JP2719692B2 - Anti-slip device for automobile tires - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an automobile tire anti-slip device.

[Conventional technology]

Conventionally, ladder type ladder types represented by steel chains have been used as anti-skid devices for automobiles of this type,
It is roughly classified into a net type in which a tread portion of a non-slip device typified by a non-metallic chain has a mesh shape crossed.

[Problems to be solved by the invention]

The former ladder type has advantages such as simple structure, easy installation, and low price, but has a tendency to be shunned due to large vibration and noise, which is inferior in ride comfort in recent years, which is strongly demanded by consumers. On the other hand, the latter net type has excellent ride comfort, but the structure is complicated and the price is high, and since it is a type that covers the entire tire at the time of installation, there is a drawback that the work such as moving the car or jacking up is required and the installation is inferior .

Conventionally, mounting properties and ride comfort have been considered to be conflicting issues. In other words, the poor rideability of the ladder type is sacrificed for the advantage of the mountability, and the poor fit of the net type is sacrificed for the advantage of the rideability.

However, as shown in the "Spike Tire Dust Prevention Law" enacted on June 27, 1990, the use of spiked tires is restricted from the aspect of dust. There is an urgent need to provide devices (having excellent attachment properties and excellent ride comfort).

Generally, in ladder type anti-slip devices,
As shown in FIG. 17, eight treads 2 are arranged on the circumference of the tire tread at intervals such that L1> L so as to avoid the contact length L of the tire 1 with the ground.

This is because the arrangement of the tread 2 on the circumference of the tire tread surface is more advantageous when considering the balance surface in terms of the nature of the rotating object when the tires are at equal intervals. For example, in the case of a general tire size of 165R13, Assuming that the diameter is 596 mm, the tread width B on the tire tread circumference is 20 mm, and eight treads are evenly distributed on the tire tread circumference, the distance L1 between the treads is L1> L between the tire contact length L タ イ ヤ 200mm
Relationship.

In other words, in the case of a ladder type anti-slip device in which eight treads are arranged at equal intervals on the circumference of the tire tread, the distance L1 between adjacent treads is larger than the contact length L of the tire, so that the vehicle moves or The tread can be attached to the tire so as to avoid the contact length L of the tire without jacking up or the like, and the attachment is excellent. On the other hand, the distance L1 between treads is the contact length L of the tire.
The longer length causes a step difference between the tire and the tread during running, which impairs ride comfort.

The distance between the treads other than the mounting part was made smaller than the above-mentioned L1 for the purpose of improving performance and riding comfort,
Some treads have been increased to about 12, but in order to obtain the advantage of the ladder type attachment, the distance L1 between the treads with respect to the tire contact length L
Since at least one portion where L1> L must be left, the above-mentioned step is not eliminated, and a non-uniform portion occurs in the tread interval.

Fig. 18 shows an example of a net type anti-slip device,
As is apparent from the figure, since the tread covers almost the entire circumference of the tire 1, there is no step where L1 <L as in the ladder type described above, and the tire 1 is excellent in ride comfort.

However, since it is necessary to cover the ground contact part of the tire with the tread, it is necessary to move the car and step on the tread or to jack up, so that the attachment is inferior to the ladder type.

SUMMARY OF THE INVENTION An object of the present invention is to provide an anti-skid device for an automobile which eliminates the above-mentioned drawbacks and has both advantages of a ladder type mountability and a net type ride comfort.

[Means for solving the problem]

An automobile tire anti-slip device of the present invention includes a plurality of spaced-apart anti-slip members that contact the tread surface of the tire and surround the tire, and a tire side surface that detachably connects a connection portion of the anti-slip member to the tire. In the automotive tire anti-skid device comprising a fastening member along with, the one anti-slip member adjacent to each other is provided with a bendable cantilever projecting portion extending in the circumferential direction of the tire from the other toward the other,
The cantilever projection is bendable via the bent portion.

Further, the automotive tire anti-slip device of the present invention, a plurality of spaced apart non-slip members surrounding the tire in contact with the tread of the tire, and detachably connect the connection portion of the anti-slip member to the tire, In an automobile tire anti-slip device having a fastening member along a tire side surface,
One of the non-slip members adjacent to each other is provided with a bendable cantilever projection extending in the circumferential direction of the tire from the other anti-slip member, and the cantilever projection is turned through the bent portion so as to be parallel to the anti-slip member. It is characterized by being movable.

