EXTERNAL TENSIONING ANTI-SKID CHAIN FOR AN AUTOMOBILE

Abstract

An external tensioning anti-skid chain system for an automobile, whose characteristics include a number of U-shaped anti-skid boards with the same structure and a set of tightening mechanisms. The two vertical edges of the U-shaped anti-skid plate are attached to the inside and outside of a tire. The first section and the last section of the U-shaped anti-skid plate are connected by a buckle structure. The tightening mechanism is installed between two adjacent U-shaped anti-skateboards, and the U-shaped anti-skid plates are mutually connected by connection rings. The anti-skid chain system has a simple structure, making installation and disassembly very easy.

Claims

1. An external tensioning anti-skid chain system for an automobile, the system comprising: a. a tire; b. a plurality of U-shaped anti-skid plates; c. each U-shaped anti-skid plate comprises an inner vertical side and an outer vertical side; d. the inner vertical side is attached to the inside of the tire and the outer vertical side is attached to the outside of the tire; e. each U-shaped anti-skid plate further comprises a first section and a last section; f. the first section and the last section are connected by a buckle structure; g. a plurality of tightening mechanisms; h. each tightening mechanism is installed between adjacent U-shaped anti-skid plates; and i. adjacent U-shaped anti-skid plates are connected by connection rings.

2. The system of claim 1 further comprising: a. the buckle structure comprises a hook plate with a plurality of holes connected at the inner vertical side and the outer vertical side; b. the buckle structure further comprises a hook at the inner vertical side and a hook at the outer vertical side; c. the hook is hooked into a hole on the hook plate; and d. the inner vertical side and the outer vertical side are curved inward enabling the inside and the outside of the tire to be held after installation.

3. The system of claim 2 further comprising: a. the length of the hook plate is adjustable; and b. a thread at the root of the hook plate can be adjusted to adapt to different abrasion conditions of the tire.

4. The system of claim 1, wherein a bottom of the U-shaped anti-skid plate in contact with a ground surface has a chevron pointing character grain structure to increase pressure on an ice surface and to enhance an anti-skid effect.

5. The system of claim 1 further comprising: a. a manual screw plate for mounting and positioning; b. the manual screw plate is mounted to the outer vertical side of a U-shaped anti-skid plate; and c. wherein the manual screw plate is mounted to the outer vertical side in a position corresponding to a four o'clock position or an eight o'clock position on the tire.

6. The system of claim 1 further comprising: a. a first manual screw plate for mounting and positioning; b. a second manual screw plate for mounting and positioning; c. the first manual screw plate is mounted to the outer vertical side of a U-shaped anti-skid plate corresponding to a four o'clock position on the tire; and d. the second manual screw plate is mounted to the outer vertical side of a U-shaped anti-skid plate corresponding to an eight o'clock position on the tire.

7. The system of claim 1 further comprising: a. each tightening mechanism is a crankshaft tightening mechanism; b. the crankshaft tightening mechanism comprises a crankshaft and an operating handle; c. the crankshaft is configured to pivot on a mounting plate attached to a U-shaped anti-skid plate; d. the crankshaft is configured to be inserted into a crank sleeve connected to adjacent U-shaped anti-skid plates; e. an outer spindle of the crankshaft is connected with an operating handle; and f. a stability card is arranged on a vertical side of a U-shaped anti-skid plate of the crankshaft.

8. The system of claim 7 further comprising: a. the crank sleeve is connected to a U-shaped anti-skid plate through a polyurethane connector; b. the inner vertical side and the outer vertical side are in a cruciform structure; c. the connection rings are in a tightened position; and d. the outer spindle of the crankshaft is flanged with the operating handle through a universal joint.

9. The system of claim 1 further comprising: a. each tightening mechanism is a steel-wire-rope tightening mechanism; b. the steel-wire-rope tightening mechanism comprises a wire rope, a ratchet, and a pawl; c. a first end of the wire rope is attached to a bottom edge of a U-shaped anti-skid plate; d. the first end of the wire rope enters a guide slot of an adjacent U-shaped anti-skid plate, passes through bottom edges of the two adjacent U-shaped anti-skid plates in an S-shape, enters a guide ring on the U-shaped anti-skid plate, and wounds on the ratchet; e. wherein turning the ratchet can tighten the wire rope; and f. wherein loosening the pawl can loosen the wire rope.

