JPH089283B2 - Anti-slip unit and driving device for anti-slip unit - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an anti-slip unit and a driving device for an anti-slip unit, and more particularly to an anti-slip unit mounted on a tire of an automobile and an anti-slip unit for driving the anti-slip unit into a tire. Of the preferred driving device.

(Prior Art) Conventional spike tires are used to ensure the safe running of a vehicle on a snowy road or an ice barn (icy road surface).
It is a tire with various spikes.

As a method of manufacturing the spiked tire, as shown in FIG. 7, the tip of the spike pin 1 and the tip 1a protruding from the tip are provided in a state where the hole for inserting the spike pin in the tread portion of the tire is widened. The tip end of the plunger 2 is fitted to, and the plunger 2 is moved by an air cylinder or the like to mount the spike pin 1 in the hole of the tread portion.

On the other hand, when a vehicle equipped with the above-mentioned spike tire is driven on a road with an exposed road surface, the spike pin scrapes off the road surface. The dust that has been scraped off rises into the atmosphere and is a cause of air pollution.In addition, road markings such as crossing strips drawn on the road surface are scraped off by spike pins, which makes the marking unclear and dangerous. It has become a big social problem that it is necessary to draw a sign again at the time of the thaw and huge cost is required.

Therefore, in order to solve the above problems, the present inventor has
He applied for inventions such as Japanese Patent Application No. 63-50467. These inventions are the states in which the tip of the anti-slip pin is still protruding from the tread surface due to the resistance with the road surface only when it is about to slip on a frozen road when it suddenly stops, suddenly starts, or starts on a slope. The anti-slip unit is capable of exerting an anti-slip effect, while the anti-slip pin is pressed against the road surface to be immersed in the tire in a normal running state.

That is, as shown in FIG. 8 as an example, a partition body 5 is provided in the middle part of the cylinder 4 constituting the anti-slip unit 3, and a hole 5a formed in the partition body 5 is provided with a rear end of the anti-slip pin 6. Enlarged portion 6a is retained. Further, the spring 8 is arranged between the enlarged diameter neck portion 6b formed at the tip of the slip prevention pin 5 and the retaining portion 5 of the cylinder 4, and the slip prevention pin 6 is
The expanded diameter neck portion 6b is biased by being biased toward the tip opening edge 4a.

Therefore, when a force (horizontal component force: a force generated by sudden braking, sudden start, etc.) that swings the anti-slip pins 6 is applied to the tire surface, the jaws of the expanded neck 6b of the anti-slip pins 6 are applied. The portion engages with the opening edge 4a of the cylinder 4 to be in a protruding state, and exhibits a slip preventing effect.

(Problems to be Solved by the Invention) When the conventional driving method is applied when driving the anti-slip unit 3 into a tire, the tip of the enlarged diameter neck portion 6b of the anti-slip pin 6 is pressed to be mounted in the tread portion. .

However, since the anti-slip pin 6 is biased by the spring 8, it is unstable, and it is impossible to press the anti-slip pin 6 to push the anti-slip unit 3 into the tire. In addition, the slip prevention unit 3 may be pushed in in an inclined state. Further, even if the anti-slip pins 6 are pressed vertically, the springs may be crushed or the elastic force of the springs may be destroyed, and the anti-slip pins 6 may not move forward or backward.

Further, even when the opening edge 4a of the cylinder 4 of the anti-slip unit 3 is pressed, a slight positional deviation occurs, and the cylinder 2
The opening edge 4a may be damaged or pushed in an inclined state.

Therefore, an object of the present invention is to provide an anti-slip unit capable of protruding from the tread surface of a tire and a driving device suitable for driving the anti-slip unit.

(Means for Solving the Problem) The present invention has the following configuration in order to solve the above problems.

