WO2011004033A1 - Antiskid system for automobiles - Google Patents

Abstract

The invention relates to an antiskid system for automobiles, which is to be coupled to the wheels of vehicles to enable said vehicles to drive over slippery terrain such as mud, sand, snow, ice, etc., including: a central block (1) for placement on the corresponding wheel of the vehicle; at least three shock-absorbing units (2) connected to the central block (1); and a plurality of elements (3) for bearing and transversely attaching to the tread of the tyre, combined with the respective shock-absorbing units (2), for gripping the road surface. The system ensures easy installation in a straightforward and quick manner without having to move the vehicle, further preventing the wheels from skidding and not advancing, which causes the vehicle to get stuck.

Description

 NON-SLIDING SYSTEM FOR AUTOMOBILE VEHICLES- OBJECT OF THE INVENTION.

 The following invention, as expressed in the statement of the present specification, refers to a non-slip system for motor vehicles, being of the type of systems that are coupled to the wheels of the vehicles in order to allow their circulation through slippery terrain, such as mud, sand, snow, ice, etc., so that the system presented is intended to facilitate its assembly without the need to move the vehicle and can carry it out in a simple and fast way.

 The non-slip system comprises a central block and some elements of attachment and mooring to the tread of the tires associated with respective shock absorber assemblies, which are also intended to prevent the wheels from sliding and not advancing, which entails the jamming. vehicle.

 SCOPE.

 In this report a non-slip system for motor vehicles is described, being of special application in all types of passenger cars and industrial vehicles.

 BACKGROUND OF THE INVENTION

 Everyone knows the serious inconvenience of staying with the vehicle stuck in muddy terrain, affecting this inconvenience, mainly, in the winter season to hunters, fishermen, mountaineers and hikers in general, who have a special devotion to nature, and which, very often, must travel on clay roads that are converted into authentic suburbs.

Thus, in the winter season, when traveling in the early hours of the day on clay roads, when the same ice creams are found, you can pass them at a small speed without the vehicle being stuck, while with the passing of the day, at rising the temperature, the thaw of the land occurs, creating a quagmire of a few centimeters, but enough so that when passing vehicles, with a conventional relief on the wheel covers, the mud cannot be dislodged, beginning to skate the wheels and producing the jam, which is practically impossible to leave without the help of another vehicle.

 In this way, once the vehicle has become stuck in the mud, if it is a matter of getting out, what is usually done, the majority of the time is to cause a greater jam, and that the drawing of the covers of The wheels, completely covered in mud, wear when you run into your turn with lower ground of greater hardness.

 In this situation, the only solution is to go for help so that with the use of another vehicle, the vehicle can be dragged to a firm ground.

 This situation Ia must suffer relatively frequently hunters, fishermen and nature lovers in general, who go to places for the development of their hobby, early in the day, through clay roads that are frozen, not having major Difficulties in accessing their places of destination, while on returning to their places of origin and as a consequence of the increase in temperature, they find areas of land in which the thaw has occurred and authentic suburbs have been formed, so that pass with the vehicles, they get stuck without the possibility of leaving them without the help of vehicles that drag them out.

 On the other hand, of all the popular "chains" are known that are placed on the corresponding wheels of the vehicles to travel, preferably, through snowy terrain and which are basically made up of a pair of chains that in the assembly in Ia The wheels remain on their lateral faces close to the rolling surface, and in turn they are joined together by a series of sections of transverse chains, so that in the assembly the ends are joined together and tensioned.

These types of chains have the disadvantage that their assembly is somewhat difficult and especially considering that it must be carried out at low temperatures, so that it is much more painful to mount them, and, in addition, once the car has been started when traveling, bumping successively in its taxiway with the sections of transverse chain that cause a continuous rebound with the aggravating factor that if braking occurs and the vehicle is with its wheels bumping with the frozen ground and not in relation to a section of transverse chain, these can lose their effectiveness and make the car skid.

