JP3011683U - Anti-skid device for automobile tires - Google Patents

Abstract

(57) [Summary] (Modified) [Purpose] To improve the durability, wearability, and lightness of a ladder-type tire slip prevention device. [Structure] Metal front and rear connecting rings 20 and 21 are attached to both ends of each of the plurality of anti-slip bands in the longitudinal direction, and a connecting bar 30A made of an elastic material is provided between the connecting rings of the adjacent anti-slip bands. , 30B with a plurality of non-slip belts 1
0s are connected like a ladder. The inner ring retaining ring 50 is formed by detachably connecting both ends of a ladder-shaped one end side and the other end side non-slip band.
Also, the outer ring holding ring 60 is configured, and the outer ring holding ring is tightened by the side band 40, so that the inner ring holding ring and the outer ring holding ring are provided with predetermined stretchability and tightness by the connecting bar.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to an anti-skid device for an automobile tire, and more particularly to a device with greatly improved durability, wearability and light weight.

[0002]

[Prior art]

 When traveling on snowy roads or on icy roads, it is common to install anti-slip devices on the tires to ensure the safety of traveling.

In such a tire anti-skid device, as disclosed in Japanese Utility Model Laid-Open No. Sho 59-180904, a plurality of anti-slip bands are attached in a ladder shape between two parallel side ropes, and an inner side rope is used. Each of the inner ring retaining ring is configured by an outer side rope to form an outer ring retaining ring, and the outer ring retaining ring is tightened with a side band so that a non-slip band can be attached to the outer peripheral surface of the tire. Japanese Utility Model Laid-Open No. 61-161006 As shown in FIG. 2, a pair of C-shaped metal supporting rings is used instead of the side ropes, and the like.

[0004]

[Problems to be solved by the device]

 By the way, when the vehicle is suddenly braked or suddenly started, a large load is applied to the tire and the tire is greatly deformed, and the tire is deformed depending on the unevenness of the road surface even while the vehicle is running. Is tightly tightened by the side band, so the side rope is partially overloaded and may be cut, especially if the side rope is weakened by long-term use.

On the other hand, when the whole is made of metal like the support ring, there is little risk of cutting, but it becomes necessary to wind and fix the longitudinal outer end portion of the anti-slip band around the support ring, and the anti-slip band is formed. The distance between the anti-slip belts is likely to change by sliding with respect to the support wheel, and it becomes complicated because it is necessary to correct the distance between the anti-slip belts when the tire is mounted on the tire. Moreover, since a relatively large force is required to bend the metal support ring, it is complicated to mount the tire on a snowy road or a frozen road, and the anti-skid device becomes heavy. .

In view of such problems, it is an object of the present invention to provide an automobile tire anti-skid device having improved durability, wearability, and lightness.

[0007]

[Means for Solving the Problems]

 Therefore, the vehicle tire anti-skid device according to the present invention is provided with a plurality of inner support members having a length required for tightening and an outer support member having a length longer than that required for tightening. The anti-slip band is attached in a ladder shape, the inner support member forms the inner ring retaining ring, the outer support member forms the outer ring retaining ring, and the outer ring retaining ring is tightened by the side bands to prevent the non-slip band from wrapping around the tire. In a tire anti-skid device for a vehicle, the inner support member and the outer support member are each made up of a plurality of front and rear metal connecting rings and a plurality of elastic materials having a predetermined flexibility and elasticity. The front connecting ring and the rear connecting ring are inserted through the both ends of each of the multiple anti-slip belts, and the connecting bars are installed between the adjacent connecting rings of the anti-slip strips. Binding to, the connecting bar when mounted to the tire deflection in the tire center side while extending spanned Tsu pull the sideband, and having a predetermined elasticity and tightening properties.

The inner support member and the outer support member may have the same length, and the ladder-shaped anti-slip bands may be parallel to each other. However, the inner ring support member is set to a length that allows it to fit perfectly on the inner ring of the tire when both ends are connected to each other, but when the outer support member is set to the same length as the inner support member, the inner support member is After connecting, it is actually very difficult to connect both ends of the outer supporting member. Moreover, because the outer support member is tightened with the side band, the outer gap of the anti-slip band becomes narrower than the inner gap when the tire is attached, and the anti-slip band inclines with respect to the tire width direction, and the anti-slip performance is improved. It is difficult to secure. Therefore, the inner support member should be set to the length required for tightening, and the outer support member should be set to the length required for tightening or longer. In order to ensure good workability in mounting, it is preferable to make them larger so that the two intervals are substantially equal when the tire is mounted. In the case of the present invention, the connecting bar on the tire outer ring side is formed to be longer than the connecting bar on the tire inner ring side by a predetermined dimension, and when the tire is mounted, the anti-slip band is caused by the bending of the connecting bar toward the tire center side. The tires are configured so that the inner ring side and the outer ring side of the tires are almost equal.