(Operation)

In the vehicle tire anti-slip device of the present invention, when the anti-slip member is mounted on the tire, a ladder-type mounting mode is obtained by bending the protrusion so as to avoid the ground contact portion of the tire. Since the bent protrusions are arranged on the circumference of the tread surface of the tire so as to return to the state before the deformation and reduce the distance between the treads, it is possible to take a tread form close to a net type.

〔Example〕

 Hereinafter, embodiments of the present invention will be described with reference to the drawings.

As shown in FIG. 1, the automobile tire anti-slip device of the present invention includes a tread (anti-slip member) 2 which abuts on the tread surface of the tire 1 and surrounds the tire, and each connecting portion 3 connected to the tread 2 of the tire. A fastening member 4 arranged along the circumferential direction of the tire side surface so as to be pulled inward in the radial direction, and each tread 2 has a free end extended on the tread surface of the tire 1 in the circumferential direction of the tire. Cantilever protrusion 5
Are provided to bend freely.

That is, as shown in FIG. 2, the cantilever projection 5 is joined to the tread 2 via the bent portion 6 so as to be rotatable in a direction away from the tread surface of the tire 1.

In addition, as is clear from FIG. 2, the bent portion is integral with the other portion, but the cross-sectional area is smaller than that of the other portion.

In FIG. 3, the cantilever protrusion 5 has a bent portion 6 as the center of the tire 1.
The state at the time of turning in the direction away from the tread surface is indicated by a chain line.

FIG. 4 shows the arrangement of the tread of the anti-skid device for an automobile according to the present invention when the tire runs while rotating in the R direction. At this time, the tread 2 arranged on the circumference of the tread surface of the tire includes the free end of the cantilever protrusion 5 and the adjacent tread 2.
Since the distance between the treads can be regarded as the substantial distance L1 between the treads, the circumference of the tread surface of the tire 1 is covered at equal intervals in a relationship of L1 <L, so that a riding comfort close to that of a net type can be obtained.

In other words, in order to obtain ride comfort with less vibration and noise, L1
<L is required and the general tire size is 16
In the case of 5R13, the contact length L of the tire is about 200 mm, but the tread width B of the tread on the tire tread circumference is 20 mm.
mm, the outer diameter of the tire is 596 mm, and the length S of the cantilever projection 5 is 7
8mm, when the automobile tire anti-slip device of the present invention is configured with eight treads, the distance L1 is And L1 <L can be sufficiently satisfied.

In order to realize the good ride comfort in the relationship of L1 <L with the conventional ladder type having no cantilever protrusion 5 in the present invention, twelve equally spaced treads are required as shown in FIG. Becomes 165R13 which is general tire size
In the case of, when 12 treads are arranged at equal intervals, the distance L between the treads becomes Although the relationship of L1 <L is obtained, the distance L1 between the treads is smaller than the contact length L of the tire with the ground, so the advantage of the conventional ladder type attachment is lost. I will be.

In the case of the anti-slip device for an automobile according to the present invention, when running, it shows a property close to a net type in terms of ride comfort as shown in FIG. 4, but also shows the mountability as shown in FIG.
It is characterized in that there is no loss of the merit of the attachment like a ladder type having treads of twelve.

FIG. 6 shows a method of mounting the anti-skid device for a vehicle according to the present invention.

At the time of attachment, first, the tread 2 is brought into contact with the tread of the tire 1, and the connecting portions 3 connected to the tread 2 are pulled and bound inward in the tire radial direction so as to avoid the contact length L of the tire 1. To this end, the fastening ends 7 and 7 'of the fastening portions 4 arranged along the circumferential direction of the tire side surface are joined. At this time, one cantilevered projection 5 joined to the tread 2 is manually turned around the bent portion 6 in a direction away from the tread surface of the tire 1 so that the tread is larger than the contact length L of the tire 1. An interval L1 'is obtained.

As described above, the tread interval L1 before attachment is 136 mm, but the length S that is rotatably joined via the bent portion 6
When the cantilever protrusion 5 of 78 mm is manually rotated, a tread interval L1 'larger than the ground contact length L of the tire 1 can be obtained.

At this time, a fastening member 8 may be used in combination with the fastening member 4 for binding the tread 2 to the tire.

The length S of the cantilever projection 5 is determined in consideration of the workability at the time of attachment and the durability at the time of running in a range where L1 <200 mm. In order to prevent the protrusions 5 from coming off, the protruding direction of the cantilever protrusions 5 from the tread 2 is preferably opposite to the forward rotation direction R of the tire 1 as shown in FIG.

