Quick release non-slip chain for vehicle

Abstract

The application relates to the technical field of antiskid chains, in particular to a quick-release antiskid chain for a car, which comprises a car tire, a wheel hub bearing mechanism installed in the car tire and an antiskid mechanism installed in the wheel hub bearing mechanism. The multiple sleeves fixedly installed in the multiple auxiliary pad seats and the multiple main pad seats cooperate with the plug rods and the high-pressure springs to push the steel cables outwards towards the tread of the inner tire of the car, and the steel cables are continuously stretched along the tread under the traction of the guide ropes, so that the top ends of the steel cables are inserted into the end holes at the top of the beam frames, and the inner ends of the spring connection pins are clamped into the groove holes at the top ends of the steel cables, so that the device can be effectively ensured to be seamlessly clamped to the wheel hub in the car tire, and the multiple steel cables uniformly distributed along the tread of the car tire can be precisely tightly clamped to the outer wall of the tread, thereby effectively avoiding the problem that the steel cables are loosened due to the obstruction caused by the direct contact between the car tire and the ground.

Description

Technical Field

[0001] This invention relates to the field of anti-skid chain technology, specifically to a speed-release anti-skid chain for automobiles. Background Technology

[0002] Anti-skid chains are generally made of steel or rubber chains and have anti-slip function. According to their structure, anti-skid chains can be divided into two types: one is an anti-skid chain that has been connected into a cover shape; the other is several separate anti-skid chains that are installed in a cross pattern.

[0003] However, when the two existing types of snow chains are installed on the outer surface of the tire, as the car moves, the snow chains attached to the tire tend to loosen on the outer side of the tire due to the direct contact between the tire and the ice and snow on the ground. The loosened chains will cause some wear to the tire due to the resistance of the ground. At the same time, the snow chains installed separately are not compatible with the gaps of the wheel rim. If too much force is applied, they will squeeze the wheel rim and cause damage to the wheel rim.

[0004] The technical challenge that this invention aims to address is how to improve the adaptability of snow chains to car wheel rims while preventing the snow chains from loosening after direct contact with the ground, thus avoiding tire wear. Summary of the Invention

[0005] The present invention aims to solve one of the technical problems existing in the prior art or related technologies.

[0006] Therefore, the technical solution adopted in this invention is as follows:

[0007] A speed-release anti-skid chain for automobiles includes a car tire, a hub support mechanism installed inside the car tire, and an anti-skid mechanism installed inside the hub support mechanism. The hub support mechanism includes multiple auxiliary pads and multiple main pads engaged in the hub gap inside the car tire, positioning rings fixed on the auxiliary pads and main pads, multiple partitions fixedly installed in the inner transverse grooves of the auxiliary pads and main pads, a compression spring connected to one side of the partitions, and a clamp connected to the other end of the compression spring. The anti-skid mechanism includes two push-cable assemblies fixedly installed inside the auxiliary pads and main pads, a steel cable connected to the push-cable assemblies, and a mechanism movably installed inside the push-cable assemblies. The cable positioning assembly includes a support rod movably connected to the cable positioning assembly, an insert plate movably connected to the bottom end of the support rod, an elastic traction member connected to the support rod and the insert plate, and reinforcing rings fixed to the outer ends of multiple insert plates. The cable positioning assembly includes a beam frame movably installed in a vertical hole at the end of the sleeve away from the steel cable and a pin movably installed in a hole at the top end of the beam frame by means of a spring. The cable pushing assembly includes a horizontally placed sleeve, a plug rod fixed in the inner cavity of the sleeve, a high-pressure spring movably installed inside the sleeve and connected to the other end of the plug rod, and a guide rope fixedly connected to the inner end of the sleeve. The end of the guide rope away from the sleeve is fixedly installed in an arc groove on the inner side of the steel cable.

[0008] In a preferred embodiment, the present invention can be further configured such that both the positioning ring and the reinforcing ring are made of stainless steel, and the positioning ring is fixedly mounted with uniformly distributed T-shaped column heads.

[0009] By adopting the above technical solution, the positioning ring and reinforcing ring are made of stainless steel. When the positioning ring and reinforcing ring are attached to the outer side of the inner rim of the car tire and pressed tightly, the positioning ring and reinforcing ring, which are under load and attached to the rim, can be tightly attached to the rim for safe use. The positioning ring will precisely engage multiple auxiliary pads and multiple main pads that are distributed in a circle with the gap inside the inner rim of the car tire.

