JPH0357524Y2 - - Google Patents

Description

[Detailed description of the invention] (Field of industrial application) This invention relates to an anti-slip net for tires.

(Prior art) Conventionally, the anti-slip net main body was constructed in a substantially belt shape,
There are anti-slip nets for tires that are wound around the circumferential surface of the tire and connected to each other at both ends when installed, as shown in FIGS. 9 and 10.

The anti-slip net D shown in FIG.
3, and when installed, as shown in FIG.
It is inserted into the mesh of No. 3 and 33 and connected.

In addition, the anti-slip net E shown in FIG.
Connecting bands 35, 3 are provided at both ends of the anti-slip net main body 34.
5', and when installed, as shown in FIG. 12, the connecting bands 35, 35' at both ends of the main body 34 are brought together, and both ends of the connecting bands 35, 35' are connected to the connecting fittings 36, 36. It is connected by

Both anti-slip nets D and E mentioned above connect both ends of the anti-slip net bodies 31 and 34, and a seam is inevitably formed in the connecting portion, so that the non-slip nets B and B are The connecting part of ′ receives the impact of contact with the road surface,
At the same time, noise was being generated due to this impact.

The above-mentioned impact is caused by the outermost edge of the surface side of both ends of the anti-slip net main body when it is installed, that is, the corner of the outermost edge of the connecting band or the connecting part, which is exposed to the connecting part of the anti-slip net, and when running. The corner of this connecting part located on the rear side in the direction of tire rotation may directly collide with the road surface, and the corner of the connecting part located on the front side in the direction of tire rotation may jump up when it leaves the ground. In particular, shocks caused by the former phenomenon account for the majority. The above-mentioned impact is so weak that it does not become a problem in the normal speed range, but
As the traveling speed increases, the strength increases, and when traveling at high speed, vibrations and noise are generated violently, and in some cases, there is a risk that the non-slip net connecting part may be damaged.

(Technical Problem) The technical problem of the present invention is that the corner of the outermost edge of one end or both ends of the anti-slip net body is
The goal is to reduce the impact that occurs when the vehicle collides with the road surface or when the same angle leaves the road surface.

(Means for Solving the Technical Problem) The means taken by the present invention to solve the above-mentioned technical problem is for a substantially band-shaped tire that is wound around the circumferential surface of the tire and connected with both ends. In the anti-slip net main body, the vicinity of the outermost edge on the surface side of the connecting portion at one end or both ends of the anti-slip net main body is sloped so as to become thinner toward the outermost edge.

(Function) An inclined surface is formed near the outermost edge of the sloped anti-slip net main body surface side, and the corner formed at the outermost edge is located one step lower than the surface of the anti-slip net (tire located on the front side).

When both ends of the anti-slip net body are arranged at an angle, the surface of the anti-slip net that comes in contact with the ground during driving moves in the opposite direction to the rotational direction of the tire, and one end of the anti-slip net body at the connecting part moves in the opposite direction to the rotational direction of the tire. From the slope of the net, it jumps over both corners of the outermost edge of the anti-slip net body and moves to the slope of the other end of the body.

(Effects) As explained above, the present invention has a slope that becomes thinner toward the outermost edge of the connecting part at both ends of the anti-slip net main body. Inclined surfaces are formed at both extreme edge portions, and the corners of both extreme edge portions are formed at a position one step lower than the surface of the anti-slip net in the installed state.

Therefore, even when the connecting portion comes into contact with the road surface while driving, the corners of the two extreme edges will not collide directly with the road surface, and furthermore, the joint between the connecting portions will be secured to both sides of the anti-slip net body. Since the slopes at the outermost edges are in contact with each other, during driving, the ground load at the connecting portion is naturally transferred from the slope at one end to the slope at the other end, and the connecting portion is The impact received when coming into contact with the road surface can be significantly reduced.

In addition, since the stress applied to the connecting portion of the anti-slip net body can be suppressed, the durability of the same portion can be improved, and furthermore, the noise generated due to the impact can be reduced. It is something.

In addition, if a slope is added near the extreme edge of either end of the anti-slip net, the corner located on the rear side in the direction of tire rotation will be affected by the impact that occurs when the road collides with the tire rotation direction. It is possible to reduce the impact that occurs when the corner located on the front side with respect to the direction leaves the ground.In particular, tires with a slope near the rearmost edge with respect to the direction of rotation of the tire have a slope on one end. You can get great results just by adding it.

(Example) Hereinafter, an example of the present invention will be described based on the drawings.

