shown in FIG. The upper and lower ends are restrained from moving in the width direction, and one end in the longitudinal direction is suspended from the ceiling. The width and length of the test sheet 1 in the free state are 300 mm and 1200 mm, respectively, and the basis weight is a 100 mm grid.
　前記試験シート１は、経糸１ａと緯糸１ｂとを直角に織り込んだ織物材料（ポリエチレンテレフタレートを３／１綾織りしたもの）からなる。試験シート１の長手方向は、当該織物材料の経糸１ａと平行な方向に設定されている。 The test sheet 1 is made of a woven material (3/1 twill weave of polyethylene terephthalate) in which warp 1a and weft 1b are woven at right angles. The longitudinal direction of the test sheet 1 is set in a direction parallel to the warp 1a of the woven material.
　この試験シート１に２０Ｎの荷重を付与する引っ張り試験が行われた。その結果、試験シート１の荷重付与時の単位長さＬｅｘは、無荷重時の単位長さＬに対して数パーセント増加するのみで、また、単位幅Ｗｓｒも自由状態での単位幅Ｗに対して数パーセント縮む程度で殆ど変形はなかった。この特性は、試験シート１の織り方として、平織り、朱子織りのそれぞれについても殆ど同じであった。 A tensile test for applying a load of 20 N to the test sheet 1 was performed. As a result, the unit length Lex when the load is applied to the test sheet 1 only increases by a few percent with respect to the unit length L when there is no load, and the unit width Wsr is also relative to the unit width W in the free state. There was almost no deformation within a few percent. This characteristic was almost the same for plain weave and satin weave as the test sheet 1 weave.
　前記試験の結果は、タイヤのトレッドを被覆するためのバンドが織物材料で構成される場合に、その長手方向すなわちタイヤの周方向と織物材料の経糸１ａまたは緯糸１ｂの方向とが平行であると、当該バンドは当該周方向にほとんど伸張できないことを明らかにしている。このことは、特許文献１に開示されているように、バンドの内周長をタイヤの最大外周長よりも著しく大きく設定する必要を生じさせる。 As a result of the test, when the band for covering the tread of the tire is made of a woven material, the longitudinal direction thereof, that is, the circumferential direction of the tire is parallel to the direction of the warp 1a or the weft 1b of the woven material. This shows that the band can hardly extend in the circumferential direction. This causes the necessity of setting the inner peripheral length of the band to be significantly larger than the maximum outer peripheral length of the tire, as disclosed in Patent Document 1.
　これに対して図２（Ａ）（Ｂ）は、本発明の開発過程となった試験シート２の検証結果を示すもので、図２（Ａ）は、開発品の試験シート２に荷重が付加されていない時の状態、図２（Ｂ）は荷重が付加された時の状態をそれぞれ示す。 On the other hand, FIGS. 2A and 2B show the verification results of the test sheet 2 that has become the development process of the present invention. FIG. 2A shows a load applied to the test sheet 2 of the developed product. FIG. 2B shows a state when a load is applied, and a state when the load is not applied.
　この開発品として作成された試験シート２の仕様は、材質、長さＬ、幅Ｗ、目付ともに、従来品仕様の前記試験シート１と同一であるが、開発品の試験シート２では、その経糸２ａ及び緯糸２ｂが長手方向に対して４５度で交差するように繊維の向きが設定されている。このような試験シート２を天井から垂下し、図１の場合と同様の条件で荷重を付与する試験が行われた結果、試験シートの荷重時の単位長さＬｅｘは、無荷重時の単位長さＬに対して１８パーセント長く、また、単位幅Ｗｓｒは自由状態での単位幅Ｗに対して２２パーセント縮み、Ｌ／Ｗが１なのに対してＬｅｘ／Ｗｓｒは１．５５となることが判明した。すなわち、この試験シート２は長手方向及び幅方向のいずれにも大きく変形することが分かった。この結果は、平織り、綾織り、朱子織りのそれぞれについても殆ど同じであった。 The specifications of the test sheet 2 created as the developed product are the same as the test sheet 1 of the conventional product specifications in terms of material, length L, width W, and basis weight. The direction of the fibers is set so that 2a and the weft 2b intersect at 45 degrees with respect to the longitudinal direction. As a result of a test in which such a test sheet 2 is suspended from the ceiling and a load is applied under the same conditions as in FIG. 1, the unit length Lex when the test sheet is loaded is the unit length when no load is applied. It is found that the width Ls is 18% longer, the unit width Wsr is 22% smaller than the unit width W in the free state, and L / Ws is 1, whereas Lex / Wsr is 1.55. . That is, it was found that the test sheet 2 is greatly deformed in both the longitudinal direction and the width direction. This result was almost the same for plain weave, twill weave and satin weave.
　前記の結果は、織り方向と張力の方向とが交差することがバンドの伸縮性を著しく向上させることを示している。従って、この伸縮性を利用すれば、タイヤの最大周長よりバンドの周長が小さくても、このバンドをタイヤのトレッドの周囲に容易に装着することが可能になる。例えば、前記バンドに締付力が加えられていない自由状態でのバンドの内側周長（内周長）がタイヤの最大外周長の１０６パーセント以下であっても、当該バンドの高い伸縮性を利用してタイヤの外側から当該バンドを装着することが可能であり、しかも、その装着後は締付部が当該バンドを縮径させることにより、当該バンドは殆ど皺をもたずにタイヤの外周に沿った安定した状態で取り付けられることができる。 The above results indicate that the crossing of the weaving direction and the tension direction significantly improves the stretchability of the band. Therefore, if this stretchability is utilized, even if the circumference of the band is smaller than the maximum circumference of the tire, it is possible to easily attach this band around the tread of the tire. For example, even if the inner circumference (inner circumference) of the band in a free state where no tightening force is applied to the band is 106% or less of the maximum outer circumference of the tire, the high elasticity of the band is used. It is possible to attach the band from the outside of the tire, and after the attachment, the tightening part reduces the diameter of the band, so that the band has almost no wrinkles on the outer periphery of the tire. Can be attached in a stable state along.
　次に、本発明の具体的な実施形態について説明する。なお、以下の説明において、同等の部材には、同一の符号を付し、重複する説明を省略する。 Next, specific embodiments of the present invention will be described. In the following description, the same members are denoted by the same reference numerals, and duplicate descriptions are omitted.
　図３（Ａ）（Ｂ）は、本発明の第１の実施形態に係る滑り止め装置１０の斜視図であり、図３（Ａ）はタイヤＴの外側、図３（Ｂ）はタイヤＴの内側から見た状態をそれぞれ示している。また、図４は、第１の実施形態に係る滑り止め装置１０の展開図である。 3A and 3B are perspective views of the anti-slip device 10 according to the first embodiment of the present invention. FIG. 3A is the outside of the tire T, and FIG. Each state is shown from the inside. FIG. 4 is a development view of the anti-slip device 10 according to the first embodiment.
　図３および図４を参照して、本実施形態に係る滑り止め装置１０は、タイヤＴのトレッドＴ１外周を全面的に被覆するバンド１１と、このバンド１１の幅方向両側端部からタイヤ径方向の内側に延設された補助部材としての一対の内フランジ１２と、これらの内フランジ１２の内周端部にそれぞれ配設された一対の弾性リング（環状の弾性部材）１４とを備え、前記バンド１１及び前記両内フランジ１２が滑り止め部材を構成し、前記弾性リング１４が締付部を構成している。 With reference to FIGS. 3 and 4, the anti-skid device 10 according to the present embodiment includes a band 11 that covers the entire outer periphery of the tread T <b> 1 of the tire T, and a tire radial direction from both ends in the width direction of the band 11. A pair of inner flanges 12 as auxiliary members extending inward of the inner flanges, and a pair of elastic rings (annular elastic members) 14 respectively disposed at inner peripheral ends of the inner flanges 12. The band 11 and the both inner flanges 12 constitute a non-slip member, and the elastic ring 14 constitutes a tightening portion.
　前記バンド１１は、図２（Ａ）（Ｂ）に示される試験シート２と同等の織物材料で構成されている。すなわち、この織物材料は経糸１１ａおよび緯糸１１ｂを有し、これらの糸がタイヤＴの周方向に対して４５度で交差するようにその繊維の向きが設定されている。また、バンド１１の外周面には、路面との摩擦力を増加させる被膜が適宜形成される。 The band 11 is made of a woven material equivalent to the test sheet 2 shown in FIGS. That is, this woven material has warps 11a and wefts 11b, and the direction of the fibers is set so that these yarns intersect at 45 degrees with respect to the circumferential direction of the tire T. In addition, a film that increases the frictional force with the road surface is appropriately formed on the outer peripheral surface of the band 11.