[0010] In a preferred embodiment, the present invention can be further configured such that: the auxiliary pad is triangular, the main pad is fan-shaped, and the positioning ring and the main pad are provided with grooves to protect the valve core at the ends away from the positioning ring, while the middle of the inner side of the auxiliary pad and the main pad are provided with transverse grooves.

[0011] By adopting the above technical solution, grooves are made on the ends of the auxiliary and main bearings away from the positioning ring. When multiple auxiliary and main bearings distributed in a circle are precisely engaged in the gap inside the wheel hub, the grooves on the ends of the auxiliary and main bearings can provide adaptive protection for the valve core inside the wheel hub.

[0012] In a preferred embodiment, the present invention can be further configured as follows: the clamp is composed of an end plate, two L-shaped support rods and a U-shaped insert plate, and the U-shaped insert plate is movably installed inside the transverse groove, while the two L-shaped support rods are movably installed in the slides inside the auxiliary pad and the main pad, respectively. The insert plate is equipped with a clamping rod and an end rod, and the end rod is engaged in the U-shaped insert plate.

[0013] By adopting the above technical solution, after the two L-shaped support rods inside the fixture are movably installed in the slide rail inside the auxiliary pad or the main pad, when the U-shaped insert plate inside the fixture is elastically pushed by the compression spring, the insert plate inserted into the slot inside the auxiliary pad or the main pad can be tightly fixed during use.

[0014] In a preferred embodiment, the present invention may be further configured such that the elastic traction member consists of a tension spring and end tubes fixed to the top and bottom of the tension spring, and the two end tubes are respectively movably mounted on the clamping rod inside the outer wall clamp of the support rod and the clamping rod inside the insert plate.

[0015] By adopting the above technical solution, elastic traction force is applied to the support rod and insert plate using elastic traction components. When multiple steel cables need to be removed from the tire, the operator can quickly control the reinforcing ring to pull away from the outer side of the wheel hub after the steel cables are released by the pin.

[0016] In a preferred embodiment, the present invention can be further configured such that: the steel cable is made of multiple strands of steel wire twisted together, and the top end of the steel cable has an inwardly recessed hole, and the end of the pin is adapted to be engaged in the hole at the top end of the steel cable.

[0017] By adopting the above technical solution, the steel cable is made by twisting multiple strands of steel wire, which not only improves the wear resistance of the steel cable, but also increases the frictional resistance of the steel cable tightened on the inner tread of the car tire to the ground.

[0018] In a preferred embodiment, the present invention may be further configured such that: the sleeve is made of thickened stainless steel, and an inclined hole for guiding the lateral bending of the steel cable is provided in the inclined end of the sleeve away from the beam frame.

[0019] By adopting the above technical solution, an inclined hole is opened at the end of the sleeve away from the reinforcing ring, which is inclined towards the tire tread. When the high-pressure spring pushes the steel cable outward after passing through the end of the sleeve cavity, the steel cable constrained by the guide rope can bend and tighten towards the tire tread in an adaptive manner when it is at its maximum elongation.

[0020] By adopting the above technical solution, the beneficial effects achieved by the present invention are as follows:

[0021] 1. This invention addresses the structure of the inner rim of a car tire by setting up multiple auxiliary and main bearing seats, and installing positioning rings on the circumferentially distributed auxiliary and main bearing seats. Grooves for protecting the inner valve core of the rim are formed at the ends of the auxiliary and main bearing seats away from the positioning rings. When the auxiliary and main bearing seats are engaged with the inner rim of the tire, multiple sleeves fixedly installed in the auxiliary and main bearing seats, in conjunction with a stopper rod and a high-pressure spring, push the steel cable towards the inner tread of the car tire, guided by... Pulled by the guide rope, the continuously extending steel cable will be tightened in an arc along the tire tread. Finally, the top of the steel cable will be inserted into the end hole at the top of the beam frame, and the inner end of the spring-connected pin will be locked into the slot at the top of the steel cable. This effectively ensures that the device can be seamlessly fitted to the wheel hub inside the car tire. Multiple steel cables evenly distributed along the tire tread will be precisely tightened on the outer wall of the tire tread, which can effectively prevent the steel cables from becoming loose due to obstruction when the car tire comes into direct contact with the ground.

