WO2009081979A1 - Dispositif antidérapage pour pneu de véhicule - Google Patents

Dispositif antidérapage pour pneu de véhicule Download PDF

Info

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
Authority
WO
WIPO (PCT)
Prior art keywords
tire
slip
slip device
band
vehicle tire
Prior art date
Application number
PCT/JP2008/073580
Other languages
English (en)
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/fr

Links

Images

Classifications

    • 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Textile Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

L'invention concerne un dispositif antidérapage pouvant maintenir les caractéristiques de déplacement d'un véhicule aussi élevées que possible et améliorer sa durabilité. Le dispositif antidérapage comprend un élément antidérapage pourvu d'une bande annulaire (11) recouvrant la bande de roulement (T1) du pneu (T) du véhicule et d'un anneau élastique (14) destiné à serrer l'élément antidérapage dans une direction afin d'étrangler radialement l'élément antidérapage. Ledit élément antidérapage est formé d'un tissu comprenant des chaînes (11a) et des trames (11b) tissées de manière à s'entrelacer à un angle droit. Les chaînes (11a) ou les trames (11b) croisent la direction circonférentielle du pneu (T). L'angle d'intersection varie, de préférence, de 30 à 45 degrés. La longueur de la circonférence interne de la bande (11) à l'état libre représente, de préférence, 106 % ou moins de la circonférence maximale du pneu (T).
PCT/JP2008/073580 2007-12-26 2008-12-25 Dispositif antidérapage pour pneu de véhicule WO2009081979A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2007-334014 2007-12-26
JP2007334014 2007-12-26
JP2008-218002 2008-08-27
JP2008218002 2008-08-27

Publications (1)

Publication Number Publication Date
WO2009081979A1 true WO2009081979A1 (fr) 2009-07-02

Family

ID=40801277

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2008/073580 WO2009081979A1 (fr) 2007-12-26 2008-12-25 Dispositif antidérapage pour pneu de véhicule

Country Status (2)

Country Link
JP (2) JP4685920B2 (fr)
WO (1) WO2009081979A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011021662A1 (fr) * 2009-08-19 2011-02-24 東洋ゴム織布株式会社 Chaîne antidérapante textile
WO2014148544A1 (fr) * 2013-03-22 2014-09-25 東洋ゴム織布株式会社 Dispositif d'antidérapage de pneu de véhicule
ES2953436A1 (es) * 2023-03-02 2023-11-13 Isse Safety S L Funda para la cobertura de ruedas de vehiculos y un metodo de fabricacion de una funda para la cobertura de ruedas de vehiculos
WO2024121874A1 (fr) * 2022-12-06 2024-06-13 Agripool Srl Dispositif antidérapant textile pour un pneumatique et procédé de fabrication associé

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013199148A (ja) * 2012-03-23 2013-10-03 Toyo Rubber Shokufu Kk 車両用タイヤの滑り止め装置
KR101181450B1 (ko) 2012-04-06 2012-09-19 박수현 스노우 체인

Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1967522A (en) * 1933-07-31 1934-07-24 Wengard Ben Tire cover
US2682907A (en) * 1951-10-03 1954-07-06 Max E Krueger Traction increasing means for tires
DE2108386A1 (de) * 1971-01-29 1972-08-24 Doller, Arthur, 7800 Freiburg Losbarer Überzug, insbesondere fur Fahrzeugreifen
JPS5176709A (en) * 1974-12-26 1976-07-02 Myuraa Peetaa Jidoshano taiyano tameno amijono katsudoboshibuzai
JPH01117905U (fr) * 1988-02-04 1989-08-09
US5044411A (en) * 1990-06-15 1991-09-03 Richard Doll Lawnmaker tire cover
JP2000158925A (ja) * 1998-11-30 2000-06-13 Okamoto Ind Inc 床走行用タイヤカバー
JP2002541007A (ja) * 1999-04-06 2002-12-03 オートソック エーエス 車両ホイール用のスベリ防止装置
WO2006129147A1 (fr) * 2005-05-29 2006-12-07 Antonio Masi Revetement antiderapage en tissu pour les roues
WO2007039923A1 (fr) * 2005-10-06 2007-04-12 Agripool S.R.L. Dispositif d'antiderapage pour vehicules
WO2007116638A1 (fr) * 2006-03-22 2007-10-18 Toyo Boseki Kabushiki Kaisha Chaine en etoffe pour pneus

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6074950U (ja) * 1983-10-26 1985-05-25 株式会社　光陽社 断面環状の可▲とう▼性研磨ベルト
JPS60135206U (ja) * 1984-02-20 1985-09-09 小川　弘司 簡易防滑網
JPS60180609U (ja) * 1984-05-11 1985-11-30 株式会社　明治ゴム化成 車両用タイヤ滑り止め具
JPS63185707U (fr) * 1987-05-23 1988-11-29
JPH04151048A (ja) * 1990-10-09 1992-05-25 Mitsuboshi Belting Ltd Ｖリブドベルトおよび同ベルトの製造方法
JPH07156622A (ja) * 1993-12-01 1995-06-20 Hisatomo Takeuchi 繊維製滑り止め
ES2255398B1 (es) * 2004-07-14 2007-04-01 Sergio Lopez Roca Funda antideslizante para ruedas de vehiculos.