　前記バンド１１の自由状態における内周長は、タイヤＴの最大外周長を１とした場合、１．０６以下（換言すれば、タイヤＴの最大外周長はバンド１１の内周長の約０．９４倍以上）に設定されている。このような寸法比率の設定は、バンド１１の内周長がタイヤＴの最大外周より小さくても作業者が装着時に適度の荷重でバンド１１を装着することを可能にする。また、バンド１１の内周長がタイヤＴの最大外周の１０６パーセント以下であれば、当該バンド１１の内周長がタイヤＴの最大外周より大きい場合であっても、装着時にバンド１１の内周長は弾性リング１４による縮径方向の引張力によって十分に縮むことが可能であり、これにより、バンド１１は殆ど皺をもたない状態でタイヤＴのトレッドＴ１に装着されることができる。 The inner peripheral length of the band 11 in the free state is 1.06 or less when the maximum outer peripheral length of the tire T is 1, (in other words, the maximum outer peripheral length of the tire T is about 0. 0 of the inner peripheral length of the band 11). 94 times or more). Such setting of the dimensional ratio enables the operator to attach the band 11 with an appropriate load at the time of wearing even if the inner circumferential length of the band 11 is smaller than the maximum outer circumference of the tire T. Further, if the inner peripheral length of the band 11 is 106% or less of the maximum outer periphery of the tire T, even if the inner peripheral length of the band 11 is larger than the maximum outer periphery of the tire T, The length can be sufficiently reduced by the pulling force in the diameter reducing direction by the elastic ring 14, whereby the band 11 can be attached to the tread T <b> 1 of the tire T with almost no wrinkles.
　前記バンド１１の伸縮性の向上のためには、前記バンド１１における繊維織物の織り方向、すなわち当該織物を構成する経糸１ａまたは緯糸１ｂの何れかに沿う方向が、タイヤの周方向に対して３０°以上４５°以下の角度で交差することが、好ましい。 In order to improve the stretchability of the band 11, the weaving direction of the fiber fabric in the band 11, that is, the direction along either the warp 1a or the weft 1b constituting the fabric is 30 with respect to the circumferential direction of the tire. It is preferable to intersect at an angle of not less than 45 ° and not more than 45 °.
　前記各内フランジ１２は、図示の実施形態では、前記バンド１１と同一の素材（繊維織物）によって一体形成されたものであり、トレッドＴ１の肩部を覆うようにタイヤＴに装着されることにより、バンド１１のトレッドＴ１の周面からの位置ずれを規制し、バンド１１がトレッドＴ１と密着した状態を維持する。また、これらの内フランジ１２は、バンド１１の横側からその内側に雪等が入り込むのを防止する被覆部材の役割も果たす。これらの内フランジ１２は、バンド１１を構成する部材とは別部材の繊維織物で構成されてもよいが、当該内フランジ１２とバンド１１とが単一の材料で形成されることは最も安価な滑り止め装置の製作を実現する。その場合、内フランジ１２とバンド１１との間に継目がなくてもよい。内フランジ１２は、タイヤの外側、内側の少なくとも一方に設けられるのがよい。 In the illustrated embodiment, each of the inner flanges 12 is integrally formed of the same material (fiber woven fabric) as the band 11, and is attached to the tire T so as to cover the shoulder portion of the tread T1. The positional deviation of the band 11 from the circumferential surface of the tread T1 is restricted, and the band 11 is kept in close contact with the tread T1. These inner flanges 12 also serve as a covering member that prevents snow and the like from entering the band 11 from the lateral side thereof. These inner flanges 12 may be made of a fiber fabric that is a separate member from the members constituting the band 11, but it is the cheapest that the inner flange 12 and the band 11 are made of a single material. Realize the production of anti-slip device. In that case, there may be no seam between the inner flange 12 and the band 11. The inner flange 12 may be provided on at least one of the outer side and the inner side of the tire.
　前記バンド１１及び内フランジ１２からなる滑り止め部材が前記タイヤＴの両側で絞られると、そのバンド１１や内フランジ１２に若干の皺１１ｃが生じるが、上述のようにバンド１１及び内フランジ１２を構成する繊維織物の織り方向がタイヤＴの周方向と交差していることが、装着時に作用する弾性リング１４の張力によってバンド１１や内フランジ１２の内周長が十分に縮むことを可能にするので、前記皺１１ｃは、通常の場合、問題のない程度のものにとどめられる。 When the anti-slip member composed of the band 11 and the inner flange 12 is squeezed on both sides of the tire T, a slight ridge 11c is generated on the band 11 and the inner flange 12, but the band 11 and the inner flange 12 are formed as described above. The fact that the weaving direction of the constituent fiber fabric intersects with the circumferential direction of the tire T enables the inner circumferential length of the band 11 and the inner flange 12 to be sufficiently reduced by the tension of the elastic ring 14 acting at the time of wearing. Therefore, in the normal case, the ridges 11c are limited to those having no problem.
　各内フランジ１２の仕様は、タイヤＴの外側と内側とで異なってもよい。 The specifications of each inner flange 12 may be different between the outside and inside of the tire T.
　図５は、本発明の第２の実施形態に係る滑り止め装置１０をタイヤ外側から見た斜視図であり、図６は、図５の滑り止め装置１０の展開図である。 FIG. 5 is a perspective view of the anti-slip device 10 according to the second embodiment of the present invention as viewed from the outside of the tire, and FIG. 6 is a development view of the anti-slip device 10 of FIG.
　図５および図６は、タイヤの外側に配置された内フランジ１２を示している。この内フランジ１２には、径方向に延びる複数の切欠１６が形成されている。これらの切欠１６は、タイヤＴの周方向に並ぶ複数の位置に間欠的に形成され、前記内フランジ１２のうち互いに隣り合う切欠１６同士の間の部分が、前記弾性リング１４と部分的につながる連結部１３を構成している。各切欠１６は、内フランジ１２の周方向の収縮を吸収することにより、当該内フランジ１２に皺が寄るのを有効に抑制する。 5 and 6 show the inner flange 12 arranged outside the tire. A plurality of notches 16 extending in the radial direction are formed in the inner flange 12. These notches 16 are intermittently formed at a plurality of positions aligned in the circumferential direction of the tire T, and a portion between the notches 16 adjacent to each other in the inner flange 12 is partially connected to the elastic ring 14. The connection part 13 is comprised. Each notch 16 effectively suppresses wrinkles on the inner flange 12 by absorbing contraction in the circumferential direction of the inner flange 12.
　前記切欠１６は、図７に示されるように、タイヤＴの内側に配置される内フランジ１２に形成されるのが特に有効である。この図７は、滑り止め装置１０をタイヤ内側から見た斜視図である。タイヤＴの内側には懸架装置、ブレーキ装置等があり、これらの装置類とタイヤＴとの隙間が小さいことも多いので、前記切欠１６がタイヤの内側で皺の発生を抑制することは、当該皺の部分とタイヤＴの内側に密集している装置類との接触を防止する上で効果的である。 It is particularly effective that the notch 16 is formed in the inner flange 12 disposed inside the tire T as shown in FIG. FIG. 7 is a perspective view of the anti-slip device 10 as seen from the inside of the tire. There are suspension devices, brake devices, etc. inside the tire T, and the gap between these devices and the tire T is often small, so that the notch 16 suppresses the occurrence of wrinkles inside the tire, This is effective in preventing contact between the heel portion and the devices concentrated inside the tire T.
　本発明に係る滑り止め装置は、図８に示されるように、内フランジ１２の内側の領域におけるタイヤＴの外側面の全体を被覆する被覆部材１８をさらに備えてもよい。この図８は、当該被覆部材１８を備えた第３の実施の形態に係る滑り止め装置１０をタイヤ外側から見た斜視図である。 The anti-slip device according to the present invention may further include a covering member 18 that covers the entire outer surface of the tire T in the inner region of the inner flange 12, as shown in FIG. FIG. 8 is a perspective view of the anti-slip device 10 according to the third embodiment provided with the covering member 18 as viewed from the tire outer side.
　前記被覆部材１８は、内フランジ１２に縫い合わされた軽量の織物材料で形成されている。この被覆部材１８が部分的に被膜されたもの、例えばコードュラ（米国インビスタ社の商標）タイプのものであれば、バンド１１より軽量である。また、通気性を確保するために、被覆部材１８がメッシュで構成されてもよいし、被覆部材１８に穿孔が施されてもよい。図３～図７に示される滑り止め装置１０に比べて、図８に示される滑り止め装置１０を構成する部材の数は被覆部材１８の分だけ多くなるが、この被覆部材１８は、滑り止め装置１０がタイヤＴの内側に外れることの防止をより確実にする外れ防止部材として機能し得る。また、前記被覆部材１８は、その態様によっては、バンド１１の外側端部を縮径させる締付部として機能することも可能であり、その場合には前記の弾性リング１４の省略も可能である。 The covering member 18 is formed of a lightweight woven material stitched to the inner flange 12. If the covering member 18 is partially coated, for example, a cordura (trademark of Invista, USA) type, it is lighter than the band 11. Moreover, in order to ensure air permeability, the covering member 18 may be made of a mesh, or the covering member 18 may be perforated. Compared with the anti-skid device 10 shown in FIGS. 3 to 7, the number of members constituting the anti-slip device 10 shown in FIG. 8 is increased by the amount of the covering member 18. The device 10 can function as a detachment preventing member that more reliably prevents the device 10 from detaching inside the tire T. The covering member 18 can also function as a tightening portion for reducing the diameter of the outer end of the band 11 depending on the mode. In this case, the elastic ring 14 can be omitted. .
　図９は、本発明の第４の実施形態に係る滑り止め装置１０をタイヤ外側から見た斜視図である。 FIG. 9 is a perspective view of the anti-slip device 10 according to the fourth embodiment of the present invention as viewed from the outside of the tire.
　この実施の形態に係る滑り止め装置１０は、互いに交差するように配置される一対のストラップ１９を備える。これらのストラップ１９は、弾性リング１４のうち互いに周方向に１８０°離間する部位同士をタイヤＴの直径方向に連結するものであって、滑り止め装置１０がタイヤＴからその内側に不随意に外れることを防止する外れ防止部材としての機能を奏する。 The anti-slip device 10 according to this embodiment includes a pair of straps 19 arranged so as to cross each other. These straps 19 connect portions of the elastic ring 14 that are separated from each other by 180 ° in the circumferential direction in the diameter direction of the tire T, and the anti-skid device 10 is involuntarily detached from the tire T to the inside thereof. It functions as a detachment prevention member that prevents this.