First, in the anti-slip unit, an anti-slip pin having an enlarged portion at the rear end is loosely inserted in the cylinder so as to be able to advance and retract in the axial direction of the cylinder, and an inner flange extending in the axial direction of the cylinder at an intermediate portion in the cylinder. The anti-slip part prevents the enlarged part of the anti-slip pin from slipping out, allows the anti-slip pin to move forward and backward in the cylinder, and has a biasing means for urging the anti-slip pin in a protruding state. The anti-slip pin is embedded in the tire so that one end of the cylinder is opened so that the tip of the anti-slip pin projects in the direction of the ground contact surface, and the anti-slip pin located at the ground contact portion during normal running resists the urging force of the urging means due to the weight of the vehicle body. Then, when the horizontal component force is applied to the anti-slip pin that is about to be pushed into the cylinder due to braking / acceleration, the anti-slip pin swings and the tip is on the tire contact surface. In the anti-slip unit that is held in a state of protruding from, the tip opening edge from which the tip of the anti-slip pin of the cylinder projects is bulged in the outer peripheral direction to have a thick wall.

As a device for driving the anti-skid unit into a tire, a plunger for advancing and retreating along the axis of the anti-skid unit is provided in a guide pipe for feeding with the anti-skid unit and the rear end side oriented in the feed direction. A concave portion is formed at the tip of the cylinder, and the opening edge of the concave portion serves as a pressing portion that presses the opening edge of the cylinder of the anti-slip unit, and the concave space at the tip of the plunger is the tip of the cylinder of the anti-slip unit by the pressing portion of the plunger. When the opening edge is pressed, it is formed in a space that does not hit the tip of the anti-slip pin of the anti-slip unit.

(Operation) Next, the operation of the present invention will be described.

The anti-slip unit is mounted in the tire by pushing the tip opening edge of the cylinder of the anti-slip unit with a plunger. At this time, the tip of the anti-slip pin is positioned in the recess of the tip of the plunger, and the tip of the anti-slip pin does not contact the inner surface of the recess, and the plunger presses only the tip opening edge of the cylinder.

On the other hand, since the tip end opening edge of the cylinder of the slip prevention unit is formed to be thickened by bulging in the outer peripheral direction, the plunger can reliably press the tip end opening edge of the cylinder, and the slip prevention unit can be mounted in the tire. .

Further, since the tip of the anti-slip pin is not pressed, the anti-slip pin and the spring as the biasing means are not damaged.

(Embodiment) A preferred embodiment of the present invention will be described below in detail with reference to the accompanying drawings.

 FIG. 1 shows a vertical cross-sectional view of the slip prevention unit.

Reference numeral 10 is an anti-slip unit. Reference numeral 12 is the cylindrical cylinder, and the flange portion 14 is formed at the lower end portion.
Further, the diameter of the tip end side is reduced from the middle part of the cylinder 12, and this portion is referred to as a diameter reduction cylinder portion 12A, and the rear end side of the cylinder 12 is referred to as a diameter expansion cylinder portion 12B. An inner flange that extends to the center and has a hole 16a in the center is formed at the boundary between the diameter-enlarged cylinder portion 12B and the diameter-reduced cylinder portion 12A of the cylinder 12, and this inner flange serves as the retaining portion 16.

An anti-slip pin 32 is loosely inserted in the cylinder 12, and a rear end of the anti-slip pin 32 is formed with an enlarging portion 20 for preventing disengagement, which is located in the enlarged diameter cylinder portion 12B below the retaining portion 16. The middle part of the anti-slip pin 32 is a thin shaft 18.
A large-diameter expanded neck 22 is formed at the tip of 18, and a protrusion 24 is formed at the center of the upper surface of the expanded neck 22.

The enlarged portion 20 is formed thick, and the lower end of the enlarged portion 20 substantially coincides with the inner diameter of the expanded diameter cylinder portion 12B.
On the other hand, the upper surface side of the enlarged portion 20 has a reduced diameter. Therefore, the cross-sectional shape of the enlarged portion 20 is formed into a trapezoid.

