Anti-slip equipment
By designing anti-slip equipment with foldable handles and locking elements, the existing anti-slip equipment is solved for the difficulty, looseness and dust installation, and the anti-slip effect is achieved with a simple, compact, low-cost and efficient anti-slip effect.
Patent Information
- Application Number
- CN202280024974.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Priority Date
- 2021-04-19
- Filing Date
- 2022-04-13
- Publication Date
- 2024-12-24
- Estimated Expiration
- 2042-04-13
AI Technical Summary
Existing anti-slip equipment requires skills, physical strength and tools when installed and disassembled, and is complex in structure, bulky, takes up space, and is prone to loosening under adverse conditions, and produces dust when not in use.
An anti-slip device consisting of a housing and multiple arms is designed with a foldable handle and locking element, which is conveniently installed and removed by hinges and gear mechanisms, and ensures that the device is in use through locking elements and flexible tooth elements. When tightened, the anti-slip elements are made of flexible rubber material and metal brackets to increase friction and reduce dust.
The equipment is simple, compact, easy to install and disassemble, reduces the generation of floating dust and remains tightened under different wheel sizes and tire deformation, reducing manufacturing costs and weight.
Smart Images
Figure CN117083186B_ABST
Abstract
Description
Technical Field
[0001] The present invention generally relates to an anti-skid device for use in conjunction with a wheel to improve traction on icy and snowy roads. In particular, the present invention relates to an anti-skid device having a plurality of at least three arms, the arms comprising anti-skid elements for being arranged on the tread surface of the tire, operating means allowing the arms to be extended or retracted, wherein the operating means are equipped with locking means, the locking means preventing the arms from extending when the anti-skid elements are engaged. Background Art
[0002] Various anti-skid devices are available for installation on vehicle tires to enhance friction in extreme ice and snow conditions. Snow chains have been the standard for many years, and although effective, they have several disadvantages. Some of the disadvantages of such chains are that they are cumbersome, cumbersome, noisy when in contact with bare road surfaces or with the inside of fenders, and require the vehicle to be jacked up to be installed on the wheels. Drivers facing all these difficulties often install chains even on roads without ice and snow, which causes the chains to wear out at an accelerated rate. In addition, these types of devices take up valuable space when not in use. In order to overcome the limitations of traditional anti-skid chains, other types of anti-skid devices have been invented, which are devices consisting of multiple arms emanating from a central housing, each of which is connected to a hook-like anti-skid member extending laterally on the tread of the tire.
[0003] An anti-skid device of the above type is disclosed in NO 20191262. There is shown an anti-skid device for enhancing traction on slippery roads, the anti-skid device having three arms held in a housing and arranged to extend from the housing, wherein the ends of the arms have anti-skid elements which can be made to fit around the tire. The device has a locking device to prevent the anti-skid element from falling off the tire when in use.
[0004] However, the locking device is difficult to operate and may become loose. Therefore, a better way of locking the anti-slip element during use is needed.
[0005] Other embodiments of such devices are described in the following patents: (1) GB2272193, (2) US4209049A, (3) US4834158A, (4) US2873783A, (5) US4735248A, (6) US 6,053,227, (7) EP0110838 and (8) KR20040091223. Although these anti-skid devices achieve their intended purpose, they have several disadvantages. They are complex, heavy, made of many parts, expensive to manufacture, difficult to place on wheels, heavy and take up space when not in use. Generally, they lack simplicity. Therefore, the object of the present invention is to overcome many of the disadvantages of the prior art and to provide the market with an anti-skid device that is simple, effective and efficient, compact, lightweight and has low manufacturing cost.
[0006] The present invention may also contribute to less formation of airborne dust. Such airborne dust is particularly relevant to standard studded tires used in winter, as the present invention will encourage drivers to choose non-studded tires and use the present invention to help overcome adverse icy conditions. Summary of the invention
[0007] The main object of the present invention is to provide an anti-skid device which is easy to install and remove from a wheel without requiring skills, physical strength or separate tools.
[0008] Another object of the present invention is to provide an anti-skid device which is simple, compact and made of few parts.
[0009] Another object of the present invention is to provide an anti-skid device which can be installed from the front of the wheel and which can be adapted to different wheel sizes.
[0010] Another object of the present invention is to provide an anti-skid device that remains secure even if the wheel diameter changes due to flattening of the tire at the wheel-ground contact.
