109results about "Auxillary traction increasing equipment" patented technology

A process for producing a tire having an expandable chamber utilized for extending and retracting studs provided in the periphery of the tire. In one embodiment, a non-stick film is strategically positioned between the casing and the tread prior to curing the tread onto the casing. The interface at either side of the film forms the sides of an expandable chamber. The tread side of the chamber is inset and studs are affixed thereto. Expansion of the chamber extends the studs out of the inset and into engagement with a road surface. Alternative processes provide a channel in the tread and the expansion chamber formed in the channel.

A wheel on a vehicle having a flat tire may be protected by attaching a first semi-cylindrical shell having a first planar end to the wheel, and attaching a second semi-cylindrical shell to the first semi-cylindrical shell. The first semi-cylindrical shell and the second semi-cylindrical shell are secured together so as to form a cylindrical shell of diameter having a cylindrical wall which covers a tread surface of the flat tire. The first semi-cylindrical shell is attached to the wheel to cover a first portion of a tread surface of the flat tire; and, after attaching the first semi-cylindrical shell, the wheel is rotated. The first portion of the tread surface does not contact a ground surface prior to the rotation step, but does contact a ground surface through the first semi-cylindrical shell after the rotation step. A connector for connecting the semi-cylindrical shells to the wheel is also disclosed.

The invention provides a novel antiskid and antidrift device for automobile tires. The device, arranged on the steel ring, comprises a ground grabber which is telescopic under a certain pressure and directly contact with the ground. On the soft, wet and slippery mud or snowfield, the ground grabber is pressed into the soft ground under a certain pressure, thereby performing an excellent antiskid function. When on the hard cement road, the ground grabber is pressed back by a larger pressure and is bounced out for loss of pressure, thus guaranteeing the normal driving of the device on cement roads without damaging to each other. The device with a good antiskid and antidrift effect greatly saves the fuel when driving on snowfield, muddy or sandy roads and significantly increases the safety factor.

The present invention discloses an anti-skid device for automobiles and belongs to the field of antiskid devices for automobile tires. A wheelslip phenomenon often occurs when an automobile travels on roads with ice, snow or mud, and the conventional anti-skid devices for automobiles are complicated in installation and can easily damage tires. The anti-skid device for provided by the present invention is of a wheel type, and is mainly composed of a connection disc, connection shafts, springs and anti-skid teeth. The connection disc is connected with prolonged automobile tire fixing nuts through bolts, and is additionally installed at an outer side of an automobile tire. The anti-skid device for automobiles is simple in structure, convenient to assemble and disassemble, sturdy and durable, causes on damages to the tires, does not change the original structure technique safety performance, has excellent operability, can effectively avoid traffic accidents caused by braking wheelslips of automobiles in rainy and snowy days, and is widely applicable to skid prevention of various wheel-type machines.

The invention discloses a retractable type non-inflatable wheel allowing a ground contact area of a tire tread to be changed. The non-inflatable wheel comprises a main wheel body, auxiliary wheel bodies, wheel retracting mechanisms and a wheel spoke, wherein the main wheel body and the auxiliary wheel bodies are coaxially arranged, the main wheel body adopts an overall non-inflatable elastic wheel, each auxiliary wheel body is a non-inflatable wheel equally divided in the circumferential direction, the main wheel body is connected with a wheel axle through the wheel spoke, hinge sliding guide grooves are circumferentially formed in the wheel spoke and extend in the radius direction of the wheel spoke from a center hole of the wheel spoke, the number of the hinge sliding guide grooves is equal to the sum of the segmentation number of the auxiliary wheel bodies, one end of each wheel retracting mechanism is connected in a corresponding hinge sliding guide groove, and the other end of each wheel retracting mechanism is connected with the auxiliary wheels. The ground contact area of the non-inflatable wheel can be changed according to road surface conditions, hidden tire burst risks are avoided, the safety is good, and the retractable type non-inflatable wheel is suitable for being used under various driving conditions.