　前記各実施形態に係る滑り止め装置１０は、通常の走行時にタイヤＴから外れることはないが、当該滑り止め装置１０が想定以上の高速走行、登坂時などの激しい空転によりタイヤＴから外れる可能性は皆無とはいえない。しかし、その場合でも、滑り止め装置１０がタイヤＴの内側に外れるより、外側に外れるほうが内側の車の装置との絡みなどがなく、その後の処置が容易と考えられる。従って、当該滑り止め装置１０がタイヤの内側に外れることを阻止するストラップ１９はフェールセーフ機能を奏する。 The anti-slip device 10 according to each of the above embodiments does not come off the tire T during normal running, but the anti-skid device 10 may come off from the tire T due to a severe idling such as high-speed running or climbing up than expected. Is not at all. However, even in that case, it is considered that the anti-slip device 10 is more easily removed from the inner side of the tire T than the inner side of the tire T because the anti-slip device 10 is not entangled with the inner car device. Accordingly, the strap 19 that prevents the anti-slip device 10 from coming off inside the tire has a fail-safe function.
　図９に示される例では、２本のストラップ１９がタイヤの回転の中心軸を通るように互いに直交しているが、本発明においてストラップ１９の具体的な数は限定されない。例えば、３つのラジアルストラップの組合せが用いられてもよい。また、タイヤの回転の中心から外れた位置に斜めに取り付けられるストラップも、外れ防止の効果や、着脱時の把持部材としての機能を奏することができる。 In the example shown in FIG. 9, the two straps 19 are orthogonal to each other so as to pass through the central axis of rotation of the tire, but the specific number of the straps 19 is not limited in the present invention. For example, a combination of three radial straps may be used. In addition, the strap attached obliquely at a position deviated from the center of rotation of the tire can also provide an effect of preventing the removal and a function as a gripping member at the time of attachment / detachment.
　図１０は、本発明の第５の実施形態に係る滑り止め装置１０をタイヤの内側から見た斜視図であり、図１１は、当該滑り止め装置１０の要部を示す断面図、図１２は、当該滑り止め装置１０の展開図である。 FIG. 10 is a perspective view of an anti-slip device 10 according to a fifth embodiment of the present invention as viewed from the inside of a tire, FIG. 11 is a cross-sectional view showing the main part of the anti-slip device 10, and FIG. FIG. 3 is a development view of the anti-slip device 10.
　図１０～図１２に示される内フランジ１２は、バンド１１とは別の部材として構成され、バンド１１よりもより軽量かつ柔軟な織物材料からなっている。この内フランジ１２は、縫い合わされるかまたは別の適当な方法で、バンド１１の幅方向において、装着時にタイヤＴの内側に配置される側の端縁全周に沿って取り付けられる。この内フランジ１２の内側面には、低摩擦の被膜、好ましくは、シリコンポリマー、ブタジエンゴム、ネオプレンゴム、ＰＶＣ、または類似のポリマーが設けられてもよい。このような低摩擦の被膜は、滑り止め装置１０の装着時に、タイヤＴ上の適所にバンド１１を取付ける作業を容易にする。 The inner flange 12 shown in FIGS. 10 to 12 is configured as a member different from the band 11 and is made of a woven material that is lighter and more flexible than the band 11. The inner flange 12 is sewn or attached along the entire circumference of the edge on the side arranged inside the tire T when worn in the width direction of the band 11 by another appropriate method. The inner surface of the inner flange 12 may be provided with a low friction coating, preferably a silicone polymer, butadiene rubber, neoprene rubber, PVC, or similar polymer. Such a low-friction coating facilitates the work of attaching the band 11 in place on the tire T when the anti-slip device 10 is mounted.
　このようにバンド１１とは別部材で構成された補助部材としての内フランジ１２を当該バンド１１に取り付けることの効果は、異なる素材の適所適用にある。タイヤＴのトレッドを被覆するためのバンド１１には高い耐久力が必要なため、当該バンド１１は比較的厚い織物で構成される必要があるが、タイヤＴの側面を覆うように配置される内フランジ１２には高い耐久性が要求されないので比較的薄い織物を使用できる。 Thus, the effect of attaching the inner flange 12 as an auxiliary member constituted by a member different from the band 11 to the band 11 lies in application of different materials in place. Since the band 11 for covering the tread of the tire T needs to have high durability, the band 11 needs to be formed of a relatively thick woven fabric. Since the flange 12 is not required to have high durability, a relatively thin fabric can be used.
　また、内フランジ１２はその内側周端に前記弾性リング１４を摺接可能に収容するポケット１３ａを有することが好ましいが、当該内フランジ１２がバンド１１と別部材で構成されることは、当該内フランジ１２の材質として、弾性リング１４に与える摩擦抵抗を低減してその伸縮をスムーズにすることが可能なものを使用することを可能にする。このように、バンド１１とは別部材として補助部材（内フランジ１２）を具備することは、タイヤ側面上で滑り止め装置に生ずる皺の程度を軽減できるだけでなく、弾性リング１４の機能の向上や、さらには、製作費の削減に寄与することができるのである。 In addition, the inner flange 12 preferably has a pocket 13a for accommodating the elastic ring 14 in a slidable manner at the inner peripheral end thereof. However, the inner flange 12 is constituted by a member different from the band 11, As the material of the flange 12, it is possible to use a material that can reduce the frictional resistance applied to the elastic ring 14 and smooth its expansion and contraction. As described above, providing the auxiliary member (inner flange 12) as a member separate from the band 11 not only reduces the degree of wrinkles generated in the anti-slip device on the tire side surface, but also improves the function of the elastic ring 14. Furthermore, it can contribute to a reduction in production costs.
　なお、前記ポケット１３ａは、例えば前記弾性リング１４が単なるゴム紐で形成されていて前記内フランジ１２に縫い付けられるような場合には、省略可能である。 Note that the pocket 13a can be omitted, for example, when the elastic ring 14 is formed of a simple rubber string and can be sewn to the inner flange 12.
　上述した各態様において、タイヤＴの外側に配置される構成（図３（Ａ）、図５、図８、図９）と、タイヤＴの内側に配置される構成（図３（Ｂ）、図７、図１０）とは、適宜、自由に組み合わされることが可能である。 In each aspect described above, the configuration disposed outside the tire T (FIG. 3A, FIG. 5, FIG. 8, FIG. 9) and the configuration disposed inside the tire T (FIG. 3B), FIG. 7 and FIG. 10) can be freely combined as appropriate.
　前記各実施形態に係る弾性リング１４は、前記のような単なるゴム紐でもよいし、あるいはコイルスプリングで構成されてもよい。後者の例を第６の実施の形態として図１３及び図１４に示す。図１３は、この実施形態に係る滑り止め装置１０の締付部を構成する弾性リング１４を示す斜視図であり、図１４は、この実施形態に係る滑り止め装置１０を折りたたんだ状態を示す斜視図である。 The elastic ring 14 according to each of the embodiments may be a simple rubber string as described above, or may be constituted by a coil spring. The latter example is shown in FIGS. 13 and 14 as a sixth embodiment. FIG. 13 is a perspective view showing an elastic ring 14 constituting a tightening portion of the anti-slip device 10 according to this embodiment, and FIG. 14 is a perspective view showing a state in which the anti-slip device 10 according to this embodiment is folded. FIG.
　図１４を参照して、滑り止め装置１０の内フランジ１２の内周には、間に切欠１６をおいて間欠的に並ぶ複数の連結部１３が形成され、各連結部１３の内端にそれぞれ環状ポケット１３ａが形成されている。そして、これらの環状ポケット１３ａ内に弾性リング１４が摺動可能に挿通されて保持されている。前記環状ポケット１３ａは、バンド１１と同一部材または別部材で形成されるが、当該環状ポケット１３ａの内周面は、この内周面に対する弾性リング１４の摺接を伴う相対変位を円滑にするように、摩擦係数の低い素材で被覆されることが好ましい。或いは、環状ポケット１３ａ全体が摩擦係数の低い部材で構成されることが好ましい。 Referring to FIG. 14, a plurality of connecting portions 13 that are intermittently arranged with notches 16 therebetween are formed on the inner periphery of the inner flange 12 of the anti-slip device 10, and are respectively formed at inner ends of the connecting portions 13. An annular pocket 13a is formed. An elastic ring 14 is slidably inserted and held in these annular pockets 13a. The annular pocket 13a is formed of the same member as the band 11 or a separate member, but the inner peripheral surface of the annular pocket 13a facilitates relative displacement accompanying sliding contact of the elastic ring 14 with the inner peripheral surface. Furthermore, it is preferable to coat with a material having a low friction coefficient. Or it is preferable that the whole annular pocket 13a is comprised with a member with a low friction coefficient.