A large load acts on the connecting bar from the connecting ring during tire mounting. Therefore, the connecting bar has a shape in which a substantially disk-shaped or substantially spherical expansion base is integrally formed at both ends of a columnar section having a substantially circular or elliptical cross section, and the load from the connection ring is dispersed at the approximate center of the expansion base. It is preferable to form an insertion hole so that it can be received and insert the connection ring into the insertion hole.

[0010]

[Action and effect of the device]

 According to the present invention, since the inner supporting member and the outer supporting member corresponding to the conventional side ropes or supporting rings are configured by the combination of the metal connecting ring and the elastic material connecting bar, the conventional metal supporting ring is used. The weight can be reduced compared to the above, and the connecting bar can be easily deformed when mounted on the tire, and can be mounted more easily than the conventional metal support ring.

[0011] Furthermore, since the metal connecting ring is inserted through the anti-skid belts and attached between them by the connecting bar made of the elastic material, the gap between the adjacent anti-slip belts when mounted on the tire is small. Is always held constant, and the mounting workability can be improved without the need for the complicated work of adjusting the intervals of the anti-slip bands as in the case of using a conventional support wheel.

When mounted on a tire, the inner ring retaining ring and the outer ring retaining ring both have elasticity and tightening properties due to the connecting bar, so that they can be reliably mounted, and the inner ring retaining ring or the outer ring retaining ring may be deformed due to tire deformation. Even if an excessive load is partially applied, the connecting bar expands and contracts and absorbs it, so there is less risk of disconnection.

By the way, it is proposed to use a metal ring instead of the connecting bar made of an elastic material, but it is caused by various deformations of the tire during sudden braking or sudden starting, or during running. The metal ring and the metal connecting ring rub against each other and are easy to cut. On the other hand, in the present invention, since the connecting bar made of the elastic material is deformed following the deformation of the tire due to various deformations, there is no risk of cutting. According to an experiment conducted by the inventor of the present invention, when a metal ring was attached and traveled for about 100 km, the cutting occurred. However, in the present invention, the cutting did not occur even after traveling for 1000 km or more.

[0014]

【Example】

 Hereinafter, the present invention will be described in detail based on specific examples shown in the drawings. 1 and 2 show a vehicle tire anti-skid device according to an embodiment of the present invention. In the figure, the plurality of anti-slip belts 10 are made of synthetic resin material or rubber having a predetermined elasticity, and the central portion has a parallel shape with a predetermined width which is slightly larger than the tread width of the tire 70. It is manufactured in a slender shape that widens toward the end to give flexibility, and a non-slip metal fitting 100 is fixed to the surface of the central parallel portion of each anti-slip band 10 to improve the anti-slip property. .

Step portions are formed in wide portions at both ends in the length direction of each anti-slip belt 10. Insertion holes 101 are formed in the step portions at predetermined intervals in the front and back, and the mounting holes 101 are provided in the respective mounting holes 101. A front connecting ring 20 and a rear connecting ring 21 made of metal are inserted and attached.

A coupling bar 30A made of an elastic material such as a synthetic resin material or rubber having a predetermined flexibility and elasticity is provided between the coupling rings 20, 21, 20, 21 of the adjacent anti-slip belts 10, 10. 30B is interposed and the plurality of anti-slip belts 10 are connected in a ladder shape.

As shown in FIG. 2, the connecting bars 30A and 30B are formed by integrally forming substantially disk-shaped enlarged base portions 301A and 301B at both ends of columnar portions 300A and 300B having a predetermined elasticity and having a substantially circular cross section. Insertion holes 302A and 302B are formed substantially at the centers of the enlarged bases 301A and 301B, and the connection ring 20 or 21 is inserted into and supported by the insertion holes 302A and 302B. Whatever the state of the columnar sections 300A and 300B is, the columnar sections 300A and 300B are dispersedly received by any of the enlarged base sections 301A and 301B and are transmitted to the columnar sections 300A and 300B.

Further, the connecting bar 30B corresponding to the tire outer ring side has a columnar portion 300B formed to be longer than the columnar portion 300A of the connecting bar 30A corresponding to the tire inner ring side by a predetermined dimension ΔL, and before mounting. The distance between the anti-skid belts 10 is larger than the dimension L on the inner ring side by the dimension L + ΔL on the outer ring side.

