JPH0439765Y2 - - Google Patents
Info
- Publication number
- JPH0439765Y2 JPH0439765Y2 JP1987118755U JP11875587U JPH0439765Y2 JP H0439765 Y2 JPH0439765 Y2 JP H0439765Y2 JP 1987118755 U JP1987118755 U JP 1987118755U JP 11875587 U JP11875587 U JP 11875587U JP H0439765 Y2 JPH0439765 Y2 JP H0439765Y2
- Authority
- JP
- Japan
- Prior art keywords
- tire
- connecting band
- portions
- axial lug
- adjacent
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Landscapes
- Tires In General (AREA)
Description
（産業上の利用分野）
本考案は、タイヤの滑止具に関する。
（従来の技術）
従来のタイヤの滑止具として、例えば、タイヤ
の外周面に巻付けられるネツト状巻付体の長手方
向両端に、巻付体の幅方向略全長に亘つて連結帯
部を形成し、この連結帯部同士を互いに対向させ
て左右両側部で連結し、前記巻付体のタイヤのト
レツド部に対応する部位に、タイヤの軸方向と平
行な軸方向ラグ部をタイヤの周方向に等間隔に配
設し、隣合う軸方向ラグ部間に第１網目部を形成
すると共に、前記連結帯部とこれに隣合う軸方向
リブ部との間に第２網目部を形成して成るものが
ある。
（考案が解決しようとする問題点）
前記従来のものは、連結帯部が左右両側部で連
結され、左右方向中央部（トレツド部と対応する
部位）では連結されておらず、そのため巻付体の
連結部分の強度が問題とされていた。
また、高速走行時に遠心力により連結帯部の左
右方向中央部がタイヤのトレツド部より若干離反
し、そのため連結帯部の左右両側部に大きな応力
が加わる。これらのことより長期間使用している
と、巻付体は連結部分から破断されることが多
い。
本考案は、タイヤの滑止具における巻付体の連
結部分の強度を向上させることを企図したもので
ある。
（問題点を解決するための手段）
本考案は前記問題点に鑑みて案出されたもの
で、その技術的手段は、タイヤ１の外周面に巻付
けられるネツト状巻付体９の長手方向両端に、巻
付体９の幅方向略全長に亘つて連結帯部１９を形
成し、この連結帯部１９同士を互いに対向させて
左右両側部で連結し、前記巻付体９のタイヤ１の
トレツド部２に対応する部位に、タイヤ１の軸方
向と平行な軸方向ラグ部２２をタイヤ１の周方向
に等間隔に配設し、隣合う軸方向ラグ部２２間に
第１網目部２３を形成すると共に、前記連結帯部
１９とこれに隣合う軸方向ラグ部２２との間に第
２網目部２４を形成して成るタイヤの滑止具にお
いて、
前記連結帯部１９とこれに隣合う軸方向ラグ部
２２とを第２網目部２４を略２分割するタイヤ周
方向の補強帯部２６で連結し、この補強帯部２６
の幅Ｎを連結帯部１９に隣合う軸方向ラグ部２２
の幅Ｌより幅狭に形成したことを特徴とするタイ
ヤの滑止具。
（作用）
巻付体９の長手方向両端の連結帯部１９と、こ
れに隣合う軸方向ラグ部２２とが、その間の第２
網目部２４を分割する補強帯部２６により連結さ
れて、連結帯部１９の左右方向中央部がタイヤ１
の外周面から離反するのを抑制し、それらのこと
より巻付体９の連結部分の強度が向上される。
（実施例）
以下、本考案の実施例を図面に基づいて説明す
る。
第２図において、１は自動車用空気入りタイヤ
で、トレツド部２から左右にシヨルダ部３、サイ
ドウオール部４及びビード部５が延設され、左右
ビード部５は、デイスク６に固定のリム７に嵌着
されている。
第１図において、８は展開状とされたタイヤ１
の滑止具を示し、タイヤ１の外周面に巻付体けら
れる巻付体９と、左右一対の緊締策１１Ａ，１１
Ｂと、多数の係合部１２と、左右一対の連結金具
１３とを有する。
巻付体９はトレツド部２上に位置する本体部１
４と、両シヨルダ部３上及び両サイドウオール部
４上に夫々位置する両側縁部１５，１６とを有す
る。そして、巻付体９はポリエステル、ナイロン
又はレーヨン等から成る芯材１７をネツト状と
し、その芯材１７をゴム又は合成樹脂等から成る
被覆材１８で被覆して、網目状に形成されてい
る。また、巻付体９の長手方向両端には全幅に亘
つて帯状の連結帯部１９，１９がタイヤ１の軸方
向と平行に形成されている。
そして、巻付体９をタイヤ１に巻付けると、両
連結帯部１９は互いに近接対向する。また、連結
帯部１９の左右方向中央部の幅Ｍは軸方向リブ部
２２の幅Ｌと同一幅又は該幅Ｌよりも幅狭とさ
れ、連結帯部１９の左右両端部には連結金具１３
接続用の接続孔２０が形成されている。なお、連
結帯部１９はタイヤ１の軸方向に対して斜め方向
に配置しても良い。
巻付体９の本体部１４はタイヤ１の軸方向と平
行な軸方向ラグ部２２がタイヤ１の周方向に等間
隔に配設されて、隣合う軸方向ラグ部２２間の第
１網目部２３と、連結帯部１９とこれに隣合う軸
方向ラグ部２２との間の第２網目部２４とから成
る網目状部分が周方向に連設状として備えられて
いる。また、連結帯部１９とこれに隣合う軸方向
ラグ部２２との間の距離は隣合う軸方向ラグ部２
２間の距離よりも若干大（又は同等）とされてい
る。
前記連結帯部１９とこれに隣合う軸方向ラグ部
２２とはタイヤ１の周方向の補強帯部２６により
連結され、補強帯部２６は前記第２網目部２４を
２分割するように配置されている。この補強帯部
２６により連結帯部１９が路面に接地した際に横
滑りを規制できる。２５は本体部１４に間隔をお
いて植設された多数のスパイクである。
巻付体９の両側縁部１５，１６には前記軸方向
ラグ部２２に連続する斜め方向リブ部２７及び軸
方向ラグ部２８が列設配置されて、網目部２９，
３０が周方向に連設状として備えられている。
前記緊締策１１Ａ，１１Ｂはゴム又はスプリン
グ等で形成された伸縮性無端緊締策１１Ａと、ワ
イヤ又はロープ等で形成された非伸縮有端緊締策
１１Ｂとから成り、無端緊締策１１Ａをタイヤ１
の外側に、有端緊締策１１Ｂをタイヤ１の内側に
配置している。
係合具１２は巻付体９の左右側縁に間隔をおい
て設けられ、内側の係合具１２は有端緊締策１１
Ｂに係脱不能に、外側の係合具１２は無端緊締策
１１Ａに係脱自在に係合している。
連結金具１３は連結帯部１９の左右両端部同士
を連結するもので、連結帯部１９同士を連結する
と同時に有端緊締策１１Ｂの端部同士を連結する
内側連結金具１３Ｂと、無端緊締策１１Ａと係脱
自在に係合する外側連結金具１３Ａとから成る。
次に、前記構成における試験結果を表に示す。
なお、表中Ｎは補強帯部２６の幅、Ｌは連結帯
部１９と隣合う軸方向ラグ部２２の幅を夫々示
す。また、○は雪の目詰りに対して良好、すなわ
ち目詰り無しを示し、×は雪の目詰りに対して不
良、すなわち目詰り有を示す。
