WO2015104850A1

WO2015104850A1 - Anti-slip device for tire, and member for anti-slip device for tire

Info

Publication number: WO2015104850A1
Application number: PCT/JP2014/051860
Authority: WO
Inventors: 榊原　孝一
Original assignee: 榊原　孝一
Priority date: 2014-01-09
Filing date: 2014-01-28
Publication date: 2015-07-16

Abstract

Provided is an anti-slip device for a tire, the anti-slip device being configured so that the anti-slip device is extremely easily mountable, has excellent anti-slip properties, and has significantly reduced cost. This anti-slip device (S) for a tire is characterized by comprising a single unit composed of: a first body (11) having a first ground contact section (112), an inner rear connection section (112) which is continuous with the first ground contact section, and an outer front connection section (113) which is continuous with the first ground contact section; a second body (12) having a second ground contact section (122), an inner front connection section (121) which is continuous with the second ground contact section, and an outer rear connection section (123) which is continuous with the second ground contact section; a flexible inner band-like connection body (13) which connects the inner rear connection section and the inner front connection section; and disconnectable connectors (15) which are arranged in a divided manner at both the outer front connection section and the outer rear connection section and which can be connected and disconnected from each other. The first body and the second body are connected by the inner band-like connection body, and as a result, the structure and configuration of the bodies and the connection body are simplified and the manufacturing cost and management cost are significantly reduced.

Description

Tire anti-skid device and member for tire anti-skid device

The present invention relates to a tire anti-skid device (simply referred to as “anti-skid device” as appropriate) that is attached to a tire of an automobile or the like and can suppress slip of the tire on a snowy road or a frozen road, and a member used therefor.

When a car or the like travels on a snowy road or a frozen road, a studless tire has been replaced or a metal chain has been installed so as to avoid slipping. However, studless ties are expensive and inferior in fuel efficiency compared to summer tires. In addition, the conventional metal chain is not easily mounted, and particularly in the case of a large vehicle, the mounting is a considerable heavy labor. The present inventors have already proposed an epoch-making tire anti-skid device that can fundamentally solve such conventional problems, and the related description is given in, for example, the following patent documents.

Japanese Patent No. 5253609

As is clear from FIGS. 2, 3 and the like in Patent Document 1, the tire anti-skid device described in Patent Document 1 is a steel rod U-shaped member (main body) straddling the outer peripheral side of the tire. Fastening or releasing a steel connector that consists of unit units connected by a steel chain or the like inside the tire (side of the tire housing), with a plurality of unit units provided on the outside of the tire (opposite the tire housing) Therefore, it can be attached to and detached from the tire. This tire anti-skid device is very easy to attach and detach and exhibits a very high anti-skid effect on snowy roads and frozen roads.

However, the tire anti-skid device is composed of many members having a complicated shape, and most of them are made of steel. For this reason, the tire anti-skid device is very strong (high strength and high rigidity), but the manufacturing cost such as material cost and processing cost is very high, and the weight is large.

The tire anti-skid device is finely sized according to not only the tire width (tread width) but also the tire flatness and rim diameter, etc., and it is manufactured with high precision by a highly rigid steel member. It was. For this reason, tire sizes that can be handled by one standard are very limited, and it is necessary to prepare a large number of standards, and not only manufacturing costs but also management costs are high. In addition, by providing an adjustment tool for the connection length as described in Patent Document 1, the degree of freedom in dealing with the tire size per one standard of the tire anti-skid device is somewhat increased, but the manufacturing cost and management cost can be greatly reduced. It wasn't.

The present invention has been made in view of such circumstances, and an object of the present invention is to provide a new type of tire slip device and a member for a tire slip device capable of significantly reducing manufacturing costs and management costs. .

As a result of extensive research and trial and error, the present inventor has made simple and quick mounting properties, high anti-skid properties on snowy roads and frozen roads, etc., while maintaining the shape of each member. By overhauling it, we have come up with a new type of tire slip device that can significantly reduce manufacturing and management costs. By developing this result, the present invention described below has been completed.

《Tire anti-slip device》
(1) A tire anti-skid device of the present invention (simply referred to as “anti-skid device”) is provided between an inner sidewall portion of a tire fitted to a vehicle wheel and an outer sidewall portion of the tire. At least the first ground contact portion facing the tread portion of the tire and the inner sidewall portion, the inner rear connection portion and the outer sidewall portion disposed on the rear circumferential direction side of the tire connected to the first ground contact portion. A first main body having an outer front connecting portion connected to the first grounding portion on the side and disposed on a front circumferential direction side of the tire; and an inner sidewall portion on a rear circumferential direction side of the first main body Between the outer sidewall portion and at least the second grounding portion facing the tread portion, and the inner sidewall disposed on the front circumferential direction side of the tire connected to the second grounding portion on the inner sidewall portion side. The connecting portion and the outer sidewall portion side A second main body having an outer rear connecting portion connected to the two grounding portions and disposed on the rear circumferential direction side of the tire, and an inner belt-like connecting body connecting the inner rear connecting portion and the inner front connecting portion. A detachable connector that can be detachably connected to the outer front connecting portion and the outer rear connecting portion, and the first main body and the second main body are connected by the inner belt-like connecting body. It is characterized by comprising unit units.

