Anti-slip device for wheels

Abstract

To provide a non-slip device that simplifies installation and disassembly operation for vehicle wheels by a uniform tension of fixed components.SOLUTION: A non-slip device (1) includes a first arc element (11), a second arc element (21), a bridge element (4) connecting the first arc element and the second arc element, a non-slip element (5) between the first and second arc elements suitable for placement on a surface of a tread of the wheel while attached to the device, and an extendable cable (7), in which a first end of the extendable cable is fixed at a point of the first arc element and a second end of the extendable cable is installed in a tension device (30) provided at a position of the second arc element, with the arc element fixed inside and outside the wheel, and once the non-slip device is attached to the wheel for the purpose of placing it on a side of a tire, the tension device will be able to pull the extendable cable.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to an anti-skid device, such as a snow chain, that can be mounted on the wheels of a vehicle. More specifically, the anti-skid device according to the invention has properties that allow it to be easily mounted and dismantled on the wheel. [Background technology]

[0002] When a vehicle is on a road surface covered with snow, sleet, or ice, the vehicle's tires may not have good grip and dangerous skidding and sliding of the vehicle may occur. To prevent these problems, it is common to use anti-skid devices (commonly called snow chains).

[0003] Snow chains, which are usually fitted to the driving wheels of a vehicle and reduce the accumulation of snow and / or ice on the road surface, increase the friction of the tire tread, allowing the tire to better grip the vehicle's tires.

[0004] A conventional snow chain generally consists of two lateral elements (chains, flexible cables, steel wires, ropes, etc.) which, in use, close on the inner and outer rings of the wheel, respectively, and which are hereinafter called the inner and outer rings, respectively, and which are connected by a series of chain sections which are variously arranged to apply friction to the tread, the whole being completed by a device for tensioning the elements, known by the name of tensioner.

[0005] The chain portions disposed on the tread generally have a diamond configuration, with elements disposed diagonally to provide grip in both the longitudinal and transverse directions.

[0006] In the prior art, old anti-skid devices do not provide for the use of tensioners. For example, French patent No. 522878 describes a device formed by a single metal ring element of one piece or two arcs, placed inside the tire, and a series of chain sections connected to said element.

[0007] Also, in US Patent No. 1,336,363, an anti-skid device without tensioners is described, which includes two ring elements applied on the sides of the wheel and a number of chain sections arranged on one side of the ring elements, so that once activated, the chain sections cover the tread of the tire of the wheel to which the device is applied. In this document, which was disclosed more than 100 years ago, the ring elements are stiff and provide a complex assembly, but are time-effective. The arc elements are joined together and attached to the wheel by four bolts installed at 90° from each other and extend between the wheel spokes.

[0008] WO 2004 / 035332 provides a foldable anti-skid device for vehicle tires, which, when installed around the tire, is formed by two ring elements and is provided with a number of anti-skid pads arranged on the tread at regular intervals, where the two ring elements are formed by a series of segments hinged together and have connectors connecting the snow pads at alternating intervals, thus forming a foldable "accordion" type anti-skid device.

[0009] Conventionally, known snow chains are generally fitted by placing the chain on the wheel, subsequently turning the wheel by moving the vehicle, and then repositioning the snow chain and securing it around the wheel.

[0010] For some time now, improvements have been made with respect to previously known solutions to allow automatic installation of the chain. This installation is generally carried out by using spring elements and tensioning systems applied to the chain components which can be preloaded with a predefined force. When the wheel turns, after the chain has been adapted to a first position, the spring elements tension and install the chain section, thus fixing it on the wheel.

[0011] An embodiment of a snow chain designed to allow automatic assembly is described, for example, in EP 2 489 528 B1, where an anti-skid device is described that includes a fixing element suitable to be positioned substantially on one side of a wheel of a vehicle. The fixing element is in the form of two half-arcs held together by an extendable element (generally a cable that is inserted into the fixing element, i.e. configured to enter from a first end of the first half-arc and configured to exit from a second end of the second half-arc).

