Note: Descriptions are shown in the official language in which they were submitted.
- - - - - - ~
.
- ` - 110~461
.
.
BACKGROUND OF THE INVENTION
This invention relates in general to an auxiliary anti-wheel
5~in device for rubber tired vehicles intended to be used in case
such a vehicle lacks sufficient ground adhesion to propel itself.
More specifically this invention relates to an anti-wheel
spin device which utilizes the weight exerted upon non-driving
wheels for its functioning and is capable of accommodating
vehicles having differing wheelbases. The invention also includes
a winching accessory for use when the force required to extricate
the vehicle exceeds the tractive force between the device and the
vehicle wheel.
Devices of this kind in current use generally comprise a
pair of mattings or pads, to be placed in front of the driving
wheels. Although these devices contain various types of patterns
or gripping characterist cs to prevent them from being pro~elled
away from the vehicle by a spinning wheel, they have been found
to be less than effective in many situations. Also these devices
require substantial tooling for their manufacture, a factor which
adversely affects their commercial price.
Since it appears that devices of this kind all have one or
more disadvantages, an improvement obviatinq these di,riculties
is long-awaited in the field. In addition, even though the anti-
wheel spin device disclosed herein utilizes transversely corru-
gated elastomeric material to obtain the hiyh^st practical
'' .
,`
2.
¦coefficient o riction against a tire, there are predicaments -
such as being in a ditch or severely mired - when the resistance
of the vehicle to movement exceeds the tractive force that is
developed between the traction mattings and ~he driving tires,
resulting in tire spin.
From observin~ such severe situations it has been found that
i~ by the addition of the winching accessory to the anti-wheel spin
device such tire spin can be eliminated regardless of the pre-
vailing coefficient of friction. In fact, the anti-wheel spin
dl~vice in combination wi h the rotating driving wheels, becomes
a winching device.
SU~ARY OF THE INVENTION
It is, therefore, an object of this invention to improve
upon convenience anti-wheel spin devices for rubber tired vehicles.
Another object of this invention is to obtain an anti-wheel
spin device, utilizing the weight exerted upon the non-driving
wheels to contribute to its effectiveness.
A further object of this invention is to provide a light-
weight, compact, and rustproof device capable of accommodating
vehicles having differing wheelbases.
Another object is to combine a vehicle's driving wheels
with an anti-wheel spin device to form a winch for extricating
the vehicle.
Another object of the invention is to provide a lightweight
and portable winching device that fits various sizes of rubber
tired vehicles.
~ liO1461
A further object of the invention is to simply and
strongly secure a driving wheel to the traction mattings of
an anti-wheel spin device.
~ According to the invention, there is provided a
- device for providing a traction surface under the wheels of
-~ immobile vehicles and adapted for use with vehicles having
different wheelbases comprising, a first flexible traction
means having two ends, one of said ends terminating in a ta- -
pered end having a thickness less than the thickness of any
; 10 otherportion,ofsaidfirst t~actio,n means`for engaging a portion
of a,driving vehicle wheel; a second flexible traction means
having two ends, one of said endsterminating in an end having
a thickness greater than the thickness of any other portion
' of~said second flexible traction means forming an abutment
' ~ for engaging a portion of a non-driven vehicle wheel; and
coupling means joining said abutment forming end of said
second flexible traction means to said first flexible traction
means at the end opposite to said tapered end for holding said
~ second flexible traction means in a fixed position against a
',~ 20 ~non-driven vehicle wheel during engagement of said first flex- .
ible traction means by a driven vehicle wheel of a vehicle
having a predetermined wheeLbase. In one aspect of the inven-
tion, the abutment forming end of the second flexible tractian
means is wedge shaped with the base of said,wedge positionable"
again;st-a portion of-~a non-driven vehicle wheel and having a
recess formed therein extending inwardly from said wedge base
and being sized so as to receive therein a portion of said
coupling means joined thereto and folded toward the other end
of said second flexible traction means to facilitate abutting
~ 30 said second flexible traction means against a non-driven
,~ vehicle wheel to secure said first flexible traction means
, when engaged by a driven vehicle wheel.