(2) The anti-skid device of the present invention basically includes each main body having a connecting portion provided continuously to the grounding portion, an inner rear connecting portion and an inner front connecting portion provided on each main body inside the tire. And a detachable connector that enables connection or release between different unit units outside the tire. In particular, the inner connecting body that connects each body is made of a flexible belt, which not only improves the handleability and wearability of the anti-skid device, but also makes it easy to adjust the connection length. As long as the sizes match, it is much easier than ever to handle tires with various flatness ratios and rim diameters with the same standard anti-skid device. Thus, according to the anti-skid device of the present invention, the number of parts can be reduced and the shape of each part can be simplified as compared with the conventional one, while maintaining the quick and easy mounting and the high anti-slip property, etc., the manufacturing cost and the management cost. It has become possible to achieve a significant reduction in the above.

(3) Incidentally, in the anti-skid device of the present invention, the adjacent main bodies straddling the tread portion of the tire are connected in advance on one side (the inside of the tire), while the other side (the outside of the tire). The unit units adjacent to each other are easily connected to each other by the detachable connector provided on the unit. In other words, by simply operating at least one detachable connector located on the outside of the tire, each body is connected alternately between the inside (back side) and the outside (front side) of the tire, and that alone makes the entire antiskid device Installation is complete. Thus, the anti-skid device of the present invention can be attached to the tire very easily and quickly.

Further, in the antiskid device of the present invention, the inner rear connecting portion and the outer front connecting portion provided in the first body, or the inner front connecting portion and the outer rear connecting portion provided in the second main body are each a tire tread. The tires are arranged diagonally (inclined with respect to the wheel axis) facing the inner sidewall portion and the outer sidewall portion of the tire. A return force that automatically returns to the center acts on each main body supported directly or indirectly by such a connecting portion, even if various forces are applied during traveling. Thus, the antiskid device of the present invention can maintain a proper posture of the main body even during traveling, regardless of whether it is moving forward or backward, and can stably exhibit a high antiskid effect.

<< Tire anti-slip device parts >>
The present invention can be grasped not only as an antiskid device but also as a constituent member thereof, for example, a tire antiskid device member that is a first main body or a second main body.

<Others>
As used herein, “first” or “second”, “front” or “back” is merely a convenient expression for describing the present invention. However, in this specification, unless otherwise specified, the direction in which the tire rotates when the vehicle moves forward is “front”, and the opposite direction is “rear”.

The vehicle to which the anti-skid device of the present invention is attached may be a motorcycle (including a freight car), an industrial vehicle, etc., or a two-wheeled vehicle. In the present specification, “inside” refers to the vehicle side, and “outside” refers to the opposite non-vehicle side (or the decorative surface side in terms of wheels). However, in the case of a two-wheeled vehicle, “inside” is read as “right side” and “outside” is read as “left side” as appropriate.

It is a front view which shows a mode that the tire skid apparatus which concerns on 1st Example was mounted | worn with the tire. It is a perspective view which shows the unit unit which concerns on a 1st Example. It is a perspective view which shows an example of a detachable coupling tool. It is a perspective view which shows the unit unit which concerns on a 2nd Example. It is a perspective view which shows the unit unit which concerns on a 3rd Example. It is a perspective view which shows another example of a strip | belt-shaped coupling body. It is a perspective view which shows the other example of a strip | belt-shaped coupling body. It is a perspective view which shows another example of a connection part.

One or two or more components arbitrarily selected from the present specification can be added to the above-described components of the present invention. Which embodiment is the best depends on the target, required performance, and the like.

<Main body>
(1) The form of the main body is not limited as long as it has a grounding portion and a connecting portion provided at a desired position. For example, when the main body is a substantially U-shaped plate-like body, manufacturability and handleability are improved, and production costs and management costs can be reduced. When the main body is formed of a plate-like body, the thickness thereof may be substantially constant as a whole, but for example, only the ground contact portion in contact with the road surface may be thicker. This makes it possible to achieve both the slipperiness and durability of the slipper device.

Further, the main body may have a thick portion (contact portion) protruding toward the tire side (inward side) at a specific portion (for example, the connecting portion or the vicinity thereof) that contacts the sidewall portion of the tire. As a result, the main body can be easily held stably by the sidewall portion of the tire, and damage to the wheel by the main body or the like can be prevented.

When one unit unit is viewed, each of the two main bodies constituting the unit unit is in an opposing position (inner side) or a reverse position (outer side). For this reason, basically, the main bodies do not have the same shape, and two types of main bodies are required for each unit.