 We can also cite documents ES 1055808 and ES

1043512, so that in ES 1055808 a non-slip linear chain for snow is described, being of the type of chains that are integrated by a chain of links and a corresponding tensioning member, while in document ES 1043512 a device of chains for snow, ice and mud, whose chains are structured based on two longitudinal and parallel sections related to each other by means of a plurality of transverse sections, adapted to adapt to the tread of the tire.

 DESCRIPTION OF THE INVENTION

 In this report a non-slip system for motor vehicles is described, being of the type of systems that are coupled to the corresponding wheels of the vehicles in order to allow their circulation through slippery terrain, such as mud, sand, snow, ice, etc. , without jamming, so that the system includes:

 • a central placement block on the corresponding vehicle wheel;

 • at least three shock absorber assemblies associated with the central block, and;

 • corresponding support elements and transverse fixation to the tire associated with the respective shock absorber and grip assemblies. In this way, the central placement block in the corresponding vehicle wheel comprises:

 • a generally circular outer shell;

 • a generally circular inner shell with at least three equidistant radial cuts from its outer surface;

 • an intermediate disk to both housings that on one of its faces has a spiral grooving;

• a circular flange that is attached to the inner face of the - A - inner casing and whose flange is smaller in diameter;

 • a central detachable external trim, and;

• shock absorber assemblies associated to the intermediate disk and mounted in radial position to the respective radial cuts of the inner casing.

 On the other hand, the shock absorber assemblies associated with the central block comprise:

 • a first piece that has a series of transversal grooves complementary to the spiral grooving of the intermediate disk on one of its major faces

The outer and inner casing of the central block and on its other side has a longitudinal central recess of semicircular section, in large part of its height, and a pair of lateral projections, one on each side;

 • a second piece that, on one of its faces, has a longitudinal central projection for accommodation in the corresponding radial cut of the inner casing and on its other side it has a longitudinal central recess of semicircular section and a pair of cavities, one on each side, Y;

 • a shock absorber arranged between the first and second piece with respect to the emptying and semicircular longitudinal central cavity and fixed, at one end, to one of them and at the other end to the other.

 The pair of lateral projections of the first forming part of the shock absorber assembly fits into the pair of hollows, of greater length, of the second piece, the shock absorber body being in between, in the opening, of circular section, which defines the emptying and cavity by attaching both pieces.

 The elements of support and transverse fixation to the tire associated to the respective shock absorber and grip assemblies to the rolling surface of the ground are defined by a body of length similar to the width of the tire that by one of its ends are joined to the second piece conformant of the shock absorber assembly.

The damping body is fixed, in the molding process itself. to the pair of pieces that make up the shock absorber assembly through plethora tracks in solidarity with their ends that are arranged in relation to respective transverse recesses of said pieces, so that the damper body works by traction.

 The central block is mounted so that the outer shell and the inner shell are fixed by means of screws, heat welding or other conventional means and in the flange a screw with a hexagonal nut is arranged in relation to the disk through which it will materialize the rotation of the disk by means of the corresponding key.

 On the other hand, in the assembly of the central block in the corresponding wheel of the vehicle, it will be enough to rotate the disc, which on one of its faces has a spiral groove, in which the series of transverse grooves of the first forming part of the assembly has fitted damper so that it closes by dragging the second piece and with it the support element transverse to the tire pressing it on it and thus materializing the fixation of the system, collaborating in a better fastening a small flange in which the end side of the cross support element.

 In this way, in the normal circulation of the vehicle, due to the irregularities of the terrain and the weight of the same, when resting on one of the elements transverse to the tire, it causes the displacement of the second component of the shock absorber assembly and the withdrawal of the shock absorber, absorbing said displacement without the first forming part of the shock absorber assembly, engaged in the spiral grooving of the intermediate disk, moving the central block remaining in a static position, so that then, when the element transverse to the tire is free , the shock absorber will act on the second piece forcing it to move outward to its original position.

To complement the description that will then be made, and in order to help a better understanding of the characteristics of the invention, this descriptive report is accompanied by a set of drawings, whose figures are illustrative and not limiting , the most characteristic details of the invention are represented. BRIEF DESCRIPTION OF THE DESIGNS.