Further, when the upper surface of the expanded portion 20 and the lower surface of the retaining portion 16 come into contact with each other, so that the axes of the cylinder 12 and the slip prevention pin 32 are aligned with each other,
The upper surface of the enlarged portion 20 and the lower surface of the retaining portion 16 are each formed in a plane that intersects with the axis at right angles.

While the rear end surface of the cylinder 12 is closed by the closing plate 13, a concave portion 20b is formed on the lower surface of the expanded portion 20, and the closing plate 13 is formed.
A spring 30 is arranged between the recess 20b and the recess 20b. The anti-slip pins 32 are biased in the protruding direction by the springs 30.

The anti-slip unit 10 is embedded in a hole 35 formed in a tire 34 (shown by a chain double-dashed line in FIG. 1). That is, the tip end of the enlarged diameter neck portion 22 of the anti-slip pin 32 and the protrusion 24, or only the protrusion 24 is embedded in a state protruding from the tread surface of the tire 34.

Further, a bulging portion 12b that bulges in the outer peripheral direction is formed thickly on the opening edge 12a of the cylinder 12, and the tip opening edge of the cylinder 12 is formed thick.

 The movement of the slip prevention unit 10 described above will be described.

When an automobile equipped with an anti-slip tire having the anti-slip unit 10 is braked by applying a brake, the number of rotations of the tire rapidly decreases. At the same time, due to the resistance with the road surface, a horizontal component force is applied to the tip of the anti-slip pin 32 (a force that swings the anti-slip pin 32 is applied). Then the anti-slip pin
32 swings, the jaw portion 22a of the expanded diameter neck portion 22 engages with the opening edge 12a of the cylinder 12, and the expanded diameter neck portion 22 and the protrusion 24 form the tire 34.
And it will be in a state of slightly protruding from the tread surface and bite into the frozen road surface and the compressed snow surface to prevent slipping.

Then, returning to the normal running state, when the anti-slip pin 32 separates from the snow and snow surface due to the rotation of the tire, the deformed spring 30 returns and presses the enlarged diameter neck portion 22, and the enlarged portion 20 upper surface and the retaining portion 16 lower surface. And abut, and the slip prevention pin 32 is returned to the axial position of the cylinder 12.

Next, a means for mounting the anti-slip unit 10 on the tread portion of the tire will be described.

FIG. 2 shows a cross-sectional view of a driving device for a tire of a slip prevention unit.

 48 is a driving device.

Holding pieces 54 and guide rods 56 are alternately arranged at a lower end of a circular cylindrical guide cylinder 52 at predetermined intervals in the circumferential direction.

The holding piece 54 holds the slip prevention unit 10 set in the guide cylinder 52. The holding piece 54 is biased toward the center by the guide tube 52 and holds the flange portion 14 of the anti-slip unit 10. Further, the guide rod 56 is inserted into the hole 35 formed in the tread portion of the tire and into which the slip prevention unit 10 is mounted,
The diameter of 35 is expanded.

A plunger 58 is arranged inside the hollow inside the guide cylinder 52 so as to be able to move back and forth along the inner peripheral surface. This plunger 58
Is connected to driving means such as an air cylinder. The plunger 58 is lowered by the driving means to move the slip prevention unit 10 held by the holding piece 54 into the hole 35 in the tread portion of the tire.
It is to be installed inside.

Further, a supply cylinder 60 is provided that branches at the tip of the guide cylinder 52 and extends obliquely upward. When the slip prevention unit 10 is lowered into the supply cylinder 60, the slip prevention unit 10 is
It is sent to the guide tube 52 from 60 and held by the holding piece 54.

The shape of the tip of the plunger 58 will be described with reference to FIGS. 2 and 3.