(Industrial Application Field) The present invention relates to a tire anti-slip device. (Prior Art) As a conventional anti-slip device for a tire, for example, a connecting band is provided at both ends in the longitudinal direction of a net-like wrapping body that is wound around the outer circumferential surface of a tire, over approximately the entire length in the width direction of the wrapping body. The connecting band parts are made to face each other and connected on both the left and right sides, and an axial lug part parallel to the axial direction of the tire is attached to a portion of the wrapping body corresponding to the tread part of the tire around the circumference of the tire. are arranged at equal intervals in the direction, and form a first mesh portion between adjacent axial lug portions, and a second mesh portion between the connecting band portion and the adjacent axial rib portion. There is something that consists of (Problems to be Solved by the Invention) In the conventional device, the connecting band portions are connected at both the left and right sides, but not at the center portion in the left and right direction (a portion corresponding to the tread portion). The strength of the connecting parts was a problem. Further, during high-speed driving, centrifugal force causes the center portion of the connecting band portion in the left and right direction to move slightly away from the tread portion of the tire, which causes a large stress to be applied to both left and right sides of the connecting band portion. Due to these reasons, when used for a long period of time, the wound body often breaks at the connecting portion. The present invention is intended to improve the strength of the connecting portion of the wrapped body in a tire anti-slip device. (Means for Solving the Problems) The present invention has been devised in view of the above-mentioned problems, and the technical means thereof are as follows: Connection band parts 19 are formed at both ends over substantially the entire length in the width direction of the wrapped body 9, and the connection band parts 19 are connected at both left and right sides while facing each other. Axial lug parts 22 parallel to the axial direction of the tire 1 are arranged at equal intervals in the circumferential direction of the tire 1 at locations corresponding to the tread parts 2, and a first mesh part 23 is provided between adjacent axial lug parts 22. , and a second mesh portion 24 is formed between the connecting band portion 19 and the axial lug portion 22 adjacent thereto. The matching axial lug portions 22 are connected by a reinforcing band portion 26 in the tire circumferential direction that roughly divides the second mesh portion 24 into two, and this reinforcing band portion 26
The width N of the axial lug portion 22 adjacent to the connecting band portion 19 is
A tire skid device characterized in that the width is narrower than the width L of the tire. (Function) The connecting band portions 19 at both longitudinal ends of the wrapped body 9 and the axial direction lug portions 22 adjacent thereto
The mesh part 24 is connected by the reinforcing band part 26 that divides the mesh part 24, and the left-right center part of the connecting band part 19 is connected to the tire 1.