 Figure 1 . It shows a front view of the central block relative to the non-slip system that is placed on the corresponding wheel, being devoid of the shock absorber assembly.

 Figure 2. Shows a view according to a diametral section of the previous figure having mounted the shock absorber assembly in the central block.

 Figures 3 and 4 show a front view and a sectioned view, according to a diametral section, of the external housing of the central block for fixing to the wheel.

 Figures 5 and 6 show a front view and a sectioned view, according to a diametral section, of the inner casing of the central block fixing to the wheel, being able to observe how, equidistant at 120 °, they present radial positioning cuts of the shock absorber assemblies. .

 Figures 7 and 8 show a front view and a sectioned view, according to a diametral section, of the intermediate disk to the outer and inner casing of the central block of placement on the wheel, whose disc on one of its faces has a spiral grooving.

 Figure 9. Shows a first front view of a first forming part of the shock absorber assembly, which is associated to the central disk by presenting, on one of its faces, a series of curved transverse grooves defining a transverse teeth, while on the other face has a longitudinal central recess of semicircular section and a pair of lateral projections, one on each side.

 Figures 10 and 1 1 show a second front view and an elevation of the previous figure, in which the series of curved transverse grooves are appreciated that will be complemented with the spiral grooving of the intermediate disk, as well as the pair of lateral projections to the central recess of his other face.

 Figures 12 and 13 show respective plan views of Figure 9.

Figure 14. Shows a first front view of the second forming part of the damper assembly, which has a longitudinal central emptying of semicircular section and a pair of cavities lateral to it, being to this second piece to which the corresponding transverse support element is attached to the tire and to grip the ground to prevent the wheel from slipping.

 Figure 1 5. Shows an elevation view of the part of the previous figure having represented one of the lateral recesses to the central emptying.

 Figure 16. Shows a second front view of the part of Figure 14.

 Figures 17. Shows a plan view of the part of Figure 14.

 Figure 18. They show a sectioned view according to section 1 of Figure 1 5.

 Figure 19. Shows a side elevation view of the transverse support element and fixation to the tire and grip on the rolling surface of the ground.

 Figure 20. Shows a front view of the previous figure.

 Figures 21 and 22 show respective views at 90 ° of the shock absorber itself that is positioned and fixed to the pair of parts that define with it the shock absorber assembly and whose shock absorber, at its two ends, presents a small plate for its fixation, in the moment of molding to these pieces.

 Figures 23 and 24 show a front view and a sectional view of the closing cover of the central block.

 Figures 25 and 26 show a front view and a sectional view of the internal closing flange of the central block, being able to observe how a screw with a hexagonal nut is fixed to the flange.

 Figure 27. Shows a view of the assembly method of a shock absorber assembly for coupling in a radial recess of the inner housing.

 DESCRIPTION OF A PREFERRED EMBODIMENT.

In view of the aforementioned figures and in accordance with the numbering adopted we can observe how the non-slip system for motor vehicles is constituted by a central block 1 of placement in the corresponding wheel of the vehicle, whose central block 1 incorporates shock absorber assemblies 2 and about elements 3 of support and transverse fixation to the tread of the tire, associated to the respective shock absorber assemblies 2, said elements 3 being those that materialize the grip to the tread surface of the ground and avoid possible traffic jams of the vehicle.

 The elements 3 of transverse support to the tread surface of the tire are finished at its free end side in a small flange 13 which, when pressed on the tire, closes on its inner surface embracing it.

 The central block 1 for placing on the corresponding wheel of the vehicle comprises an external carcass 4 of a generally circular shape and an inner carcass 5, also, of a generally circular shape with at least three equidistant radial cuts 6 with respect to its outer surface, providing between the outer casing 4 and the inner casing 5 of an intermediate disk 7 which on one of its faces has a spiral groove 8.

 The outer shell 4 and the inner shell 5, with the interposition of the intermediate disc 7, will be joined by means of screws, heat welding or any other conventional means, forming a compact assembly.