[0011] These and other objects are achieved by providing a device having a locking element which keeps the device secured to the wheel during use. BRIEF DESCRIPTION OF THE DRAWINGS
[0012] Figure 1 is the front view of the anti-slip device,
[0013] Figure 2 is an exploded view of the device with the wheel handles removed,
[0014] Figure 3 is a front view of the anti-slip device with the handle open,
[0015] Figure 4 is a vertical section view of the hub with the handle open.
[0016] Figure 5 is a vertical section view of the hub with the handle closed,
[0017] Figure 6 yes Figure 5 Details,
[0018] Figure 7 A first embodiment of a wheel handle is shown,
[0019] Figure 8 A second embodiment of a wheel handle is shown, and
[0020] Fig. 9 yes Figure 8 , with the cover removed for clarity. DETAILED DESCRIPTION
[0021] Reference Figure 1 , shows an anti-skid device 1 according to the invention. The device 1 consists of a housing 2 and three arms 3. Although three arms are shown in the figure, it should be understood that there may be four or more arms. The housing surrounds the inner ends of the arms 3 and the mechanism for operating the arms. A hub 4 is rotatable in the housing 2. The hub has an axle 32 (see Figure 2 ), which shaft is connected to a pinion which in turn enables the arm to move outwardly relative to the housing. Inwardly. These details are more fully described in our prior application No. 20191262 and will not be discussed further here as they do not form part of the present invention.
[0022] At the outer end of each arm 3 there is an anti-slip element 10 (see Figure 1 , 7 -9).
[0023] Now refer to Figure 2 , the hub has a groove 15. The handle 16 has a hinge 17 at one end, allowing the handle to be folded into the groove 15. There is also an opening 18 through the hub. At the other end (distal end) of the handle, there is a device that engages with a locking mechanism. This will be described in more detail later.
[0024] When in its locked position, the handle folds into the recess. It is also folded when not in use, for example during transport. The handle may include a release element 8 having a catch that can be operated to swing the handle outwards. This is an additional safety feature to avoid accidental folding of the handle 16.
[0025] When not in use, a crank 25 located within the handle can be swung outwardly for rotating the hub 3 and for operating inward or outward movement of the arm 3 via the shaft 32. The crank 25 is hinged to the handle 16 on a pivot base 25A which engages a locking mechanism, as further described below.
[0026] The housing 3 has a circular recess 21 for receiving the hub 4. The inner diameter of the housing is slightly larger than the outer diameter of the hub 4, so that the hub 4 can rotate on the shaft 32 in the housing 2. The inner periphery of the housing 3 is provided with a plurality of protrusions or teeth 22.
[0027] The locking element 24 is held below and protrudes through the recess 18 in the hub 4. The locking element 24 is provided with a plurality of protrusions or teeth 26 along the periphery, which can engage with corresponding teeth 22 in the housing 2. On the side 27 facing the user, ribs 28 protrude outwards and divide the facing side 27 into an upper area and a lower area. When the locking element 24 is located between the hub 4 and the housing 2, the ribs 28 pass through the window 18 and are therefore accessible to the user. Thus, the ribs 28 act as sliding levers, which allow the user to manually move the locking element 24 to or out of contact with the ring teeth 22.
[0028] Furthermore, the geometry of the interacting components is such that when the locking element 24 is in the open position, the handle 16 and crank 25 may not close properly because the pivoting base 25A of the crank will collide with the rib 28 of the lock when the lock is in the open position. More clearly, the locking element 24 must be locked in order to be able to close the device so that it is ready for use - an additional safety feature.
[0029] When the handle 16 is opened outwardly, the locking element 24 is free to move.
[0030] In a preferred embodiment, the two areas visible on either side or rib 28 are color coded so that the operator can determine the state of the locking element. For example, green corresponds to the side closest to the center of the hub and red corresponds to the side away from the center. When the locking element is in the locked or open position, only one of these colors will be visible, clearly indicating the state of the device.
[0031] Figure 3 1 shows a front view of the device in the operating position. The handle 16 is folded out of the recess 15. The end 25A of the crank 25 is hinged to the handle and when swung outwards, as shown in FIG. Figure 3 As shown, it is used to rotate the wheel hub, which in turn operates the arm. Figure 3 The locking element 24 is shown engaged with the teeth 22 in the housing with the rib 28 protruding through the window 18, ie in the locked position. Prior to operating the handle, the locking element 24 is disengaged, thereby enabling the hub to rotate.
