JPH0320174Y2 - - Google Patents

Description

[Detailed Description of the Invention] (Field of Industrial Application) The present invention relates to an anti-slip device for double tires on trucks and the like.

(Prior art) Anti-slip measures for tires are usually taken by covering each tire on the drive wheels with a tire chain, or replacing the tires on the drive wheels themselves with snow tires or spiked tires. There is.

What has long been known as a tire chain is
It is a metal ladder-shaped tire chain, but in recent years, many tire chains with different materials and shapes have been developed and sold on the market, and the tire chain is becoming mainstream instead of the conventional metal tire chain. This is the current situation.

This is because spiked tires scrape asphalt and concrete road surfaces during their use in winter, and as dust pollution becomes a social issue, driving on spiked tires is becoming more and more important from the perspective of urban environmental conservation. In recent years, the development of tire chains that do not cause dust pollution and have excellent anti-slip properties has become increasingly important due to the social situation where tires are becoming increasingly prohibited.

Therefore, the development of studless tires that do not use tire chains or spikes is progressing at a rapid pace as an anti-slip measure.

However, at present, although it is recognized that the performance has come fairly close, it does not seem that a studless tire that is better than the tire chain or spiked tire has appeared.

Therefore, it is the unanimous desire of those skilled in the art to develop tire chains made of materials and structures that do not damage asphalt or concrete road surfaces, and the ones that have been implemented are made of synthetic resin materials. Alternatively, rubber is the mainstream.

A tire chain that can be recognized as a conventional state-of-the-art technology consists of a number of strap plate pieces integrally molded with a tread pattern perpendicular to the circumferential surface of the tire, with string passing holes formed at both ends, and wires or tightening strings inserted into the holes. "Synthetic resin ladder type" with a structure where the
It seems to be divided into two types: ``rubber material net type'' and ``rubber material net type''.

As mentioned above, among the tire anti-skid structures known in the prior art, there is no one constructed for use with double tires on trucks, buses, etc.

(Problem to be solved by the invention) In order to attach the former "synthetic resin ladder type" of the prior art described above to a double tire, the structure is approximately twice as large as that which can be attached to a double tire. Even if it is formed to the width dimension, an inverted V-shaped space will naturally be formed in the butt part of the double tires, that is, the central part, when viewed from the side, and adding an anti-slip device to the outer peripheral surface shape is a structural problem. However, as the double tire rotates, the abutting area between the outer tire and the inner tire will automatically bulge due to centrifugal force, and the driving force of the tire will not be transmitted. It is easy to become uncut.

Next, the latter "rubber net type" is 4
Since it is basically a bias pattern that is easy to expand and contract, with diamond-shaped spaces of ~5 cm square installed in series, the diameter of the whole can easily expand due to the centrifugal force of the rotation while running. Therefore, if it is formed to the width dimension to be attached to a double tire, the width dimension will become considerably large, and even in a stationary state, the outer peripheral surface shape of the inverted V-shaped space where the double tires butt together will prevent slipping. It is structurally impossible to attach a tool, and as the double tire rotates, the abutting area between the outer tire and the inner tire automatically bulges due to centrifugal force. The driving force of the tire cannot be transmitted completely, and the tire gradually separates from the outer circumferential surface of the tire.When turning a curve, so-called cornering, the tire naturally generates lateral G, but the tire loses the lateral G. Not only does it have the disadvantage of being easily removed, but the continuous diamond-shaped space gets filled with snow, and the only part that comes into contact with the snow surface is the rubber diamond-shaped ridge, reducing the ground contact area. Due to the lack of grip, sufficient grip cannot be expected. Due to the fundamental structural defects of the above-mentioned anti-skid device, it has been impossible to mount two double tires of a truck in close contact with each other.

(Means for solving the problem) Therefore, the present invention provides an outer strap part 10 on the outer shoulder part of the mounted driving wheel R, that is, the outer wheel _R1 of the double tire, and an outer shoulder part 10 on the inner shoulder part of the inner wheel _R2 . An inner tightening string part 9 is provided, and the inner and outer wheels are connected between them.
A non-slip part S that integrally covers R ₁ and R ₂ is integrally molded, and the outer non-slip part S covers the non-slip part S ₁ that covers the outer wheel R ₁ and the non-slip part S that covers the inner wheel R ₂ . The connecting part of the non-slip parts S _{1 and} S ₂ is formed in advance by an inverted V-shaped space along the inverted V-shaped space of the inner and outer wheels R ₁ and R ₂ , which are double tires. The present invention aims to provide an anti-slip device that can be integrally covered with double tires of a truck or the like by providing a technical means characterized in that the entire structure is formed by forming a raised portion V.