The strength of the connecting portion of the wound body 9 is improved by suppressing the separation from the outer circumferential surface of the wound body 9. (Example) Hereinafter, an example of the present invention will be described based on the drawings. In FIG. 2, reference numeral 1 denotes a pneumatic tire for an automobile, in which a shoulder portion 3, a sidewall portion 4, and a bead portion 5 extend left and right from a tread portion 2. is attached to. In FIG. 1, 8 is a tire 1 in an expanded state.
This shows a non-slip device, which includes a wrapping body 9 that is wrapped around the outer peripheral surface of the tire 1, and a pair of left and right tightening measures 11A, 11.
B, a large number of engaging portions 12, and a pair of left and right connecting fittings 13. The winding body 9 is attached to the main body part 1 located on the tread part 2.
4, and both side edge portions 15 and 16 located on both shoulder portions 3 and both sidewall portions 4, respectively. The wrapped body 9 is formed into a net shape by forming a core material 17 made of polyester, nylon, rayon, etc. into a net shape, and covering the core material 17 with a covering material 18 made of rubber, synthetic resin, etc. . Further, band-shaped connecting band portions 19, 19 are formed at both longitudinal ends of the winding body 9 over the entire width in parallel to the axial direction of the tire 1. Then, when the wrapping body 9 is wound around the tire 1, both the connecting band portions 19 come close to each other and face each other. Further, the width M of the left-right center portion of the connecting band portion 19 is the same as the width L of the axial rib portion 22 or narrower than the width L, and connecting metal fittings 13 are provided at both left and right ends of the connecting band portion 19.
A connection hole 20 for connection is formed. Note that the connecting band portion 19 may be arranged diagonally with respect to the axial direction of the tire 1. The main body part 14 of the wrapped body 9 has axial lug parts 22 parallel to the axial direction of the tire 1 arranged at equal intervals in the circumferential direction of the tire 1, and a first mesh part between adjacent axial lug parts 22. 23 and a second mesh portion 24 between the connecting band portion 19 and the axial lug portion 22 adjacent thereto, a mesh portion is provided continuously in the circumferential direction. Further, the distance between the connecting band portion 19 and the adjacent axial lug portion 22 is the same as that of the adjacent axial lug portion 22.
It is said to be slightly larger (or equivalent) than the distance between the two. The connecting band portion 19 and the adjacent axial lug portion 22 are connected by a reinforcing band portion 26 in the circumferential direction of the tire 1, and the reinforcing band portion 26 is arranged to divide the second mesh portion 24 into two. ing. This reinforcing band portion 26 can prevent skidding when the connecting band portion 19 touches the road surface. Reference numeral 25 denotes a large number of spikes planted on the main body 14 at intervals. Diagonal rib portions 27 and axial lug portions 28 that are continuous with the axial lug portions 22 are arranged in rows on both side edges 15 and 16 of the wound body 9, and mesh portions 29,
30 are provided in a continuous manner in the circumferential direction. The tightening measures 11A and 11B are composed of an elastic endless tightening measure 11A made of rubber or a spring, etc., and a non-stretchable end tightening measure 11B formed of a wire or rope, etc., and the endless tightening measure 11A is connected to the tire 1.