　この実施の形態に係る弾性リング１４は、図１３に示されるように、周方向に分割された複数（図例では４本）のコイルスプリング１４ｂと、互いに隣接するコイルスプリング１４ｂの端部同士を連結する屈曲節としての複数の紐１４ｃとで構成される。各コイルスプリング１４ｂは、例えば鋼線のスプリングからなり、前記紐１４ｃを介して相互に連結されることにより、環状ポケット１３ａの全周にわたって収容される無端状の弾性体を構成する。 As shown in FIG. 13, the elastic ring 14 according to this embodiment includes a plurality of (four in the illustrated example) coil springs 14b divided in the circumferential direction and ends of the coil springs 14b adjacent to each other. It is comprised with the some string 14c as a bending node to connect. Each coil spring 14b is made of, for example, a steel wire spring, and is connected to each other via the string 14c to constitute an endless elastic body that is accommodated over the entire circumference of the annular pocket 13a.
　滑り止め装置１０は、雪上等、低温で温度変化の激しい環境で使用されるので、温度により伸び特性が変化するゴム紐より、鋼線のスプリングを使用したほうがより安定した弾性力を得ることができ、装置の走行性能を高めることができる。しかし、単一本の鋼線からなるスプリングのみで弾性リング１４を構成した場合、これを折り畳むのは難しい。これに対し、図１３及び図１４に示されるように複数のコイルスプリング１４ｂとそれらの間に介在する屈曲可能な紐１４ｃとの組合せにより構成された弾性リング１４は、図１４に示すように、前記紐１４ｃを節にして滑り止め装置１０を折りたたみ、収納性のよい姿勢を維持することを可能にしながら、コイルスプリング１４ｂによって強い締付力を発揮することができる。 Since the anti-slip device 10 is used in an environment where the temperature changes rapidly at a low temperature such as on snow, it is possible to obtain a more stable elastic force by using a steel wire spring than a rubber cord whose elongation characteristics change depending on the temperature. This can improve the running performance of the device. However, when the elastic ring 14 is composed of only a single steel wire spring, it is difficult to fold it. On the other hand, as shown in FIG. 13 and FIG. 14, the elastic ring 14 constituted by a combination of a plurality of coil springs 14 b and a bendable string 14 c interposed therebetween, as shown in FIG. The anti-slip device 10 can be folded with the string 14c as a node to maintain a good stowable posture, and a strong tightening force can be exerted by the coil spring 14b.
　前記コイルスプリング１４ｂ及び前記紐１４ｃの本数は特に限定されない。しかし、図示のように４本の紐１４ｃが弾性リング１４の周方向に９０度間隔で等配されている構造は、滑り止め装置１０全体を４つ折りにしてコンパクトにたたむことを可能にする。 The number of the coil springs 14b and the strings 14c is not particularly limited. However, as shown in the figure, the structure in which the four cords 14c are equally arranged at intervals of 90 degrees in the circumferential direction of the elastic ring 14 makes it possible to fold the entire antiskid device 10 in four and fold it compactly.
　本発明の第７の実施の形態を図１５及び図１６を参照しながら説明する。 A seventh embodiment of the present invention will be described with reference to FIGS.
　この実施の形態に係る滑り止め部材は、図１５（Ａ）に示される第１のユニット部材２０Ａと、図１５（Ｂ）に示される第２のユニット部材２０Ｂとをそれぞれ適当な個数ずつ用いてそれらを組み合わせることにより、構成される。 The anti-slip member according to this embodiment uses an appropriate number of first unit members 20A shown in FIG. 15 (A) and second unit members 20B shown in FIG. 15 (B). It is configured by combining them.
　前記第１のユニット部材２０Ａは、バンド及び補助部材を含むユニット部材本体２２Ａと、このユニット部材本体２２Ａの長手方向の一方の端部に形成された重合部２４とを有し、これらが繊維織物により一体に形成される。ユニット部材本体２２Ａの幅方向の両端部には前記各実施形態と同様に複数個の切欠１６が等間隔で形成され、切欠１６同士の間にそれぞれ連結部１３が位置する。同様に、前記第２のユニット部材２０Ｂも、バンド及び補助部材を含むユニット部材本体２２Ｂと、このユニット部材本体２２Ｂの長手方向の一方の端部に形成された重合部２４とを有し、これらが繊維織物により一体に形成されるとともに、ユニット部材本体２２Ｂの幅方向の両端部には前記各実施形態と同様に複数個の切欠１６が等間隔で形成され、切欠１６同士の間にそれぞれ連結部１３が位置する。 The first unit member 20A includes a unit member main body 22A including a band and an auxiliary member, and a superposed portion 24 formed at one end portion in the longitudinal direction of the unit member main body 22A. Are integrally formed. A plurality of notches 16 are formed at equal intervals at both ends in the width direction of the unit member main body 22A as in the above embodiments, and the connecting portions 13 are located between the notches 16 respectively. Similarly, the second unit member 20B also includes a unit member main body 22B including a band and an auxiliary member, and an overlapping portion 24 formed at one end in the longitudinal direction of the unit member main body 22B. Are integrally formed of fiber woven fabric, and a plurality of notches 16 are formed at equal intervals at both ends in the width direction of the unit member main body 22B, and are connected between the notches 16 respectively. Part 13 is located.
　各ユニット部材２０Ａ，２０Ｂの重合部２４は、これに隣接する他のユニット部材の端部と重ね合わされた状態でこれに縫合等の手段で連結されるためのものである。この実施の形態では、各ユニット部材を構成する繊維織物の繊維方向が長手方向に対して約４５°傾斜しているので、各ユニット部材の長手方向の端縁も同じ角度で傾斜している。 The overlapping portion 24 of each unit member 20A, 20B is to be connected to the end portion of another unit member adjacent to the unit member 20A by means such as sewing. In this embodiment, since the fiber direction of the fiber fabric constituting each unit member is inclined by about 45 ° with respect to the longitudinal direction, the end edges in the longitudinal direction of each unit member are also inclined at the same angle.
　両ユニット部材２０Ａ，２０Ｂのユニット部材本体２２Ａ，２２Ｂは、その長手方向について互いに異なる寸法を有する。具体的に、この実施の形態に係る第１のユニット部材２０Ａのユニット部材本体２２Ａは、連結部１３の配列ピッチを１ピッチとしたときに８ピッチ分の長さを有するのに対し、前記第２のユニット部材２０Ｂのユニット部材本体２２Ｂは７ピッチ分の長さを有する。 The unit member bodies 22A and 22B of both unit members 20A and 20B have different dimensions in the longitudinal direction. Specifically, the unit member body 22A of the first unit member 20A according to this embodiment has a length corresponding to 8 pitches when the arrangement pitch of the connecting portions 13 is 1 pitch, whereas The unit member main body 22B of the second unit member 20B has a length corresponding to 7 pitches.
　従って、これらの２種類のユニット部材２０Ａ，２０Ｂを適宜組み合わせることによって、互いに周長の異なる複数種類の滑り止め部材を構築することができる。具体的には、次の各工程を含む方法によって、所望サイズの滑り止め装置を効率よく製造することが可能である。 Therefore, by appropriately combining these two types of unit members 20A and 20B, it is possible to construct a plurality of types of anti-slip members having different circumferential lengths. Specifically, it is possible to efficiently manufacture a non-slip device having a desired size by a method including the following steps.
　１）前記第１のユニット部材２０Ａ及び前記第２のユニット部材２０Ｂがそれぞれ量産される。各ユニット部材は比較的短尺のものでよいので、タイヤＴのトレッドをその全周にわたって覆うだけの長さを有する単一の滑り止め部材を生産する場合に比べ、各ユニット部材の生産は容易であり、例えば一般の織機を用いて量産することも可能である。 1) The first unit member 20A and the second unit member 20B are mass-produced, respectively. Since each unit member may be relatively short, it is easier to produce each unit member than when producing a single non-slip member having a length sufficient to cover the tread of the tire T over its entire circumference. For example, mass production is possible using a general loom.
　２）滑り止め装置が用いられるタイヤＴのサイズに基いて、滑り止め部材に求められる周長が割り出され、この周長が得られるように、使用される第１のユニット部材２０Ａの個数及び第２のユニット部材２０Ｂの個数が決められる。具体的には、求められる滑り止め部材の周長が大きいほど、第２のユニット部材２０Ｂの使用個数に対する第１のユニット部材２０Ａの使用個数の比率が増大する。 2) Based on the size of the tire T for which the anti-slip device is used, the circumference required for the anti-slip member is determined, and the number of the first unit members 20A used and the circumference are obtained so as to obtain this circumference. The number of second unit members 20B is determined. Specifically, the ratio of the number of used first unit members 20A to the number of used second unit members 20B increases as the required perimeter of the anti-slip member increases.
　３）その決定した個数の第１のユニット部材２０Ａ及び第２のユニット部材２０Ｂを周方向に相互つなぎ合せることにより滑り止め部材を形成する。この連結は、各ユニット部材に含まれる重合部２４をこれに隣接するユニット部材の端部に重ねて縫合等することにより行われる。しかし、この重合部２４は省略可能であり、例えばユニット部材の端縁同士が突き合わされてその突き合わせ部分が別の連結部材を介して連結されてもよい。この連結部材も前記各ユニット部材を構成する素材と同様の素材で構成されることが、より好ましい。 3) An anti-slip member is formed by joining the determined number of first unit members 20A and second unit members 20B in the circumferential direction. This connection is performed by overlapping the overlapping portion 24 included in each unit member on the end portion of the unit member adjacent to the overlapping portion and sewing or the like. However, the overlapping portion 24 may be omitted. For example, the end edges of the unit members may be butted and the butted portions may be connected via another connecting member. It is more preferable that this connecting member is also made of the same material as that constituting each unit member.