 Likewise, the central block 1 incorporates a circular flange 9 which is attached to the inner face of the inner casing 5 and whose flange 9 is of a smaller diameter, so that in the front part of the central block 1 a trim 10 is incorporated that to be disassembled, access is allowed for the drive of intermediate disk 7 in order to assemble and disassemble the system.

 Likewise, the central block 1 incorporates shock absorber assemblies 2 associated with the intermediate disc 7 and mounted in the respective radial cuts 6 of the inner casing 5, so that said shock absorber assemblies 2 are formed by a first piece 1 1, a second piece 12 and a shock absorber body 21.

Thus, the first piece 1 1 that forms the shock absorber assembly 2 on one of its major faces has a transverse groove 14 defining a tooth complementary to the groove that defines the spiral 8 of the intermediate disk 7 to the external housing 4 and interior 5 of the central block 1 , while on the other side presents a recess longitudinal central 1 5 of semicircular section, in great part of its height, and a pair of lateral projections 16, one on each side of the central recess 1 5.

 The second component 12 of the shock absorber assembly 2 on one of its ends has a transverse axis 17 and on one of its faces has a longitudinal central projection 18 for housing in the corresponding radial cut 6 of the inner casing 5, while for its another face has a longitudinal central recess 19 of semicircular section and a pair of recesses 20, one on each side of said central recess 19.

 Thus, the shock absorber assembly 2 is formed by the first part 1 1, the second part 12 and a shock absorber 21, so that said shock absorber body 21 is disposed between both parts 1 1 and 12 in the central opening defining the central recess 1 5 and the central drain 19, semicircular, respectively, and being fixed, at one end, to the first piece 1 1 and at its other end to the second piece 12, said constitution being able to be observed in Figure 27.

 In order to fix the shock absorber body 21 to the first and second pieces 1 1 and 12 at its ends it presents respective plates 22 through which the fixing materializes, in the molding process itself, when remaining in relation to respective transverse recesses 23 and 24 of both pieces 1 1 and 12, while the pair of lateral projections 16 of the first piece 1 1 will fit in the pair of lateral recesses 20 of the second piece, the movement between both pieces 1 1 and 12 being limited by the displacement of the projections 16 along the recesses

20, so that when working the tension absorber 21 tends to separate both pieces from each other.

 Thus, the damper assembly 2 will be mounted such that the teeth that make up the transverse groove 14 that is defined on one of the faces of the first piece 1 1 will be engaged in the spiral groove 8 of the intermediate disc 7 and the longitudinal central projection 18 of the second piece 12 will be fitted, with the possibility of displacement, in the corresponding section 6 of the inner casing 5.

In addition, the corresponding transverse support and fixing element 3 to the tire joins the second part 12 through the axis 17 which it will coincide with the holes 25 of the element 3, said element 3 being positioned orthogonally to the second part 12.

 Finally, the central block 1 is completed with the flange 26 in which it assembles a screw 28 with a hexagonal nut 29 which is in relation to the hexagonal central hole of the intermediate disc 7 and the bezel 27, as seen in Figure 1 of the designs.

 In accordance with everything indicated at the time of mounting the system on the corresponding wheel of the motor vehicle, the following procedure will be followed: once the central block 1, lacking the bezel 27, is placed on the outer side of the corresponding wheel and with the elements 3 on the tread surface of the wheel, the elements 3 will be closed so that they support and are fixed to the tread of the tire, for which by means of a tool, such as the key used in the changing the wheels, the nut 29 will be acted upon causing the intermediate disc 7 to rotate to the outer and inner casings 4 and 5 of the block 1.

 In this way, when rotating the disk 7, in the direction of rotation of the assembly, since the transverse groove 14 of the first piece 1 1 of the damper assembly meshes with the spiral groove 8, said first piece 1 1 will begin to descend by dragging to the second piece

12 which in turn drags element 3 to its transverse attachment to the tire and its attachment to it by pressure.