10. The system of claim 2 further comprising: a. the hook plate and the hook are installed on the vertical sides of each U-shaped anti-slide plate; and b. a mounting plate and a crank sleeve connected to a bottom edge of each U-shaped anti-slide plate.

11. An external tensioning anti-skid chain system for an automobile, the system comprising: a. a tire; b. a plurality of U-shaped anti-skid plates; c. a plurality of wire rope tightening mechanisms; d. each wire rope tightening mechanism is installed between adjacent U-shaped anti-skid plates; e. each U-shaped anti-skid plate comprises an inner vertical side and an outer vertical side; f. the inner vertical side is attached to the inside of the tire and the outer vertical side is attached to the outside of the tire; g. each U-shaped anti-skid plate further comprises a first section and a last section; h. the first section and the last section are connected by a wire rope tightening mechanism; i. a manual screw plate for mounting and positioning; j. the manual screw plate is connected to the outer vertical side a U-shaped anti-skid plate; k. each wire rope tightening mechanism comprises a wire rope, a ratchet, and a pawl; l. a first end of the wire rope is attached to a bottom edge of a U-shaped anti-skid plate; m. a second end of the wire rope is connected to the ratchet by bypassing a guide slot on an adjacent U-shaped anti-skid plate; n. wherein turning the ratchet can tighten the wire rope; and o. wherein turning the ratchet in a reverse direction releases the pawl, loosens the wire rope, releases the wire rope from the guide slot, and enables removal of a U-shaped anti-skid plate from the tire.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0031] FIG. 1 is the first schematic diagram of the expanded state structure of the present invention.

[0032] FIG. 2 is the second schematic diagram of the expanded state structure of the present invention.

[0033] FIG. 3 is the third schematic diagram of the expanded state structure of the present invention.

[0034] FIG. 4 is a three-dimensional structure diagram of a single U-shaped anti-skid plate in the present invention.

[0035] FIG. 5 is a schematic diagram of the initial installation state of an anti-slip chain in Implementation Example 1 of the present invention.

DETAILED DESCRIPTION OF THE INVENTION

[0036] In the following we present a further explanation of the invention in conjunction with the appended drawings and implementation examples.

Implementation Example 1

[0037] See FIGS. 1, 4, and 5.

[0038] An external tensioning anti-skid chain for an automobile. It comprises a number of similar-structured U-shaped anti-skid boards 1 and the tightening mechanism shown in FIG. 4 (depending on the location, the main connector parts vary slightly). The tightening mechanism can be crank mechanism, wire rope tensioning mechanism or CAM locking mechanism. In the implementation example we use crank mechanism as an illustrate. The crank mechanism comprises a crankshaft 2 and an operating handle 9, shown in FIG. 1. The bottom of the U-shaped anti-skid plate 1 in contact with the ground shall preferably be designed with a chevron pointing character grain structure, while other non-slip pattern structure is also acceptable. The two vertical sides of U-shaped anti-skid board 1 are attached to the inside and outside of the tire. Except for one side of the first and last U-shaped anti-skid plate 1 and one side of the U-shaped anti-skid plate mounted with crankshaft 2 and the adjacent U-shaped anti-skid plate side, all u-shaped anti-skid plates are connected by connection rings 3. The installation positions of connection rings 3 are located on the vertical side of both sides of the U-shaped anti-skid plate 1. The two vertical sides of the U-shaped anti-skid plate 1 can be designed into a cross-shaped structure. The connecting rings connect the two sides of the cross. The last section (tail section) of U-type anti-skid plate 1 is connected with hook plate 4 with holes on both sides of vertical edges. The first section (head section) of U-type anti-skid plate 1 is connected with hook 5 on both vertical sides. Under implementation, the positions of hook plate 4 and hook 5 with holes can be swapped. The length of the hook plate 5 is best designed to be adjustable (bolt and screw sleeve structure can be adopted and adjusted according to the length of the screw-in), to adapt to different abrasion conditions of the old tire installation needs. Hook 5 is hooked into the holes on the corresponding hook plate 4 with holes. Under implementation, for installation convenience, there should be a manual screw plate 6 attached to the tail section and the lateral vertical side of some U-shaped anti-skateboard 1 in the middle (may be set in four o'clock and eight o'clock on U-shaped anti-skid plate, see FIG. 3). The initial positioning of anti-skid chain installation can be realized by tightening the manual screw plate 6. The spindle of the crankshaft 2 is pivots on one of the mounting plates 7 connected with the U-shaped anti-skid plate 1. The crank part of the crankshaft 2 can be inserted into the crank casing 8 connected to the adjacent U-shaped anti-skid plate 1. The outer spindle of crankshaft 2 is connected with the operating handle 9 through the universal joint. The operating handle 9 is positioned on the vertical side of the U-shaped anti-skid plate 1 for mounting the crankshaft 2 spindle, and a stability card 10 is used to prevent the crank of the crankshaft from freely turning. When handle 9 is operated to turn the crank 180 degrees, the distance between U-skid plate 1 mounted with crankshaft and U-skid plate 1 connected with crankshaft bushing 8 shrinks, and thus the hook plate 4 and hook 5 with holes are tightened, so that the whole chain is fastened to the tire. The operating handle 9 is positioned on the vertical side of u-shaped anti-skid plate 1 under the constraint of stability card 10. Loosening the stability card 10 and reversing the operating handle can restore the crankshaft to its original state, and the distance between two adjacent U-shaped anti-skid plates 1 increases, so that the hook 5 can be easily removed from the hook plate 4 with holes. Loosening the manual screw plate 6 makes the chain slide from the tire to the ground. Drive the car forward or backward, the anti-skid chain can be taken out for reuse.