-~ In another aspect of the invention, the device
_4_
:
' . ' " . '' ' ' '., '' , , :
- - , ,: .
61
includes winch forming means including a flexible coupling for
releasably securing said wi~ch forming means to a vehicle dri-
ving wheel with a portion of one of said flexible traction
means being folded upon itself passing between said flexible
; coupling and said vehicle driving wheel to form an operative
connection thereto. The invention also extend;to a method of
utilizing such devices.
; DESCRIPTION OF THE DRAWINGS
Further objects of the invention, together with addi-
I0 tional features contributing thereto and advantages accruingtherefrom, will be apparent from the following description of
preferred embodiments of the invention which are shown in the
accompanying drawings with like reference numerals indicating
corresponding parts throughout, wherein:
FIG. 1 is a side elevational view of an anti-wheel
spin device as intended for a passenger car or the like;
FIG. 2 is a top plan view of the device shown in
FIG. l;
..............................................................
: :~
-4a-
: ' , ,
1 1~ 61
~. `
FIG. 3 is a top plan view of the device shown
in FIG. 1 positioned for use on a passenger car or
the like having relatively long wheelbase;
FIG. 4 is a top plan view of the same device
as shown in FIG. 3, but positioned for use on a
. passenger car or the like having a relatively
short wheelbase;
FIG. 5 is a side elevational view of the
invention positioned on a passenger car having a
relatively long wheelbase and depicting length
dimensions as elaborated upon in the description;
: FIG. 6 is a top plan view of the device as
: constructed for and positioned on a relatively
heavy vehicle such as a farm tractor or a truck;
FIG. 7 is a top plan view of a portion of
the device generally constructed as per FIG. 6
. . but as an alternative intended for use on
. particularly heavy vehicles;
FIG. 8 is a side elevational view of the device shown in
FIGS. 1, 2 and 3, with the winching accessory installed;
. FIG. 9 is a top plan view of the device shown
in FIG. 8;
. FIG. 10 is a perspective view of a traction
: matting folded over wheel securing means.
1iC)146~
FI~. 11 is a perspective view of a portion of
traction matting or anchoring matting, emphasizing
the anch~ring shoe as an integral part thereof;
FI~. 12 is a side elevational view illustrating
the posi~ion of the traction matting upon a driving
wheel af~er a vehicle has been e~tricated;
FII~. 13 is a side elevational view of the device,
with win.ching accessory, as constructed for and posi-
tioned G~n a vehicle having dual driving wheels; and
F~G. 14 is a top plan view of the device shown
in FIG. 13.
DESCRIPTION OF THE PREFERRED E~BODIMF~TS
. Referring now to FIGS. 1 and 2 there is shown an anti-wheel
spin device 1~0 having two matting means 10 and 11 and coupling
means 12, each securely fastened to each other by conventional
fastening means, such as an adhesive, molding, or other known
securing means, not numerated in the drawings.
As is ~ell known, during a typical predicamental situation
of the nature described in the foregoing, one and often both, of
the driving wheels of a vehicle will merely spin when attempting
to extricate the vehicle from a ground condition which does not
provide sufficient coefficient of traction. Frequently such
spinning action will cause added difficulties for the vehicles
. by further digging into the ground.
, 11~1~61
It is also well known that rubber tired vehicles normally
are equipped with a differential assembly connecting their
opposite driving wheels. The presence of this kind of assembly
necessitates that the device 100 must normally be used as a
pair, for the reasons known in the art.
