JPH04843B2 - - Google Patents

Description

[Detailed description of the invention] (Industrial application field) The present invention relates to a tire skid device.

(Prior Art) As shown in Japanese Patent Publication No. 50-18648, non-metallic anti-slip devices for automobile tires include ladder-type devices and mesh-type devices having a large number of rectangular meshes.

(Problems to be Solved by the Invention) The above-mentioned ladder-type anti-skid device has a drawback in that it is strong against slipping in the circumferential direction of the tire, but weak against slipping in the axial direction of the tire.

Furthermore, in the mesh-type anti-slip device, conventionally, both sides of the rectangular mesh were inclined with respect to the axial direction of the tire, so it was strong against slipping in the axial direction of the tire. It was not sufficient to prevent tires from sliding in the circumferential direction, and there were problems with traction, hill climbing performance, and braking.

Furthermore, in the conventional device, when the side part of the skid device is engaged with the flexible rope placed on the side of the tire and tightened in the tire radial direction, the mesh of the skid device is deformed and becomes rectangular. The object began to take on a diamond shape, which had a negative impact on traction and braking performance.

An object of the present invention is to provide a tire skid device that can solve the above problems.

(Means for Solving the Problems) In order to achieve the above object, the present invention is characterized by a main body portion located on the tread portion of the tire, shoulder portions on both sides of the tire, and sidewall portions. and a side portion located above, the main body portion having a hexagonal anti-slip mesh arranged in a row in the circumferential direction of the tire, and a pair of opposing sides of the anti-slip mesh facing the tire. The axial portion is parallel to the axial direction, and the other two pairs of opposing side portions are inclined portions that are inclined in both the axial direction and the circumferential direction of the tire, and the side portions are hexagonal shaped. Engaging meshes and pentagonal non-engaging meshes are arranged alternately in the circumferential direction, and the engaging meshes are arranged at equal intervals in the circumferential direction on a pair of flexible cables arranged on both sides of the tire. The two adjacent sides of each of the engaging and non-engaging meshes are connected to the sloped part of the anti-skid mesh. A pair of sides of the engagement mesh and a pair of sides facing each other in the tire circumferential direction of the engagement mesh are mutually shared, and a pair of sides of the engagement mesh facing in the tire circumferential direction are When the tire is not attached and is not tightened by engaging the flexible rope, it slopes toward the side, and when the tire is attached and tightened by engaging the flexible rope, it is parallel to the tire axial direction. The point is that it is configured to be.

(Function) According to the present invention, a pair of opposing sides of the anti-skid mesh are axial parts parallel to the axial direction of the tire,
Since the other two pairs of opposing side portions are sloped portions that are inclined in both the axial direction and the circumferential direction of the tire, the axial portions counteract slippage in the circumferential direction of the tire, and the The ramp counteracts axial slippage of the tire.

Furthermore, the pair of sides of the engagement mesh that are opposite to each other in the tire circumferential direction are inclined to widen toward the sides when the tire is not mounted and are not engaged with the flexible cables and tightened. When the tire is attached and tightened by engaging the sex cables, it is configured to be parallel to the tire axis direction, so when the tire is attached, the mesh of the skid device deforms only on the side parts, and The deformation does not extend to the main body.

Therefore, the anti-slip performance of the main body is not adversely affected.

(Embodiment) Hereinafter, an embodiment of the present invention will be described based on the drawings. 1 is a tire, 2 is a tread portion of the tire 1, and 3 is a tire.
is a shoulder portion of tire 1, 4 is a rim, and 5 is a disc.

Reference numeral 6 denotes a band-shaped anti-slip device which is removably wound around the outer circumferential surface of the tire 1, and has a mesh-like structure by covering a reinforcing core material 7 with a covering material 8.

As the reinforcing core material 7, synthetic fibers or natural fibers such as polyester, nylon, or rayon are used. The reinforcing core material 7 itself may or may not be woven into a mesh shape by means such as lattice weaving.

Rubber is generally used as the covering material 8, but plastic or other non-metallic materials may also be used.

The anti-slip device 6 consists of a main body part 9 located on the tread part 2 of the tire 1 and a pair of side parts 10 located on both sides of the tire 1.