However, when a common body having a grounding portion that also serves as the first grounding portion and the second grounding portion, an inner rear coupling portion, an inner front coupling portion, an outer rear coupling portion, and an outer front coupling portion is used. One type of main body can constitute the first main body and the second main body (that is, the unit unit). If the common main body has a symmetrical shape with respect to the center line that cuts and / or traverses the grounding portion, it is possible to further improve the assembling property and the handling property. Further reduction is possible.

(2) The main body according to the present invention is stably held by a connecting portion (an inner rear connecting portion and an outer front connecting portion, an inner front connecting portion and an outer rear connecting portion) straddling the tread portion of the tire diagonally. . In this case, the return force acting on the main body is likely to increase and the posture of the main body is more stable as the position of each connecting portion in the circumferential direction is farther from the center line (center line in the wheel axis direction) that runs through the grounding portion. It becomes the target. From this point of view, it is more preferable to provide an extending portion extending in the circumferential direction integrally or independently with the connecting portion.

That is, the first main body is further connected to the first grounding portion on the inner sidewall portion side and extends in the rear circumferential direction of the tire, and the first main body is connected to the first grounding portion on the outer sidewall portion side. It is preferable to have an outer front extending portion extending in the front circumferential direction. In addition, the second main body is further connected to the second grounding portion on the inner sidewall portion side and extends in the front circumferential direction of the tire, and to the second grounding portion on the outer sidewall portion side. It is preferable to have an outer rear extending portion extending in the rearward circumferential direction. In the case of the common main body, it is preferable that the inner rear extending portion, the inner front extending portion, the outer rear extending portion, and the outer front extending portion are provided in one main body.

Further, the connecting portion and the extending portion may be different parts, but the same part is preferable because the shape of the main body is simplified. That is, the inner rear connecting portion is the inner rear extending portion, the inner front connecting portion is the inner front extending portion, the outer rear connecting portion is the outer rear extending portion, and the outer front connecting portion is the outer front extending portion, respectively. Preferably it is provided.

(3) The grounding portion is preferably provided with grooves, depressions (recesses) and holes (holes) as appropriate on the outer surface side in order to enhance the slipperiness and drainage of the slipper. For example, in consideration of the rigidity and anti-slip property of the ground contact portion, it is preferable to provide one or more elongated holes (depressions) extending in the wheel axial direction (direction traversing the tread portion of the tire) on the outer surface side of the ground contact portion.

The connecting portion is a portion to which a belt-like connecting body composed of a belt or the like is connected. The connecting portion may be of any shape, but can be easily inserted or fitted into the belt-like connecting body while ensuring the rigidity and strength of the main body, and can have a shape that can stably hold the belt-like connecting body (for example, an elongated hole) Shape). The connecting portion may be formed directly on the main body or indirectly formed by attaching the ring to the main body.

(4) The main body is made of metal (iron, stainless steel, etc.), resin, rubber, composite material, etc., regardless of the material. When the main body is formed of a molded body of resin or rubber, mass production is possible by injection molding or the like, and it is easy to reduce the manufacturing cost of the anti-skid device.

For example, the main body may be made of hard rubber made of the same material as the tire. The main body may be composed of a composite material of a metal core material and a covering material made of resin, rubber or the like encapsulating the core material. When the main body is made of a composite material, the core material makes it easy to ensure the rigidity and strength of the main body, and the covering material such as rubber makes it easy to adjust the overall thickness or thickness distribution. In addition, when the outer surface of the main body is made of resin or rubber, at least rust prevention of the main body becomes unnecessary, and the storability can be improved. Further, it is preferable that the outer surface of the main body is made of a resin or the like because the wheel or the like is hardly damaged when the anti-skid device is attached to the tire.

<< Connector / Connector >>
(1) The connection body according to the present invention has a flexible belt shape, and is preferably formed of a belt excellent in strength, weather resistance, and the like. In addition, although the connection body as used in this specification may be only such a belt etc., it is preferable if it is provided with the adjustment tool (job etc.) which can adjust the length steplessly or with a step. For example, it is preferable that the inner belt-like connector includes an inner length adjuster that adjusts the connection length.

The connection method between the connecting body and the connecting portion of the main body is not limited. For example, the end portion of the connecting body may be inserted into the connecting portion and connected by sewing or the like, or the belt-like connecting body and the connecting portion may be connected (inserted) via various buckles or a foot whose length can be adjusted. Wearing, tightening, fastening, etc.).

(2) The anti-skid device of the present invention includes an outer front belt-like connecting body that connects between the outer front connecting part and one end of the removable connecting tool, and an outer rear connecting part and the other end of the removable connecting tool. May be provided, and the contents described above may be applied to these cases. For example, it is preferable that the outer front belt-like connector or the outer rear belt-like connector is also provided with an outer length adjuster (which may also be used as a detachable connector) that adjusts the connection length, like the inner length adjuster described above.