Proceeding now further to one of the preferred embodiments,
as shown in FIGS. 1 and 2, the mattings 10 and 11 are identical
in cross section and strength characteristics and consist of
commercially available industrial elastomeric material, such
as having a durometer reading of 70 to 80, with the free terminal
end of each having a cha~fer 13 as shown. This chamfer serves
to promote ease of insertion at the juncture of the tire and the
ground. The terminal end of each matting 10 and 11 which is
joined to the coupling means 12 is formed to provide an abutment
17a, as best shown in the enlarged view of FIG. 11. The abutment
or anchoring shoe 17a is made of an elastomeric material such as
the mats 10 and 11, and molded as an integral part of same to
provide a secure anchor for the mat which is positioned in front
of the non-driving wheel. A recess l~a is formed in the anchoring
shoe to provide a sufficient space for folding the coupling
webbing 12 backwards upon itself to establish rubber-to-rubber
bite or contact between the matting and the non-driving wheel
when the devices are being installed for use.
The coupling means 12, a component which must be capable
of withstanding high forces, preferably consists of commercially
available seat belt webbing, a material particularly well suited
for this function. By virtue of Federal, SAE and State specifi-
cations, this material will have adequate tensile strength for
this application (per SAE Standard J4c, Type land Type 2, the
~ ilO1461
webbing sha have a breaking strength of n~t less thsn 600~ lbs,
and 5000 lbs. xespectively). Also, its favorable elongation and
abrasion resistance specifications add to its functional attrac-
tiveness as does its thinness. This latter serves to ease
insertion at the juncture of tires and the ground as the webbing
extends a short distance beyond the outer ends of mattings 10
and 11, identified by numeral 14 in FIGS. 1 and 2. Also since
this material is produced in great quantities annually it may be
obtained at reasonable cost. Additionally, it is readily foldable
whereby it may be used singly, as explained below.
~ eferring to FIG. 3 anchoring points are established imme-
diately in front of each non-driving wheel by folding the flexible
coupling means 12 flat upon itself and then outside and along said
wheels as shown there and also illustrated in FIG. 9.
By providing what may be termed excessive length for the
matting 10, when the device is being used on vehicles of relatively
short wheelbase, a fixed length and common configuration, suitable
for use also on vehicles having relatively longer wheelbase, mav
be achieved. This design approach was discovered in that the
amount of "slack", or degree of loop in the assembly, when posi-
tioned between front and rear wheels before actual operation,
may be of different magnitude depending upon wheelbase, without
detracting from its effectiveness. Also, the method of reversible
usage is generally illustrated by comparing FIGS. 3 and 4. As
shown matting 10 is relatively longer than is matting 11. When
using the device for vehicles with longer wheelbases, the longer
matting 10 is positioned toward the driving wheel whereas for
use in vehicles having shorter wheelbases the shorter matting 11
is positioned toward the driving wheel.
110~1~61
FIG. 5 s~lows the anti-wheel spin device about to be opera-
tive on a passenger car having a relatively long wheelbase. It
also designates lengths of components for purpose of formulating
desired design criteria. Firstly, in view of its reversability
as described, it would be clear that both lengths Ll and L2 of the
~evice, being operative for "large" and "small" vehicles respec-
tively, must eY.ceed a corresponding vehicle wheelbase by a certain
amount. A certain minimum amount would be represented by the loop
shown in front of the driving wheel 15, should it be assumed that
the vehicle as shown represents the longest wheelbase, WB max,
desirable to serve. If that amount of slack is denoted as
length LS - not shown in the arawing - and further that it is
to be equal when the device is being used in its reverse mode
on a vehicle having a mid range length wheelbase, WB mid, the
following length-formulae are arrived at:
Ll = WB max + LS;
L2 = WB mid ~ Ls;
from which the distances Ll and L2 are each determined after
assigning a value of Ls~ which has been found should be some
8 to 15 inches.
By further assigning a certain "safe" dimension to length
Lsm to accommodate the shortest wheelbase to be served, for the
shorter matting 11 - being operative while extricating "smaller"
vehicles - the overall length Lo is then determined from:
Lo = Lsm + Ll;
it has been found that LSm should be some 35 to 45 inches.