A concave portion 62 that is recessed along the axis is formed at the tip of the plunger 58. The concave portion 62 has a guide opening 62a that is gradually reduced in diameter from the opening, and an engaging step that engages with the thick bulging portion 12b of the opening circle 12a of the cylinder 12 of the slip prevention unit 10 following the guide opening 62. The portion 62b and, following the engagement step 62b, the engagement step 62b
A space formed so that the enlarged neck portion 32 of the anti-slip pin 32 of the anti-slip unit 10 engaged with the inner surface of the recess 62 does not touch the inner surface of the recess 62.
It consists of 62c and.

Next, the operation of mounting the antiskid unit 10 on the tread portion of the tire using the driving device 48 will be described.

When the antiskid unit 10 is lowered along the supply tube 60,
It is conveyed from the supply cylinder 60 to the guide cylinder 52 and held by the holding piece 54 at the lower end of the guide cylinder 52.

In this state, the tip of the guide rod 56 provided at the tip of the guide cylinder 52 is inserted into the hole 35.

Then, the plunger 58 is lowered. Then, the opening edge 12a of the cylinder 12 is guided by the guide opening 62a at the tip of the plunger 58 and engages with the engaging stepped portion 62b of the plunger 58.

When the plunger 58 is further lowered, the slip prevention unit
The flange portion 14 of 10 moves down while spreading the holding piece 54 and the guide rod 56. Along with this, the guide rod 56 expands the diameter of the hole 35 in the tread portion of the tire. When the plunger 58 is further lowered, the anti-slip unit 10 is guided by the guide rod 56 and mounted in the hole 35.

When the plunger 58 is further lowered, the guide cylinder 52 is pushed upward, and at the same time, the guide rod 56 having the expanded diameter of the hole 35 in the tread portion of the tire comes out of the hole 35.

Finally, the plunger 58 is pulled out and the plunger 58 is raised.

In the same manner, the next anti-slip unit 10 is supplied from the supply cylinder 60, and the anti-slip unit 10 is driven.

FIG. 4 shows that the anti-slip unit 10 having another shape has the plunger 58.
Shows a state of being engaged with. This slip prevention unit 10 is
A spring 30 is arranged between the 16 and the jaw portion 22a of the expanded neck portion 22 of the anti-slip pin 32.

FIG. 5 (a) shows a state in which another anti-slip unit 10 is engaged with the plunger 58, and FIG. 5 (b) shows a plan view from the pin tip side of the anti-slip unit.

In this anti-slip unit 10, an uneven line 12e is formed in the axial direction on the inner wall surface between the middle part and the tip of the cylinder 12.
Around the peripheral surface of the anti-slip pin 32, an uneven line 32e in the axial direction that is loosely fitted in the uneven line 12e is formed. Further, an enlarged portion 20 for preventing the slip-out is formed at the rear end portion of the slip prevention pin. Further, the rear end of the cylinder 12 is closed by a closing plate 13, and a spring 30 is arranged between the closing plate 13 and the enlarged portion 20,
The anti-slip pin 32 is urged so that its tip projects from the opening edge 12a of the cylinder 12.

Then, when a vehicle equipped with tires in which the anti-slip pins 32 are embedded is run, if the anti-slip pins 32 are grounded during normal running, they are pushed into the cylinder 12 against the biasing force of the spring 30. On the other hand, when the car is braked or accelerated,
A component force is applied to the anti-slip pins 32 in the horizontal direction, and the uneven strips 32e of the anti-slip pins 32 are engaged with the opening edges 12f of the uneven strips 12e of the cylinder 12 and are less likely to be pushed into the cylinder 12.

A bulged portion 12b is formed at the opening edge 12f of the cylinder 12, and the recessed portion 62 of the plunger 58 similar to the above-described embodiment is fitted into the bulged portion 12b. The space 62c of the recess 62 is formed so that the tip of the anti-slip pin 32 does not contact the inner surface.

Furthermore, as shown in FIG. 6, the corners of the enlarged diameter neck portion 22 of the slip prevention pin 32 of the slip prevention unit 10 are chamfered to make the plunger
The expanded neck portion 22 may be formed so as to be smoothly guided in the recess 62 of the 58.

