JPH04844B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Field of Application) The present invention relates to a tire skid device that is used while being wrapped around an automobile tire.

(Prior Art) When driving on snowy or icy roads, non-metallic tire skids having a ladder-shaped or tortoiseshell-shaped mesh portion have recently attracted attention in place of metal chains.

As a conventional non-metallic tire skid device,
Some of these have been proposed in Publication No. 50-18648, Publication of Utility Model Publication No. 59-13126, etc.

(Problems to be Solved by the Invention) This type of tire skid device includes a main body portion located on the tread portion of the tire, and both side edge portions located on both sidewall portions of the tire, It is mounted around the outer circumference of the tire.

By the way, although the circumference of the tire on the tread part and the circumference on the sidewall part of the tire are naturally longer in the former and shorter in the latter, conventional tire skid devices do not take this into consideration at all. It was configured.

Therefore, both side edges of the anti-slip device tend to sag, and for this reason, the both side edges are strongly pulled radially inward and hooked onto side ropes or the like.

This makes installation extremely troublesome, makes it difficult to accurately fit the tire onto the tire, and there is a risk that its functionality may be diminished.

In view of the problems of the conventional example, the present invention increases the amount of circumferential deformation of the main body of the anti-skid device and suppresses the amount of circumferential deformation of both side edges, thereby achieving an accurate fit to the tire. It is an object of the present invention to provide a tire skid device that can be installed at any time, and that can be installed and removed easily and quickly.

(Means for Solving the Problems) The technical means taken by the present invention to achieve the above-mentioned object are characterized by the main body portion 9 located on the tread portion 2 of the tire 1 and the main body portion 9 of the tire 1. Both side edges 10 and 11 located on both side wall parts 4
In the anti-slip device 8 for a tire 1, the core material 12 is covered with a covering material 13 made of an elastic non-metallic material, and the main body portion 9 is spaced apart from each other in the circumferential direction of the tire 1. A first axial rib portion 14 parallel to the axial direction of
are arranged in a row, and both circumferentially adjacent axial end portions of the first axial rib portions 14 are connected by a first diagonal rib portion 16, thereby creating an interval in the circumferential direction of the tire 1. and includes a first mesh portion 15, and both side edges 10 and 11 are connected to the first mesh portion 1.
5, second axial ribs 16A parallel to the axial direction of the tire 1 are arranged at intervals in the circumferential direction on the first diagonal rib portion 16 of the tire 1;
By connecting the circumferentially adjacent axial outer ends of the tires 6 with a second diagonal rib portion 16, second mesh portions 18 are provided at intervals in the circumferential direction of the tire 1. The angle C formed by the second diagonal rib portion 16 in the second mesh portion 18 is made larger than the angle A formed by the first diagonal rib portion 16 in the first mesh portion 15, so that the angle C formed by the second diagonal rib portion 16 in the second mesh portion 18 is increased. The first mesh portion 15 has a large amount of deformation in the tire circumferential direction, and the second mesh portions 18 at both side edges 10 and 11 have a small amount of deformation in the tire circumferential direction.

(Function) The anti-skid device 8 is rotated with its main body 9 positioned on the tread portion 2 of the tire 1, and both side edge portions 10 and 11 positioned on both sidewall portions 4 of the tire 1, so that the circumferential ends are connected to each other by a connecting means 22.

At this time, the diagonal rib portion 16 in the first mesh portion 15 of the main body portion 9 is expanded in the circumferential direction.
The angle A formed by the second mesh portion 1 of the both side edges 11
Since the angle C formed by the diagonal rib portion 16 in the main body portion 9 is smaller than the angle C formed by the diagonal rib portion 16 in the main body portion 9.
The mesh portion 15 has a large amount of deformation in the tire circumferential direction, and the second mesh portion 1 at both side edges 11
8 has a small amount of deformation in the tire circumferential direction, and tire 1
Even if there is a difference between the diameter (circumferential length) at the tread portion 2 and the diameter (circumferential length) at the sidewall portion 4, the anti-slip device 8 is fitted to the tire 1.