The invention discloses a transport trolley applied to a muddy road of a construction site. A vehicle body is included. Four lifting mechanisms are symmetrically distributed below the vehicle body; each lifting mechanism comprises a wheel supporting block fixedly arranged on a lower end surface of the vehicle body; a wheel frame is arranged below the wheel supporting block; a rotating cavity withan upward opening is arranged in an upper end of the wheel frame; and a rotating sliding block is rotatably arranged in the rotating cavity. In the invention, wheel sinking can be automatically detected when the trolley passes through a muddy road; then the auxiliary lifting mechanism is controlled to be unfolded to increase a contact area between the wheels and the ground; a lifting force is increased through the method of increasing the contact area; in addition, the lifting mechanism can automatically determine an unfolding size according to a sinking degree of the wheels, and action efficiency is improved; and meanwhile, the auxiliary pushing mechanism can apply a forward assisting force to the trolley to help the trolley move on a muddy and wet slide way.

The invention relates to an anti-skidding device applied to automobile tires. The anti-skidding device comprises an inner fixed hub and an outer support hub, wherein the outer support hub is located at the outer side of the inner fixed hub; a plurality of anti-skidding unit bodies are fixed on the outer side wall of the outer support hub; each anti-skidding unit body comprises a support body and aconnection shell; the cross section of each support body is arc-shaped; an inwardly concave surface of each support body faces the outer support hub; each connection shell is located between each support body and the outer support hub; an adjustment cavity is formed between each connection shell and each support body; each anti-skidding unit body also comprises an elastic shell; each elastic shell is located on one side opposite to each connection shell of each support body; a molding cavity is formed between each elastic shell and each support body; each support body is provided with two through holes for communicating each adjustment cavity and each molding cavity; the two through holes are respectively located at the left end and the right end of each support body; the molding cavitiesand the adjustment cavities are filled with hydraulic oil. According to the anti-skidding device applied to automobile tires, the contact area between the anti-skidding device and the ground can be increased by the deformability of the elastic shells, so that the friction force between the ground and the anti-skidding device is improved; the controllability and the braking performance of the automobiles are improved; the safety of driving is ensured.

The invention discloses an anti-skidding wheel plate which comprises a circular wheel plate, a plurality of anti-skidding teeth and an adjusting plate, wherein the anti-skidding teeth are distributed along the radial direction of the wheel plate; the adjusting plate is arranged at the center of the wheel plate; the anti-skidding teeth are connected with the adjusting plate through adjusting connecting rods; an adjusting handle is mounted on the adjusting plate; the anti-skidding teeth stretch out or retract under the driving of the adjusting plate which is driven by rotating the adjusting handle; each of the anti-skidding teeth is composed of an outmost anti-skidding tooth sheet, a middle anti-skidding connecting rod, an external anti-skidding tooth sleeve, a damping spring sleeved on the anti-skidding connecting rod and a connecting slide block. The anti-skidding wheel plate is designed in an external hanging form, so that the anti-skidding wheel plate is not ground by an automobile and no bump is generated; the anti-skidding wheel plate is not in direct contact with an automobile body, so that the noise caused by striking the automobile body is avoided; the anti-skidding wheel plate is directly mounted on a wheel hub, need not be frequently detached and is convenient to use; four surfaces of the anti-skidding teeth work together, so that the lateral sliding problem is solved; the anti-skidding wheel plate is not ground by the wheel, so that the service life is long; the anti-skidding teeth are automatically adjusted, so that the running speed is not influenced; and a wheel plate frame is bigger than the wheel hub, so that the danger caused by tire burst is reduced.

The invention relates to a device which is used to free a vehicle that has become stuck in terrain or to reduce the risk of same, through the use of an additional tread which is disposed parallel to that of each wheel of the vehicle. The additional tread can take the form of an air chamber (2 or 10a and 10b) which may or may not be covered with a tire (11) or of a band comprising different coupling profiles (13, 14 or 15). Said tread is mounted to an anti-sink rim essentially comprising a conical profile (1.2) and a flange (1.1) which is centered in relation to, and applied against the outer side of the rim of the vehicle wheel using at least three bolts having special heads (6), which are inserted and coupled in respective openings in the flange and rim. The diameter of the system is smaller than that of the wheel in order to facilitate mounting and to reduce the risk of interference with the body of the vehicle. The conical shape of the rim profile (1.2) lends natural stiffness to the system and, when not in use, enables same to be easily stacked in order to minimize the storage space required.

