Antiskid device

Abstract

The present invention relates to an anti-skid device adapted to be mounted on a tire of a vehicle wheel to provide traction and wheel-to-ground contact enhancement under ice and snow conditions. The device comprises a central housing (2) from which three arms (3) extend radially, said arms extending at the outer ends by means of anti-slip means (10) that laterally surround the tread of the tire. The anti-slip device has a locking mechanism comprising a locking element (24) with teeth meshing with teeth on the inner circumference of the housing (2). A handle (16) integrated into the hub (4) engages with the locking element (24) to securely maintain the locked state when the device is mounted to the wheel.

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 heavy, cumbersome, noisy when in contact with exposed pavement or the inside of a fender, and require the vehicle to be jacked up to be installed on the wheels. Drivers facing all of these difficulties tend to leave the chains installed 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 snow chains, other types of anti-skid devices have been invented that consist of a plurality of arms emanating from a central housing, each of which is connected to a hook-like anti-skid member that extends laterally over the tread of the tire.

[0003] An anti-skid device of the above type is disclosed in NO20191262. There is shown an anti-skid device for enhancing traction on slippery roads, having three arms held in a housing and arranged to extend from the housing, wherein the ends of the arms have anti-skid elements that can be fitted around a tire. The device has locking means to prevent the anti-skid elements from falling off the tire when in use.

[0004] However, the locking device is difficult to operate and may become loose. Therefore, a better method 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. In general, 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 also contributes to the formation of less airborne dust. Such 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 when the wheel comes into contact with the ground.

[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 This is a front view of the anti-slip device.

[0013] Figure 2 is an exploded view of the device with the wheel handles removed. Figure 2b An alternative embodiment of a locking element is shown.

[0014] Figure 3 is a front view of the anti-slip device with the handle opened.

[0015] Figure 4 is a vertical section through the hub with the handle open.

[0016] Figure 5 is a vertical cross-section of the hub with the handle closed,

[0017] Figure 6 yes Figure 5 Detailed picture of

[0018] Figure 7 A first embodiment of a wheel clamp is shown,

[0019] Figure 8 A second embodiment of a wheel clamp is shown, and

[0020] Fig. 9 yes Figure 8 , with the cover removed for clarity.

[0021] Figure 10-11 An embodiment with a spring loaded button is shown.

[0022] Figure 12-15 An embodiment of an additional anti-slip element is shown DETAILED DESCRIPTION

[0023] Reference Figure 1 , shows an anti-skid device 1 according to the present 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 and inwardly relative to the housing. 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.

[0024] At the outer end of each arm 3 there is an anti-slip element 10 (see Figure 1 , 7 -9).

[0025] 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. The hub also has 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.

[0026] When the handle is in its locked position, the handle is folded into the recess. When not in use, for example during transport, the handle is also folded. The handle may include a release element 8 with a latch that can be operated to swing the handle outwards. This is an additional safety feature to prevent the handle 16 from being accidentally folded out.

[0027] A crank 25 is located within the handle and, when not in use, 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.

[0028] 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 circumference of the housing 3 is provided with a plurality of protrusions or teeth 22.

[0029] 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 outwardly 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. The ribs 28 thus act as sliding levers, which allow the user to manually move the locking element 24 into or out of contact with the ring teeth 22. Reference Figure 2 and 2b , the teeth 26 of the locking element 24 may be angled to more easily interlock with corresponding teeth 22 in the housing. Figure 2b The number 26' in the figure shows the relative position of the tooth Figure 2 The exploded view of the tooth 26 shows an inclined position.

[0030] 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.

[0031] When the handle 16 is opened outwardly, the locking element 24 is free to move.

[0032] In a preferred embodiment, the two areas visible on either side or rib 28 are color coded so that the operator can determine the status of the locking element. For example, green is used for the side closest to the center of the hub and red is used for the side away from the center. When the locking element is in the locked or unlocked position, only one of these colors is visible, clearly indicating the status of the device.

[0033] Figure 3 The front view of the device in the operating position is shown. The handle 16 is folded out of the recess 15. The crank 25 is hinged to the handle at its end 25A 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.

[0034] 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 out of 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.

[0035] 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.

[0036] 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. A 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, and 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.

[0037] 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.

[0038] 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 overly hinder the rotation of the hub 4, but will provide a more positive feel / click when the user rotates the handle to help match / position the teeth during locking. In addition, in the case where the entire system is very tightly positioned, that is, when the user begins to unlock the central hub 4, these flexible tooth elements 52 can provide a braking function, and undesired reverse rotation may occur when the arms 3 move outward immediately. Such unexpected movement may startle the user, and the flexible tooth elements 52 can effectively dampen this movement.

[0039] 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 arm 3 outward so that the device can be mounted on the wheel. When in place around the tire, the crank 25 will be turned in a clockwise direction to retract the arm 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 with 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 fold the handle back into the groove. Thus, the anti-skid element is held in place. When the journey is completed, the same process is used in reverse.

[0040] 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.

[0041] Reference now Figure 7 , the anti-skid element 10 includes a pad 40 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 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 vehicle is applied, i.e., 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. For example, washers 44 prevent 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 produced economically. The wire hoop 46 should be made of spring steel with a diameter of 5 to 8 mm.