　４）前記の３）の工程により形成された滑り止め部材に前記弾性リング１４等の締付部が付与されることにより、滑り止め装置が完成する。 4) The anti-slip device is completed by applying the tightening portion such as the elastic ring 14 to the anti-slip member formed by the step 3).
　前記第１のユニット部材２０Ａと前記第２のユニット部材２０Ｂの組合せにより選ぶことが可能な滑り止め部材の全長は、当該ユニット部材の使用個数が多くなるほど多様となる。例えば、当該滑り止め部材が４個のユニット部材により構築されるとすると、図１６（Ａ）～図１６（Ｅ）に示されるように、３２ピッチ分の長さを有する滑り止め部材（図１６（Ａ））から２８ピッチ分（図１６（Ｅ））の長さを有する滑り止め部材まで、５種類の滑り止め部材を形成することが可能である。 The total length of the non-slip member that can be selected depending on the combination of the first unit member 20A and the second unit member 20B varies as the number of the unit members used increases. For example, if the anti-slip member is constructed by four unit members, as shown in FIGS. 16A to 16E, the anti-slip member having a length of 32 pitches (FIG. 16). It is possible to form five types of anti-slip members from (A)) to anti-slip members having a length of 28 pitches (FIG. 16E).
　さらに、このように互いに連結される複数のユニット部材により滑り止め部材が構成されることは、安全性の向上にも寄与することができる。既述のとおり、この発明に係る滑り止め装置はその磨耗の度合いが周方向に均一化されるという利点があり、このことは却って、その寿命に達したときに滑り止め部材が一度に大きな範囲で破断する可能性を生じさせる。しかし、当該滑り止め部材が複数のユニット部材に分割されたものであれば、いずれかのユニット部材に破断が生じてもその裂け目が他のユニット部材に伝播することが阻止されるので、滑り止め部材全体が一度に破損することが避けられる。 Further, the construction of the anti-slip member by the plurality of unit members connected to each other in this way can also contribute to an improvement in safety. As described above, the anti-skid device according to the present invention has the advantage that the degree of wear is made uniform in the circumferential direction. On the contrary, when the anti-slip device reaches its lifetime, the anti-slip member has a large range at a time. Cause the possibility of breaking. However, if the anti-slip member is divided into a plurality of unit members, even if one of the unit members breaks, the crack is prevented from propagating to other unit members. It is avoided that the entire member is damaged at once.
　この効果は、図１５及び図１６に示されるように複数種のユニット部材が組み合わされる場合に限らず、例えば単一種のユニット部材同士の連結のみで滑り止め部材が構築される場合にも同様に得られる。 This effect is not limited to the case where a plurality of types of unit members are combined as shown in FIGS. 15 and 16, and similarly, for example, when a non-slip member is constructed only by connecting single types of unit members. can get.
　本発明の第８の実施の形態を図１７及び図１８を参照しながら説明する。 The eighth embodiment of the present invention will be described with reference to FIGS.
　この実施の形態では、タイヤの外側及び内側に配される一対の内フランジ１２のうち、タイヤの外側に位置する内フランジ１２の端部に図１７（Ａ）に示される外側弾性リング１４Ａが連結され、タイヤＴの内側に位置する内フランジ１２の端部に図１７（Ｂ）に示される内側弾性リング１４Ｂが連結される。 In this embodiment, an outer elastic ring 14A shown in FIG. 17A is connected to an end portion of the inner flange 12 positioned on the outer side of the tire among the pair of inner flanges 12 arranged on the outer side and the inner side of the tire. Then, an inner elastic ring 14B shown in FIG. 17B is connected to the end of the inner flange 12 positioned inside the tire T.
　このうち、内側弾性リング１４Ｂの最大伸び長さはタイヤＴの最大周長よりも大きく設定される一方、外側弾性リング１４Ａの最大伸び長さは、前記最大周長よりも小さい長さに規制されている。具体的には、前記外側弾性リング１４Ａに沿ってこれよりも弾性伸び量がきわめて小さい部材（例えば通常の紐）からなる伸び規制部材１５が設けられ、この伸び規制部材１５の周長が前記タイヤＴの最大周長よりも小さい寸法に設定されている。この伸び規制部材１５は、例えば内側の内フランジ１２における各連結部１３に連結されてもよいし、前記外側弾性リング１４Ａの周囲に螺旋状に巻かれてもよい。 Among these, the maximum extension length of the inner elastic ring 14B is set to be larger than the maximum peripheral length of the tire T, while the maximum extension length of the outer elastic ring 14A is restricted to a length smaller than the maximum peripheral length. ing. Specifically, an elongation regulating member 15 made of a member (for example, a normal string) having an extremely small elastic elongation amount is provided along the outer elastic ring 14A, and the circumferential length of the elongation regulating member 15 is the tire. The dimension is set to be smaller than the maximum circumferential length of T. For example, the extension regulating member 15 may be coupled to each coupling portion 13 of the inner inner flange 12 or may be spirally wound around the outer elastic ring 14A.
　この滑り止め装置１０は、図１７（Ｂ）に示すように内側弾性リング１４ＢをタイヤＴの最大周長よりも伸ばしながら滑り止め部材をタイヤＴの外側から内側に向けて被せるという操作により、当該タイヤＴに装着されることができる。このとき、外側弾性リング１４Ａの最大伸び長さは同図（Ａ）に示されるように伸び規制部材１５の付与によって前記タイヤＴの最大周長よりも小さい長さに規制される。さらに、この伸び規制部材１５は、当該滑り止め装置１０の使用時において当該滑り止め装置１０がタイヤＴの内側に外れることを阻止するため、安全性のさらなる向上に寄与し得る。 As shown in FIG. 17B, the anti-slip device 10 is configured to cover the anti-slip member from the outside of the tire T to the inside while extending the inner elastic ring 14 </ b> B beyond the maximum circumference of the tire T. It can be attached to the tire T. At this time, the maximum extension length of the outer elastic ring 14A is restricted to a length smaller than the maximum circumferential length of the tire T by the provision of the extension restricting member 15 as shown in FIG. Further, the stretch regulating member 15 prevents the slip prevention device 10 from coming off the inside of the tire T when the slip prevention device 10 is used, and thus can contribute to further improvement in safety.
　前記伸び規制部材１５の使用は、例えば、外側弾性リング１４Ａ及び内側弾性リング１４Ｂの素材として共通の材料を用いながらも、これら弾性リング１４Ａ，１４Ｂの最大伸び長さに差を与えることを可能にする。しかし、本発明では、前記外側弾性リング１４Ａと前記内側弾性リング１４Ｂに互いに弾性率が異なる素材が用いられてもよい。例えば、外側弾性リング１４Ａを構成する素材には、図１９の線３０Ａに示されるように弾性限界伸びの小さい特性を有するものが用いられ、内側弾性リング１４Ｂを構成する素材には、同図の線３０Ｂに示されるように弾性限界伸びの大きい特性を有するものが用いられてもよい。このような伸び特性の差は、例えば両弾性リングがゴム紐とこれに撚り合わされる糸とで構成されるゴムバンドで構成される場合、その糸の撚りピッチを異ならせることによっても与えられることが可能である。 The use of the extension regulating member 15 makes it possible to give a difference in the maximum extension length of the elastic rings 14A and 14B, for example, while using a common material as the material of the outer elastic ring 14A and the inner elastic ring 14B. To do. However, in the present invention, materials having different elastic moduli may be used for the outer elastic ring 14A and the inner elastic ring 14B. For example, the material constituting the outer elastic ring 14A is a material having a small elastic limit elongation as shown by a line 30A in FIG. 19, and the material constituting the inner elastic ring 14B is the same as that shown in FIG. As shown by the line 30 </ b> B, a material having a large elastic limit elongation may be used. Such a difference in elongation characteristics can also be given, for example, when the elastic rings are composed of a rubber band composed of a rubber string and a thread twisted on the rubber string, and by varying the twist pitch of the thread. Is possible.
　上述した実施の形態は、本発明の好ましい具体例を例示したものに過ぎず、本発明は上述した実施形態に限定されない。本発明の特許請求の範囲内で種々の変更が可能であることはいうまでもない。 The above-described embodiments are merely examples of preferred specific examples of the present invention, and the present invention is not limited to the above-described embodiments. It goes without saying that various modifications are possible within the scope of the claims of the present invention.
　以上のように、本発明は、車両の走行性を損なうことを回避しながら、高い耐久性及び高い滑り止め効果を得ることができる車両用タイヤの滑り止め装置を提供する。この滑り止め装置は、車両用タイヤのトレッドを被覆する環状のバンドを含む滑り止め部材と、前記バンドを縮径する方向に締め付ける締付部とを備え、前記滑り止め部材が経糸と緯糸とが互いに直角に交錯して織成された繊維織物で構成される。前記締付部は、前記バンドにおける繊維織物の織り方向すなわち当該繊維織物を構成する経糸と緯糸の何れかに沿う方向が前記タイヤの周方向と交差する姿勢で前記滑り止め部材を縮径させる。 As described above, the present invention provides an anti-slip device for a vehicle tire that can obtain high durability and high anti-slip effect while avoiding impairing the running performance of the vehicle. The anti-slip device includes an anti-slip member including an annular band that covers a tread of a vehicle tire, and a tightening portion that tightens the band in a direction of reducing the diameter, and the anti-slip member includes warps and wefts. It is composed of fiber fabrics woven by crossing at right angles. The tightening portion reduces the diameter of the anti-slip member so that the weaving direction of the fiber fabric in the band, that is, the direction along one of the warp and the weft constituting the fiber fabric intersects the circumferential direction of the tire.