[0039] In real implementation, in order to improve the U-shaped anti-skid plate 1 and tire fit, the two vertical sides of U-shaped anti-skid plate 1 are curved inward so that they can hold both sides of the tire after installation. The crank sleeve 8 is connected with the U-shaped anti-skid plate 1 through a polyurethane connector. The hook plate 4 and hook 5 with holes are preferably installed on the vertical side of U-shaped anti-slide plate 1 at the same position as the connection ring 3. The mounting plate 7 and the crank sleeve 8 are preferably mounted on the bottom edge of U-shaped anti-skid plate 1.

[0040] In real implementation, for convenient installation, the left and right sides of the anti-skid chain is best designed and manufactured symmetrically, so that a single move of the car can achieve the complete the installation of anti-skid chains on the four tires.

[0041] Elaboration in detail:

[0042] U-shaped anti-skid plate 1 is shaped like arthropod structure of a centipede. The anti-skid plate can be lined with thin rubber plate or polyurethane plate, to reduce abrasion on car tires. The two vertical sides of the U shape are equivalent to the claws of the centipede, holding both sides of the tire. The outside and the top is anti-slip structure, where the distance between the two anti-skid plates are about 80 mm, and forms chevron pointing pattern (see the attached figures, and this structural modeling is not the only form that cannot be replaced).

[0043] The connection ring 3 is symmetrically arranged on the side of the anti-skid plate, using metal rings. Its function is to reliably connect the front and rear two anti-skid plates, allowing each to move up and down asynchronously within a certain range.

[0044] Anti-skid tail section is characterized by the following. Each side of the vertical side has a strip hole outward for inserting a hook. Aft is the link ring 3. The lower end of the cross has a manual screw 6, which helps clamp anti-skid plate is a set of clamping screw plates similar to those on the tail section at the lower end of the two connecting rings of the normal anti-skid plate. This plate is required to be designed at of the total length. On either side of the head of the anti-skid section, an additional pair of ratchet hooks corresponding to the strip holes embedded in the tail segment is provided. The present invention has a crankshaft tensioning mechanism. Eccentricity of crankshaft is 20 mm. When the crankshaft is eccentric outward, the spacing between front and rear anti-skid plates is increased by 20 mm. When the crankshaft rotates 180 degrees out of center, the spacing between front and rear anti-skid plates is reduced by 20 mm. By adjusting the crankshaft with inner or outer eccentricity, the total length of the anti-slip chain can be enlarged or reduced by 40 mm. When increasing, hook plate 4 and hook 5 with holes can be easily detached, and when shrinking, and they cannot be loosened.