Although various explanations have been given with reference to the preferred embodiments of the present invention, it goes without saying that the present invention is not limited to the above-mentioned embodiments, and the essential point is many without departing from the spirit of the invention. Of course, it is possible to make modifications.

(Effects of the Invention) As described above with respect to the present invention, since the tip opening edge of the cylinder of the anti-slip pin is formed to be bulged in the outer peripheral direction to have a thick wall, the tip opening edge should be pressed when the tire is mounted on the tire. It can be installed without damaging the tip opening edge. Further, the anti-slip unit can be pressed and bonded in the recess of the tip of the plunger while the tip of the anti-slip pin of the anti-slip unit remains free. Therefore, a large unreasonable force is not applied to the biasing means of the anti-slip unit, and the biasing means is not damaged.

Further, since the front end opening edge of the cylinder of the slip prevention unit mounted on the tire is located inside the tire, the slip prevention unit is difficult to pull out from the tire, and so on.

[Brief description of drawings]

FIG. 1 is a vertical sectional view of an anti-slip unit, FIG. 2 is a sectional view showing a driving device of an anti-slip unit, FIG. 3 is a sectional view showing a fitted state of an anti-slip unit and a plunger, and FIG. FIG. 5 (a) is a sectional view showing the relationship between the anti-skid unit and the plunger, FIG. 5 (a) is a sectional view showing the relationship between the other anti-skid unit and the plunger, FIG. 5 (b) is a plan view of the anti-skid unit, and FIG. Is a cross-sectional view showing the relationship between another anti-slip unit and the plunger, FIG. 7 is a cross-sectional explanatory view showing the relationship between the spike pin and the plunger, and FIG. 8 is a vertical cross-sectional explanatory view showing the conventional anti-slip unit. 10 …… Anti-slip unit, 12 …… Cylinder, 12A …… Reduced diameter cylinder part, 12B …… Expanded cylinder part, 14 …… Flange part, 16 …… Stopping part, 18 …… Shaft, 20 …… Enlarged part, 22 …… Expansion neck, 22a …… Jaw, 30 …… Spring, 32 …… Slip-proof pin, 52 …… Guide cylinder, 54 …… Holding piece, 56 …… Guide rod, 58 …… Plunger, 62 …… Recess.

Claims (2)

[Claims] 1. A slip prevention pin having an enlarged portion at its rear end is loosely inserted into the cylinder so as to be movable back and forth in the axial direction of the cylinder.
An anti-slip part as an inner flange extending in the axial direction of the cylinder in the middle of the cylinder prevents the enlarged part of the anti-slip pin from slipping out and allows the anti-slip pin to move forward and backward and swing in the cylinder to project the tip of the anti-slip pin. It is provided with an urging means for urging the tire into a state in which it is embedded in the tire so that one end of the cylinder is opened so that the tip of the anti-slip pin projects in the direction of the tire contact surface, and is located at the contact part during normal running. The anti-slip pin is pushed into the cylinder against the urging force of the urging means due to the weight of the vehicle body, etc., and is pushed into the cylinder by braking / acceleration. In an anti-slip unit in which a pin swings and is held in a state of protruding from a tip tire grounding surface, a tip opening edge from which a tip of the anti-slip pin of the cylinder protrudes is formed in an outer peripheral direction. An anti-slip unit characterized by being bulged in the opposite direction and made thick. 2. A plunger for advancing and retreating along the axis of the guide pipe is provided in the guide pipe for feeding so that the rear end side of the anti-slip unit of claim 1 is oriented in the feed direction, and a recess at the tip of the plunger is formed, The opening edge of the recess is used as a pressing portion that presses the tip opening edge of the cylinder of the anti-slip unit, and the recess space of the tip of the plunger is used when pressing the tip opening edge of the cylinder of the anti-slip unit with the pressing portion of the plunger. The anti-slip unit driving device is characterized in that the anti-slip unit is formed in a space that does not hit the tip of the anti-slip pin.