[0042] Figure 8 The bottom side view of the anti-slip element 10 is shown. 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, which 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 flexor 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.

[0043] Fig. 9 A view of the anti-skid element 10 is shown in which a partial section 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 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 and the movement only affects this end, without trying to rotate the entire anti-skid element 10 as would be the case if the wires were not held independently.

[0044] 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 detail 47, which cupping the inner wall of the tire and preventing the device 1 from loosening from the tire. This is particularly important in the case where the wheel rotates at a higher speed when turning the car to the left or right, which may apply a combination of centrifugal force and axial outward force to the device 1, requiring the device 1 to be extremely firmly fixed to the tire. In an alternative embodiment, the return 47 can be replaced by one or more hooks or a hinged flange portion 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.

[0045] The anti-slip element 10 is removably connected to the arm 3, whereby the bracket 4 allows a sliding connection, limited at one end by a protrusion 3A at the distal end of the arm 3. When the anti-slip elements 10 are connected to the arm 3, they slide freely along the length of the arm until the end 3a. When the device 1 is assembled on a wheel, it is advantageous that the sliding connection between the element 10 and the arm 3 is limited so that the element remains located at the distal end of the arm 3. Fig.10 and 11As shown, a button 60 loaded by a spring 62 is arranged on the inner side of the arm 3 and is arranged at a predetermined distance from the protrusion 3A. This prevents the anti-skid element from sliding inwards towards the wheel hub when sliding over the button 60 during assembly, as shown by the arrow 64. Advantageously, the button can be shaped so that it is automatically pressed down when the user slides the bracket 48 along the arm 3 towards the protrusion 3A. Once the bracket 48 has moved over the button 60, the button 60 provides a stop detail. When removing the anti-skid device 1 from the wheel and disassembling the anti-skid element 10 from the arm 3, the button must be pressed inwards to allow the anti-skid element 10 to pass the button along the arm 3 for removal and storage.

[0046] When the anti-skid device 1 is fixed to the wheel, the area between the anti-skid elements 10 only provides the original tire surface for gripping on the surface. When the wheel rotates, it will lose the grip between the anti-skid elements 10. This can be a problem, especially when braking to a stop, if only the tire is in contact with the smooth surface. Therefore, the present invention includes an additional anti-skid element, which can be connected between the elements 10 when the anti-skid device is fixed to the wheel. Another advantage provided by the connection of the additional anti-skid element is that the force applied to the single arm 3 when braking is now distributed over the elements around the tire surface.

[0047] Fig.12 The anti-skid device 1 is shown fixed to a wheel and tire 71. The added anti-skid element 70 is similar to the element 10 with the pad 40 and the studs 45. The fixing means 72 are used to connect the element 70 to the adjacent anti-skid element 10. The fixing means 72 can be a metal hoop, a wire and a spring element for fastening, similar to those used on conventional snow chains. Preferably, the fixing means 72 should allow fastening using, for example, an adjustable eccentric mechanism, so as to form a firm connection between the elements 70 and 10 on either side.

[0048] Fig.13 Another embodiment of an additional anti-skid element 75 is shown, here in the form of a mat covering only the exposed contact surface of the tire 71 and provided with studs 45 similar to those used on the anti-skid element 10. The mat 75 can be made of one of several materials, such as a heavy duty textile provided with metal studs. Fig.13 In the preferred embodiment shown, the pad 75 may also be molded from a flexible rubber material, such as TPU or thermoplastic polyurethane, whereby cleats 45 may be molded onto the inner and outer surfaces of the pad 75 to improve traction if desired without the need to insert numerous separate metal cleats.

[0049] The anti-skid elements 70, 75 will have adjustable fastening means 73, 74 so as to be adjusted to different wheel sizes and to be securely fastened to the surrounding anti-skid elements 10. The elements 70, 75 can be selectively provided with different sizes / lengths depending on the wheel size. The fastening means 73, 74 should preferably be as flat as possible so as not to affect the anti-skid properties of the pad 75. In this preferred embodiment, the fastening means 73, 74 comprise hook and loop connections, whereby the pad 74 having a hook or loop material (hook material in this embodiment) is permanently fixed to each end of the pad 75 by mechanical or chemical means. In this embodiment, the fastening means 73 comprises a flexible part provided with a hook or loop material (hook material in this embodiment) on its inner surface, which is arranged to engage with the material 74 on the pad 75. The advantage of this system is that the hook and loop fastening means allow the user to connect the element 75 to the element 10 after the device 1 is loosely connected to the tire 71, and thereafter to tighten the fastening means 73 once the device 1 is again tightened and securely connected. A further advantage is that when the weight of the vehicle is applied to the fastening means 73, 74, the fastening means will be pressed together more tightly and securely when they pass between the wheel 71 and the road surface. If the thickness of the fastening means 73, 74 is greater than the desired thickness, the thickness of the pad 75 can be increased locally so that the outer part of the pad 75 is thicker than the area where the fastening means 73 is arranged, thereby allowing a more uniform assembly thickness. In the embodiment shown, the pad 75 is provided with a liner 74 on both the inner and outer surfaces to allow the greatest possible adjustment. The fastening means 73 can also be permanently connected to one or both ends of the pad 75, so that the loose end of the fastening means is folded back onto itself, so that the hook or loop material on its inner surface engages with the matching material on the liner 74.