[0012] In this configuration, the fixing element includes an open area or gap between the other ends of the two half-arcs, which remain connected by the passage of the extendable cable. The ends of the cable emerging from the unconnected ends of the two half-arcs are directed towards one end of the elongated tensioning device by a bypass or bridge element arranged transversely to the fixing element and designed to cover the width of the tread. At the other end of the tensioning device, a mesh of chain parts is attached and further connected to the half-arcs at various points of the fixing element.

[0013] The presence of the extendable cable and its two-arc configuration allows the width of the fixing element to be widened during assembly to fit on the inside of the wheel (i.e., the side facing the center of the vehicle) with the cable remaining on the outside where the tensioning device is also located.

[0014] This tensioning device is designed to impart a force to the extension element, allowing the anti-skid device to move from a position where the extended extendable element is almost attached to the anti-skid device before the vehicle is started, to a position where after the start-up the extendable element is pulled to bring the ends of the half-arcs previously separated closer together and is ready for use, fixing the fixing element to the inside of the wheel. Thus, the anti-skid device has a self-assembly function.

[0015] Snow chains such as the one described, although implementing a self-assembly feature, still bring about some disadvantages, of which they remain visible, namely the presence of inconvenient pulling elements that act to cause collisions with structural parts of the wheel, resulting in damage to elements such as the rim, in the case of alloy rims, a rather awkward situation. This is mainly due to the fact that the outer fixing element of the wheel consists of a chain section, which requires the aforementioned pulling elements and which itself runs rubbing against the rim.

[0016] Furthermore, many of the self-assembly devices have tensioning devices that are not readily available, and which sometimes require the application of significant force, sometimes even the use of legs, which can create problems in maintaining uniform tension on the wheel fixing elements. [Prior art documents] [Patent documents]

[0017] [Patent Document 1] French Patent No. 522878 [Patent Document 2] U.S. Pat. No. 1,336,363 [Patent Document 3] International Publication No. 2004 / 035332 [Patent Document 4] European Patent No. 2489528 Summary of the Invention [Problem to be solved by the invention]

[0018] SUMMARY OF THE PRESENT EMBODIMENT It is therefore an object of the present invention to provide an anti-skid device for wheels that makes it possible to overcome the disadvantages of the prior art.

[0019] More specifically, it is an object of the present invention to provide an anti-skid device that makes the operations of mounting and dismantling a vehicle wheel simpler due to uniform tension in the fixed components.

[0020] Another object of the present invention is to provide an anti-slip device that is flexible, lightweight and inexpensive to transport.

[0021] A further object is to provide an anti-skid device that does not detract from the aesthetic appearance of the wheel on which it is utilized, and reduces to a minimum contact with the structural parts of the wheel (more specifically, the rim).

[0022] These and other objects are achieved by an anti-slip device according to the invention having the characteristics as set out in claim 1 of the attached independent claim. [Means for solving the problem]

[0023] Advantageous embodiments of the invention are disclosed by the dependent claims.

[0024] Essentially, the invention relates to an anti-skid device for a wheel of a vehicle, comprising a first arc element suitable for mounting on a first side of the wheel, ends of which define a first interval, a second arc element suitable for mounting on a second side of the wheel, ends of which define a second interval, a bridge element suitable for connecting the first and second arc elements, the first and second arc elements being spaced apart substantially parallel to one another in a plane, the intervals being arranged in substantially the same radial orientation, and an anti-skid element between the first and second arc elements, which, when mounted on the device, is placed on the surface of the tread of the wheel, the mechanism of which is: a first arc element divided into a first branch and a second branch, a second arc element divided into a first branch and a second branch, an extendable cable having a first end and a second end is provided, the first end of the cable is fixed to a point of the first branch of the first arc element, the cable traverses the first interval, follows the entire length of the second branch of the first arc element, and reaches the second arc element via the bridge element, the cable extends along the entire length of the second branch of the second arc element, traverses the second interval, and reaches a tensioning device provided at the position of the second branch, the second branch is fixed to the second end of the cable, and once the anti-skid device is attached to the wheel, the tensioning device is able to tension the extendable cable, reducing the first interval and the second interval to secure the arc elements located on the sides of the tire to the inside and outside of the wheel.