(3) The antiskid device is attached and detached by attaching / detaching a detachable connector disposed on the outside of the tire. The detachable connector is not limited in its type, structure, form, etc., but is preferably one that enables simple and quick mounting. As such a detachable coupling tool, a latching buckle for fitting a latching hook pivoted on the buckle into a latching hole provided in the belt, a protruding male connector to be engaged, and a cylinder containing it A so-called one-touch buckle that can be attached and detached with a single touch by an elastic lock mechanism (engagement part), and a hooked concave / convex (toothed, wavy) belt and the belt's concave / convex In addition, there is a ratchet buckle comprising a stopper (claw) that sends the belt in one direction.

Also, a detachable connector may be provided between the inner rear connecting portion and the inner front connecting portion, however, since it is normal that the anti-skid device is attached and removed while being connected, It is sufficient if the connection length can be adjusted. In the present invention, the antiskid device in which the interval between the inner and / or outer connecting portions is fixed is not necessarily excluded.

《Unit unit》
In the antiskid device of the present invention, a unit unit including at least a first main body, a second main body, an inner belt-like connecting body, and a detachable connecting device is a basic unit. Two or more of these unit units are combined to form an antiskid device.

The inside of the two main bodies that make up the unit unit (the back side when attached to the tire) usually remains connected except when adjusting the inner connection length. That is, the attachment / detachment of the anti-skid device is performed by connecting / disconnecting the detachable connector on the outside.

In the case of a non-skid device for a small vehicle such as a light vehicle, for example, two unit units are arranged in series, and the anti-skid device is attached / detached by connecting / disconnecting (detaching / attaching) one attachment / detachment connector. be able to. This is the same when there are three or more unit units. Therefore, one detachable connector according to the present invention may be provided for each unit, but it is sufficient that at least one anti-skid device as a whole is provided.

However, if it is a non-slip device for large vehicles such as industrial automobiles, for example, it is possible to divide each of the three unit units so that they can be connected / released with multiple attachment / detachment connectors. However, there are cases where the wearability is excellent. In addition, if a detachable connector is provided for each unit unit, as long as it is the same standard (corresponding tire width is the same), two, three or even four unit units can be connected and attached as appropriate. It is possible to deal with various vehicles (tire rim diameter). As a result, the number of products or parts to be manufactured or managed can be reduced, and the manufacturing cost and management cost can be reduced.

[First Example]
"Overview"
FIG. 1 shows a state in which a tire anti-skid device S (hereinafter simply referred to as “anti-skid device S”) according to an embodiment of the present invention is mounted on a tire T for a large automobile. The anti-skid device S includes three

unit units

1, 2, and 3. The

unit units

1, 2, and 3 have the same configuration, and are detachably connected on the outer side (the front side in FIG. 1) of the tire T that is the decorative surface side of the wheel (not shown). Hereinafter, the unit unit 1 which is one of them will be described in detail with reference to FIG. 2 which is an overall enlarged view thereof and FIG. 3 which is a partially enlarged view thereof, and description on other unit units will be omitted.

《Unit unit》
The unit unit 1 includes a first main body 11, a second main body 12, an inner belt-like connector 13 (131, 132, 133), an outer belt-like connector 14 (141, 142), and a detachable connector 15 (151, 151). 152). In addition, although mentioned later for details, the fork-shaped male connector 151 which comprises the attachment / detachment connector 15 of the unit unit 1 is the cylindrical female which comprises the attachment / detachment connector 25 (251,252) of the unit unit 2. Engages with mold coupler 252. The cylindrical female connector 152 constituting the detachable connector 15 of the unit unit 1 is engaged with the fork-shaped male connector 351 constituting the detachable connector 35 (351, 352) of the unit unit 3. To do. In addition, each attachment / detachment connector 15, 25, 35 has the same form.

(1) Main Body The first main body 11 has an inner rear extending portion 111, a first grounding portion 112, and an outer front extending portion 113, and has a tire outer peripheral side shape (substantially U-shaped cross section). Along this, a wide plate-like body is formed by integrally molding hard rubber into a substantially U shape. The first grounding portion 112 includes an inward extending portion 112a, a transverse portion 112b, and an outward extending portion 112c. The inward extending portion 112a extends in the radial direction along the inner sidewall portion of the tire T. The crossing part 112b is bent approximately 90 ° outwardly from the inwardly extending part 112a and continues, and crosses the tread part of the tire T. The outward extending portion 112c is gently bent by about 90 ° from the transverse portion 112b and extends in the radial direction along the outer sidewall portion. Since the outermost surface of the crossing portion 112b serves as a contact surface when the tire is mounted on a tire, the crossing portion 112b is thicker than other portions. A plurality of elongated antiskid grooves 112g extending in the axial direction of the wheel (direction perpendicular to the paper surface of FIG. 1) are formed on the outermost surface side of the crossing portion 112b.