The anti-slip net A shown in Fig. 1 is made by braiding a filament material 1 formed with a high-tensile core material 1a in the mesh pattern shown in the figure, and then press-molding them together while heating. A connecting band 3 is integrally provided at one end of the anti-slip net main body 2 knitted and shaped as described above, and a mesh-shaped connecting part 4 is inserted into the other end of the main body 2 and hooked thereto. , 4 are formed. In addition, latching fittings 6 are caulked and fixed to the respective latching portions 5 provided at regular intervals on both ends of the anti-slip net main body 2, and a tightening rope 7 is attached along each of the latching fittings 6 on the outside of the tire. has been erected.

In addition, the outermost edges 3a, 4 of the connecting band 3 and the connecting parts 4, 4 of the anti-slip net A are
The area near a is the outermost edge 3 as shown in Figures 1 to 3.
a, 4a, and the outermost edges 3a, 4a.
Slanted surfaces 8 and 9 along a are formed.

The anti-slip net A configured as described above is wound around and attached to the tire C, and the connecting band 3 is attached to the connecting portion 4,
At the same time, at the connecting part of the anti-slip net A, as shown in FIG. They face each other with a gap in between, and both extreme edges 3a, 4a are located one step lower than the surface of the anti-slip net main body 2 (on the tire surface side).

Therefore, when the connecting part of the anti-slip net A comes into contact with the road surface while driving, the contact surface with the road surface jumps from the inclined surface 9 of the connecting parts 4, 4 to the connecting zone 3, jumping over both the outermost edges 3a, 4a. In order to move smoothly onto the slope 8 of the connecting strip 3, there is no possibility that the corner of the endmost edge 3a of the connecting band 3 collides with the road surface, or that the corner of the endmost edge 4a of the connecting portions 4, 4 bounces when separated from the road surface. There will be no more climbing;
It is possible to reduce the impact that occurs when the connecting portion touches the ground.

FIG. 4 shows the connecting portion of the anti-slip net A' which is sloped only near the outermost edge 3a of the connecting band 3.

Although this anti-slip net A' does not have a gradient near the endmost edge 4a of the connecting parts 4, 4, the impact generated when the connecting part of the anti-slip net A' touches the ground will be applied to the endmost edge of the connecting band 3. Since most of the damage is caused by the collision of the corner of the section 3a with the road surface, a sufficient effect can be obtained simply by adding a slope to the connecting band 3.

However, it is of course optional to provide gradients only to the connecting portions 4, 4. (Not shown) B shown in Fig. 5 is an anti-slip net in which connecting bands 3, 3' are integrally provided at both ends of the anti-slip net main body 2, and the connecting bands 3, 3' are provided on the surface side of both connecting bands 3, 3'. The vicinity of the outermost edges 3a, 3'a is inclined toward the outermost edges 3a, 3'a, and inclined surfaces 8', 9' are formed at the same portions.

FIG. 7 shows the connection part of the above-mentioned anti-slip net B, in which the slopes 8' and 9' of both connection bands 3 and 3' face each other, and the outermost edges 3a and 3a' are non-slip. It is located one step lower than the surface of the anti-slip net B, thereby achieving the same effect as the anti-slip net A described above.

Figure 8 shows a non-slip net B' which has a slope only near the outermost edge 3a of the connecting band 3 located at the rear with respect to the tire rotation direction, and is different from the above-mentioned anti-slip net A'. For similar reasons,
A great effect can be obtained simply by adding a slope to the connecting band 3 at one end.

Also, contrary to the above-mentioned anti-slip net B',
It is of course optional to provide a slope only to the connecting band 3' located in the front with respect to the tire rotation direction.
(not shown)

[Brief explanation of drawings]

Fig. 1 is a front view showing an anti-slip net for tires according to the present invention, Fig. 2 is a front view showing the anti-slip net in its installed state, and Fig. 3 is a partially cutaway view of the connecting part in Fig. 2. Fig. 4 is a partially cutaway front view showing the connecting part when the anti-slip net is installed with a slope provided only at the edge of the connecting band, and Fig. 5 is a partially cutaway front view showing the connection part with connecting bands provided at both ends. Fig. 6 is a front view showing the attached state of the anti-slip net, Fig. 7 is an enlarged view showing the connecting part in Fig. 6 with a part cut away, and Fig. 8 shows one end. 9 to 12 are front views of the conventional anti-slip net and the state in which it is installed. FIG. In the figure, A and B... anti-slip net, 1... wire material, 2... anti-slip net main body, 3... connecting band, 4... connecting portion.

Claims (1)

[Scope of utility model registration request] In a substantially band-shaped anti-slip tire net body that is wound around the circumferential surface of a tire and attached with both ends connected, the area near the outermost edge on the surface side of the connecting portion at one end or both ends of the anti-slip net body An anti-slip net for tires that is sloped so that it becomes thinner towards the outermost edge.