A large number of hexagonal anti-slip meshes 11 are arranged in the circumferential direction of the main body 9, and a pair of opposing sides of each anti-slip mesh 11 is an axial portion parallel to the axial direction of the tire 1. 12, and the other two pairs of opposing sides of the anti-slip mesh 11 are inclined portions 13 that are inclined both in the axial direction and the circumferential direction of the tire 1. The axial portions 12 of adjacent anti-slip meshes 11 are shared.

At each side end of each axial portion 12, the covering material 8 is formed to bulge outward in a fan shape to form an attachment portion 14.

A spike pin 15 having a pair of flanges 15a is inserted into each mounting portion 14 so as to sandwich the mounting portion 14 therebetween.

On both sides of the hexagonal anti-slip mesh 11, there are a substantially hexagonal engagement mesh 16 and a substantially pentagonal non-engagement mesh 1.
7 are arranged in succession in the circumferential direction alternately. Anti-slip mesh 1 in the engaging mesh 16 and the non-engaging mesh 17
The side portion on the first side is constituted by an inclined portion 13 of the anti-slip mesh 11. The inner portions of the engaging mesh 16 and the non-engaging mesh 17 are included in the main body portion 9, and the other portions constitute a side portion 10.

Connecting parts 18 extending in the axial direction of the tire 1 are formed at both ends of the anti-skid tool 6, and both sides of the connecting parts 18 are separably connected by a pair of connecting fittings 19, so that the anti-skid tool 6 is annular.

A pair of flexible cables 20 are made of ropes, wires, etc., and are arranged on both sides of the tire 1.
0 is the outer side of the engagement mesh 16 of each side portion 10,
That is, the side portion 21 on the radially inner end side of the tire 1;
Connecting fittings 2 are attached to each side end of the connecting portion 18, respectively.
2 and 23. The ends of each flexible cable 20 are also separably connected to each other by a connector 24, and the flexible cable 20 tightens the engagement mesh 16 of each side portion 10 inward in the radial direction of the tire 1. By doing so, the anti-slip device 6 is held on the tire 1.

By the way, as shown in FIG. 1, the anti-slip mesh 1
A, B, C, A', A, B, C, A',
B', C' are attached to each apex of the engaging mesh 16 and non-engaging mesh 17 on both sides except for the apex of the anti-slip mesh 11, respectively, D, E, F,
Label them G, D', E', F', G'.

In the embodiment, the maximum width ′ of the anti-slip mesh 11 is made smaller than the ground contact width of the tire 1, that is, the width W ₁ of the tread portion 2, so that the anti-slip mesh 1
1 is located above the tread portion 2, and the entire anti-slip mesh 11 is in contact with the ground, so that the entire anti-slip mesh 11 can provide a good anti-slip effect. . Also, the maximum width above
BB' is set to be 1/2 or more of the above width _W1 , and the length of the axial part 12 of the anti-slip mesh 11 is equal to the width of the tread part 2.
It is designed not to become too small relative to W ₁ so that the function of the axial portion 12 is not impaired. By determining the maximum width' as described above, running stability is ensured.

Also, the maximum width ' of the anti-slip mesh 11 is the maximum width
The angle is set to 0.4 to 0.8 times BB', so that the angle of inclination of the inclined portion 13 with respect to the axial direction becomes a certain degree. This makes it possible to sufficiently prevent the inclined portion 13 from slipping in the axial direction.

Furthermore, the pitch of the anti-skid mesh 11 is the same as that of the tire 1.
The size of the anti-slip mesh ₁₁ is set to be 0.03 times or more the outer circumference πD 1 of the tire 1, so that the size of the anti-skid mesh 11 is not too small compared to the tire 1. This prevents the anti-skid mesh 11 from clogging, and prevents problems in terms of traction, hill climbing performance, and braking. Further, the pitch is set to 0.1 times or less of πD ₁ to prevent the size of the anti-skid mesh 11 from becoming too large compared to the tire 1. This prevents large vibrations from occurring.

Further, ' is substantially the same as the periphery _L1 between the shoulder portions 3 on both sides of the tire 1, so that the anti-slip device 6 is prevented from being eccentric from the tire 1 and falling off.