The inner rear extending portion 111 is continuous from the radial end portion of the inner extending portion 112a of the first grounding portion 112, gently bends by about 90 ° in the rear circumferential direction, and extends along the inner sidewall portion. Yes. The outer front extending portion 113 continues from the radial end of the outer extending portion 112c of the first grounding portion 112, gently bends by about 90 ° in the front circumferential direction, and extends along the outer side wall portion. Yes.

An inner-rear connecting portion 1112 made of a long and narrow reinforced hole along the radial direction of the tire is formed at the distal end on the rear circumferential direction side of the inner-rear extending portion 111. Further, an outer front connecting portion 1131 made of a long and narrow reinforced hole along the radial direction of the tire is formed at a front end portion on the front circumferential direction side of the outer front extending portion 113.

The second main body 12 has an inner front extending portion 121, a second grounding portion 122, and an outer rear extending portion 123, so as to follow the outer peripheral side shape (substantially U-shaped cross section) of the tire. It consists of a wide plate-like body formed by integrally molding hard rubber into a substantially U shape. The second grounding portion 122 includes an inward extending portion 122a, a transverse portion 122b, and an outward extending portion 122c. The inward extending portion 122a extends in the radial direction along the inner sidewall portion of the tire T. The crossing portion 122b is bent continuously by about 90 ° outward from the inward extending portion 122a and crosses the tread portion of the tire T. The outward extending portion 122c is gently bent by about 90 ° from the transverse portion 122b and extends in the radial direction along the outer sidewall portion. Since the outermost surface of the crossing portion 122b is a tire or a ground contact surface when worn, it is thicker than other portions. A plurality of elongated antiskid grooves 122g extending in the axial direction of the wheel are formed on the outermost surface side of the transverse portion 122b.

The inner front extending portion 121 is continuous from the radial end portion of the inner extending portion 122a of the second grounding portion 122, gently bends by about 90 ° in the front circumferential direction, and extends along the inner side wall portion. Yes. The outer rear extending portion 123 continues from the radial end portion of the outer extending portion 122c of the second grounding portion 122, gently bends by about 90 ° in the rear circumferential direction, and extends along the outer side wall portion. .

An inner front connecting portion 1211 made of an elongated reinforced hole along the radial direction of the tire is formed at the front end portion of the inner front extending portion 121 on the front circumferential direction side. In addition, an outer rear connecting portion 1232 formed of a long and narrow reinforced hole along the radial direction of the tire is formed at a distal end portion on the rear circumferential direction side of the outer rear extending portion 123.

As described above, the first main body 11 and the second body 12 are not the same member because the direction of each extending portion or the arrangement of each connecting portion is reversed with respect to the circumferential direction. It has the same form.

(2) Inner band-shaped coupling body The inner band-shaped coupling body 13 includes a first inner belt 131, a second inner belt 132, and an inner length adjusting tool 133 (so-called “job”).

The inner front end portion 1311 of the first inner belt 131 is inserted into the inner rear connection portion 1112 by being sewn to the first inner belt 131 after the front end of the inner inner belt 131 passes through the inner rear connection portion 1112 of the first body 11. Yes. The inner rear end 1322 of the second inner belt 132 is inserted into and attached to the inner front connecting portion 1211 by being sewn to the second inner belt 132 after the front end has passed through the inner front connecting portion 12111 of the second main body 12. ing.

The inner length adjuster 133 is provided between the inner rear end portion 1312 of the first inner belt 131 and the inner front end portion 1321 of the second inner belt 132, and the distance between the inner rear connecting portion 1112 and the inner front connecting portion 1211 ( The inner rear end portion 1312 and the inner front end portion 1321 are connected while adjusting the connection length. More specifically, the inner length adjuster 133 has a front strut 1331, a rear strut 1332, and a central strut 1333, which are in a ladder ring shape connected by an outer frame. A front ring is formed between 1333 and a rear ring is formed between the rear column 1332 and the central column 1333.

The inner rear end portion 1312 of the first inner belt 131 is bent by the central column 1333, inserted into the front ring, and sandwiched between the front column 1331 and the first inner belt 131, thereby the inner length adjuster 133. It is inserted on the front side. The inner front end 1321 of the second inner belt 132 is stitched to the second inner belt 132 after the tip of the inner front end 1321 has passed through the rear ring of the inner length adjuster 133, thereby being attached to the inner length adjuster 133 (rear strut 1332). It is inserted.

Here, since the inner rear end portion 1312 is not coupled to the first inner belt 131, the insertion position can be freely changed, thereby connecting the first inner belt 131 and the second inner belt 132. The distance between the connecting portion 1112 and the inner front connecting portion 1211 can also be adjusted steplessly over a wide range. In addition, each inner belt which concerns on a present Example consists of a chemical fiber (for example, polypropylene fiber) etc. which were excellent in intensity | strength, durability, a weather resistance, etc. (Each outer belt mentioned later is also the same).
(3) Outer band-shaped coupling body and detachable coupling body The outer band-shaped coupling body 14 is considerably the same as the first outer belt 141 and the second outer belt 142, and the detachable coupling tool 15 is a so-called one-touch buckle. A female connector 152.