Since the cantilevered projection 5 has a bendable cantilever structure having a free end extended in the circumferential direction of the tire on the tread of the tire, the cantilevered projection 5 rotated by hand at the time of mounting is running. It automatically returns in a state before the hand is rotated by hand, and the arrangement of the tread 2 on the circumference of the tread surface of the tire has a relationship of L1 <L as shown in FIG.

The relationship of L1 <L at the time of running is an important point for improving the ride comfort. In the anti-skid device for an automobile of the present invention, the tread arrangement shown in FIG. 4 during running and shown in FIG. The arrangement of the tread and the arrangement of the tread can be varied substantially. That is, the present invention is characterized in that the cantilever protrusion 5 is provided on the tread 2 as a bendable cantilever structure having a free end extended in the circumferential direction of the tire on the tread surface of the tire.

In order to positively return to the state before the cantilevered projection 5 is rotated by hand during this traveling, the bent portion 6 joining the cantilevered projection 5 to the tread 2 needs to be elastic. It is preferable that it is formed of one piece. Normally, when installed in the tire antiskid device body for automobiles, the tread positions arranged at both ends of the tire portion that comes into contact with the ground can be fixed points. The bent cantilever portion 5 having a free end may be provided at least at one position in the entire tread position, and the tread form at other positions may be a net type shown in FIG.

In addition to the one shown in FIG. 1, the cantilever projection 5 may be U-shaped as shown in FIG. 8, or may be two extending in parallel as shown in FIG. The tip may be tapered as shown in FIG.

Further, as shown in FIG.
May be rotatably joined in a direction parallel to the tread surface of the tire 1 via the bent portion 6 ′.

FIG. 12 shows a cantilever 5 connected to the tread 2.
Shows a state in which is bent in a direction parallel to the tread surface of the tire 1 via the bent portion 6 '.

FIG. 13 shows the use of the anti-slip device for an automobile according to the present invention in which the tread 2 and the cantilever projection 5 are flexibly joined in the direction parallel to the tread surface of the tire 1 via the bending portion 6 '.
At the time of mounting, the cantilever protrusion 5 is manually rotated about the bent portion 6 ′ in a direction parallel to the tread surface of the tire 1 by hand.
At the time of obtaining a tread interval L1 'larger than the ground contact length L of FIG.

Also in the case of this embodiment, the cantilever protrusion 5 has a bendable cantilever structure having a free end extended in the circumferential direction of the tire on the tread surface of the tire, so that the cantilever protrusion 5 is manually rotated at the time of mounting. The cantilevered projection 5 automatically returns to the state before it is rotated by hand during running, and the tread 2 on the circumference of the tire tread surface.
As in the case of FIG. 4, the distance L1 between the treads has a relationship of L1 <L.

In order to actively return to the state before the cantilevered projection 5 is rotated by hand during traveling, the cantilevered projection 5 must be
Is preferably formed of an elastic piece member.

Now, centrifugal force acts on the mass arranged on the rotating body, but centrifugal force also acts on the tread portion of the tire anti-skid device as the tire rotates. The centrifugal force opposes the centrifugal force, and in the case of a tire anti-skid device, a fastening member generates a centripetal force to support a tread arranged on the tread surface of the tire.

If the centripetal force is lost, the tread will fly tangentially around the tire circumference.

In the case of the anti-slip device for an automobile of the present invention, the tread 2 is connected to the fastening member 4 along the side surface of the tire via the connecting portions 3. The bendable cantilever 5 having a free end extended in the direction is close to the free upper body.

Therefore, as shown in FIG. 14, as the tire rotates, the cantilevered projection 5 tends to separate from the tread surface circumference of the tire 1. In order to reduce the separation distance, in the present invention, the bent portion 6 joining the cantilever protrusion 5 to the tread 2 is formed by an elastic piece member. In this way, the cantilevered projection 5 rotated by hand at the time of mounting is automatically returned to a state before being manually rotated at the time of running, and at the same time, the cantilevered projection 5 is constantly moved during running. It can also play the role of giving a force to contact the tread.

In addition, it is preferable that the mass of the cantilever portion 5 decreases as it approaches the free end. That is, as shown in FIG. 15, the mass ΔM of the minute unit on the arbitrary extension distance ΔS of the cantilever projection 5 around the bending center point O of the bending portion 6 decreases as the extension distance ΔS increases. Can reduce the centrifugal force acting on the mass ΔM of the minute unit during traveling,
The separation distance H on the free end side of the cantilever 5 can be reduced.