[0025] Further features of the invention will become more apparent from the following detailed description with reference to exemplary embodiments of the invention, given by way of example only and therefore not limiting, as shown in the attached drawings, in which: FIG. [Brief description of the drawings]

[0026] [Figure 1] FIG. 1 is a schematic axonometric view of an anti-slip device according to the invention; [Diagram 2]FIG. 13 is an exploded view showing components of a tensioning device applied to an anti-slip device. [Diagram 3] 3 shows a sequence of steps for fitting an anti-skid device according to the invention to a wheel. [Figure 4] 3 shows a sequence of steps for fitting an anti-skid device according to the invention to a wheel. [Diagram 5] 3 shows a sequence of steps for fitting an anti-skid device according to the invention to a wheel. [Figure 6] 3 shows a sequence of steps for fitting an anti-skid device according to the invention to a wheel. [Figure 7] 3 shows a sequence of steps for fitting an anti-skid device according to the invention to a wheel. [Figure 8] 3 shows a sequence of steps for fitting an anti-skid device according to the invention to a wheel. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0027] Preferred embodiments of the anti-slip device according to the present invention will now be described in detail with reference to the accompanying drawings.

[0028] 1 shows a schematic view of an anti-skid device, generally indicated by the reference number 1, when the anti-skid device is not applied to a wheel. The anti-skid device 1 is substantially formed by a first arc fixing element 11 and a second arc fixing element 21, which are connected by a bridge element 4.

[0029] Once mounted, the arc fixing elements 11 and 21 are suitable to be placed on the inside and outside of the wheel, respectively, and rest on the side of the tire. The series of chain parts forming the mesh 5 are placed between the arc elements 11 and 21 so as to cover the tread surface when the device 1 is mounted on the wheel.

[0030] The arc elements 11, 21 have properties that allow a certain degree of flexibility: by exerting a force to move away from them, they can spread apart and then return to their normal state once the pressure is ceased. In addition to making it possible to join the two arc elements 11, 21, the bridge element 4 also makes it possible to maintain the spacing of the two substantially parallel arc elements 11, 21 at a distance equal to the width of the tread of the wheel to which the device 1 is attached.

[0031] The first arc element 11 terminates in two ends 12a, 12b that delimit a first interval 18. Similarly, the second arc element 21 terminates in two ends 22a, 22b that delimit a second interval 28. Furthermore, the provision of the bridge element 4 effectively divides the first arc element 11 into a first branch 11a and a second branch 11b, and similarly divides the second arc element 21 into a first branch 21a and a second branch 21b. In a preferred embodiment, the two intervals 18, 28 are in approximately the same radial orientation.

[0032] The arc element 11, 21 can be provided as a single member or as two separate members corresponding to each branch 11a, 11b and branch 21a, 21b. Furthermore, advantageously, a spring element 29 can be provided between the two ends 21a, 21b to restrict the branches of the second arc element 21 from moving apart.

[0033] The arc elements 11, 21 act as guides for the extendable elements of elongated shape (more specifically the cables or ropes 7). As a guide, a tubular sheath can be provided which is arranged around the arc elements 11, 21 and which extends externally or internally relative to the arc elements 11, 21, the cables 7 being slidable inside the tubular sheath. Providing an extendable element or cable 7 allows the arc elements to be uniformly widened to a considerable length in the pre-assembled state in order to position the arc elements on the wheel side. By applying tension to the cable 7, the arc elements are further tensioned for attachment to the wheel.

[0034] To tension both arc elements, the extendable cable 7 is positioned as described herein below. One end of the cable 7 is fixed to a point on the first branch 11a of the first arc element 11 and configured to slide along the first branch 11a to a first end 12a, where the cable 7 reaches the first interval 18. The cable crosses the first interval 18, enters the second end 12b of the first arc 11, and reaches the second branch 11b. Going along the entirety of the branch 11b, the cable 7 reaches the bridge element 4, from which it passes towards the first branch 21a of the second arc element 21. After extending along the entire length of the first branch 21a to the end 22a, the cable 7 crosses the second interval 28 and enters the second branch 21b from the end 22b. Once in the second branch 21b, the cable 7 runs along the length of the second branch 21b until it is gathered by a suitable tensioning device or tensioner 30 which tensions the cable 7, thus bringing the arc elements 11 and 21 into a closed state and bringing the ends 12a and 12b and the ends 22a and 22b back together when the anti-skid device is attached to the wheel. In a preferred embodiment, this tensioning device 30 is located in a substantially central position of the second branch 21b.