 This is so given that the pair of lateral projections 16 of the first piece 1 1 are in contact with the lower part of the pair of recesses 20 of the second part 12 as a consequence of the tension exerted by the shock absorber 21 between them.

 Thus, once the central block 1 is fixed to the wheel, the bezel 27 will be placed and for the disassembly of the central block 1, it will act in a manner contrary to that described.

 When the motor vehicle already has the non-slip system and the gear starts, the system has a totally dynamic action, adapting the gear without accidentally releasing it.

For this, the support elements 3 transverse to the tire and fixing to it and that, in addition, act as grip elements to the ground, they can acquire a radial displacement that is absorbed by the shock absorber assembly 2, preventing a possible release, since, the elements 3 relative to the central block 1 are always pressing on the tire by the action of the shock absorbers 21.

 In this way, in the event of any irregularity of the terrain and due to the vehicle's own weight, upon contacting an element 3 on the ground, it will suffer a slight radial displacement that will cause the displacement of the second part 12 of the shock absorber assembly 2 by retracting the shock absorber body 21 absorbing said displacement, without the first piece 1 1 of the damper assembly being displaced by being engaged in the spiral grooving 8 of the disc 7.

 Logically, the number of elements 3 may be variable and, in addition, they could be joined together by means of a chain or the like that will surround the entire tread of the tire.

 The elements 3 may be interchangeable depending on the surface (snow, ice, mud, etc.) on which the vehicle is to be moved.

 On the other hand, as we have indicated, the elements 3 can be provided on their free side with a small flange 13, practically, in an orthogonal position that gives it rigidity and collaborates in the mooring of the tire.

 In general, we can indicate that the basic operation is that the rotating movement of the disk 7 causes the radial displacement of the geared bodies 1 1 acting on the damping assemblies 2, so that in their closure they approach and the elements 3, which are coupled, are closed on the rolling surface of the wheels, acting supportively by pressing and fixing transversely, so that the whole assembly is fixed to the wheel.

In a practical embodiment of the invention, the disk 7 provided on one of its spiral grooving faces 8 could be operated from the outside in a radial direction, for which it will be sufficient that said disk 7 is provided with a perimental toothing and on it act a pinion that is operated from the outside radially. In this execution the central part of the whole set would present a cavity. Figure 27 shows how in the assembly of the assembly the shock absorber 21 will remain in the opening defined by the central recess 15 and the emptying 19 of the bodies 1 1 and 12 when attached, being fixed at one of its ends to the first body 1 1 and at its other end it is fixed to the second body 12, so that the transverse groove 14 of the first body

1 1 is engaged in spiral grooving 8 of disc 7 and the second body

12 is disposed with its longitudinal central projection 18 in the corresponding radial cut 6 of the housing 5 and, in addition, the pair of projections 16 of the first body 1 1 are housed in the pair of cavities 20 that limit their travel.

 Thus, since the shock absorber 21 works under tension by supporting the element 3 associated with the second body 12 on the ground, it causes, by weight effect, that it is compressed allowing the displacement of the second body 12 and once the element 3 is released, that is, it does not support any weight, the shock absorber 21 causes the second body 12 to move outwards returning to its initial position.