The outer rear end portion 1412 of the first outer belt 141 is inserted into and attached to the outer front connection portion 1131 by being sewn to the first outer belt 141 after the front end of the first outer belt 141 is inserted through the outer front connection portion 1131 of the first main body 11. ing. The front end of the outer front end 1411 of the first outer belt 141 is inserted into the male side connecting portion 1511 of the male connector 151. The male side connecting portion 1511 also serves as an outer length adjusting tool having a ladder ring shape similar to the inner length adjusting tool 133. For this reason, the connection length between the male connector 151 and the outer front connection portion 1131 of the first main body 11 (the distance between the outer front connection portion 1131 and the outer rear connection portion 2232) is also not significantly increased by the male side connection portion 1511. It can be adjusted in stages.

The outer front end portion 1421 of the second outer belt 142 (242) is inserted into the outer rear connection portion 1232 by stitching the front end of the second outer belt 142 (242) through the outer rear connection portion 1232 of the second main body 12 and then being sewn to the second outer belt 142. It is worn. The outer rear end portion 1422 (2422) of the second outer belt 142 (242) is inserted into the second outer belt after the front end of the second outer belt 142 (242) is inserted through the ring-shaped female side connecting portion 1522 (2522) of the female connector 152 (252). 142 (242) is sewn to the female coupling portion 1522 (2522).

The male connector 151 of the detachable connector 15 has a fork shape having three protrusions, and the female connector 152 (252) of the detachable connector 15 has three protrusions of the male connector 151. It has a cylindrical shape to enclose. The protrusions 1513 on both outer sides of the male connector 151 are elastically widened and hooked on the notches 1523 (2523) provided on both sides of the center of the female connector 152 (252). The mold coupler 151 and the female coupler 152 (252) are coupled. Conversely, the coupling between the male connector 151 and the female connector 152 (252) is released by elastically reducing the width of the protrusion 1513.

[Second Example]
FIG. 4 shows a unit unit 5 in which the first main body 11 related to the unit unit 1 is replaced with the first main body 51, the second main body 12 is replaced with the second main body 52, and the inner belt-like connecting body 13 is replaced with the inner belt-like connecting body 53. It was. In addition, about the member similar to the case of the unit unit 1, the same code | symbol was attached | subjected and detailed description was abbreviate | omitted. Other parts not described in detail are basically the same as those in the first embodiment. The same applies to the following embodiments.

The first main body 51 and the second main body 52 related to the unit unit 5 are composed of a common main body 50 having the same form. Therefore, the unit unit 5 does not need to prepare two types of main bodies, and can use one type of main body in common. Therefore, the manufacturing cost and management can be reduced by reducing the number of parts compared to the unit unit 1 (2, 3). Cost can be reduced.

Specifically, the common main body 50 includes a grounding portion 502 and four extending

portions

501, 503, 504, and 505 that extend from both ends to both sides in the circumferential direction. One connecting

portion

5012, 5031, 5041, and 5052 are formed respectively. The common main body 50 is also composed of a wide plate-like body integrally formed with hard rubber in a substantially U shape so as to follow the outer peripheral side shape (substantially U-shaped cross section) of the tire. However, unlike the

main bodies

11 and 12, the common main body 50 has a left-right symmetric shape (that is, symmetric with respect to the front-rear direction) with respect to a center line that vertically cuts the grounding portion 502 in the wheel axis direction.

If the common main body 50 is the first main body 51, as in the case of the first main body 11, the extension portion 501 is the inner rear extension portion 511, the grounding portion 502 is the first grounding portion 512, and the extension portion. Reference numeral 503 denotes an outer front extending portion 513, a connecting portion 5012 is an inner rear connecting portion 5112, and a connecting portion 5031 is an outer front connecting portion 5131. However, in this case, the inner front extending portion 514 including the extending portion 504 and the inner front connecting portion 5141 including the connecting portion 5041, and the outer rear extending portion 515 including the extending portion 505 and the outer rear including the connecting portion 5052. The connecting portion 5152 functions as a holding portion that further improves the holding ability of the first main body 51 to the tire.

If the common main body 50 is the second main body 52, as in the case of the second main body 12, the extension portion 504 is the inner front extension portion 521, the grounding portion 502 is the second grounding portion 522, and the extension portion. Reference numeral 505 denotes an outer rear extending portion 523, a connecting portion 5041 serves as an inner front connecting portion 5211, and a connecting portion 5052 serves as an outer rear connecting portion 5232. However, in this case, the front / rear extension part 524 composed of the extension part 501 and the front / rear connection part 5242 composed of the connection part 5012 and the front / rear extension part 525 composed of the extension part 503 and the front / rear extension composed of the connection part 5031. The connecting portion 5251 functions as a holding portion that further improves the holding ability of the second main body 52 to the tire.