[0045] The handle pulling the crankshaft. It is connected to the crankshaft in a universal joint manner. That is to say, we can turn the crankshaft 180 degrees with handle 9, and then fold the handle 9 180 degrees back to the original position. We can also use a wrench to turn the crankshaft in two consecutive 90-degree turns, folding the wrench 180 degrees in the middle, so that it will eventually return to its original position after completing the task. The important benefit of this setup is that it can overcome the issue of a small space between the tire and fender.

[0046] Handle stabilization card. It is attached to the side of the anti-skid plate. At its bottom is an elastic card, which can jam the operating handle 9 to prevent its automatic movement. In the middle is a permanent magnet, which can attach the wrench as a double insurance.

[0047] The use method of the present invention is (see FIG. 5, taking the left installation as an example, the right installation principle is the same).

[0048] One, stop the car, push the anti-skid chain directly into the car from the side, buckle the tire from top to bottom. If there is too little space between the fender and the tire and it is difficult to push in the side due to the skid block, the skid chain can be dragged along the outside diameter of the tire to cover the tire.

[0049] Two, press the tail plate of the anti-skid chain (the last U-shaped anti-skid chain 1) in the direction of 8 o'clock, and turn the manual screw 6 to clamp it to the tire.

[0050] Three, install the second U-shaped anti-skid chain 1 with manual screw 6, clamp in the same way at the position of four o'clock (The position of the manual screw is preset and should be loosened before disassembly), i.e., about of the total length.

[0051] Four, start the car forward, rotate the tire about 180 degrees forward. Let the rest of the anti-skid chain, which is not initially fixed, rotate to the position of about 10 to 2 o'clock above the tire.

[0052] Five, insert the hook 5 on the end section of the anti-skid chain into the strip hole of the hook plate 4 with holes in the end section of the anti-skid chain. Due to the large hole and large interval, it should be easy to insert in. The head and tail sections of the anti-skid chain are symmetrical inside and outside, so the naked eyes can see that the outsider hook is embedded. The insider part, even invisible, should have been embedded also.

[0053] Six, the standby anti-skid chain is naturally in the state of about 40 mm longer for easy hook insertion. Pull the operating handle 9 out of the stability card 10. Covert the crank shaft to the about 40 mm shorter state by operating handle 9, and then reposition the handle 9. Now the head and tail of the chain are now firmly occluded. Without reverse operation, it will not be possible to loosen.

Implementation Example 2

[0054] See FIG. 2.

[0055] The difference between this Example and Example 1 is that the tightening mechanism adopts the wire rope tightening mechanism. The mechanism used here is the wire rope tightening mechanism. One end of the wire rope 11 is attached to the bottom edge of a U-shaped anti-skid plate, and then enters the guide slot 12 of the adjacent U-shaped anti-skid plate and passes through the bottom edge of the two adjacent U-shaped anti-skid plate in an S-shape and then enters the guide ring 13 on a U-shaped anti-skid plate, and finally wounds on the ratchet 14. Turning the ratchet 14 can tighten the wire rope. Loosening the pawl 15 can reversely loosen the wire rope.

Implementation Example 3

[0056] See FIGS. 3 and 4.

[0057] An external tensioning anti-skid chain for an automobile, which comprises multiple U-shaped anti-skid plates of the same structure 1 and a set of wire rope tightening mechanism 16. The two vertical sides of U-shaped anti-skid plate 1 are attached to the inside and outside of the tire. The first section (head section) and the last section (tail section) U-shaped anti-skid plates 1 are connected through the wire rope tightening mechanism 16. A manual screw plate 6 for mounting and positioning is attached to the lateral vertical side of one or two U-shaped anti-skid plates 1. The wire rope tightening mechanism 16 is composed of a wire rope 11, a ratchet wheel 14 and a ratchet claw 15. One end of the wire rope 11 is fixed on the inner bottom edge of U-shaped anti-skid plate 1. The other end is connected to the ratchet 14 by bypassing the guide slot 12 on the adjacent U-shaped anti-skid plate 1. When turning the ratchet 14 to tighten the wire rope 11 and releasing the ratchet 15, the ratchet 14 can turn in the inverse direction. The wire rope changes from tensioned to slack, and it can be taken out of the guide groove 12, so that the anti-skid chain can be removed from the tire (the manual screw plate 6 should be loosen first).

[0058] The parts not involved in the present invention can be realized by using existing technology.