[0035] To achieve the desired tension, the tensioning device 30 has an internal structure such as that shown in FIG. 2, where the various parts that make up the tensioning device 30 are shown in exploded view. The tensioning device (which can be considered as known and functional per se) is formed by a base 31 that houses a pulley 34 provided with external teeth, around which the extendable cable 7 is wound. The external teeth 36' of the pulley 34 are suitable for engagement with a first anti-reverse pawl 36, and a second anti-reverse element 37 is suitable for engagement with the internal teeth 37' of the pulley, performing the role of some double ratchet drive mechanism. When the pawl 36 engages with the corresponding tooth 36', in fact the pulley only allows to rotate in one direction (clockwise, with reference to the drawing), while movement in the opposite direction is prevented. The pawl 36 thus has an anti-reverse function, only allowing the cable to be wound, which is not unwound.

[0036] Similarly, the anti-reverse element 37, which engages with a corresponding tooth 37', although of a different form, allows the pulley 34 to rotate only in one direction, opposite to the direction allowed by the pawl 36. Thus, preferably, the anti-reverse element 37 allows only counterclockwise rotation, allowing the cable 7 to unwind. In operation, i.e. when the tensioning device 30 is applied to the anti-skid device 1, the anti-reverse element 37 may engage with the toothed pulley 34 and allow the ends of the flexible arc elements 11 and 21 to move apart, resulting in the extension of the cable 7. This movement occurs by manually physically pushing the ends of the flexible elements apart.

[0037] Instead, winding of the cable 7 around the pulley is effected by the return force of a spiral spring 33 integrally attached to the pulley 34. When the cable 7 is in the extended position, the spiral spring 33 generates a return force tending to return it to its original wound position. If an anti-reverse element 37 is engaged with teeth 37' of the pulley 34, it prevents the cable from unwinding. When this element 37 is disengaged, the pulley can rotate in a clockwise direction, allowing the cable to unwind and the arc elements 11 and 21 to be in the closed state, which rotation is not prevented by the pawl 36, having regard to what has been described above.

[0038] For this purpose, the tensioning device 30 is provided with a selector 35 for alternately moving the pawl 36 and the anti-reverse element 37 from an engaged position to a disengaged position. In use, such elements are contained in a base 31 and covered by a closure cover 32.

[0039] Thus, the anti-skid device 1 as described above can be attached to a wheel in a simple and straightforward manner. With reference to figures 3 to 8, the sequence of actions which successfully carry out the attachment of the device will now be described.

[0040] Considering the device in a disassembled state, the ends of the first arc element 11 are spaced apart to widen the branches 11a, 11b (FIG. 3). The act of widening the branches of the arc element 11 causes the spacing 18 to become wider than it is, loosening the cable 7 considerably.

[0041] In this state, the device 1 can now "fit" onto the wheel, with the first arc element 11 passing over the wheel on the inside of the wheel (i.e. the side facing towards the vehicle axle). The situation is that shown in FIG. 4, with the mesh 5 located on the tread and the second arc element 21 on the outside of the wheel (more specifically on the side of the tire). The branches of the first arc element 11 are still in the spread position and part of the cable 7 of the spacing 18 of the first arc element 11 is located on the outside of the wheel. At the end of the assembly operation, the first arc element 11 is pushed towards the inside of the wheel, with the situation shown in FIG. 5, with part of the cable 7 still on the outside of the wheel.

[0042] Even after the chain is attached, it is enough to act on the tensioning device 30 and select the closed position to activate the tension (Figure 6). The tensioning device 30 retracts the cable 7 and the first arc element 11 is tightened on the inside of the wheel (Figure 7).

[0043] At this point, the chains are now actually installed. When the vehicle starts for the first time, the cable moves from the outside to the inside of the wheel, fully tensioning the device and thus fixing the arc elements 11 and 21 to the side of the tire. In this way, a fast and automatic installation of the snow chains is performed. From what has been disclosed above, the advantages of the anti-skid device according to the invention clearly arise. More specifically, in the embodiment of the single-piece arc elements, these arc elements are substantially rigid, but are given a certain degree of flexibility so as to allow a very easy and safe installation of the tire and to prevent rubbing against the rim, since they have practically no parts in contact with the rim.