[0050] Now in the preferred embodiment shown here, it is apparent that the fastening means 73 is wound around a portion of the wire hoop 46, thereby connecting the element 75 to the anti-slip part 10. In this embodiment, the friction pad 40 of the anti-slip element 10 is provided with a groove 40A, allowing for the area for the fastening means 72 to be passed through the pad 40 and around the wire hoop 46. Although the pad 75 is provided with a single embodiment of the fastening means 73, 74 at each end, it should be noted that the pad 75 can be provided with multiple fastening means 73, 74 at each end if desired. In another preferred embodiment, the fastening means can also be in the form of one or more chain segments connected to the ends of the pad 75, wherein the chain segments are in turn provided with hooks or locking details for connection to the anti-slip element 10.

[0051] Fig.14 and 15The embodiment of additional anti-skid elements 76 and 80 is disclosed in more detail, which can be fixed to the anti-skid elements 10 and located between the anti-skid elements 10. The anti-skid element 76 represents a chain, which is connected to the outside of the wire hoop 46 by hooks 77, and the hooks 77 are interconnected by flexible cables 78 or partial springs and wires. The anti-skid element 80 includes a pad covering only the tire contact surface. The anti-skid element 80 is fixed to the anti-skid element 10 and between the anti-skid elements 10 at the center of the width by hooks 81. The entire pad 80 is made of a flexible material such as rubber and has a plurality of anti-skid spikes 82. The hooks 77 and 81 will include a locking mechanism to prevent accidental release, such as a hook and loop type, however this is not shown in the figure.

Claims

1. A traction and anti-skid device (1) for limited and emergency use on wheel tires, for easy assembly for use and storage, said device comprising a body and a housing, said housing having a protruding arm and a removable anti-skid element, wherein; - a plurality of at least three arms (3) held inside the main housing (2) and projecting radially from said main housing (2) and having means for attaching an anti-slip element (10) - a hub (4) rotatable inside the housing (2) and rotatable by a handle (16) to allow extension or retraction of the arm (3), - an operating device equipped with a locking device which prevents the extension of the arm when the anti-skid element (10) is engaged on the tread surface of the tire, It is characterized in that There is a locking device for the movement of the arm (3), the locking device comprising a locking element (24) located between the hub (4) and the housing (2), the locking element being operable to a position in which the teeth (26) engage with a second set of teeth (22) located along the inner periphery of the housing (2), and wherein the arm (3) has a device for limiting the travel of the anti-skid element (10) along the length of the arm (3) during assembly and attachment of the anti-skid element (10), and wherein the anti-skid element (10) is used to secure additional anti-skid elements (70, 75, 76, 80) to the main anti-skid element (10) and between the main anti-skid elements.

2. The anti-slip device (1) according to claim 1, characterized in that The locking element (24) is movable between a first position in which the teeth (26) engage the housing teeth (22) and a second position in which the teeth (26) are not in contact with the teeth (22).

3. The anti-slip device according to claim 2, characterized in that: The teeth (26) of the locking element (24) are angled to more easily interlock with corresponding teeth (22) in the housing (21).

4. The anti-slip device (1) according to claim 2, characterized in that The locking element (24) comprises a rib (28) which protrudes through a window (18) in the hub (4), and the hub (4) is rotated using a hinge (17), a handle (16) and a crank (25), the hinge (17) comprising teeth (19) arranged to engage with the teeth (22) in the housing (2).

5. 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).

6. 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.

7. The anti-slip device (1) according to claim 1, 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) removably connected at the end of the arm (3), thereby enabling the anti-slip element (10, 10') to be removed from the arm (3) for compact storage.

8. The anti-slip device according to claim 1, characterized in that: The arm (3) has a spring loaded stop and release button (60) for limiting the travel of the anti-slip element (10) along the length of the arm (3).

9. The anti-slip device according to claim 1, characterized in that: Additional anti-skid elements (70, 75, 76, 80) are available and have means for fixing to and between the main anti-skid elements (10).

10. The anti-slip device according to claim 1, characterized in that The additional anti-slip elements are provided in different sizes to suit various wheel sizes.

11. The anti-skid device according to claim 1, characterized in that: The additional anti-slip elements are made of durable fabric or flexible rubber material and are equipped with metal cleats.

12. The anti-slip device according to claim 1, characterized in that Additional anti-slip elements are made of flexible ropes, wires, chains and / or wire nets.

13. The anti-slip device according to claim 1, characterized in that The additional anti-slip element (70, 75, 76, 80) has adjustable means (72, 73, 74, 77, 78, 81) for fastening to the anti-slip element (10).

14. The anti-skid device according to claim 13, characterized in that The adjustable means (73, 74) comprises hook and loop material.

15. The anti-skid device according to claim 13, characterized in that The adjustable means (77, 78, 81) comprises a hook to which the flexible means is attached.

Images