An end tightening device 11B is arranged inside the tire 1 on the outside of the tire 1. The engagement tools 12 are provided at intervals on the left and right side edges of the wrapped body 9, and the inner engagement tools 12 are connected to the end tightening device 11.
The outer engaging member 12 is removably engaged with the endless tightening member 11A. The connecting fitting 13 connects the left and right ends of the connecting band portion 19 to each other, and includes an inner connecting fitting 13B that connects the connecting band portions 19 to each other and at the same time connects the ends of the ended tightening device 11B, and an endless tightening device 11A. and an outer connecting fitting 13A that removably engages with the outer connecting fitting 13A. Next, the test results for the above configuration are shown in the table. In the table, N indicates the width of the reinforcing band portion 26, and L indicates the width of the axial lug portion 22 adjacent to the connecting band portion 19. Further, ◯ indicates good resistance to snow clogging, ie, no clogging, and × indicates poor snow clogging, ie, clogging.
【表】
前記実験結果から補強帯部２６の幅Ｎが軸方向
ラグ部２２の幅Ｌよりも大であると雪の目詰りが
起し易いこと、Ｎ＝Ｌの場合雪の目詰りに関して
は良好であるがＮ＜Ｌである方がより雪の目詰り
が起しにくく、しかもＮ＜Ｌである方が周方向の
スリツプ率が低いこと等を考慮して、補強帯部２
６の幅Ｎは軸方向ラグ部２２幅Ｌ以下が好まし
い。
第３図は変形例を示し、連結帯部１９とこれに
隣合う軸方向ラグ部２２との間の距離が隣合う軸
方向ラグ部２２間の距離より小とされたものであ
る。
（考案の効果）
本考案によれば、巻付体９の連結帯部１９とこ
れに隣合う軸方向ラグ部２２とを、その間の第２
網目部２４を略２分割するタイヤ周方向の補強帯
部２６で連結したので、連結帯部１９の剛性が向
上されると共に、連結帯部１９の左右方向中央部
が遠心力によりタイヤ１の外周面から離反するの
を抑制して、連結帯部１９の左右両側部に加わる
負担を軽減する。これらによつて、巻付体９の連
結部分の強度が向上されて、巻付体９の耐久性を
向上させ得る。
また、本考案では、特に、補強帯部２６の幅Ｎ
を連結帯部１９に隣合う軸方向ラグ部２２の幅Ｌ
よりも幅狭に形成しているので、巻付体９の耐久
性、雪の目詰り及びタイヤ周方向のスリツプ率に
関して調和のとれた滑止具を提供できる。すなわ
ち、補強帯部２６の幅Ｎが軸方向ラグ部２２の幅
Ｌよりも大であればあるほど巻付体９の耐久性は
向上するが、連結帯部１９とこれに隣合う軸方向
ラグ部２２との間の剛性が大となつて雪の目詰り
がし易くなると共に、接地面積が大となつて、タ
イヤ周方向のスリツプ率が高くなり、雪上での性
能（登坂性、制動性、けん引性能等）が低下する
のである。[Table] From the above experimental results, snow clogging is likely to occur when the width N of the reinforcing band portion 26 is larger than the width L of the axial lug portion 22, and when N=L, snow clogging However, considering the fact that snow clogging is less likely to occur when N<L, and the slip rate in the circumferential direction is lower when N<L, the reinforcing band portion 2
6 is preferably equal to or less than the width L of the axial lug portion 22. FIG. 3 shows a modification in which the distance between the connecting band portion 19 and the adjacent axial lug portions 22 is smaller than the distance between the adjacent axial lug portions 22. (Effect of the invention) According to the invention, the connecting band portion 19 of the wrapped body 9 and the axial direction lug portion 22 adjacent thereto are connected to the second
Since the mesh portion 24 is connected by the reinforcing band portion 26 in the tire circumferential direction that divides the mesh portion 24 into two, the rigidity of the connecting band portion 19 is improved, and the center portion of the connecting band portion 19 in the left and right direction is connected to the outer circumference of the tire 1 by centrifugal force. The load on the right and left sides of the connecting band part 19 is reduced by suppressing separation from the surface. As a result, the strength of the connecting portion of the wound body 9 can be improved, and the durability of the wound body 9 can be improved. Moreover, in the present invention, in particular, the width N of the reinforcing band portion 26 is
is the width L of the axial lug portion 22 adjacent to the connecting band portion 19
Since the width is narrower than that of the tire, it is possible to provide an anti-skid device that is well-balanced in terms of the durability of the wrapped body 9, snow clogging, and slip rate in the tire circumferential direction. That is, the larger the width N of the reinforcing band part 26 is than the width L of the axial lug part 22, the more the durability of the wrapping body 9 improves. The rigidity between the part 22 and the tire increases, making it easier to get clogged with snow, and the contact area increases, increasing the slip rate in the tire circumferential direction, which improves performance on snow (hill climbing performance, braking performance). , traction performance, etc.).