When the anti-skid device of this example is mounted on a tire, the ladder-like anti-slip belt 10 is put on the surface of the tire 70, but the inner and outer support members are the connecting bars 30A and 30B made of an elastic material. Since the metal connecting rings 20 and 21 are combined, they can be handled lightly, and the connecting bars 30A and 30B are appropriately elastically deformed by a relatively small force, or the connecting rings 20 and 21 are non-slip bands. Since it moves appropriately with respect to 10, the anti-skid device can be easily put on the tire 70.

Next, rotate the hand inside the tire 70, and insert the connecting ring 21 of the inner connecting bar 30A of the end side anti-slip band 10 into the insertion hole 101 inside the ladder-shaped start end side anti-slip band 10. Then, the connecting ring 21 of the outer connecting bar 30B of the end side anti-slip band 10 is inserted into the insertion hole 101 inside the anti-slip band 10 on the ladder-shaped start end side outside the tire 70. The inner ring holding ring 50 and the outer ring holding ring 60 are configured by being locked. Therefore, the connecting ring 21 on the terminal end side is not a perfect ring, but has a hook shape with a gap.

Finally, when the side band 40 is hooked on the locking fitting 303 attached to the connecting band 30B of the outer ring holding ring 60 and the outer ring holding ring 60 is tightened, the connecting bar 30B is slightly stretched as shown in FIG. At the same time, the anti-slip device can be securely attached to the tire 70 by flexing toward the tire center side and having a predetermined elasticity and tightening property.

Therefore, even if an excessive load is partially applied to the inner ring retaining ring 50 or the outer ring retaining ring 60 due to the deformation of the tire, the connecting bands 30A and 30B expand and contract to absorb the load. Absent.

[Brief description of drawings]

FIG. 1 is a perspective view showing a mounted state of an automobile tire slip prevention device according to an embodiment of the present invention.

FIG. 2 is a diagram schematically showing a main part of the slip prevention device.

[Explanation of symbols]

 10 non-slip band 20 connecting ring 21 connecting ring 30A, 30B connecting bar 300A, 300B columnar section 301A, 301B enlarged base section 302A, 302B insertion hole 40 side band 50 inner ring retaining ring 60 outer ring retaining ring 70 tire

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor, Ujiharu Nimura 2-3-1, Chiyogaoka, Tarumi-ku, Kobe-shi, Hyogo

Claims (3)

[Scope of utility model registration request] 1. A plurality of non-slip bands are attached in a ladder shape between an inner support member set to a length required for tightening and an outer support member set to be longer than a length required for tightening. After forming the inner ring retaining ring with the supporting member, the outer ring retaining ring is formed with the outer supporting member, and the outer ring retaining ring is tightened with the side band to attach the anti-skid band to the tire outer periphery. In the stopping device, the inner support member and the outer support member are respectively formed from a plurality of front and rear metal connecting rings 20, 21 and a plurality of elastic material connecting bars 30A, 30B having predetermined flexibility and elasticity. The front connecting ring 2 is provided at both ends of each of the plurality of anti-skid belts 10.
0 and the rear connecting ring 21 are inserted respectively, and connecting bars 30A and 30B are connected between the connecting rings 20 and 21 of the adjacent non-slip belts 10 and 10. When connecting to the tire, the connecting bar 30B is side. Band 40
A tire anti-skid device for automobiles, which is stretched and stretched by a tire and bends toward the center of the tire to have a predetermined elasticity and tightening property. 2. The tire outer wheel side connecting bar 30B is formed to be longer than the tire inner wheel side connecting bar 30A by a predetermined dimension, and connects the tire inner ring side and outer wheel side gaps between the anti-skid bands 10 in a tire mounted state. 2. The bars 30B are made substantially equal by bending toward the tire center side.
The above-mentioned automobile tire anti-slip device. 3. The connecting bars 30A and 30B have a columnar section 30 having a predetermined flexibility and elasticity and having a substantially circular or elliptical cross section.
0A and 300B are integrally formed with enlarged base portions 301A and 301B having a substantially disk shape or a substantially spherical shape, and the connecting rings 20 and 2 are provided substantially at the centers of the enlarged base portions 301A and 301B.
Insertion hole 302 so that the load from 1 can be received in a distributed manner
A and 302B are bored and the insertion holes 302A and 302B are provided.
The connecting ring 20 or 21 is inserted through the connector.
Or the tire anti-skid device for automobiles according to 2.