Claims

R E I V I N D I C A C I O N E S. 1 .- ANTIDESLIZANTE SYSTEM FOR VEHICLES CARS, being of the type of systems that are attached to the wheels of the vehicles in order to allow their circulation through slippery terrain, such as mud, sand, snow, ice, etc., characterized in that the system comprises:  • a central block (1) for placement in the corresponding wheel of the vehicle;  • at least three sets (2) dampers associated with the central block (1), and;  • elements (3) of support and transverse fixation to the tread of the tire, associated to the respective sets (2) dampers, and of grip to the tread surface of the ground. 2 .- ANTIDESLIZANTE SYSTEM FOR VEHICLES AUTOMOBILES, according to claim 1, wherein the block (1) central placement in the corresponding vehicle wheel comprising:  • an external housing (4) generally circular in shape; • an inner casing (5) generally circular in shape with at least three radial cuts (6) equidistant from its outer surface;  • a disk (7) intermediate to the external (4) and internal (5) housing that on one of its faces has a spiral groove (8);  • a circular flange (9) that is attached to the inner face of the inner casing (5) and whose flange is smaller in diameter; • a central detachable external trim (27), and;  • shock absorber assemblies (2) associated to the intermediate disk (7) and mounted in radial position to the respective radial cuts (6) ends of the inner casing (5). 3 .- ANTIDESLIZANTE SYSTEM FOR VEHICLES AUTOMOBILES, according to claim 1, wherein the joint center (2) buffers associated with the block (1) comprising: • a first piece (1 1) than one of its major faces it has a transverse groove (14) complementary to the spiral groove (8) of the intermediate disc (7) and on its other side it has a longitudinal central recess (1 5) of semicircular section, in great part of its height, and a pair of lateral projections (16), one on each side;  • a second piece (12) provided with one of its ends of a transverse shaft (17) and on one of its faces has a longitudinal central projection (18) housing in the corresponding radial cut (6) of the inner housing (5) ), while on its other side it has a central emptying (19) longitudinal semicircular section and a pair of cavities (20), one on each side, and;  • a shock absorber (21) disposed between the first and second pieces (1 1 and 12) in the opening that define the central recess (1 5) and the semicircular central recess (19) when both pieces (1 1 and 12) are attached and fixed, on one end, to the first piece (1 1) and on the other to the second piece (12). 4 .- SKID SYSTEM FOR VEHICLES according to claims 1 and 3, characterized in that the mounting assembly (2) buffer the pair of lateral projections (1 6) of the first piece (1 1) forming the shock absorber assembly fit in the pair of holes (20), of greater length, of the second piece (12). 5 .- SKID SYSTEM FOR VEHICLES according to claim 1, characterized in that the elements (3) support and transverse fixation Ia tread of the tire associated with the respective sets (2) dampers and gripping the surface of Ground rolling is defined by a body of length similar to the width of the tire that at one of its ends joins the second piece (12) that forms the shock absorber assembly. 6 .- ANTIDESLIZANTE SYSTEM FOR VEHICLES AUTOMOBILES, according to claims 1 and 3, characterized in that the damping body (21) is fixed in the molding process itself, to the pair of parts (1 1 and 12) forming the joint (2) cushion to through pletinas paths (22) in solidarity with their ends that are arranged in relation to respective transverse recesses (23 and 24) of said pieces (1 1 and 12). 7 .- SKID SYSTEM FOR VEHICLES, according ^to claim 1, characterized in that the elements (3) support and transverse fixing the tire may be bonded together by means of a chain or the like. 8 .- SKID SYSTEM FOR VEHICLES according to claim 1, characterized in that the flange (9) is provided with a screw (28) and a nut (29) of hexagonal section that fits in the central part of the disc (7) intermediate to the outer housing (4) and the inner housing (5) of the central block. 9 .- SKID SYSTEM FOR VEHICLES according to claim 1, wherein the mounting block (1) central to the corresponding vehicle wheel to rotate the disc (7) on one side has a spiral grooved (8) in which the transverse groove (14) of the first piece (1 1), which forms the shock absorber assembly (2), has been fitted, will be closed by dragging the second part (12) and with it to the element (3 ) of support and transverse fixation to the tire by pressing it on it. 10 .- SKID SYSTEM FOR VEHICLES according to claims 1 and 9, characterized in that the element (3) support and transverse fixing the tire at its end free side ends in a small tab (13) hugging tire for its internal surface. 1 1 .- SKID SYSTEM FOR VEHICLES according to claim 1, characterized in that in the normal running of the vehicle, due to uneven terrain or the own weight thereof, the support on one of the elements (3) transverse to the tire, causes the displacement of the second piece (12) forming the shock absorber assembly (2) and the retraction of the shock absorber (21), absorbing said displacement without the first part (1 1) forming the shock absorber assembly (2) being displaced the central block (1) remaining in static position, so that the shock absorber (21) will then act on the second piece (12) forcing it to move outward to its original position.