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1967522A (en) * 1933-07-31 1934-07-24 Wengard Ben Tire cover
US2682907A (en) * 1951-10-03 1954-07-06 Max E Krueger Traction increasing means for tires
DE2108386A1 (de) * 1971-01-29 1972-08-24 Doller, Arthur, 7800 Freiburg Losbarer Überzug, insbesondere fur Fahrzeugreifen
JPS5176709A (en) * 1974-12-26 1976-07-02 Myuraa Peetaa Jidoshano taiyano tameno amijono katsudoboshibuzai
JPH01117905U (fr) * 1988-02-04 1989-08-09
US5044411A (en) * 1990-06-15 1991-09-03 Richard Doll Lawnmaker tire cover
JP2000158925A (ja) * 1998-11-30 2000-06-13 Okamoto Ind Inc 床走行用タイヤカバー
JP2002541007A (ja) * 1999-04-06 2002-12-03 オートソック エーエス 車両ホイール用のスベリ防止装置
WO2006129147A1 (fr) * 2005-05-29 2006-12-07 Antonio Masi Revetement antiderapage en tissu pour les roues
WO2007039923A1 (fr) * 2005-10-06 2007-04-12 Agripool S.R.L. Dispositif d'antiderapage pour vehicules
WO2007116638A1 (fr) * 2006-03-22 2007-10-18 Toyo Boseki Kabushiki Kaisha Chaine en etoffe pour pneus

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011021662A1 (fr) * 2009-08-19 2011-02-24 東洋ゴム織布株式会社 Chaîne antidérapante textile
WO2014148544A1 (fr) * 2013-03-22 2014-09-25 東洋ゴム織布株式会社 Dispositif d'antidérapage de pneu de véhicule
JP2014184794A (ja) * 2013-03-22 2014-10-02 Toyo Rubber Shokufu Kk 車両用タイヤの滑り止め装置
EP2977236A4 (fr) * 2013-03-22 2016-12-21 Toyo Elastic Weave Co Ltd Dispositif d'antidérapage de pneu de véhicule
WO2024121874A1 (fr) * 2022-12-06 2024-06-13 Agripool Srl Dispositif antidérapant textile pour un pneumatique et procédé de fabrication associé
ES2953436A1 (es) * 2023-03-02 2023-11-13 Isse Safety S L Funda para la cobertura de ruedas de vehiculos y un metodo de fabricacion de una funda para la cobertura de ruedas de vehiculos

Also Published As

Publication number Publication date
JP4685920B2 (ja) 2011-05-18
JP2011051588A (ja) 2011-03-17
JP2010076738A (ja) 2010-04-08

Similar Documents

Publication Publication Date Title
WO2009081979A1 (fr) Dispositif antidérapage pour pneu de véhicule
JP4035290B2 (ja) 車両ホイール用のスベリ防止装置
CN101541569B (zh) 用于机动车辆的车轮的附着链
JP2005533933A5 (fr)
TW498030B (en) Pneumatic bicycle tyre having protection against abrasion and having low rolling resistance
CN107284142A (zh) 剪切带和非充气轮胎
JP2024026893A (ja) 破断可能な構造体と支持構造体とを含むタイヤアセンブリ
JP2020519476A (ja) 部分的に破断可能な織物と支持構造体とを含むアセンブリ
CN106715149B (zh) 轮胎
JP7048175B2 (ja) 空気入りタイヤ
WO2011021662A1 (fr) Chaîne antidérapante textile
EP2006127A2 (fr) Chaine en etoffe pour pneus
WO2017022819A1 (fr) Pneumatique
JP5028401B2 (ja) たるみなく配置されたベルトを有する滑り止め装置
JP2018197075A (ja) 空気入りタイヤ
JP2004034984A (ja) 無限軌道
JP4052354B2 (ja) 編物製タイヤチェーン
CN113226795A (zh) 轮胎的组件、轮胎及相关制造方法
JP4837962B2 (ja) 補強コード層の形成方法及び金具付きゴム製筒体
JP7008972B2 (ja) 織物
JP5512782B1 (ja) 安全帯用伸縮式蛇腹状ランヤード
EP3697629B1 (fr) Assemblage
JP7205237B2 (ja) 空気入りタイヤ
CN113302065B (zh) 轮胎的组件、轮胎及相关制造方法
WO2024062669A1 (fr) Bande transporteuse et son procédé de fabrication

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 08865128

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 08865128

Country of ref document: EP

Kind code of ref document: A1