[0044] The present invention is not limited to the specific embodiments described above and shown in the accompanying drawings, but many detailed changes may be made to the specific embodiments within the purview of those skilled in the art without departing from the scope of the invention as defined in the appended claims by such changes. [Explanation of symbols]

[0045] 1 Anti-slip device 4 Bridge elements 5 Chain mesh 7 Extensible elements 11 First flexible arc element 11a, 11b First branch and second branch of the first arc element 12a, 12b Ends of the first arc element 18 Spacing of the first arc element 21 Second flexible arc element 21a, 21b First branch and second branch of second arc element 22a, 22b Ends of the second arc element 28 Spacing of second arc element 29 Spring elements 30 Tensile Device 31 Base of tension device 32 Cover of tension device 33 Spiral Spring 34 Toothed pulley 35 Selector 36 First reverse rotation pawl 37 Second anti-reverse element 36' Pulley external teeth 37' Pulley inner teeth

Claims

1. An anti-skid device (1) for a wheel of a vehicle, comprising: a first arc element (11) adapted to be attached to a first side of the wheel, ends (12a, 12b) of the first arc element (11) defining a first interval (18); a second arc element (21) adapted to be attached to a second side of the wheel, the ends (22a, 22b) of the second arc element (21) defining a second interval (28); a bridge element (4) suitable for connecting said first arc element (11) and said second arc element (21), said first arc element (11) and said second arc element (21) being spaced apart so as to be substantially parallel one to the other in a plane, said spaces (18, 28) being arranged in substantially the same radial orientation; an anti-skid element (5) between the first arc element (11) and the second arc element (21) adapted to be placed on the surface of the tread of the wheel when attached to the device (1); The mechanism of the bridge element (4) divides the first arc element (11) into a first branch (11a) and a second branch (11b) and divides the second arc element (21) into a first branch (21a) and a second branch (21b); An extendable cable (7) is provided having a first end and a second end; The first end of the cable (7) is fixed to a point of the first branch (11a) of the first arc element (11); The cable (7) crosses the first interval (18), follows the entire length of the second branch (11b) of the first arc element (11), and reaches the second arc element (21) via the bridge element (4), the cable (7) travels the entire length of the first branch (21a) of the second arc element (21), crosses the second interval (28), and reaches a tensioning device (30) provided at the position of the second branch (21b), the second branch (21b) being fixed to the second end of the cable (7); Once the anti-skid device (1) is mounted on the wheel, the tensioning device (30) is suitable for tensioning the extendable cable (7) and reducing the first and second spacings (18) and (28) in order to fix the first and second arc elements (11, 21) on the inside and outside of the wheel, and to place the first and second arc elements (11, 21) themselves on the side of the tire.

2. 2. An anti-slip device (1) according to claim 1, wherein the cable (7) extends internally or externally with respect to the first and second arc elements (11, 21).

3. The anti-slip device (1) according to claim 2, wherein the cable (7) extends within a tubular sheath.

4. An anti-slip device (1) as described in any one of claims 1 to 3, wherein each of the first and second arc elements (11, 21) is made as a single member or as two separate branches (11a, 11b; 21a, 21b).

5. The anti-slip device (1) according to any one of claims 1 to 4, wherein a spring element (29) is provided in the space (28) between the ends (22a, 22b) of the second arc element (21) to limit the branches of the second arc element (21) from moving apart during the installation operation.

6. The anti-slip device (1) according to any one of the preceding claims, wherein the anti-slip element (5) is a mesh of chain sections.

7. The tensioning device (30) comprises a toothed pulley (34) around which the cable (7) is wound and unwound, and a spiral spring (33) is arranged in front of the pulley (34). A pulley (34) is associated with the cable (7) for returning the cable (7) to a wound position. An anti-slip device (1) according to any one of claims 1 to 6.

8. 8. The anti-skid device (1) according to claim 7, further comprising an anti-reverse rotation pawl (36) suitable for forming a ratcheting drive mechanism with said toothed pulley (34) and which, when engaged, allows rotation of said pulley (34) in the winding direction of the cable and blocks rotation of said pulley (34) in the opposite direction.

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