Further, it is preferable that the cantilever protrusion 5 is curved along the outer circumference of the tire. That is, as shown in the upper right part of FIG. 16, a bendable cantilever protrusion 5 having a free end extending from the tread 2 in the circumferential direction of the tire on the tread surface of the tire 1.
By having a curved shape along the outer periphery of the tire 1, the separation distance from the tread surface of the tire 1 in a free state can be reduced as compared with a non-curved shape shown in the lower left portion of FIG. Since the vector component force P acting in the separating direction can be reduced among the rotational moment forces generated at the time of traveling on the free end side of the cantilever projection portion 5 around the bending center point O of the bending portion 6, the cantilever projection The separation distance on the free end side of the portion 5 can be reduced.

The above three methods for reducing the separation distance are preferably used in combination as appropriate according to the form of projection of the cantilevered projection 5.

〔The invention's effect〕

As described above, the device of the present invention can exhibit the good riding comfort of the net type while taking advantage of the ease of attachment of the ladder type, and eliminates the drawbacks of each conventional type.

[Brief description of the drawings]

FIG. 1 is a perspective view of an assembled state of the anti-skid device for automobiles of the present invention, FIG. 2 is a perspective view of a main portion of the anti-skid device for automobiles of the present invention, and FIG. FIG. 4 is an explanatory view showing the arrangement of the anti-skid device for a vehicle according to the present invention when the vehicle is running, and FIG. 5 is a comparative description of a conventional anti-skid device for an automobile with respect to the arrangement shown in FIG. FIG. 6, FIG. 6 is an explanatory view of a method of mounting the anti-skid device for automobiles of the present invention, FIG. 7 is a developed view showing a part of another embodiment of the anti-skid device for automobiles of the present invention, FIG. FIG. 10 to FIG. 10 are plan views each showing another embodiment of the cantilever projection of the automotive tire anti-slip device of the present invention, and FIG. 11 is a plan view of another embodiment of the automotive tire anti-slip device of the present invention. FIG. 12 is a perspective view of a part, and FIG. Figure, Fig. 13 attached illustration of antiskid apparatus shown in FIG. 11, FIG. 14 is a state diagram of when the tire rotation of automobile tires skid device of the present invention, the
15 and 16 are explanatory views of the operation state of the cantilever projection of the anti-skid device for automobiles of the present invention, FIG. 17 is an explanatory view of the assembly state of the conventional ladder type anti-slip device, and FIG. It is an explanatory view of an assembly state of a net type anti-slip device. 1 ... tire, 2 ... tread (anti-slip member), 3 ...
... connecting part, 4 ... fastening member, 5 ... cantilever protrusion, 6,
6 ': bent portion, 7,7: fastening end, 8: fastening member.

Claims (7)

(57) [Claims] A plurality of non-slip members surrounding a tire in contact with a tread surface of the tire, and a fastening member along a side surface of the tire for detachably connecting a connection portion of the non-slip members to the tire. In the automotive tire anti-slip device, the one anti-slip member adjacent to each other is provided with a bendable cantilever portion extending in the circumferential direction of the tire from the other anti-slip member, and the cantilever protrusion is bent. A tire anti-slip device for an automobile, wherein the device is bendable via a portion. 2. A tire according to claim 1, further comprising: a plurality of spaced-apart slip members surrounding the tire in contact with the tread surface of the tire; and a fastening member along the side surface of the tire for detachably connecting a connection portion of the slip prevention members to the tire. In the automotive tire anti-slip device, the one anti-slip member adjacent to each other is provided with a bendable cantilever portion extending in the circumferential direction of the tire from the other anti-slip member, and the cantilever protrusion is bent. A tire anti-slip device for an automobile, which is rotatable so as to be parallel to the anti-slip member via a portion. 3. The anti-skid device for an automobile tire according to claim 1, wherein the bent portion is formed of an elastic member. 4. The anti-slip device for an automobile tire according to claim 1, wherein said cantilever projection and said bent portion are integrated. 5. The tire anti-slip device for an automobile according to claim 1, wherein said cantilever projection is curved. 6. The anti-skid device for an automobile tire according to claim 1, wherein the bent portion is a portion having a reduced cross-sectional area. 7. The method according to claim 1, wherein the weight decreases as the cantilever protrusion approaches the free end.
7. The anti-slip device for an automobile tire according to 4, 5, or 6.