[0022] 2. This invention provides an expandable beam frame on the outer side of the inner wheel hub of a car tire, with a support rod movably mounted at the bottom end of the beam frame. An insert plate, which can be inserted into a slot inside a secondary or primary wheel hub, is movably mounted at the bottom end of the support rod. The support rod and insert plate are elastically tractioned by an elastic traction member. As multiple beam frames are pushed towards the inner wall of the wheel hub by the reinforcing ring, multiple clamps movably mounted in the transverse grooves inside the secondary and primary wheel hubs are directly engaged and fixed by the spring force. At this point, the secondary wheel hub, primary wheel hub, and steel cable installed on the car tire remain taut and attached to the wheel hub and tire tread, reducing the risk of damage to the wheel hub or tire tread caused by the anti-skid chain assembly. Attached Figure Description

[0023] Figure 1 This is a schematic diagram illustrating the use of the present invention;

[0024] Figure 2 This is a bottom view diagram of the present invention;

[0025] Figure 3 This is a schematic diagram of the dispersion of the present invention;

[0026] Figure 4 This is a schematic diagram of the hub bearing mechanism and anti-slip mechanism of the present invention;

[0027] Figure 5 This is a cross-sectional schematic diagram of the hub bearing mechanism of the present invention;

[0028] Figure 6 For the present invention Figure 5 Enlarged view of point A in the middle;

[0029] Figure 7This is a schematic diagram of the anti-slip mechanism of the present invention;

[0030] Figure 8 For the present invention Figure 7 Enlarged view of point B in the middle;

[0031] Figure 9 This is a schematic diagram showing the distribution of the beam positioning assembly and the pusher assembly of the present invention.

[0032] Figure label:

[0033] 100. Car tires;

[0034] 200. Hub bearing mechanism; 210. Positioning ring; 220. Secondary pad; 230. Main pad; 240. Partition plate; 250. Clamp; 260. Compression spring;

[0035] 300. Anti-slip mechanism; 310. Reinforcing ring; 320. Insert plate; 330. Support rod; 340. Elastic traction component; 350. Bundle assembly; 351. Beam frame; 352. Pin; 360. Push cable assembly; 361. Sleeve; 362. Plug rod; 363. High-pressure spring; 364. Guide rope; 370. Steel cable. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to specific embodiments and accompanying drawings. It should be noted that, unless otherwise specified, the embodiments and features described herein can be combined with each other.

[0037] It should be understood that these descriptions are merely exemplary and are not intended to limit the scope of the invention.

[0038] The following describes, with reference to the accompanying drawings, some embodiments of the present invention, providing a speed-release anti-skid chain for automobiles.

[0039] Example 1:

[0040] Combination Figures 1-9 As shown, the present invention provides a speed-release anti-skid chain for automobiles, including an automobile tire 100, a wheel hub support mechanism 200 installed in the automobile tire 100, and an anti-skid mechanism 300 installed in the wheel hub support mechanism 200.

[0041] The hub bearing mechanism 200 includes a positioning ring 210, a secondary pad 220, a main pad 230, a partition 240, a clamp 250, and a compression spring 260. The anti-slip mechanism 300 includes a reinforcing ring 310, an insert plate 320, a support rod 330, an elastic traction component 340, a tie-in assembly 350, a push-cable assembly 360, and a steel cable 370. The tie-in assembly 350 also includes a beam frame 351 and a pin 352. The push-cable assembly 360 also includes a sleeve 361, a stopper rod 362, a high-pressure spring 363, and a guide rope 364.

[0042] Specifically, multiple auxiliary bearings 220 and multiple main bearings 230 are engaged in the gaps of the inner wheel hub of the car tire 100. A positioning ring 210 is fixed to the auxiliary bearings 220 and main bearings 230. Multiple partitions 240 are fixedly installed in the transverse grooves inside the auxiliary bearings 220 and main bearings 230. A compression spring 260 is connected to one side of the partition 240, and a clamp 250 is connected to the other end of the compression spring 260. Two push-cable assemblies 360 are fixedly installed inside the auxiliary bearings 220 and main bearings 230. A steel cable 370 is connected to the push-cable assembly 360. A tie-position assembly 350 is movably installed inside the push-cable assembly 360. A support rod 330 is movably connected to the tie-position assembly 350. An insert plate... 320 is movably connected to the bottom end of the support rod 330. The elastic traction member 340 is connected to the support rod 330 and the insert plate 320. The reinforcing ring 310 is fixed to the outer end of the multiple insert plates 320. The beam frame 351 is movably installed in the vertical hole at the end of the sleeve 361 away from the steel cable 370. The pin 352 is movably installed in the end hole at the top of the beam frame 351 by means of a spring. The plug rod 362 is fixed in the inner cavity of the sleeve 361. The high-pressure spring 363 connected to the other end of the plug rod 362 is movably installed inside the sleeve 361. The guide rope 364 is fixedly connected to the inner end of the sleeve 361. The end of the guide rope 364 away from the sleeve 361 is fixedly installed in the arc groove on the inner side of the steel cable 370.