Finally, length of the longer matting 10 - having
dimension LLA ~ is determined from:
LLA = Lo - L2-
110146~ ;
Further now, in regard to positioning of the device before
operation, its configuration lends itself well to also acco~no~ate
having the front wheels turned, should the situation of the
vehicle so dictate. The front mattings are then merely laid and
tucked in the desired direction, as generally illustrated by the
dotted positions of these mattings in YIGS. 3 and 4.
Although the foregoing description of the invention is
generally applicable, the FIGS. 1 through 5 show a configuration
suitable primarily to lighter weight vehicles such as passenger
cars, vans, pick-up trucks and the like as this being the least
costly configuration. Here the preferred material for the
coupling means 12 has inherent characteristics from which the
details of the design may be altered to become a useful convenience
anti-wheel spin device also for heavier weight rubber tired
vehicles such as on-and-off highway trucks and farm tractors.
Such alternative designs are shown by FIGS. 6 and 7.
FIG. 6 is depicted to illustrate the design for a farm
tractor. Here, due to such vehicles' generally heavier weight
and wider tires, dual coupling means 16 and 17, and relatively
wider mattings 18 and 19, are provided and located as illustrated.
The combined hreaking strength of the coupling means 16 and 17,
using Type 1 seatbelt webbing would be 2 x 6000 lbs. or 12,000
lbs. Coupling means 16 and17 are provided with buckle means 20
designed and manufactured according to the specifications set
forth - again in SAE Standard J4c for seat belt assemblies -
such buckles being readily commercially available. The position-
ing of this device prior to operation is the same as described
in the foregoing with the exception that here the two assemblies
~ , 1101461
are tucked into place separately and then locked together as
illustrated.
t should be noted that although clearly the configuration
as shown in FIG. 6 is more costly than that in the preceding
figures, ~his does not preclude its potential usage also for
lighter weight vehicles such as passenger cars, vans, and pick-up
trucks.
Further in this latter alternate design, since the buckle
means 20, as specified in the foregoing, not only contain locking
means but also adjusting means for the coupling means 17 as
indicated in FIG. 6, a wider range of wheelbases may be served
by combining a) this inherent feature of buckle means 20 and b)
the "excess" length provided for in matting 18 in accordance
with the foregoing formulae, thusly obtaining this added utility
at the cost of providing some additional length in coupling
means 17.
Referring to FIG. 7 additional breaking strength of the
coupling means may be achieved by glueing together, essentially
under the matting portions only of the device, two or more strips
of seat belt webbing and simultaneously furnish each of them with
individual buckle means 21, 22, and 23 as well as providing for
commensurate added strength in matting means 24 and 25 and in
the fastening means between mattings and coupling means. The
combined breaking strength of the coupling means, as illustrated
in FIG. 7, using dual strips of three layer seat belt webbing,
Type 1, would result in breaking strength of approximately 6 x
6000 or 36,000 lbs. Although adjusting the six individual
coupling means to an equal length would be a somewhat critical
11(~1~61
.
adjustment the favorable elongation characteristics 5~ccified ~or
this material will alleviate the significance of that requircrrl~nt.
It is visualized that a version such as shown in FIG. 7 can ~e
useful for heavy vehicles such as off-highway trucks.
Referring now to FIGS. 8, 3 and 10, there is shown an anti-
wheel spin device 100 with a winching accessory including a tire
strap assembly 200, and a driving wheel 50 and a non-driving
wheel 51. Combinea, and working together, these make one
winching device.
The assembly 200 includes a piece of Type 1 or 2 seat belt
webbing 13a, adjustable coupling means 14a and 15a attached
thereto, and a piece of hose 16a. The webbing 13a is of the same
general kind as is being used for connecting the matting means 10
and 11 of the device 100. Coupling means 14a and 15a are of the
general kind being used for connecting the matting means 18 and
19, as shown in FIG. 6, for example, there designated by numeral
20. Hose 16a is any kind of hose, capable of withstanding the
weight of a driving wheel without rupture over a wide range of
temperatures and having a length approximately equal to the
width of mattings 10 and 11. The hose 16a is slidably inserted
around webbing 13a for the main purpose of protecting the
traction matting 10 from damage during this mode of usage.