Disclosed is an auxiliary wheel comprising a wheel hub and a tire. The auxiliary wheel is fixedly mounted on a wheel of an automotive vehicle in a manner that the auxiliary wheel and the wheel have a common rotary axis. The auxiliary wheel may further comprise one or more locking components located on the wheel hub, and the locking component is used to fix the auxiliary wheel on the wheel hub of the wheel, so that the auxiliary wheel is driven by the wheel hub of the wheel. The present invention further relates to an unassisted lifting jack used when the auxiliary wheel is mounted. The unassisted lifting jack comprises a climbing block and a supporting block connected in a rotary way, the climbing block and the supporting block have a common supporting bottom, and the climbing block has a slope provided to the auxiliary wheel for climbing.

A tire clamp substituting for a spare tire for a vehicle is provided. When a tire is punctured, the punctured tire is substituted with a spare tire. In this invention, a tire clamp is substituted for a spare tire. The tire clamp includes: a frame box; a plurality of clamping portions which are protruded radially on the frame box and are installed symmetrically with each other, each having a clamp shaft on the inner circumference of which a threaded hole is formed, a clamp arm which is formed in the front side of one end of the clamp shaft and clamps the edge of a tire, and a fitting arm which is formed in the rear side of one end of the clamp shaft; a plurality of first bevel spindles each having a first spindle shaft which is geared and engaged with the threaded hole of the clamp shaft and a first bevel gear which is formed in one end of the first spindle shaft; a second bevel spindle having a second spindle shaft which is protruded outwards from the center of the frame box and a second bevel gear which is formed on one end of the second spindle shaft and simultaneously geared and engaged with the first bevel gears, to thereby make the first bevel spindles rotate simultaneously; and a handle for making the second bevel spindle rotate.

A shock absorbing wheel assembly. In a first embodiment, the wheel assembly comprises a rigid hub adapted to be mounted on an axle, a first relatively elastic material concentrically mounted over and affixed to the hub and an annular wheel having a first outer diameter comprised of a second relatively inelastic material overlying and affixed to the outer perimeter of the first relatively elastic material. The first relatively elastic material is preferably a toroid comprised of a closed cell foam. In a second embodiment, the wheel assembly is a compound wheel comprising, in combination, the first embodiment of the wheel assembly wherein the first embodiment is elastically compressible, coaxially mounted adjacent to a relatively noncompressible second wheel having a second outer diameter that is less than the first outer diameter. In the second embodiment, the elastically compressible portion of the compound wheel assembly deforms inwardly when subjected to a shocking event until the outer surface of the second wheel comes into contact with the supporting surface thereby gradually transferring the weight of the wheelchair to the outer surface of both wheels and reducing shock.

The invention discloses a full automatic relief device for an automobile. The automobile comprises a tire (102); the tire (102) comprises an outer tire face (103); the full automatic relief device forthe automobile is integrated on the automobile, and comprises a starter (1) and a relief module (2) connected with the starter (1); the relief module (2) comprises at least one group of flexible mechanisms (3) and a jacking head (4) connected with the flexible mechanisms (3); the starter (1) can control the flexible mechanisms (3) to extend out or retract to the jacking head (4); when the flexible mechanisms (3) are extended out, the jacking head (4) is higher than the outer tire face (103) of the tire (102); when the flexible mechanisms (3) are retracted, the jacking head (4) is located in the outer tire face (103) of the tire (102). The relief device is integrated on the automobile body and free from the installation in later period, the relief process can be completed by operating a starting button only; therefore, the full automatic relief device is convenient to use.

The invention provides a hub assisting device for saving a trapped vehicle. The hub assisting device comprises a fixing assisting hub and a caster arranged on the outer surface of the fixing assistinghub and is characterized in that one or more than one caster is arranged; when the caster is in an unfolded state, one end of the caster is a fixed end and fixed to the outer surface of the fixing assisting hub through a locking bolt group, and the other end is a ground contact end extending out of the outer surface of a wheel; the ground contact end of the caster is arranged into a support leg of an arc-shaped projection, and a support projection is further arranged at the inner side of the support leg and forms an included angle with the support leg, so that the ground contact end of the caster is herringbone; a plurality of bolt holes used for fitting the locking bolt group to fix the caster are arranged in the fixing assisting hub; and the fixing assisting hub is further provided witha plurality of through holes, namely hub connecting bolt holes, for the connection of the hub of the wheel, and the hub connecting bolt holes are 5mm to 2000mm in length. The hub assisting device caneffectively improve the capability of the vehicle on leaving a trapped position by self power.