　この滑り止め装置では、バンドのタイヤ周方向についての高い伸縮性が、当該バンドを含む滑り止め部材のタイヤへの装着作業を容易にする。具体的には、バンドを構成する繊維織物の織り方向がタイヤの周方向と交差するように設定されているので、バンドは、タイヤの径方向並びにタイヤの周方向に伸縮しやすい。従って、締付部が前記バンドを縮径させる時の皺の発生が有効に抑制される。また、同一仕様の滑り止め部材を採用しても最大外周の異なる複数種類のタイヤに使用することが可能になり、その場合には汎用性を高めることができる。また、前記皺の発生の抑制により、バンドの摩耗がトレッド全周にわたって均一化され、その分、長寿命化を図ることができる。また、バンドの周長がタイヤの外周長より著しく大きくなくてもタイヤへの滑り止め装置の装着が可能であるので、両周長の差が大きい場合に比べて走行中のタイヤの遠心力によるトレッドの浮きが小さくなり、これが走行性を向上させる。 In this anti-slip device, the high stretchability of the band in the tire circumferential direction facilitates the work of attaching the anti-slip member including the band to the tire. Specifically, since the weaving direction of the fiber fabric constituting the band is set to intersect the circumferential direction of the tire, the band easily expands and contracts in the radial direction of the tire and the circumferential direction of the tire. Therefore, the generation of wrinkles when the tightening portion reduces the diameter of the band is effectively suppressed. Moreover, even if the non-slip member having the same specification is employed, it can be used for a plurality of types of tires having different maximum outer circumferences, and in this case, versatility can be improved. Further, by suppressing the generation of wrinkles, the wear of the band is made uniform over the entire tread circumference, and the life can be extended accordingly. In addition, since it is possible to attach an anti-slip device to the tire even if the circumference of the band is not significantly larger than the circumference of the tire, it depends on the centrifugal force of the running tire compared to the case where the difference between the circumferences is large. The tread float is reduced, which improves running performance.
　従って、この発明は、車両の走行性を損なうことなくタイヤへの装着性及び耐久性の高い滑り止め装置を提供することができる。 Therefore, the present invention can provide an anti-slip device having high wearability and durability to a tire without impairing the running performance of the vehicle.
　なお、滑り止め部材を構成する繊維織物は、平織り、綾織り、朱子織りの何れであってもよい。 Note that the textile fabric constituting the anti-slip member may be any of plain weave, twill weave, and satin weave.
　この発明では、前記バンドにおける繊維織物の織り方向すなわち当該繊維織物を構成する経糸と緯糸の何れかに沿う方向と、タイヤの周方向との交差角度が３０度以上４５度以下であることが、好ましい。このような交差角度は、滑り止め部材に十分な伸縮性を与える。このような高い伸縮性は、前記締付部による締め付けが行われていない自由状態における前記バンドの内周長を例えば前記タイヤの最大外周の１０６パーセント以下に設定することを可能にする。 In the present invention, the crossing angle between the weaving direction of the fiber fabric in the band, that is, the direction along one of the warp and weft constituting the fiber fabric, and the circumferential direction of the tire is 30 degrees or more and 45 degrees or less. preferable. Such a crossing angle provides sufficient stretchability to the anti-slip member. Such high stretchability makes it possible to set the inner peripheral length of the band in a free state in which the tightening portion is not tightened, for example, to 106% or less of the maximum outer periphery of the tire.
　前記滑り止め部材は、前記バンドと、このバンドの幅方向両端部のうちの少なくとも一方の端部からタイヤ径方向内側に延設される補助部材とを有するものが、好適である。この補助部材は、バンドの周囲に延設されることにより、バンドに付着した雪等がタイヤの内側に入るのを抑制する。また、この補助部材をタイヤのトレッド隅部に引っかけることによりバンドを装着することができるため、装着時の操作性が向上する。 It is preferable that the anti-slip member has the band and an auxiliary member extending inward in the tire radial direction from at least one of the both ends in the width direction of the band. This auxiliary member is extended around the band, thereby suppressing snow or the like attached to the band from entering the inside of the tire. Further, since the band can be mounted by hooking the auxiliary member on the tread corner of the tire, the operability during mounting is improved.
　前記補助部材は、バンドと同一部材で一体形成されてもよく、あるいは別部材で形成してもよい。一体形成される場合、当該補助部材と当該バンドとの間に継目がなくてもよい。別部材で形成される場合には、補助部材にバンドよりも薄く且つ滑りのよい素材を採用してもよい。その場合には、弾性部材と補助部材との間の摩擦が低減するので、より均等に弾性部材による縮径力をバンドに伝達することができるとともに、弾性部材と補助部材との摩擦による摩耗も抑制することができる。 The auxiliary member may be integrally formed with the same member as the band, or may be formed with a separate member. When integrally formed, there may be no seam between the auxiliary member and the band. In the case of being formed of a separate member, a material that is thinner and more slippery than the band may be employed for the auxiliary member. In that case, since the friction between the elastic member and the auxiliary member is reduced, the diameter reducing force by the elastic member can be transmitted to the band more evenly, and the wear due to the friction between the elastic member and the auxiliary member is also possible. Can be suppressed.
　前記補助部材の端部には、タイヤ周方向に並ぶ複数の切欠が形成され、これらの切欠同士の間に位置する補助部材の部分が、前記締付部に対して周方向に間欠的に並ぶ複数の位置でそれぞれ連結される複数の連結部を構成することが、より好ましい。前記切欠は、前記締付部による締め付け時に補助部材の端部にタイヤの周方向に皺が寄るのを有効に抑止する。このことは、バンドをより緊密にタイヤのトレッドに密着させることを可能にし、また、前記皺に起因する偏摩耗を抑止して滑り止め部材の長寿命化に寄与することができる。特に、タイヤの内側に位置する補助部材の端部に前記切欠が形成されている場合には、前記皺が寄った部分が車両の懸架装置やブレーキ装置と接触するのを阻止することができる。 A plurality of notches arranged in the tire circumferential direction are formed at the end portion of the auxiliary member, and portions of the auxiliary member located between the notches are intermittently arranged in the circumferential direction with respect to the tightening portion. It is more preferable to configure a plurality of connecting portions that are respectively connected at a plurality of positions. The notch effectively suppresses wrinkles in the circumferential direction of the tire at the end of the auxiliary member when tightened by the tightening portion. This enables the band to be more closely attached to the tread of the tire, and also contributes to extending the life of the anti-slip member by suppressing uneven wear caused by the wrinkles. In particular, when the notch is formed at the end of the auxiliary member located on the inner side of the tire, it is possible to prevent the portion where the heel has approached from coming into contact with the suspension device or brake device of the vehicle.
　前記締付部は、前記補助部材の端部に沿って設けられ、その端部を縮径する方向に付勢する弾性復帰力をもつ環状の弾性部材を有するものが、好適である。この弾性部材は、それ自身の弾性復帰力によって補助部材の端部を縮径方向に付勢するので、滑り止め装置の装着作業を容易にする。この弾性部材は、滑り止め部材の少なくとも一方の端部に設けられればよく、両端部に設けられることが、より好ましい。 It is preferable that the tightening portion has an annular elastic member that is provided along the end portion of the auxiliary member and has an elastic return force that biases the end portion in a direction of reducing the diameter. Since this elastic member urges the end portion of the auxiliary member in the diameter-reducing direction by its own elastic restoring force, the mounting work of the anti-slip device is facilitated. The elastic member may be provided at at least one end of the anti-slip member, and more preferably provided at both ends.
　前記補助部材がタイヤの外側及び内側のそれぞれに設けられる場合、前記弾性部材として、前記タイヤの外側に設けられた補助部材の端部に連結される環状の外側弾性部材と、前記タイヤの内側に設けられた補助部材の端部に連結される環状の内側弾性部材とを含み、前記内側弾性部材の最大伸び長さがタイヤの最大周長よりも大きく設定される一方、前記外側弾性部材の最大伸び長さがタイヤの最大周長よりも小さく設定されることが、より好ましい。 When the auxiliary member is provided on each of the outer side and the inner side of the tire, an annular outer elastic member connected to an end portion of the auxiliary member provided on the outer side of the tire and the inner side of the tire as the elastic member. An annular inner elastic member connected to the end of the provided auxiliary member, and the maximum extension length of the inner elastic member is set larger than the maximum circumferential length of the tire, while the maximum of the outer elastic member It is more preferable that the stretch length is set smaller than the maximum circumferential length of the tire.
　このような滑り止め装置では、前記内側弾性部材をタイヤの最大周長よりも伸ばしながら滑り止め部材をタイヤの外側から内側に向けて被せることができる。しかも、外側弾性部材の最大伸び長さは前記タイヤの最大周長よりも小さく設定されているので、滑り止め部材がタイヤの内側に外れることが防がれる。このことは、走行時の安全性のさらなる向上に寄与し得る。 In such an anti-slip device, the anti-slip member can be covered from the outside to the inside of the tire while extending the inner elastic member beyond the maximum circumference of the tire. In addition, since the maximum extension length of the outer elastic member is set to be smaller than the maximum circumferential length of the tire, it is possible to prevent the anti-slip member from coming off inside the tire. This can contribute to further improvement of safety during traveling.