Referring to FIG. 11 anchoring shoe 17a is an integral part
of matting 10 and 11 to provide secure anchoring in front of non-
driving wheel 51 - even if this rests on wet and smooth ice.
Shoe 17a is an elastomer material and contains a recess 18a on its
top side. The recess 18a is large and deep enough to provide
space for folding webbing 12 backwards - prior to positioning
matting - for purpose of establishing elastomer contact or
rubber-to-rubber bite between matting 11 and the non-driving
wheel 51.
.
:-` ,~ 6~
Both rmattings 10 and 11 contain l:ransverse corrugations
l9a on the siide opposite of shoe 17a. Either matting may be used
for anchorin~g or for traction, depending upon the length of
wheelbase - ~s previously disclosed. I~hen used as anchoring
matting, corrlugations l9a face the ground to enhance anchoring
force; when ulsed as traction matting, corrugations l9a face the
driving whee~ to enhance the coefficient of traction. Although
not illustrat-ed~ it should be recognized that the corrugations
may have oth~r shapes - such as V shapes - thus then designed to
provide simi~ar function as do generally V-shaped ribs, typically
found on rub~er tired industrial and construction vehicles.
In ex~ricating a mired vehicle such as a car, van, camper,
or pick-up tr-uck, the procedure, using the winc~ing accessory,
is as follows~: The rnatting 11 positioned firmly in front of
wheel 51, web~ing 12 is first folded flat upon itself or backwards,
as described. The webbing is then laid along the outside of
wheel 51. Matting 10 is then folded downwards in front of wheel
50 as shown in FIGS. 8 and 10 in a way to avoid any appreciable
slac]~ in the -~ebbing 12 between wheels 50 and 51 when tire strap
assembly 200 has been installed- Tire strap 13a of assembly 200
is now slippe~ through the nearmost wheel slot or spoke in
wheel 50; the hose 16a slid around it; the matting 10 folded
downwardover ~ose 16a and laterally adjusted so that it centers
tha matting 1~ (FIG- 10), whereafter the tire strap 13a is
coupled together by coupling means 14a and 15a. The buckle 15a
contains adjuStment means so that strap 13a may be tightened
securely arol~nd wheel 50 by merely pulling at the free end of
the strap.
` I 110146~
Since the vehicle incorporates a differential mechanism
between the two driving wheels, as discussed previously, the same
procedure must, with the winching accessory, be repeated for the
opposite side of the vehicle, which is then ready to be extricated
The vehicle transmission is engaged in low forward gear on vehicles
with rear wheel drive (or in case of front wheel drive vehicles,
the reverse gear is engaged). As the driving wheel 50 begins to
rotate, the hose 16a will become a fulcrum (as shown in FIG. 8),
around which the wheel will revolve. As both driving wheels are
similarly connected to device 100, the vehicle will winch itself
out of its predicament. In so doing, the matting 10 will be
wound up upon the wheel 50 as the vehicle proceeds. When the
wheel 50 has revolved to a position essentially as shown in
FIG. 12, the vehlcle is stopped. Upon releasing coupling means
14a and 15a the strap assembly 200 and the device 100 may be
retrieved.
It should be noted that the aownward fold in the matting
10 will be maintained as the vehicle is extricated. Firstly, by
virtue of a downward force toward the ground, exerted by strap
13a as the wheel 50 begins to rotate thus wedging the fold around
the hose 16a. Subsequently, this wedging force is being main-
tained by virtue of the strain being built up between mattings
10 and 11 ln the process of overcoming the vehicle's resistance
to be moved. The latter force causes the strap 13a to take a
biased position around the tire 50 as shown in FIG. 12 and thus
securely clamps the matting 10 to the tire of the driving wheel
50 in a self-energizing fashion. The design of the coupling
means 14a and 15a is such, that they can be expeditiously
uncoupled even when strap 13a has been subjected to high strain.