第１図及び第２図は本考案の一実施例を示して
おり、第１図は滑止具の一部を示す平面図、第２
図は巻付け状態を示す滑止具の断面図、第３図は
変形例を示す滑止具の平面図である。
１……タイヤ、２……トレツド部、８……滑止
具、９……巻付体、１９……連結帯部、２２……
軸方向ラグ部、２３……第１網目部、２４……第
２網目部、２６……補強帯部。
1 and 2 show an embodiment of the present invention, FIG. 1 is a plan view showing a part of the anti-slip device, and FIG.
The figure is a sectional view of the non-slip device showing a wrapped state, and FIG. 3 is a plan view of the non-slip device showing a modified example. DESCRIPTION OF SYMBOLS 1...Tire, 2...Tread portion, 8...Slipper, 9...Wrapping body, 19...Connection band part, 22...
Axial lug part, 23...first mesh part, 24...second mesh part, 26...reinforcement band part.
Claims (1)
体９の長手方向両端に、巻付体９の幅方向略全長
に亘つて連結帯部１９を形成し、この連結帯部１
９同士を互いに対向させて左右両側部で連結し、
前記巻付体９のタイヤ１のトレツド部２に対応す
る部位に、タイヤ１の軸方向と平行な軸方向ラグ
部２２をタイヤ１の周方向に等間隔に配設し、隣
合う軸方向ラグ部２２間に第１網目部２３を形成
すると共に、前記連結帯部１９とこれに隣合う軸
方向ラグ部２２との間に第２網目部２４を形成し
て成るタイヤの滑止具において、 前記連結帯部１９とこれに隣合う軸方向ラグ部
２２とを、第２網目部２４を略２分割するタイヤ
周方向の補強帯部２６で連結し、この補強帯部２
６の幅（Ｎ）を連結帯部１９に隣合う軸方向ラグ
部２２の幅（Ｌ）よりも幅狭に形成したことを特
徴とするタイヤの滑止具。[Claims for Utility Model Registration] Connecting band portions 19 are formed at both ends in the longitudinal direction of the net-like wrapping body 9 that is wound around the outer circumferential surface of the tire 1, extending over substantially the entire length of the wrapping body 9 in the width direction. Connecting band part 1
9 facing each other and connecting them on both the left and right sides,
Axial lug portions 22 parallel to the axial direction of the tire 1 are arranged at equal intervals in the circumferential direction of the tire 1 at a portion of the wrapping body 9 corresponding to the tread portion 2 of the tire 1, and adjacent axial lug portions 22 are arranged at equal intervals in the circumferential direction of the tire 1. A tire skid device comprising a first mesh portion 23 formed between the portions 22 and a second mesh portion 24 formed between the connecting band portion 19 and the adjacent axial lug portion 22, The connecting band portion 19 and the adjacent axial lug portion 22 are connected by a reinforcing band portion 26 in the tire circumferential direction that roughly divides the second mesh portion 24 into two, and this reinforcing band portion 2
6 is formed narrower than the width (L) of the axial lug portion 22 adjacent to the connecting band portion 19.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1987118755U JPH0439765Y2 (en) | 1987-07-31 | 1987-07-31 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1987118755U JPH0439765Y2 (en) | 1987-07-31 | 1987-07-31 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6422601U JPS6422601U (en) | 1989-02-06 |
| JPH0439765Y2 true JPH0439765Y2 (en) | 1992-09-17 |
Family
ID=31363377
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1987118755U Expired JPH0439765Y2 (en) | 1987-07-31 | 1987-07-31 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0439765Y2 (en) |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5272204U (en) * | 1975-11-27 | 1977-05-30 | ||
| JPH0336402Y2 (en) * | 1985-12-20 | 1991-08-01 |
-
1987
- 1987-07-31 JP JP1987118755U patent/JPH0439765Y2/ja not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6422601U (en) | 1989-02-06 |
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