The invention belongs to the field of automobile antiskid equipment and particularly relates to a vehicular antiskid wheel disc. The vehicular antiskid wheel disc comprises a wheel disc body and a connecting hole at the center thereof, a concentric hydraulic tube is arranged on the wheel disc body, a plurality of wheel tooth tubes communicated with the hydraulic tube are further radially uniformly distributed on the wheel disc body, an opening is arranged at the rear end of each wheel tooth tube body and communicated with the hydraulic tube, an opening control device is arranged at the front end of each wheel tooth tube body, a hydraulic piston, a pressure spring, a wheel tooth seat and a wheel tooth are mounted inside each wheel tooth tube body sequentially from back to front, and each hydraulic piston and each wheel tooth seat are both form slide and seal fit with the inner wall of the corresponding wheel tooth tube. The vehicular antiskid wheel disc is mounted on the outer side or the inner side of a wheel, is capable of increasing friction force of a vehicle and a contact surface and guaranteeing safety and operability of the vehicle, and assists the vehicle to be adapted to driving safety under ice, snow, wet, slippery, floppy and muddy road surface conditions and the like.

The present invention provides a device which will provide enhanced traction on soft terrains yet allow the vehicle to operate on a hardened surface without requiring removal. Briefly, the present invention provides an auxiliary traction-enhancing device for use with a wheeled vehicle during traverse of soft terrain. The device is fully retractable to less that the diameter of the existing wheel hub and usually within the confines of the wheel well fender. When extended, the device provides an additional footprint greater than that of the existing tire. As the contact to the terrain is through a pliable material the footprint will mold to the terrain to better facilitate traction.

An apparatus providing auxiliary traction to a riding lawnmower or similarly light off-road vehicle having a drive wheel with a hub anchored to a drive axle. The apparatus generally includes at least one traction bar having a pair of traction ends equally spaced beyond the outer circumference of the wheel. The traction bar anchored to a carrier mounted to the hub of the drive wheel. A traction bar of variable length may be achieved by having two traction arms, one telescopically received within the other, with a length-locking means such as retainer pins inserted through aligned bores extending through the overlapping traction arms and the carrier mounted to the hub.

The invention discloses an automobile getting-stuck prevention wheel (6) used in a desert. The automobile getting-stuck prevention wheel (6) comprises an inner wing wheel AM (2), an outer wing wheel BN (3), a middle metal connecting ring MN (1), an inner shoulder metal ring MC (4), and an outer shoulder metal ring ND (5), wherein an angle AMN and an angle BNM are obtuse angles; the length of MN is greater than the width of a tread (20); the inner diameter CO of the inner shoulder metal ring MC (4) and the inner diameter DO of the outer shoulder metal ring ND (5) are smaller than the radius of the tread; the intersection point of the inner wing wheel AM (2), the middle metal connecting ring MN (1) and the inner shoulder metal ring MC (4) is M, the intersection point of the outer wing wheel BN (3), the middle metal connecting ring MN (1) and the outer shoulder metal ring ND (5) is N, and the inner wing wheel AM (2), the middle metal connecting ring MN (1), the inner shoulder metal ring MC (4), the outer wing wheel BN (3), the middle metal connecting ring MN (1) and the outer shoulder metal ring ND (5) are fixedly and integrally connected to form an annular getting-stuck prevention wheel (6) of which the section is in the shape as shown in the description; a CMND annular groove sleeves the outer surface of the tread (20); and after a tyre (23) is sufficiently inflated, the getting-stuck prevention wheel (6) is bloated and propped up, so that the getting-stuck prevention wheel (6) can be used as a tyre, the AMNB annular opening groove of which the section is trapezoid can collect and round up sand between the getting-stuck prevention wheel (6) AB, the sand is compacted, and the effect of getting-stuck prevention is achieved.

A compactor wheel assembly includes a substantially cylindrical wheel surface having a plurality of compactor wheel tips extending radially therefrom. The wheel surface and the plurality of compactor wheel tips define an overall diameter. A plurality of arcuate shields are coupled with the wheel surface and define a substantially cylindrical wrapper around the wheel surface. The wrapper includes first and second bands. The first band has a diameter greater than the overall diameter and defines a substantially continuous surface for engaging the ground. The second band has a diameter less than the overall diameter and defines a substantially continuous surface for engaging the wheel surface.