[0032] Figure 4 yes Figure 3 A side view of the hub and housing is shown. As can be seen, the locking element 24 has now been pushed into engagement with the housing teeth 22 and the rib 28 is located at the end of the groove 18 closest to the centre of the device.
[0033] Figure 5 is a side view of the hub showing the handle and crank folded back into the recess 15. In this locked position, the handle 25 and pivot 25A fit under the rib 28 of the locking element 24. The hub 4 is now fixed against rotation.
[0034] exist Figure 6 In the Figure 5 Detail of the embodiment of the invention, showing a method of keeping the locking element 24 in a fixed position. The rib 28 protruding through the window 18 engages with the end 25A of the crank 25. The crank 25 is pushed so that its end 25A is under the rib 28. Then when the handle 16 is closed, the locking element remains in contact with the teeth 22, i.e. its locked position. The button 8 secures the handle 16 to the hub 4 so that the handle 16 cannot be accidentally opened while driving.
[0035] In addition to the teeth on the lock, two additional teeth 19 are integral with the lower pivoting end of the handle 16 near the hinge 17. When the handle 16 is moved to the closed position, the teeth will form an additional mechanical lock with the teeth 22 in the housing.
[0036] The wheel hub 4 may also be equipped with one or more flexible tooth elements 52 made of elastomer or rubber, such as Figure 2 As shown. These tooth elements will not unduly impede the rotation of the hub 4, but will provide a more positive feel / click as the user rotates the handle to help match / locate the teeth during locking. In addition, these flexible tooth elements 52 can provide a braking function in situations where the entire system is very tightly positioned. That is, when the user begins to unlock the central hub 4, undesirable reverse rotation may occur due to the immediate outward movement of the arms 3. This unexpected movement may startle the user, and the flexible tooth elements 52 can effectively dampen this movement.
[0037] The operation of the device is as follows: when not in use, the device is stored in the trunk of the car. When needed, the device will be placed next to the wheel and the handle and crank will be swung open. The crank is then used to first turn the wheel hub counterclockwise to extend the arms 3 outward so that the device can be mounted on the wheel. When in the proper position around the tire, the crank 25 will be turned in a clockwise direction to retract the arms 3 until the anti-skid element fits tightly around the rim of the wheel. When the operator is satisfied that the anti-skid element has fully engaged the tire, he or she will move the locking element 24 to engage the teeth 22. The locked state can be verified by observing the face of the locking element showing green. The user can then move the crank back into the handle and the handle folds back into the groove. In this way, the anti-skid element is held in place. When the journey is completed, the same process is used in reverse.
[0038] The second device is installed on the other drive wheel using the same process. Although it is not foreseeable that this device must be used on all four wheels of a 4 wheel drive car, it may sometimes be necessary as some 4 wheel drive cars will adjust the power to the drive axle with the least resistance.
[0039] Reference now Figure 7 , the anti-skid element 10 includes a pad 40, which is equipped with a plurality of irregularly spaced raised studs 45 that protrude from the inner and outer surfaces to increase friction with the ground and prevent any circumferential movement of the anti-skid component along the tire tread. The friction pad 40 is preferably made of a flexible rubber-like material, such as TPU thermoplastic polyurethane. The pad is held in the steel hoop wire structure 42 by surrounding metal brackets 43 at the corners. The metal bracket advantageously includes forward and rearward facing structures 43A that engage with the rubber tire when the weight of the car is applied, that is, the pad is located between the tire and the ground. The forward and rearward facing structures 43A prevent the pad from sliding on the tire (in Fig. 9 ). The cleat 45 is preferably metal and has a wider area on each side. The washer 44 prevents the cleat 45 from being pulled out / rotated in an undesirable manner. The wire hoop 46 surrounds the pad and provides a lightweight, resilient pad assembly, preferably made of spring steel, and can be economically produced.
[0040] Figure 8 The bottom side view of the anti-slip element 10 is shown. The hoop / retaining part 47 ( Figure 8 4A) is formed in the hoop 46 to hold the device 1 in the wheel by clamping on the inner surface of the wheel, thereby preventing the device 1 from moving outwards. The shape of the hoop in the area 46A also adds additional spring / flex properties to absorb some of the forces / deformations caused by the tire / car weight. The wire hoop is completed by a bracket 48 that allows sliding connection to the arm 3. The outward movement of the bracket 48 and thus the anti-skid element 10 is limited by the protrusion 3A on the end of the arm, thereby providing a reliable connection between the anti-skid element 10 and the arm 3, but allowing the anti-skid element to be easily disengaged by the user sliding inwards towards the wheel hub 4. The flexure or spring element 49 is positioned so that it interacts with the underside of the protrusion 3A to provide an inward spring force acting on the bracket 48, which maintains contact between the tire and the anti-skid element 10, even in the event that the tire is locally pressed inwardly, for example by driving on rocks / curbs. This is described in more detail in our earlier application No. 20191262. The pad 50 covers the inner surface of the bracket 48, thereby providing a wide surface against which to locate the wheel.