　具体的には、前記内側弾性部材と前記外側弾性部材とに弾性率が異なる素材が用いられてもよいし、前記内側弾性部材に、この内側弾性部材が前記タイヤの最大周長よりも大きな長さまで伸びることを阻止する伸び規制部材が付与されてもよい。 Specifically, materials having different elastic moduli may be used for the inner elastic member and the outer elastic member, and the inner elastic member has a longer length than the maximum circumference of the tire. An elongation restricting member that prevents the film from extending to the maximum may be provided.
　前記環状の弾性部材としては、例えば、長手方向に伸縮可能な複数本のコイルスプリングと、前記コイルスプリングの端部同士の間に介在して屈曲可能な屈曲節とからなるものが、好適である。この弾性部材は、前記コイルスプリングの強い弾性力（付勢力）によってバンドを堅固にタイヤのトレッド上に張設することを可能にする。しかも、コイルスプリング同士の間には屈曲可能な複数の屈曲節が介在するので、滑り止め装置の非使用時には、前記屈曲節の屈曲を利用して弾性部材を折り畳むことができる。この弾性部材は、単一の部材で構成されていてその適所に屈曲節を有するものでもよいし、各コイルスプリングを構成する複数のコイル部材の端部同士が別の屈曲節用部材（例えば紐）で連結されたものでもよい。これらの屈曲節は、より好ましくは、当該弾性部材の周方向に９０度間隔で等配される。この配置は、滑り止め装置全体を４つ折りにしてコンパクトに畳むことを可能にする。 The annular elastic member is preferably composed of, for example, a plurality of coil springs that can be expanded and contracted in the longitudinal direction, and bent nodes that can be bent by being interposed between the ends of the coil springs. . This elastic member makes it possible to firmly stretch the band on the tread of the tire by the strong elastic force (biasing force) of the coil spring. In addition, since a plurality of bendable bending nodes are interposed between the coil springs, the elastic member can be folded using the bending of the bending nodes when the anti-slip device is not used. The elastic member may be formed of a single member and may have a bent node at an appropriate position, or the ends of a plurality of coil members forming each coil spring may be separate bent node members (for example, strings). It may be connected with. More preferably, these bent nodes are equally arranged at intervals of 90 degrees in the circumferential direction of the elastic member. This arrangement allows the entire anti-slip device to be folded in four and compactly folded.
　前記滑り止め部材は、その全体が単一の繊維織物で構成されたものでもよいが、互いに周方向に並ぶ複数のユニット部材により構成され、互いに隣接するユニット部材の端部同士が連結されることにより滑り止め部材全体が環状をなすことが、より好ましい。その理由は次のとおりである。 The anti-slip member may be composed of a single fiber fabric as a whole, but is composed of a plurality of unit members arranged in the circumferential direction, and ends of adjacent unit members are connected to each other. Therefore, it is more preferable that the entire anti-slip member has an annular shape. The reason is as follows.
　ａ）安全性の向上：上述のように、この発明に係る滑り止め装置はその磨耗の度合いが周方向に均一化されるという利点があるが、このことは却って、その寿命に達したときに滑り止め部材が一度に大きな範囲で破断する可能性を生じさせる。しかし、当該滑り止め部材が互いに連結される複数のユニット部材により構成されたもの（換言すれば複数のユニット部材に分割されたもの）であれば、いずれかのユニット部材に破断が生じてもその破断部分（裂け目）が他のユニット部材に伝播することが阻止されるので、滑り止め部材全体が一度に破損することが防がれる。 a) Improvement of safety: As described above, the anti-slip device according to the present invention has an advantage that the degree of wear is made uniform in the circumferential direction. This creates the possibility of the anti-slip member breaking at a large range at a time. However, if the anti-slip member is composed of a plurality of unit members connected to each other (in other words, divided into a plurality of unit members), even if any unit member breaks, Propagation of the ruptured portion (fissure) to other unit members is prevented, so that the entire anti-slip member is prevented from being damaged at once.
　ｂ）生産効率の向上：前記滑り止め部材を単一の繊維織物で構成するには、かなり長尺の布等を用意する必要があり、その生産のために特別な織機等が必要になる。しかし、滑り止め部材が互いに連結される複数のユニット部材により構成されるものであれば、個々のユニット部材は短いものでよいのでその量産も可能であり、これらのユニット部材を組み合わせることによって所望の滑り止め部材を容易に得ることができる。 B) Improvement of production efficiency: In order to construct the anti-slip member with a single fiber fabric, it is necessary to prepare a considerably long fabric or the like, and a special loom or the like is required for the production. However, if the anti-slip member is composed of a plurality of unit members connected to each other, the individual unit members may be short, so that they can be mass-produced. An anti-slip member can be obtained easily.
　特に、前記滑り止め部材を構成するためのユニット部材として、第１のユニット部材と、この第１のユニット部材と周方向の長さが異なる第２のユニット部材とを用意する工程と、前記滑り止め部材に求められる周長に基いて、使用される第１のユニット部材の個数及び使用される第２のユニット部材の個数を決定し、その決定した個数の第１のユニット部材及び第２のユニット部材を周方向に相互つなぎ合せて滑り止め部材を形成する工程と、この滑り止め部材に前記締付部を付与する工程とを含む方法は、効率の高い滑り止め装置の製造を可能にする。すなわち、前記滑り止め部材の構成材料として複数の第１のユニット部材と第２のユニット部材を用意しておけば、その組合せ個数を選定するだけで互いに周長の異なる複数種の滑り止め部材を自由に構築することができる。 In particular, as a unit member for constituting the anti-slip member, a step of preparing a first unit member and a second unit member having a circumferential length different from that of the first unit member; The number of first unit members to be used and the number of second unit members to be used are determined based on the circumference required for the stop member, and the determined number of first unit members and second unit members are determined. A method including a step of joining unit members in a circumferential direction to form an anti-slip member, and a step of applying the tightening portion to the anti-slip member makes it possible to manufacture an anti-slip device with high efficiency. . That is, if a plurality of first unit members and second unit members are prepared as the constituent material of the anti-slip member, a plurality of types of anti-slip members having different circumferential lengths can be obtained simply by selecting the number of combinations. You can build freely.
　この発明では、さらに、前記滑り止め部材の幅方向両端部のうちタイヤの外側に位置する端部上の部位であって互いに周方向に離れる部位同士を連結することにより当該滑り止め部材がタイヤの内側に外れるのを防ぐ外れ防止部材を備えることが、安全上より好ましい。この外れ防止部材は、滑り止め部材が万が一タイヤから外れる場合でも、このタイヤの内側に外れることを阻止することにより、当該滑り止め部材がタイヤの内側に巻き込まれるといった事態を防ぐことができる。しかも、その外れ防止を前記滑り止め部材の外側端部の適当な部位同士を連結するだけの簡素な構造で達成することができる。 In the present invention, the anti-slip member is further connected to a portion of the both ends in the width direction of the anti-slip member on the end portion located outside the tire and separated from each other in the circumferential direction. It is more preferable in terms of safety to have a detachment preventing member that prevents the detachment from coming inward. Even if the anti-slip member is removed from the tire, the anti-slip member can prevent the anti-slip member from being caught inside the tire by preventing it from coming off the inside of the tire. In addition, the prevention of detachment can be achieved with a simple structure in which appropriate portions of the outer end portion of the anti-slip member are connected to each other.
　前記外れ防止部材としては、例えば、前記滑り止め部材が前記タイヤに装着された状態でこの滑り止め部材の内側の領域におけるタイヤの外側面全体を被覆するように前記滑り止め部材に装着される被覆部材であってもよい。この被覆部材は、滑り止め部材のより強固な保持を可能にする。 Examples of the detachment preventing member include a cover attached to the anti-slip member so as to cover the entire outer surface of the tire in a region inside the anti-slip member in a state where the anti-slip member is attached to the tire. It may be a member. This covering member makes it possible to hold the anti-slip member more firmly.
　前記外れ防止部材は、あるいは、タイヤの外側面上で互いに交差するように配置され、前記滑り止め部材の外側端部の所定部位に連結される両端部をそれぞれ有する複数のストラップを含むものでもよい。これらのストラップは、簡素な構成でタイヤ内側への滑り止め部材の外れを防ぐことができる。また、滑り止め装置をタイヤから取外す際の把持部材としても利用することも可能である。 Alternatively, the detachment preventing member may include a plurality of straps that are arranged so as to intersect with each other on the outer side surface of the tire and have both ends connected to predetermined portions of the outer end of the anti-slip member. . These straps can prevent the slip prevention member from coming off the tire with a simple configuration. It can also be used as a gripping member when the anti-slip device is removed from the tire.

Claims (14)

  1. 　車両用タイヤの滑り止め装置であって、
    　車両用タイヤのトレッドを被覆する環状のバンドを含む滑り止め部材と、
    　前記滑り止め部材を縮径する方向に締め付ける締付部とを備え、
    　前記滑り止め部材は、経糸と緯糸とが互いに直角に交錯して織成された繊維織物で構成され、前記締付部は、前記バンドにおける繊維織物を構成する経糸または緯糸の何れかに沿う方向が前記タイヤの周方向と交差する姿勢で前記滑り止め部材を縮径させる、車両用タイヤの滑り止め装置。     An anti-slip device for a vehicle tire,
    An anti-slip member including an annular band covering a tread of a vehicle tire;
    A tightening portion for tightening the anti-slip member in a direction of reducing the diameter,
    The anti-slip member is composed of a fiber fabric in which warps and wefts are crossed at right angles to each other, and the fastening portion is in a direction along either the warp or the weft constituting the fiber fabric in the band A vehicle tire anti-slip device that reduces the diameter of the anti-slip member in a posture that intersects the circumferential direction of the tire.