[0043] By installing positioning rings 210 on multiple circumferentially distributed auxiliary gaskets 220 and main gaskets 230, and by creating grooves on the ends of the auxiliary gaskets 220 and main gaskets 230 away from the positioning rings 210 to protect the valve core inside the wheel hub, after the multiple auxiliary gaskets 220 and multiple main gaskets 230 are engaged with the inside of the wheel hub, the multiple sleeves 361 fixedly installed in the multiple auxiliary gaskets 220 and multiple main gaskets 230 will cooperate with the stopcock 362 and the high The compression spring 363 pushes the steel cable 370 towards the inner tread of the car tire 100. Pulled by the guide rope 364, the continuously extending steel cable 370 is tightened in an arc along the tread. Finally, the top of the steel cable 370 is inserted into the end hole at the top of the beam 351, and the inner end of the spring-connected pin 352 is engaged in the slot at the top of the steel cable 370. This effectively ensures that the device can be adapted to fit the wheel hub of the car tire 100. The system features a seamless connection, with multiple steel cables 370 evenly distributed along the tread of the tire 100 precisely tightened onto the outer wall of the tread. A plate 320, which can be inserted into a slot inside the secondary pad 220 or primary pad 230, is movably installed at the bottom of the support rod 330. The support rod 330 and plate 320 are elastically pulled by the elastic traction member 340. As multiple beams 351 are pressed by the reinforcing ring 310 and pushed towards the inner wall of the wheel hub, multiple clamps 250, movably installed in the transverse grooves inside the secondary pad 220 and multiple primary pads 230, are directly engaged and fixed to the plate 320 under the thrust of the compression spring 260. At this point, the secondary pad 220, primary pad 230, and steel cables 370 installed on the tire 100 remain tightly attached to the wheel hub and tire tread, reducing the risk of damage to the wheel hub or tire tread caused by the anti-skid chain assembly.

[0044] Example 2:

[0045] Combination Figures 3-9 As shown, based on Embodiment 1, both the positioning ring 210 and the reinforcing ring 310 are made of stainless steel. The positioning ring 210 is fixedly installed with evenly distributed T-shaped column heads. The auxiliary pad 220 is triangular, and the main pad 230 is fan-shaped. The ends of the positioning ring 210 and the main pad 230 away from the positioning ring 210 are provided with grooves to protect the valve core. The middle of the inner side of the auxiliary pad 220 and the main pad 230 are provided with transverse grooves.

[0046] By using stainless steel for the positioning ring 210 and reinforcing ring 310, when the positioning ring 210 and reinforcing ring 310 are pressed and adhered to the outer side of the inner rim of the car tire 100, the positioning ring 210 and reinforcing ring 310, under load and in contact with the rim, can be tightly fitted to the rim for safe use. The positioning ring 210 will also align the multiple circumferentially distributed auxiliary pads 220 and multiple main pads 230 with the seam inside the inner rim of the car tire 100. The gap is precisely engaged, and grooves are made on the ends of the auxiliary seat 220 and the main seat 230 away from the positioning ring 210. When the multiple auxiliary seats 220 and multiple main seats 230 distributed in a circle are precisely engaged in the gap inside the wheel hub, the grooves on the ends of the auxiliary seats 220 and the main seats 230 can provide adaptive protection for the valve core inside the wheel hub, effectively preventing the multiple auxiliary seats 220 and multiple main seats 230 from being squeezed or worn on the gap inside the wheel hub after being subjected to pressure.

[0047] Example 3:

[0048] Combination Figures 5-9 As shown, based on Embodiment 1, the clamp 250 is composed of an end plate, two L-shaped support rods and a U-shaped insert plate. The U-shaped insert plate is movably installed inside the transverse groove, while the two L-shaped support rods are movably installed in the slides inside the auxiliary pad 220 and the main pad 230, respectively. The insert plate 320 is equipped with a clamping rod and an end rod, and the end rod is engaged in the U-shaped insert plate. The elastic traction member 340 is composed of a tension spring and an end tube fixed to the top and bottom of the tension spring. The two end tubes are movably installed on the clamping rod inside the clamp on the outer wall of the support rod 330 and the clamping rod inside the insert plate 320, respectively.