(Example) Reference numeral 1 is a main body of a double tire anti-slip device for a truck or the like made of a thermoplastic synthetic resin such as a polyurethane resin. Well, the driving wheel R
Of the four divided pieces 2a to 2d, which are the same components that cover 1/4 circumference of the tire, between 2a and 2b, and 2
There are three connection parts in the length direction between b and 2c, and between 2c and 2d, and the connection parts at both left and right ends and the center part in the width direction are connected and fixed in series with each connection fitting 13 in advance. , 2a and 2b are opened, and connectors 14 are provided at both ends to connect only when installed. It is optional to provide the connector 14 in the center.

The attached driving wheel R indicates the entire double tire, and the double tire has an outer wheel.
R ₁ and the inner wheel R ₂ .

The overall structure of the anti-slip device body 1 for double tires is characterized by an outer strap portion 9 attached to the outer shoulder portion of the mounted driving wheel R, that is, the outer wheel _R1 of the double tire.
An inner strap part 10 is provided on the inner shoulder part of the inner wheel R ₂ , and a non-slip part S that integrally covers the inner and outer wheels R ₁ and R ₂ is integrally molded between them. S consists of a non-slip part S ₁ covering the outer wheel R ₁ and a non-slip part S ₂ covering the inner wheel R ₂ , and the connecting part of the non-slip parts S ₁ and S ₂ is The overall structure is formed by forming an inverted V-shaped raised portion V along the inverted V-shaped space of the inner and outer wheels R ₁ and R ₂ which are double tires.

The structure of the anti-slip portion _S1 is as follows.

At both ends of a strip piece 4 with a tread pattern 6 engraved on the upper surface, the width of which covers the tire tread in the lateral direction, is expanded outwardly to cover the left and right shoulders of the outer wheel _R1 . A large number of band plate portions 3 integrally formed with Y-shaped portions 5a and 5b that are at least symmetrical.
In the front and rear of the tire circumferential direction, the Y-shaped portions 5a and 5b are integrally connected to both the inner and outer sides 7 and 8 at positions where their tips touch each other, and furthermore, the inner and outer connection portions 7 and 8 are integrally connected. Of these, only the outer connecting part 7
The outer strap part 9 is integrally molded to form the non-slip part _S1 .

And, in the inner connecting part 8 in the non-slip part _S1 ,
The non-slip portion S ₂ has a symmetrical shape with the non-slip portion S ₂ , and is integrally formed with the central connecting portion 38 to form _an inverted V-shaped raised portion V. This device is characterized in that the inner tie portion 10 is integrally formed with the inner connecting portion 37 of the stop portion _S2 .

The anti-slip portion _S2 is connected to the left and right, that is, the central connecting portion 3.
8 and the inner connecting portion 37, the gap between which coincides with the non-slip portion _S1 , and exhibits a left-right symmetrical shape.
The connecting portion of these anti-slip parts S ₁ and S ₂ is constructed by forming in advance an inverted V-shaped raised part V that follows the inverted V-shaped space of the inner and outer wheels R ₁ and R ₂ , which are double tires. It is characterized by the fact that The tops of the protruding portions V may be connected in advance by the central strap portion 39. However, this central lace part 39 is an optional component.

Each 12 is a tension hook attached and fixed to the center of the connecting portion 18 between the outer connecting portions 7 of the outer strap portion 9, and is used for hanging a rubber ring or a metal spring ring. It is something.

The connector 14 provided between the divided pieces 2a and 2d has engagement holes 16 and 17 formed at both ends, respectively, as shown in FIG. Latch fitting 1 made of curved metal wire
5 is attached, and this metal fitting 15 is fitted into the other hole 17 to maintain the connected state.

This connector 14 may use any conventionally known coupling mechanism, and the configuration of the connector 14 is not essential to the present invention. And this connector 14
It may be applied to the abutting portion of the raised portion V, but it is not an essential requirement.

Further, the following embodiment will be disclosed as another embodiment that utilizes the above configuration.

That is, among the above-mentioned non-slip parts S ₁ and S ₂ , only each connection gap N of a large number of outer connecting parts 7 continuous in the circumferential direction of the tire in the non-slip part S ₁ is connected to the inner connecting parts 8 . . .
The structure is characterized in that the relationship between each gap M and the gap M is such that N>M.

In other words, in this case, the non-slip portion S ₁ will be integrally molded to be wider on the outer connecting portion 7 than on the inner connecting portion 8, so that only the non-slip portion S ₁ will be asymmetrical on the left and right sides. Become.

Although the material in the above embodiment of the present invention was made of thermoplastic synthetic resin, for example, polyurethane resin, the material is not specified.

The best resulting embodiment of the invention includes:
The materials used in the examples are the most suitable among the materials currently known in the chemical industry; however, even if they are replaced with other materials, they are within the technical scope of the present invention. do.