  2. 　請求項１記載の車両用タイヤの滑り止め装置において、
    　前記バンドにおける繊維織物を構成する経糸または緯糸の何れかに沿う方向とタイヤの周方向との交差角度が３０度以上４５度以下である、車両用タイヤの滑り止め装置。     The anti-slip device for a vehicle tire according to claim 1,
    An anti-slip device for a vehicle tire, wherein an intersection angle between a direction along one of the warp or weft constituting the fiber fabric in the band and a circumferential direction of the tire is 30 degrees or more and 45 degrees or less.
  3. 　請求項２記載の車両用タイヤの滑り止め装置において、
    　前記締付部による締め付けが行われていない自由状態における前記バンドの内周長が前記タイヤの最大外周の１０６パーセント以下である、車両用タイヤの滑り止め装置。     The anti-slip device for a vehicle tire according to claim 2,
    An anti-slip device for a vehicle tire, wherein an inner peripheral length of the band in a free state where the tightening portion is not tightened is 106% or less of a maximum outer periphery of the tire.
  4. 　請求項１から３の何れか１項に記載の車両用タイヤの滑り止め装置において、
    　前記滑り止め部材は、前記バンドと、このバンドの幅方向両端部のうちの少なくとも一方の端部からタイヤ径方向内側に延設される補助部材とを有する、車両用タイヤの滑り止め装置。     The anti-slip device for a vehicle tire according to any one of claims 1 to 3,
    The anti-slip member for a vehicle tire includes the band and an auxiliary member that extends inward in the tire radial direction from at least one of the end portions in the width direction of the band.
  5. 　請求項４記載の車両用タイヤの滑り止め装置において、
    　前記補助部材の端部に前記タイヤの周方向に並ぶ複数の切欠が形成され、これらの切欠同士の間に位置する補助部材の部分が、前記締付部に対して周方向に間欠的に並ぶ複数の位置でそれぞれ連結される複数の連結部を構成する、車両用タイヤの滑り止め装置。     The anti-slip device for a vehicle tire according to claim 4,
    A plurality of notches arranged in the circumferential direction of the tire are formed at the end portion of the auxiliary member, and portions of the auxiliary member located between these notches are intermittently arranged in the circumferential direction with respect to the tightening portion. An anti-slip device for a vehicle tire that constitutes a plurality of connecting portions respectively connected at a plurality of positions.
  6. 　請求項５記載の車両用タイヤの滑り止め装置において、
    　前記締付部は、前記補助部材の端部に沿って設けられ、その端部を縮径方向に付勢する弾性復帰力をもつ環状の弾性部材を含む、車両用タイヤの滑り止め装置。     The vehicle tire anti-slip device according to claim 5,
    The tightening portion is provided along an end portion of the auxiliary member, and includes an annular elastic member having an elastic return force that urges the end portion in a diameter reducing direction.
  7. 　請求項６記載の車両用タイヤの滑り止め装置において、
    　前記補助部材は、タイヤ外側とタイヤ内側の双方について設けられ、
    　前記弾性部材として、前記タイヤ外側に設けられた補助部材の端部に連結される環状の外側弾性部材と、前記タイヤ内側に設けられた補助部材の端部に連結される環状の内側弾性部材とを含み、前記内側弾性部材の最大伸び長さがタイヤの最大周長よりも大きく設定される一方、前記外側弾性部材の最大伸び長さがタイヤの最大周長よりも小さく設定される、車両用タイヤの滑り止め装置。     The anti-slip device for a vehicle tire according to claim 6,
    The auxiliary member is provided for both the tire outer side and the tire inner side,
    As the elastic member, an annular outer elastic member connected to an end of an auxiliary member provided outside the tire, and an annular inner elastic member connected to an end of an auxiliary member provided inside the tire And the maximum extension length of the inner elastic member is set larger than the maximum circumference of the tire, while the maximum extension length of the outer elastic member is set smaller than the maximum circumference of the tire. Anti-slip device for tires.
  8. 　請求項７記載の車両用タイヤの滑り止め装置において、
    　前記内側弾性部材に、この内側弾性部材が前記タイヤの最大周長よりも大きな長さまで伸びることを阻止する伸び規制部材が付与される、車両用タイヤの滑り止め装置。     The anti-slip device for a vehicle tire according to claim 7,
    An anti-slip device for a vehicle tire, wherein the inner elastic member is provided with an elongation regulating member that prevents the inner elastic member from extending to a length greater than the maximum circumferential length of the tire.
  9. 　請求項６から８の何れか１項に記載の車両用タイヤの滑り止め装置において、
    　前記弾性部材は、長手方向に伸縮可能な複数本のコイルスプリングと、これらのコイルスプリングの端部同士の間に介在して屈曲可能な屈曲節とを含む、車両用タイヤの滑り止め装置。     The anti-slip device for a vehicle tire according to any one of claims 6 to 8,
    The elastic member includes a plurality of coil springs that can be expanded and contracted in the longitudinal direction, and an anti-slip device for a vehicle tire including a bendable node that is interposed between ends of the coil springs and can be bent.
  10. 　請求項９記載の車両用タイヤの滑り止め装置において、
    　前記屈曲節は、当該弾性部材の周方向に９０度間隔で等配される、車両用タイヤの滑り止め装置。     The vehicle tire anti-slip device according to claim 9,
    The anti-slip device for a vehicle tire, wherein the bent nodes are equally arranged at 90 ° intervals in the circumferential direction of the elastic member.
  11. 　請求項１から１０の何れか１項に記載の車両用タイヤの滑り止め装置において、
    　前記滑り止め部材は、互いに周方向に並ぶ複数のユニット部材により構成され、互いに隣接するユニット部材の端部同士が連結されることにより滑り止め部材全体が環状をなす、車両用タイヤの滑り止め装置。     The anti-slip device for a vehicle tire according to any one of claims 1 to 10,
    The anti-slip member is composed of a plurality of unit members arranged in the circumferential direction, and the end portions of the adjacent unit members are connected to each other so that the entire anti-slip member forms an annular shape. .
  12. 　請求項１１記載の車両用タイヤの滑り止め装置を製造するための方法であって、
    　前記滑り止め部材を構成するためのユニット部材として、第１のユニット部材と、この第１のユニット部材と周方向の長さが異なる第２のユニット部材とを用意する工程と、
    　前記滑り止め部材に求められる周長に基いて、使用される第１のユニット部材の個数及び使用される第２のユニット部材の個数を決定し、その決定した個数の第１のユニット部材及び第２のユニット部材を周方向に相互つなぎ合せて滑り止め部材を形成する工程と、
    　この滑り止め部材に前記締付部を付与する工程とを含む、車両用タイヤの滑り止め装置の製造方法。     A method for producing a vehicle tire anti-slip device according to claim 11, comprising:
    Preparing a first unit member and a second unit member having a circumferential length different from that of the first unit member as a unit member for constituting the anti-slip member;
    The number of first unit members to be used and the number of second unit members to be used are determined based on the circumference required for the anti-slip member, and the determined number of first unit members and second unit members are determined. A step of connecting the two unit members together in the circumferential direction to form a non-slip member;
    The manufacturing method of the anti-slip | skid apparatus of the tire for vehicles including the process of providing the said clamping part to this anti-slip | skid member.
  13. 　請求項１から１１の何れか１項に記載の車両用タイヤの滑り止め装置において、
    　さらに、前記滑り止め部材の幅方向両端部のうちタイヤの外側に位置する端部上の部位であって互いに周方向に離れる部位同士を連結することにより当該滑り止め部材がタイヤの内側に外れるのを防ぐ外れ防止部材を備える、車両用タイヤの滑り止め装置。     The anti-slip device for a vehicle tire according to any one of claims 1 to 11,
    Further, the anti-slip member is disengaged from the inside of the tire by connecting the parts on the end part located on the outer side of the tire among the both end parts in the width direction of the anti-slip member and separated from each other in the circumferential direction. An anti-slip device for a vehicle tire, comprising a disengagement preventing member for preventing the accident.
  14. 　請求項１３記載の車両用タイヤの滑り止め装置において、
    　前記外れ防止部材は、前記滑り止め部材が前記タイヤに装着された状態でこの滑り止め部材の内側の領域におけるタイヤの外側面全体を被覆するように前記滑り止め部材に装着される被覆部材であることを特徴とする車両用タイヤの滑り止め装置。     The anti-slip device for a vehicle tire according to claim 13,
    The detachment prevention member is a covering member that is attached to the anti-slip member so as to cover the entire outer surface of the tire in a region inside the anti-slip member in a state where the anti-slip member is attached to the tire. An anti-slip device for a vehicle tire.
PCT/JP2008/073580 2007-12-26 2008-12-25 Antiskid device for vehicular tire WO2009081979A1 (en)

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JP2014184794A (en) * 2013-03-22 2014-10-02 Toyo Rubber Shokufu Kk Anti-skid device of vehicular tire
EP2977236A4 (en) * 2013-03-22 2016-12-21 Toyo Elastic Weave Co Ltd Vehicle tire anti-skid device
ES2953436A1 (en) * 2023-03-02 2023-11-13 Isse Safety S L COVER FOR COVERING VEHICLE WHEELS AND A METHOD OF MANUFACTURING A COVER FOR COVERING VEHICLE WHEELS (Machine-translation by Google Translate, not legally binding)

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JP4685920B2 (en) 2011-05-18
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