In the case of the unit unit 5 as well, as in the case of the unit unit 1, the first main body 51 and the second main body 52 can be connected using the inner band-like connecting body 13, but in this embodiment, the case where the inner band-like connecting body 53 is used is shown. It was. The inner belt-like connecting body 53 includes a first inner belt 531, a second inner belt 532, and an inner length adjuster 533. The first inner belt 531 and the second inner belt 532 are substantially the same as the first inner belt 131 and the second inner belt 132, respectively. The inner length adjuster 533 is obtained by changing the foot that constitutes the inner length adjuster 133 to the same one-touch buckle as the detachable connector 15.

[Third embodiment]
FIG. 5 shows a unit unit 7 in which the first main body 11 related to the unit unit 1 is replaced with the first main body 71 and the second main body 12 is replaced with the second main body 72.

The first main body 71 and the second main body 72 related to the unit unit 7 are both composed of a common main body 70. The common body 70 is a simpler shape of the common body 50 described above. When the unit unit 7 composed of the common main body 70 is used, it is possible to further reduce the manufacturing cost and the management cost not only when the unit unit 1 (2, 3) is used but also when the unit unit 5 is used. obtain.

Specifically, the common main body 70 includes an inner extending portion 701 that also serves as an inner extending portion (an inner front extending portion and an inner rear extending portion), a transverse portion 702 that serves as a grounding portion, and an outer extending portion ( And an outer extension portion 703 that also serves as an outer front extension portion and an outer rear extension portion. The inward extending portion 701 extends in the radial direction along the inner sidewall portion of the tire. The crossing part 702 is bent approximately 90 ° outward from the inwardly extending part 701 and continues to cross the tread part of the tire. The outwardly extending portion 703 is gently bent by about 90 ° from the transverse portion 702 and extends in the radial direction along the outer sidewall portion. The common main body 70 is also composed of a wide plate-like body integrally formed with hard rubber in a substantially U shape so as to follow the outer peripheral side shape (substantially U-shaped cross section) of the tire, and has a symmetrical shape with respect to the front-rear direction. It has become.

The inwardly extending portion 701 has connecting

portions

7021 and 7022 on both sides in the circumferential direction from its radial end, and the outwardly extending portion 703 has connecting

portions

7031 and 7032 on both sides in the circumferential direction from its radial end. Have. Since the outermost surface of the crossing portion 702 is a tire or a ground contact surface when worn, it is thicker than other portions. A plurality of elongate antiskid grooves 702g extending in the axial direction of the wheel are formed on the outermost surface side of the crossing portion 702.

If the common main body 70 is the first main body 71, the inner extension 701 is an inner extension 711 that serves as an inner rear extension and an inner front extension, and the outer extension 703 is an outer rear extension. The outer extending portion 713 that also serves as the outer front extending portion, the connecting portion 7022 serves as the inner rear connecting portion 7112, and the connecting portion 7031 serves as the outer front connecting portion 7131. Also in this case, similarly to the common main body 50, the inner front connection portion 7111 including the connection portion 7021 and the vicinity thereof, and the outer rear connection portion 7132 including the connection portion 7032 and the vicinity thereof are retained on the tire of the first main body 71. It functions as a holding part that improves the performance.

If the common main body 70 is the second main body 72, the inner extension 701 is an inner extension 721 serving as an inner rear extension and an inner front extension, and the outer extension 703 is an outer rear extension. The outer extending portion 723 also serving as the outer front extending portion, the connecting portion 7021 serves as the inner front connecting portion 7211, and the connecting portion 7032 serves as the outer rear connecting portion 7232. Also in this case, as in the case of the common main body 50, the inner / rear connecting portion 7212 including the connecting portion 7022 and the vicinity thereof, and the outer front connecting portion 7231 including the connecting portion 7031 and the vicinity thereof are retained on the tire of the second main body 72. It functions as a holding part that improves the performance.

[Other embodiments]
(1) The above-described inner belt-like connector (including the inner length adjuster) or outer belt-like connector (including the detachable connector) may be used as the belt-like connector 83 as shown in FIG. The belt-like connecting body 83 includes a first belt 831, a second belt 832, and a connection adjusting tool 833 including a belt buckle. One end of the first belt 831 is inserted into a central column 8332 fixed to the frame of the connection adjusting tool 833. One end of the second belt 832 is provided with a plurality of retaining holes 8321 at a predetermined pitch. A latching hook 8331 pivotally supported by the central column 8332 of the connection adjusting tool 833 is inserted into one of the latching holes 8321. The first belt 831 and the second belt 832 are connected while the connection length is adjusted in a stepped manner by changing the position of the hooking hole 8321 into which the hooking hook 8331 is inserted.