Incidentally, thermoplastic polyurethane resin is a polymeric compound with urethane bonds obtained through a chemical reaction between polyisocyanate and polyol, and it has excellent properties as an elastic body, making it widely used in industrial products such as shoe soles and belts. It is an excellent multi-purpose elastic material that has excellent cold resistance, chemical resistance, bending resistance, etc., and also has excellent molding processability such as injection molding, extrusion molding, and blow molding.

(Operation) The configuration of the present invention is as described above, and its operation will be explained.

In order to attach the tire anti-slip device main body 1 of the present invention to the tire of the driving wheel R to be attached, first, one of the divided pieces 2a or 2d, which corresponds to both ends of the four linearly connected divided pieces 2a to 2d, is attached. After placing the driving wheel R on either one of them, the left and right connectors 14 provided between the wheels 2a and 2d are connected to the holes 17, respectively, to form an annular shape.

In other words, first, the inner tightening string portions 1 of the divided pieces 2a and 2d
0 is connected by the connecting tool 14, the mounting position is as shown _{in FIG} . An inverted V-shaped raised portion V is formed along with the inverted V-shaped space, and the device is attached in a close state.

Also, among the non-slip parts S ₁ and S _{2 ,} only the connection gaps N of the many outer connecting parts 7 that are continuous in the circumferential direction of the tire in the non-slip part S ₁ are replaced by the respective connecting gaps N of each of the inner connecting parts 8 . Gap M
In the configuration in which the relationship between N>M is formed, the inner strap part 10 has a smaller diameter than the outer strap part 9, so that it is located at the center in the width direction of the tire anti-skid device main body 1. The connecting part of the non-slip parts S ₁ and S ₂ is
Inverted V of inner and outer wheels R ₁ and R ₂ which are double tires in advance
It becomes easier to form an inverted V-shaped raised part V that follows the letter-shaped space, and the circumference of the tire anti-skid device main body 1 and the tire is adjusted so that the raised part V is aligned with the inverted V-shaped space that is the center of the tire. After connecting the outer strap part 9 with the connector 14 while the tread surface and the inner shoulder are accurately fitted, a rubber ring or the like is attached to the tension hook 12 protruding from the outer strap part 9. When hung and squeezed strongly, the Y-shaped part 5a
The width of the legs will automatically narrow and the shoulder part of the outer tire _R1 will be deeply covered.

(Effects of the invention) (1) The structure of the anti-slip part S in the present invention is such that the outer strap part 9 is attached to the outer shoulder part of the attached driving wheel R, that is, the outer wheel _R1 of the double tire, and
An inner strap part 10 is provided on the inner shoulder part of R ₂ , and a non-slip part S that integrally covers the inner and outer wheels R ₁ and R ₂ is integrally molded between them. It consists of a non-slip part S ₁ covering the wheel R ₁ and a non-slip part S ₂ covering the inner wheel R ₂ , and the connecting part of the non-slip parts S ₁ and S ₂ is a double tire in advance. Since the entire structure is formed by integrally forming the inverted V-shaped raised part V along with the inverted V-shaped space of the inner and outer wheels R ₁ and R ₂ , the inner and outer strap parts 9 and 1
Even if there is a slight problem with the tightening of the tire, the inverted V-shaped raised part V eliminates the inherent drawbacks of installing tire chains on double tires. Since the treads of R ₁ and R ₂ are matched to each other, accurate driving effects are achieved on snowy roads.

(2) The structure of the non-slip part S in the present invention is such that the non-slip parts S ₁ and S ₂ are attached to both ends of the strip 4 whose width covers the tread of the tire in the lateral direction. A large number of band plate parts 3 are integrally formed with symmetrical Y-shaped parts 5a and 5b, which are expanded outwardly on the parts that cover the left and right shoulders of _R1 . , the Y-shaped portions 5a, 5b
is integrally connected to both the inner and outer sides 7 and 8 at the positions where their tips touch each other, and furthermore, of the inner and outer connection parts 7 and 8, only the outer connection part 7 is integrally molded with an outer tightening string part 9. to form a non-slip part _S1 , and its inner connecting part 8 is integrally molded with the central connecting part 38 of the non-slip part _S2 , which is symmetrical to the non-slip part _S1 , and has an inverted V shape. The inner connecting part 37 of the anti-slip part S ₂ that forms the protruding part V and covers the inner wheel R ₂ is integrally formed with the inner tightening string part 10. Ladder type
In addition to retaining the driving performance when going straight, which is the advantage of the previous model, it also has the driving force when sliding when cornering, and exhibits excellent grip in both straight and lateral directions.