[0049] By utilizing the slide rails inside the auxiliary pad 220 or main pad 230, which allow the two L-shaped support rods inside the clamp 250 to be movably installed, when the U-shaped insert plate inside the clamp 250 is elastically pushed by the compression spring 260, the insert plate 320 inserted into the slot inside the auxiliary pad 220 or main pad 230 can be tightly fixed during use, preventing the harness assembly 350 and steel cable 370 from shaking during use. With the help of the elastic traction member 340, elastic traction force is applied to the support rod 330 and insert plate 320. When it is necessary to remove multiple steel cables 370 from the tire, after the pin 352 releases the steel cables 370, the operator can control the reinforcing ring 310 to pull away from the outer side of the wheel hub. With the elastic tension of multiple elastic traction members 340, the beam frame 351 and insert plate 320 can be quickly detached outward.

[0050] Example 4:

[0051] Combination Figures 7-9As shown, based on Embodiment 1, the steel cable 370 is made of multiple strands of steel wire twisted together, and the top end of the steel cable 370 has an inwardly recessed hole. The end of the inner end of the pin 352 is fitted into the hole at the top end of the steel cable 370. The sleeve 361 is made of thickened stainless steel, and the inclined end of the sleeve 361 away from the beam frame 351 has an inclined hole to guide the steel cable 370 to bend laterally.

[0052] By using multiple strands of steel wire to make the steel cable 370, the wear resistance of the steel cable 370 can be improved, and the friction resistance of the steel cable 370 tightened on the inner tread of the car tire 100 can be increased. An inclined hole is opened at the end of the sleeve 361 away from the reinforcing ring 310, which is inclined towards the tread. When the high pressure spring 363 passes through the end of the sleeve 361 and pushes the steel cable 370 to extend outward, the steel cable 370, which is constrained by the guide rope 364, can bend and tighten towards the tread in an adaptive manner in the maximum extension state, so as to facilitate the quick engagement of multiple steel cables 370 on the car tire 100 with the end holes at the top of multiple beams 351.

[0053] The working principle and usage process of this invention are as follows: A high-pressure spring 363 is pre-connected to the inner cavity of the sleeve 361. At this time, the other end of the high-pressure spring 363 is fixedly connected to an end post extending to the inner end. Then, the bottom end of the steel cable 370 is fixedly installed on the other side of the end post of the sleeve 361. A guide rope 364, fixed to the end of the sleeve 361 away from the high-pressure spring 363, has its top end, extending to the outside of the sleeve 361, connected to an arc-shaped groove inside the steel cable 370. As the end post of the high-pressure spring 363 pushes along the inner cavity of the sleeve 361, the steel cable 370 continuously extends outwards. The guide rope 364 fixed to the sleeve 361 guides the extended steel cable 370... 70 is tightened towards one side of the car tire 100. Then, the spring is used to movably connect the pin 352 to the end hole at the top of the beam frame 351. At this time, the end of the pin 352 that passes through the end hole of the beam frame 351 will engage with the top of the steel cable 370 that is tightening towards the car tire 100. The support rod 330, which is movably installed at the bottom of the beam frame 351, will have its bottom end movably installed in the groove on the inner side of the insert plate 320. The top and bottom ends of the elastic traction member 340 are respectively movably connected to two clamping rods on the outer wall of the support rod 330 and the inner side of the insert plate 320. In the tightened state, the end of the insert plate 320 away from the reinforcing ring 310 will be inserted into the auxiliary pad 220 and... Inside the slot of the main pad 230, two partitions 240, simultaneously fixed in the inner sliding grooves of the secondary pad 220 and the main pad 230, work with two compression springs 260 to push the two clamps 250 toward the center of the positioning ring 210. Finally, the U-shaped insert within the clamp 250 engages with the end rod inside the insert plate 320. During this process, multiple sleeves 361 are fixedly installed in the transverse holes inside the multiple secondary pads 220 and the multiple main pads 230, respectively. The high-pressure spring 363, extending through the sleeve 361, is positioned within the rectangular gap in the middle of the beam frame 351. At this point, the combined positioning ring 210 and reinforcing ring 310 face the vehicle. The tire 100 is pressed and fitted to the wheel hub, and multiple auxiliary pads 220 and multiple main pads 230, which are fixed and circumferentially distributed by the positioning ring 210, are engaged along the triangular gap on the inner side of the wheel hub. The multiple auxiliary pads 220 and multiple main pads 230 have arc-shaped grooves for protecting the valve core at the ends of the multiple auxiliary pads 220 and multiple main pads 230 near the inner wall of the wheel hub of the car tire 100. At this time, the device can be tightly fixed to the outside of the car tire 100. As the car travels under the load, the multiple steel cables 370 evenly distributed along the tire surface of the car tire 100 can avoid the problem of displacement or slippage, and at the same time, it can facilitate the quick clamping of the car tire 100 fixed on the axle.