Furthermore, from the viewpoint of preventing the slipper 6 from falling eccentrically from the tire 1 and ensuring the proper position of the connecting fittings 22 and 23, Σ+Σ≒πD ₂ and ' is
It is said that the periphery L ₂ between the outermost positions of the tire 1 is approximately the same. In addition, D2 is the above-mentioned periheli
This is the diameter at both ends of L1.

In addition, when the flexible cable 20 is not tightened,
≧, the sum Σ of the circumferential lengths of the side portions 21 on the radially inner end side of the tire 1 in all the engagement meshes 16 of each side portion 10 is
1/ of the total circumferential length of the radial end of the tire 1 in
It is said to be 2 or more.

By the way, when the anti-slip device 6 is attached to the tire 1, the flexible rope 20 causes the side portion 21 on the radially inner end side of the engagement mesh 16 of each side portion 10 to be placed on the radially inner side of the tire 1. As a result, the circumferential length of each side portion 10 is reduced, and the anti-skid device 6 is prevented from falling off from the tire 1.

In this case, the engaging mesh 16 and the non-engaging mesh 17
and alternately in the circumferential direction, and,
is set as described above, and in each side portion 10, the length of the portion of the tire 1 that is pulled inward in the radial direction by the flexible cable 20 is made larger than the length of the portion that is not pulled. , the circumferential length of each side portion 10 can be reduced evenly and without difficulty, and the anti-slip device 6 can be easily mounted on the tire 1.

Incidentally, the outer portion of the non-engaging mesh 17 may be shaped as shown by the imaginary line in FIG. 1, and the length thereof may be zero.

(Effects of the Invention) As described in detail above, according to the present invention, the anti-skid device is strong against slipping not only in the axial direction of the tire but also in the circumferential direction of the tire, and is effective in terms of traction force, hill climbing performance, and braking. However, there is no problem, and the deformation of the mesh when the anti-skid device is attached appears only on the side portions and does not extend to the main body, so there is no adverse effect on the anti-slip performance of the anti-slip device. The present invention has the above advantages and is of great practical benefit.

[Brief explanation of drawings]

The drawings show an embodiment of the present invention; FIG. 1 is a plan view of the anti-slip device, and FIG. 2 is a side view showing the anti-slip device mounted on a tire. 3 is a sectional view taken along the - line in FIG. 2, FIG. 4 is a partial sectional view of FIG. 1, and FIG. 5 is a sectional view taken along the - line in FIG. 4. DESCRIPTION OF SYMBOLS 1...Tire, 2...Tread portion, 6...Slipper, 7...Reinforcement core material, 8...Coating material, 9...Main body, 10...Side part, 11...For anti-slip mesh, 12
...Axis direction part, 13... Slanted part, 16... Engagement mesh, 17... Disengagement mesh, 20... Flexible cable.

Claims (1)

[Claims] 1. A main body located on the tread portion of the tire;
The main body part is composed of shoulder parts on both sides of the tire and side parts located on the sidewall parts, and the main body part has a hexagonal anti-slip mesh continuous in the circumferential direction of the tire. A pair of opposing sides of the mesh are axial parts that are parallel to the axial direction of the tire, and the other two pairs of opposing sides are slanted parts that are inclined in both the axial direction and the circumferential direction of the tire. The lateral portions include hexagonal engaging meshes and pentagonal non-engaging meshes arranged alternately in the circumferential direction, and the engaging meshes are arranged on both sides of the tire. It is engaged with a pair of flexible cables at equal intervals in the circumferential direction and tightened inward in the radial direction of the tire, and the two adjacent sides of each mesh for engagement and non-engagement are is shared with the inclined part of the anti-slip mesh, a pair of side parts of the engaging and non-engaging mesh facing each other in the tire circumferential direction are shared with each other, and A pair of side portions facing each other in the direction are inclined to widen towards the side when the tire is not attached and are not engaged with the flexible rope and tightened, and are inclined to widen toward the side, and are engaged with the flexible rope and tightened. A tire skid device characterized by being configured to be parallel to the tire axis direction when the tire is mounted.