(3) Among the above-mentioned non-slip parts S ₁ and S ₂ , a large number of connecting parts 7 continuous in the circumferential direction of the tire in the non-slip part S ₁ ...
Since the relationship between each of the connecting gaps N and the gaps M of the connecting parts 8 is such that N>M, the inner strap part 10 has a smaller diameter than the outer strap part 9. Therefore, the tire anti-slip device body 1
The connecting part of the non-slip parts S ₁ and S ₂ which is the center in the width direction of the inner and outer wheels R ₁ , which are double tires,
It becomes easier to form an inverted V-shaped raised part V that follows the inverted V-shaped space of _R2 , and the tire anti-slip device main body 1 is made with the raised part V aligned with the inverted V-shaped space which is the center of the tire. After connecting the outer strap part 9 with the connecting tool 14 with the tread and inner shoulder which are the circumferential surfaces of the tire accurately fitted, the tension hook 12 protruding from the outer strap part 9 is connected. When the rubber rings etc. are suspended and squeezed strongly, the spread width of the Y-shaped part 5a automatically narrows and it deeply covers the shoulder part of the outer tire R _{1 .} It is possible to improve the driving force of the outer shoulder part in the process. It is an extremely useful device that exhibits many excellent effects.

[Brief explanation of the drawing]

Fig. 1 is a plan view of a tire skid preventer main body 1 according to the present invention in an expanded state, Fig. 2 is a plan view of divided pieces 2a to 2d having the same structure, and Fig. 3 is Fig. 2A-
A sectional view taken along the line A, FIG. 4 is a longitudinal cross-sectional side view of the central part in a semi-installed state with only the inner strap part ₉ connected, and FIG.
FIG. 6 is a side view showing the outer strap portion 9 of the outer wheel R ₁ in the same state, and FIG. 7 is a partially cutaway side view showing the connected state of the connector 14. Code table, S...Non-slip part, R...Driving wheel, R ₁ ...
Outer wheel, R ₂ ... Inner wheel, V... Raised shape part,
DESCRIPTION OF SYMBOLS 1...Tire anti-slip device main body, 2a-2d...Divided pieces, 3...Band plate portion, 4...Bag plate pieces, 5a-5b...
...Y-shaped portion, 6...Tread pattern, 7,8...
... Connecting portion, 9, 10... Inner and outer tightening strap portion, 13... Connecting fitting, 12... Tension hook, 14... Connecting tool,
15... Latch fitting, 16, 17... Engagement hole, 18
... Connecting portion, 37... Inner connecting portion, 38... Central connecting portion, 39... Central tightening cord portion.

Claims (1)

[Scope of claim for utility model registration] (1) Mounted driving wheel R, that is, the outer wheel of the double tire
Attach the outer strap part 9 to the outer shoulder part of _R1 ,
An inner strap part 10 is provided on the inner shoulder part of the inner wheel _R2 , and a non-slip part S that integrally covers the inner and outer wheels _R1 and _R2 is integrally molded between them.
The non-slip portion S is a non-slip portion that covers the outer wheel _R1 .
It consists of S ₁ and a non-slip part S ₂ that covers the inner wheel R ₂ , and the connecting part of the non-slip parts S ₁ and S ₂ is a reverse V of the inner and outer wheels R ₁ and R ₂ which are double tires.
An anti-slip device for double tires such as trucks, characterized in that the entire structure is formed by integrally forming an inverted V-shaped raised portion V along with a letter-shaped space. (2) The anti-slip portions S ₁ and S ₂ are attached to both ends of the strip piece 4 whose width covers the tire tread in the lateral direction, and to the portion that covers the left and right shoulders of the outer wheel R ₁ outwardly. The Y-shaped portion 5 is expanded to form a symmetrical shape.
A, 5b are integrally molded into a large number of band plate parts 3, which are arranged in the Y-shaped part 5 at the front and back in the tire circumferential direction.
a, 5b are integrally connected on both the inner and outer sides at positions where their tips touch each other, and furthermore, of the inner and outer connection parts 7 and 8, an outer tightening string part 9 is attached only to the outer connection part 7. The non-slip part _S1 is integrally molded, and the inner connecting part 8 has a central connecting part ₃₈ in the non-slip part _S2 which is symmetrical to the non-slip part S1.
A non-slip part S 2 is formed integrally with the inner wheel R ₂ to form an inverted V-shaped raised part V and covers the inner wheel R ₂ .
The anti-slip device for a double tire such as a truck as claimed in claim 1, wherein the inner connecting portion 37 is integrally formed with the inner tightening strap portion 10. (3) Among the above-mentioned non-slip parts S ₁ and S ₂ , a large number of connecting parts 7 continuous in the circumferential direction of the tire in the non-slip part S ₁ ...
A double tire such as a truck or the like as set forth in claim 1 of the utility model registration claim, characterized in that each of the connecting gaps N is formed in a relationship with each of the gaps M of the connecting portions 8 such that N>M. anti-slip equipment.