[0041] Fig. 9A view of the anti-pinch element 10 is shown, in which a partial cutaway through a metal bracket 48 exposes the interior. The ends 46B of the wire hoop 46 are held in two U-shaped channels 48A of a metal bracket 48, which is fitted to the ends of the arm 3. This allows each wire end 46B to move in and out linearly, thereby ensuring that the anti-skid element 10 remains close to the tire surface during driving. The wire ends 46B are shaped so that they cannot move upwards / outwards. They in turn press downwards on the spring element 51, which returns the wire hoop to the starting position once the tire rotates further. The independent movement of the individual wire ends 46B is advantageous because it means that the car is first driven on one end of the wire hoop and the movement only affects this end, without trying to rotate the entire anti-skid element 10 as would be the case if the wire hoop was not held independently.
[0042] In this preferred embodiment, the studs 45 can take the form of protrusions, but can also take the form of holes or localized areas formed by high friction materials. The prevention of circular motion is further enhanced by the curved shape of the anti-skid element 40. The additional benefit of the curved shape can be observed under braking conditions, where the curved shape will mechanically engage with the deformable rubber of the tire, so it does not rely solely on the friction generated by the grip details. This is important because it reduces the force applied to the arm 3 and the housing 2 during braking. Undesirable outward movement of the anti-skid element 40 relative to the tire is prevented by the return part 47 that wraps the inner wall of the tire and prevents the device 1 from being released from the tire. This is particularly relevant in the case where the wheel rotating at a higher speed when the car turns left or right may exert a combination of centrifugal force and axial outward force on the device 1, requiring the device 1 to be extremely firmly fastened to the tire. In an alternative embodiment, the return part 47 can be replaced by one or more hoop parts or hinged flange parts that can be locked in a downward position to prevent the anti-skid element 10 from moving outward. The anti-slip element 10 may also be formed in other ways to perform the same task without departing from the spirit of the present invention.
Claims
1. An anti-skid device (1) for enhancing traction on a slippery road, comprising: Housing (2), at least three arms (3) held inside the housing and projecting radially from the housing and comprising anti-skid elements (10) intended to be arranged on the tread surface of the tire, operating means allowing extension or retraction of the arm (3), a wheel hub (4), the wheel hub (4) being rotatable within the housing (2) and being rotatable by a handle (16), The operating device is equipped with a locking device to prevent the extension of the arm (3) when the anti-slip element is engaged, characterized in that The locking device comprises a locking element (24) located between the hub (4) and the housing (2), the locking element (24) having a first tooth (26), the locking element (24) being operable to a position where the first tooth (26) engages with a second tooth (22) located along the inner periphery of the housing (2); The locking element (24) is movable between a first position in which the first tooth (26) engages the second tooth (22) and a second position in which the first tooth (26) is not in contact with the second tooth (22).
2. The anti-slip device (1) according to claim 1, characterized in that The locking element (24) comprises a rib (28) which protrudes through a window (18) in the hub (4).
3. The anti-slip device (1) according to claim 1, characterized in that The hub (4) is rotated using a handle (16) and a crank (25).
4. The anti-slip device (1) according to claim 1, characterized in that The handle (16) comprises a hinge (17).
5. The anti-slip device (1) according to claim 4, characterized in that The hinge (17) comprises a third tooth (19) arranged to engage with the second tooth (22) in the housing (2).
6. The anti-slip device (1) according to claim 4, characterized in that The handle (16) is foldable into a recess (15) in the hub (4).
7. The anti-slip device (1) according to claim 1, characterized in that The anti-slip element (10) is provided with a plurality of anti-slip studs (45) at irregular intervals on its inner and outer surfaces.
8. The anti-skid device (1) according to claim 7, characterized in that The anti-slip element (10, 10') is held in a wire hoop (46) having an end (46B) which fits into a bracket (48) which is detachably connected at the end of the arm (3).
9. The anti-slip device (1) according to any one of the preceding claims 1 to 8, characterized in that The anti-slip element (10, 10') is detachable from the arm (3) for compact storage.