- llQ~461
- I
I
¦ The "extricating capacity" of an arrangement as described
¦above is determined essentially by three factors, namely, a)
component breaking strength of device 100 and assembly 200 and
¦b) initial and prevailing anchoring force provided by matting
¦11 and c) amount of vehicle rim-pull available; all three
factors as set forth below:
I a) In regard to breaking strength, it should be noted
¦that both device 100 and assembly 200 incorporate seat belt
¦webbing, throughout and that the coupling means are commercially
¦available seat belt buckles and of commensurate strength;
¦ b) In regard to anchoring force, the relatively large
¦thickness of anchoring shoe 17a provides for effective initial
¦wedging between the ground and the non-driving wheel 51, making
¦ the initial anchoring force approach that of the weight exerted
¦upon it. As the vehicle proceeds, its resistance to movement
¦is diminished and the anchoring force is adequately maintained
¦and enhanced, by virtue of the favorable gripping characteristics
¦provided by the transverse corrugations l9a of matting 11 against
¦the ground surface; and
c) In regard to available vehicle rim-pull, this value is
¦ most generally of such a large magnitude that an adequate reserve
¦ amount exists even for particularly adverse predicaments.
¦ With these observations in mind it is easily understood
¦ that the described concept may also be adopted for extricating
¦heavier rubber tired vehicles if they are stuck not only in snow
¦ or on ice but also when mired in mud, etc. Such an embodiment
¦ is shown in FIGS. 13 and 14, being used on a truck having dual
¦ driving wheels 20a and 21a and non-driving wheels 22a. The
¦ anchoring matting assembly 23a consists of matting 24a, dual
¦ strands of seat belt webbing 25a and 25a', imbedded in matting
11014~
24a, hose 26, securely adhered and surrounded by the seat be]t
webbings 25a and 25a', and webbing 27 being slid through the hose
26 as shown. The traction matting assembly 28 consists of matting
29, transversely corrugated on its top side only, dual strands of
seat belt webbings 30 and 30' imbedded in matting 29 and adjust-
able coupling means 31 and 31'. Tire strap assembly 32 is
similarly constructed as is assembly 200 previously described.
In extricating a heavier vehicle, such as a dual tired truck,
the procedure, using the winching accessory, is as follows,
referring to FIGS. 13 and 14: The anchoring matting assembly 23a
is first uncoupled from traction matting assembly 28, using the
coupling and length adjusting means 31 and 31'. The anchoring
matting 24a is positioned firmly against the non-driving wheel
22a and the webbing 27 is laid along both sides of it as shown
in FIG. 14. The traction matting assembly 28 is laid in front
of driving wheels 20a and 21a, with a downward fold in matting
29 as shown in FIG. 13. ~inching assembly 32 and matting 29
are then arranged and coupled as described above with reference
to FIGS. 8, 9 and 10. The assemblies 23a and 28 are then
coupled together and length adjusted to avoid any appreciable
slack with means 31 and 31'.
With the construction as shown in FIGS. 13 and 14 the
breaking strength has been essentially doubled from that
as shown in FIGS. 8 through 12. Referring to strength data
given above, this configuration would thus give a minimum
breaking strength of 10,000 pounds each using Type 2 webbing
material or 20,000 pounds per set representing a truly high
capacity "winch" for its weight and rolled up size.
a~
`
As can be understood, it is entirely practical to
construct devices with further doubling in strength, while
following same general design concept. .
~ hile the invention has been described in detail with
reference to preferred embodiments, it will he understood by
those skilled in the art that various changes may be made and
equivalents may be substituted for elements thereof without
departing from the scope of the invention. In addition, many
modifications may be made to adapt a particular situation or
material to the teachings of the invention without departing
from the essential scope thereof. Therefore, it is intended
that the invention not be limited to the particular embodiments
disclosed as the best modes contemplated for carrying out this
invention, but that the invention will include all embodiments
falling within the scope of the appended claims.