The axial rib portion 14 in the main body portion 9 is connected to the tire 1.
Helps prevent slipping when driving on snow or ice.

The mesh portions 18 of the side edges 10 and 11 are connected to the side ropes 23 by being pulled in the radial direction by connecting devices 25 as necessary.

(Example) A first example of the present invention will be described in detail with reference to the drawings (FIGS. 1 to 5).

In FIG. 3, reference numeral 1 denotes a tire, which has a toroidal cross section with a tread portion 2, both shoulder portions 3, both sidewall portions 4, and both bead portions 5, and both bead portions 5 are bead seats of a rim 6. is attached to.

Note that 7 indicates a disk.

In FIGS. 1 to 3, reference numeral 8 denotes a band-shaped anti-slip device in the unfolded state, which is located on the main body portion 9 located on the tread portion 2, on both shoulder portions 3, and on both side wall portions 4. It has both side edges 10 and 11.

The anti-slip device 8 is attached to the core material 1 as shown in FIGS. 4 and 5.
2, a covering material 13 made of an elastic non-metallic material;
The core material 12 extends in a net shape.

The core material 12 is made of synthetic fibers or natural fibers such as polyester, nylon, or rayon, and is made into a mesh shape by, for example, lattice weaving, and the covering material 13 that covers this core material 12 is made of rubber, synthetic resin,
It may be made of other elastic non-metallic materials, with short fibers (glass fibers, etc.) mixed therein as necessary. Note that the core material 12 may be a rubber-covered cord, and in any case, it is desirable that the core material 12 has no or little elasticity (non-stretchability).

In the first embodiment shown in FIGS. 1 to 3, the main body part 9 has a first mesh part 15, and the side wall is connected through the third mesh part 17 corresponding to both shoulder parts 3. The second mesh portion 1 corresponds to the portion 4.
It has 8.

That is, as shown in FIG. 1, the main body portion 9 has first axial rib portions 14 arranged parallel to the axial direction of the tire 1 at intervals in the circumferential direction of the tire 1, and By connecting the circumferentially adjacent axial ends of the portion 14 with the first diagonal rib portion 16 having an angle A, the first mesh portion 15 has an interval in the circumferential direction (band longitudinal direction). Well equipped.

Further, a third axial rib portion 16A is provided in succession to the first diagonal rib portion 16 of the first mesh portion 15, and the third axial rib portion 16A is provided with an oblique direction at an angle B at the axial outer end of the third axial rib 16A. Shoulder portion 3 formed into a hexagonal shape (tortoise shell shape) by consecutively providing rib portions 16
A third mesh portion 17 is provided on both side edges 10 corresponding to
By forming a second diagonal rib portion 16 at an angle C with the second axial rib portion 16A, the second diagonal rib portion 16 is connected to the outside through the third mesh portion 17. Hexagonal (tortoiseshell-shaped) second mesh portions 18 smaller than the third mesh portion 17 are provided at corresponding side edge portions 11 at intervals in the circumferential direction.

Here, among the angles A, B, and C described above, the angle A of the main body portion 9 is the smallest, and the relationship is A<B<C.

Specifically, 10°≦A≦120°, 30°≦B≦135°, 45°
≦C≦180°, and under any conditions A<
The relationship is B<C.

Here, among the hexagonal mesh portions 15, 17, and 18, that of the main body portion 9 is made the largest and the amount of deformation in the circumferential direction is increased, and the mesh portion 17 on the shoulder portion 3 is the next one. The outermost mesh portion 18 is made the smallest to suppress the deformation in the circumferential direction to a certain extent, thereby suppressing the deviation from the tire 1 even when the vehicle moves around a corner, thereby providing an anti-slip effect. The amount of deformation is made small, and the slip stopper 8 is prevented from coming off.

Note that the cross-sectional shape of the rib portion described above is approximately trapezoidal, wide on the tire surface side and narrow on the opposite tire surface side.