(2) The inner belt-like connector (including the inner length adjuster) or the outer belt-like connector (including the detachable connector) may be used as the belt-like connector 93 as shown in FIG. The belt-like connecting body 93 includes a first belt 931, a second belt 932, and a connection adjusting tool 933 that is a ratchet buckle. A lever-like connection adjuster 933 is pivotally supported at one end of the first belt 931. On one end side of the second belt 932, a plurality of convex portions 9321 are provided at a predetermined pitch. When the claw 9331 of the connection adjusting tool 933 (projecting on the back side in FIG. 7) is hooked and fixed to the convex portion 9321, the first belt 931 and the second belt 932 adjust the connection length in a stepped manner. Connected.

(3) In the above-described embodiment, the case where each connecting portion is integrally formed with a plate-shaped (or belt-shaped) main body is shown. In addition, as shown in FIG. 8, for example, the connecting portion may be configured by a connecting ring 102 or the like in which one end portion is fixed to the extending portion 101 of the main body by a rivet 1011. In this way, even when the main body (particularly, each extending portion) is not plate-like or the like (for example, a rod-like shape), the connection by the belt-like connecting body can be easily achieved. In addition, each belt may be made of rubber having the same quality as the main body, in addition to the above-described flexible belt made of chemical fiber. And if adjustment of connection length is unnecessary, in the antiskid device of the present invention, the main part and each connection object may be integrated in each connection part.

DESCRIPTION OF SYMBOLS S Tire anti-skid apparatus 1 Unit unit 11 1st main body 12 2nd main body 13 Inner strip | belt-shaped connection body 15 Detachable connector

Claims

Between the inner sidewall portion of the tire fitted to the vehicle wheel and the outer sidewall portion of the tire, at least on the first grounding portion facing the tread portion of the tire and the inner sidewall portion side An inner rear connecting portion arranged on the rear circumferential side of the tire connected to the first ground contact portion and an outer side arranged on the front circumferential direction side of the tire connected to the first grounded portion on the outer sidewall portion side. A first body having a front connecting portion;
A second grounding portion on the rear circumferential direction side of the first body and between the inner sidewall portion and the outer sidewall portion and facing at least the tread portion, and the second grounding on the inner sidewall portion side An inner front connecting portion arranged on the front circumferential direction side of the tire and an outer rear connecting portion arranged on the rear circumferential direction side of the tire on the outer side wall portion side. A second body having
A flexible inner belt-like connecting body for connecting the inner rear connecting portion and the inner front connecting portion;
A detachable connector that can be detachably connected to the outer front connecting portion and the outer rear connecting portion.
A tire anti-skid device comprising a unit unit in which the first main body and the second main body are connected by the inner belt-like connecting body.
The tire anti-skid device according to claim 1, wherein the first main body and the second main body are made of a substantially U-shaped plate-like body.
The first body and the second body are
Commonly having the grounding portion serving also as the first grounding portion and the second grounding portion, the inner rear connecting portion, the inner front connecting portion, the outer rear connecting portion, and the outer front connecting portion. The tire anti-skid device according to claim 1 or 2, comprising a main body.
The first body further includes:
An inner rear extending portion that extends in the rear circumferential direction of the tire on the inner sidewall portion side and that extends in the rear circumferential direction of the tire, and a front periphery of the tire that continues to the first grounded portion on the outer sidewall portion side An outer front extending portion extending in the direction,
The second body further includes
An inner front extending portion extending in the front circumferential direction of the tire on the inner sidewall portion side, and a rear periphery of the tire connected to the second grounding portion on the outer sidewall portion side. The tire anti-skid device according to any one of claims 1 to 3, further comprising an outer rear extending portion extending in a direction.
The inner rear connecting portion is provided in the inner rear extending portion,
The inner front connecting portion is provided in the inner front extending portion,
The outer rear connecting portion is provided in the outer rear extending portion,
The tire anti-skid device according to claim 4, wherein the outer front connecting portion is provided in the outer front extending portion.
The tire anti-skid device according to any one of claims 1 to 5, further comprising an inner length adjuster for adjusting a connection length of the inner belt-like connection body.
An outer front belt-like connecting body for connecting between the outer front connecting portion and one end of the removable connecting tool;
An outer rear belt-like connecting body for connecting the outer rear connecting portion and the other end of the detachable connector;
The tire anti-skid device according to any one of claims 1 to 5.
The tire anti-skid device according to claim 7, wherein the outer front belt-like connection body or the outer rear belt-like connection body includes an outer length adjusting tool for adjusting a connection length.
The tire anti-skid device according to any one of claims 1 to 5, wherein the first main body and the second main body are made of a molded body of rubber or resin.
A member for a tire anti-skid device, which is the first main body or the second main body according to any one of claims 1 to 5.