[0054] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A type of speed-release anti-skid chain for automobiles, characterized in that, It includes a car tire (100), a wheel hub support mechanism (200) installed in the car tire (100), and an anti-skid mechanism (300) installed in the wheel hub support mechanism (200). The hub bearing mechanism (200) includes multiple auxiliary pads (220) and multiple main pads (230) that are snapped into the hub gap inside the automobile tire (100), a positioning ring (210) fixed on the auxiliary pads (220) and the main pads (230), multiple partitions (240) fixedly installed in the transverse grooves inside the multiple auxiliary pads (220) and the multiple main pads (230), a compression spring (260) connected to one side of the partition (240), and a clamp (250) connected to the other end of the compression spring (260). The anti-slip mechanism (300) includes two push-rope assemblies (360) fixedly installed inside the secondary pad (220) and the main pad (230), a steel cable (370) connected to the push-rope assembly (360), a tie-position assembly (350) movably installed inside the push-rope assembly (360), a support rod (330) movably connected to the tie-position assembly (350), an insert plate (320) movably connected to the bottom end of the support rod (330), and a plate connected to the support rod (330). 0) and the elastic traction member (340) on the insert plate (320) and the reinforcing ring (310) fixed on the outer end of the multiple insert plates (320); the auxiliary pad (220) is triangular, the main pad (230) is fan-shaped, and the positioning ring buckle (210) and the main pad (230) are provided with a groove for protecting the valve core at the end away from the positioning ring buckle (210), and a transverse groove is provided in the middle of the inner side of the auxiliary pad (220) and the main pad (230); The clamp (250) is composed of an end plate, two L-shaped support rods, and a U-shaped insert plate. The U-shaped insert plate is movably installed inside the transverse groove, while the two L-shaped support rods are movably installed in the slides inside the auxiliary pad (220) and the main pad (230), respectively. The pusher assembly (360) includes a horizontally placed sleeve (361), a plug rod (362) fixed in the inner cavity of the sleeve (361), and a rod movably installed inside the sleeve (361) and connected to the... The high-pressure spring (363) on the other end of the plug rod (362) and the guide rope (364) fixedly connected to the inner end of the sleeve (361); the end of the guide rope (364) away from the sleeve (361) is fixedly installed in the arc groove inside the steel cable (370); the sleeve (361) is made of thickened stainless steel, and the inclined end of the sleeve (361) away from the beam frame (351) is provided with an inclined hole to guide the steel cable (370) to bend to the side.

2. The automotive speed-release anti-skid chain according to claim 1, characterized in that, The positioning ring (210) and the reinforcing ring (310) are both made of stainless steel, and the positioning ring (210) is fixedly installed with evenly distributed T-shaped column heads.

3. The automotive speed-release anti-skid chain according to claim 1, characterized in that, The inner side of the insert plate (320) is respectively equipped with a clamping rod and an end rod, and the end rod is engaged in the U-shaped insert plate.

4. The automotive speed-release anti-skid chain according to claim 1, characterized in that, The elastic traction member (340) consists of a tension spring and end tubes fixed to the top and bottom of the tension spring. The two end tubes are respectively movably installed on the clamping rod inside the outer wall clamp of the support rod (330) and the clamping rod inside the insert plate (320).

5. The automotive speed-release anti-skid chain according to claim 1, characterized in that, The cable positioning assembly (350) includes a beam frame (351) movably mounted in a vertical hole at the end of the sleeve (361) away from the cable (370) and a pin (352) movably mounted in a top end hole of the beam frame (351) by means of a spring.

6. The automotive speed-release anti-skid chain according to claim 1, characterized in that, The steel cable (370) is made of multiple strands of steel wire twisted together, and the top end of the steel cable (370) has an inwardly recessed hole, and the end of the inner end of the pin (352) is fitted into the hole at the top end of the steel cable (370).

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