Reference numeral 19 denotes a connecting rib, which has a trapezoidal cross section and has a connecting hole 20 as shown in FIG. connected, connecting hole 20
The connecting fittings 21 constitute a connecting means 22.

Although the connecting means 22 is provided corresponding to both shoulder portions of the tire, it may also be provided corresponding to the tread portion.

Reference numeral 23 denotes side ropes, which are located on both sides of the rim 6 as shown in FIG.
They are separably connected by a connector 24 shown in the figure.

Then, this side rope 23 and both side edges 1
The mesh portion 17 at 0 and 11 is the connector 25
The anti-skid device 8 is attached to the tire 1 by being connected inside and outside in the radial direction.

In addition, in Figures 1, 3, and 5, 2
Reference numeral 6 designates a spike device, which, as shown in FIG. 5, has a collar portion 27, a body portion 28 with a smaller diameter than the collar portion, and an insertion portion 29, and has an axial rib portion 14 as shown in FIG. are provided on both sides of the

Further, reference numeral 30 denotes a mounting hole, which is penetrated by the connecting rib 19, and is used to removably attach one end of the connector 25.

FIG. 6 shows a second embodiment, in which the mesh portion 15 in the main body portion 9 has an elongated hexagonal shape elongated in the tire axial direction, and has a length spanning both shoulder portions 3. It is a ladder-shaped non-slip device 8. However, 10°≦A≦135°,
45°≦C≦180°. The reason for setting 10°≦A is that tightening in the circumferential direction becomes weaker, and A≦135°.
The reason for this is that there is no elongation (deformation) in the circumferential direction, making it difficult to install, and the reason for setting 45°≦C is that the side tightening becomes weaker.

The rest of the configuration is basically the same as the first embodiment, and common parts are indicated by common symbols.

However, in this second embodiment, every other coupler 25 is hooked onto the side rope 23.

Note that the connecting fittings 25 may be hooked as in the first embodiment, or every other connecting fitting 25 may be hooked in the first embodiment.

FIG. 7 shows a third embodiment, in which the mesh portion 18 on the sidewall portion 4 has hexagonal shapes and pentagonal shapes alternately in the circumferential direction, and therefore ribs parallel to the tire circumferential direction. 31 are formed every other time.

The rest of the structure is the same as that of the first embodiment, and common parts are indicated by common symbols.

FIG. 8 shows a fourth embodiment, in which the configuration of the third embodiment is applied to the second embodiment described above.

Figure 9 shows the fifth embodiment, which has a tortoise shell shape (first and third
connection rib 1 in the latch 8 of
A dovetail-shaped concave-convex portion 3 that is connected to and disconnected from 9 in a male-female relationship.
2 and 33 is adopted, and one end of the connector 25 is hooked into the mounting hole 30. FIG.
The configuration of the fifth embodiment described above is adopted for the latch 8 of the fourth embodiment (including the fourth embodiment).

In any of the first to sixth embodiments described above, the core material 12 is set in a mold, and molded rubber or other elastic material is filled or injected into the mold cavity and vulcanization molding or the like is performed. In some cases, the skid stop 8 can be manufactured, but the manufacturing means may also be other.

(Effects of the Invention) According to the present invention, the non-slip device 8 has a core material 12 serving as a skeleton covered with a covering material 13 made of an elastic non-metallic material, and has a main body portion located on the tread portion 2 of the tire 1. 9 and both sidewall portions 4 of the tire 1
a first mesh portion 15 provided on the main body 9 with a circumferential spacing therebetween; The amount of deformation in the circumferential direction of the tire is different from the crossing angles A and C of the diagonal rib portions 16, so that the amount of deformation in the circumferential direction of the main body portion 9 is reduced. If it is large, the amount of circumferential deformation of both side edge portions 11 will be small, and thereby,
Even if there is a difference in circumferential length between the tire tread part 2 and both sidewall parts 4, the anti-skid device 8 can be reliably mounted around the tire 1 while being fitted to its shape.

Furthermore, the fact that the amount of deformation in the tire circumferential direction of the mesh portions 18 at both side edges 10 and 11 is smaller than the amount of deformation in the tire circumferential direction of the mesh portion 15 in the main body portion 9 means that the main body portion 9 is Even if it is rotated and stretched in the circumferential direction, both side edges 10 and 11
The elongation of the tire is suppressed, and the stiffness of both side edges 10 and 11 is also strengthened, and there is no fear of the slipper 8 coming off the tire 1 during running.

This makes it possible to eliminate the need for the side ropes 23, which is normally performed by pulling the side edges 10, 11 of the anti-slip device 8 into the side ropes 23 using the connecting tools 25 in the radial direction and tightening them. At the very least, the number of connectors 25 to be used will be significantly reduced, and there is no need to forcefully pull them in the radial direction. can be done quickly and easily.

Furthermore, since the main body part 9 has the axial rib part 14, the anti-slip effect can be reliably achieved, and the difference in the amount of deformation in the circumferential direction between the main body part 9 and the side edges 10, 11 can be reduced. The first mesh portion 15
This is achieved by making the intersection angle A of the diagonal rib portions 16 smaller and increasing the intersection angle C of the diagonal rib portions 16 in the second mesh portion 18, so it can be done with a very simple means. ,
The structure can be simplified, which facilitates the manufacture and handling of the stopper 8.

[Brief explanation of drawings]

1 to 5 show a first embodiment of the present invention, FIG. 1 is a plan view showing a part of the anti-skid device, and FIG. 2 is a part showing the state where the anti-skid device is attached to a tire. An abbreviated side view, FIG. 3 is an enlarged sectional view taken along the line S-S in FIG. 2, and FIG. 4 is an enlarged sectional view taken along the line X-X in FIG. 1.
Figure 5 is an enlarged sectional view taken along line Y-Y in Figure 1;
Figures to Figures 10 show the second to sixth embodiments of the anti-slip device of the present invention, with Figure 6 being a plan view of the second embodiment, Figure 7 being a plan view of the third embodiment, and Figure 8 being a plan view of the third embodiment. FIG. 9 is a plan view of the fourth embodiment, FIG. 9 is a plan view of the fifth embodiment, and FIG. 10 is a plan view of the sixth embodiment. DESCRIPTION OF SYMBOLS 1...Tire, 2...Tread part, 4...Side wall part, 8...Slipper, 9...Body part, 1
0, 11... Both side edges, 12... Core material, 13...
Covering material, 14... Axial rib portion, 15... Mesh portion of main body portion, 16... Diagonal rib portion, 17,
18...Mesh-like parts on both side edges.

Claims (1)

[Claims] 1. A tire comprising a main body 9 located on the tread portion 2 of the tire 1 and both side edge portions 11 located on both sidewall portions 4 of the tire 1, and a core material 12 having elasticity. In the anti-slip device 8 for the tire 1 covered with a coating material 13 made of a non-metallic material, the main body portions 9 are spaced apart from each other in the circumferential direction of the tire 1 in a first axial direction parallel to the axial direction of the tire 1. Rib portion 14
in the circumferential direction of the tire 1, and by consecutively providing first diagonal rib portions 16 with an intersecting angle A at both axial ends of the first axial rib portions 14 adjacent in the circumferential direction. A first mesh portion 15 is provided with a gap therebetween, and further, the both side edge portions 11 are provided with a gap in the circumferential direction of the tire 1 at the outer ends of the first diagonal rib portion 16. A second axial rib portion 16A parallel to the axial direction of the tire 1 is provided in series, and this axial rib portion 1
A second diagonal rib portion 1 having an intersecting angle C at the outer end of 6A.
6 are arranged in a row to provide second mesh portions 18 at intervals in the circumferential direction of the tire 1, and the crossing angle C is made larger than the crossing angle A, so that the first mesh portion 18 in the main body portion 9 A non-slip device for a tire, characterized in that the amount of deformation in the tire circumferential direction of the mesh portion 15 is large, and the amount of deformation in the tire circumferential direction of the second mesh portion 18 at both side edge portions 11 is small.