Readily installed tire cleats with improved fastening means

An anti-skid device for ready application to a vehicle wheel, that is entirely installable from the outer or hub side of the wheel. A primary embodiment of my device comprises at least three curved cleats, each having an inner surface and an outer surface, and each also having an integral attachment flange having a deliberate bend therein. Each cleat is configured and designed to curve in a cantilever manner around the tread of the tire, and in a primary embodiment, the cleats are interconnected by a number of elongate connection rods. The elongate assembly so formed can be placed around a tire, to encompass substantially more than half of the periphery of the wheel when the cleats are arrayed in an approximately equally spaced relation in contact with the tread of the tire, with the inner surface of each cleat normally disposed in a stand-away relation to the tread of the tire. When the assembly has been tightened around the tire, to place it in its operational mode, the inner surface of each of the cleats is caused to depart from the stand-away relation to the tire tread, and to move into tight contact with the tire tread, thereby creating a form of spring that serves to eliminate any slack tending to form in the assembly due to the tire deforming as a consequence of rolling contact with the ground.

BACKGROUND OF THIS INVENTION 
Almost every driver living in the temperate zones of the world knows the 
value of the use of tire chains or other such devices on the wheels of a 
vehicle when the roads are either icy or covered with snow. However, the 
installation of tire chains has traditionally been such an ordeal that 
many drivers prefer either to "take their chances", or else to resort to 
the rather small, traction increasing devices that are strapped around the 
tire at two or so locations. These latter devices cannot be used, however, 
in instances in which solid wheels are involved, for these latter devices 
have straps that must be threaded through the face of the wheel in order 
to attach these anti-skid devices. 
Snow tires are very popular with a large segment of the driving public, but 
there are times that snow tires do not suffice, such as in very heavy 
snow, or when the roads are icy. Although tire chains are indispensable in 
these latter instances, most drivers postpone the installation of tire 
chains until they are already threatened with the problem of an 
immobilized vehicle, but by that time the vehicle may be so near a 
snowbank or a curb as to greatly complicate the installation of the tire 
chains. 
A careful consideration of the prior art devices reveals that the previous 
patentees failed to compensate for changes of tire configuration during 
dynamic conditions, when the vehicle utilizing the tires was underway on 
snow or ice. More particularly, each portion of a tire at a given moment 
necessarily becomes wider or bulges during the brief instant of time that 
it is in contact with the ground. Moreover, there is a definite 
foreshortening of the radius of the tire at the location between the 
center of rotation of the wheel, and the point of ground contact. The 
foreshortening of tires during dynamic conditions is recognized in several 
publications, and as an example, foreshortening as noted by Firestone Tire 
and Rubber Company in one of their publications may be reproduced as 
follows: 
______________________________________ 
Tire Size Overall Diameter 
Static Loaded 
Designation (inches) Radius 
______________________________________ 
P155/80R13 22.76 10.15 
P165/80R13 23.39 10.39 
P175/70R13 22.68 10.12 
P175/80R13 24.02 10.62 
P185/70R13 23.23 10.33 
P185/80R13 24.65 10.86 
P175/75R14 24.33 10.86 
P185/70R14 24.25 10.83 
P185/75R14 24.96 11.10 
P195/70R14 24.80 11.04 
P195/75R14 25.51 11.31 
P205/75R14 26.14 11.54 
P215/75R14 26.69 11.75 
P205/75R15 27.13 12.04 
P215/75R15 27.68 12.24 
P225/75R15 28.31 12.48 
P235/75R15 28.86 12.69 
______________________________________ 
There is a difference between the static loaded radius and the dynamically 
loaded radius, but that distinction is not of particular consequence to my 
invention. 
By selecting for a particular tire, the overall diameter, and by adding to 
one half of that value, the static loaded radius selected from the table 
for that particular tire, one is able to ascertain what the loaded height 
is for that tire under conditions of average, normal conditions. Then, by 
subtracting the loaded height from the overall dimension (diameter) of the 
tire at a location 90 degrees away from the ground contact location, the 
extent of the foreshortening can be determined. 
This type of calculation is of particular consequence in a tire equipped 
with an anti-skid device of the prior art having only two points of 
contact with the tire tread, such as the Heuneman Pat. No. 2,820,501. It 
is to be realized that the foreshortening of the tire when one of such 
tire cleats is in contact with the ground may well mean that the cleat 
located at the opposite side of the tread may well be dislodged from 
proper contact, and be flung off the wheel. 
A two point of contact device utilizing the rim as a connection point would 
be dislodged due to the sidewall bulging of the tire at the point of 
ground contact, therefore precluding this type of device as a satisfactory 
solution to the problem of designing an easily attached, highly 
satisfactory anti-skid device. 
Some patentees have sought to overcome such disadvantages by utilizing an 
anti-skid device having more than two points of tire contact. Although the 
Worthing Pat. No. 2,174,345 teaching an anti-skid device having three 
points of tire contact would probably not be flung off as readily, it 
nevertheless fails to take into consideration the fact that some type of 
compensation for the changes of tire configuration during dynamic 
conditions must be made. More particularly, inasmuch as Worthing does not 
create a substantially rigid plane alongside the tire, the cleat portions 
of the tire can gradually work loose during driving conditions, with the 
result that the Worthing device will also be flung off, and the patentee's 
statements to the effect that tensioning of the device to be supported by 
the tire only are to no avail. This is because the bulging of the tire 
coupled with the foreshortening of the tire, as shown by the tire loaded 
height, will cause the tension plane to relax, and the Worthing device to 
become disconnected and fall off. 
The Strapko et al Pat. No. 3,437,121 clearly does not compensate for tire 
dynamics, at which time the tire foreshortens, so nothing therefore 
prevents a constant flexing of his device from taking place. Unfortunately 
in the case of that patentee's device, the turnbuckle utilized in his FIG. 
2 may easily loosen during this flexure, and likewise there is nothing to 
prevent the alternative latching means illustrated in Strapko's FIG. 4 
from loosening and permitting his traction device to entirely fall off. It 
is to be realized that the equivalent of both of these systems was tested 
by the present inventor, and both were found inadequate. 
In effect Worthing and certain other patentees fail to recognize the need 
for their tire engaging members to flex in a closely controlled manner 
during dynamic conditions, while being supported from a substantially 
rigid plane located parallel to the tire, and closely adjacent thereto. 
The Deland Pat. No. 4,529,023 apparently overcame the distinct 
disadvantages of the Worthing device by using a central, rigidly affixed 
pivotal support member that ostensibly created a rigid plane by the use of 
an apparently satisfactory tightening device. Unfortunately, the apparent 
advantages of the Deland device may not be realized in a dynamic 
circumstance, for each time one of his tread-contacting members comes in 
contact with the ground, the tire necessarily foreshortens, and serves to 
loosen the rigid plane the patentee was seeking to establish. In other 
words, Deland's device did not teach any compensation for the 
foreshortening that must occur when a tire is exposed to dynamic 
condition, and if Deland endeavored by his design to clamp the tire 
engaging members so tightly during the installation procedure as to avoid 
undesirable loosening, it would require either a person of enormous 
strength, or else a piece of power equipment in order to accomplish the 
requisite tightening of the flexible linkages that would bring about the 
extremely tight gripping of the tire that was needed. 
It is for reasons such as these that I was inspired to evolve the present, 
readily installed anti-skid device, featuring a rigid plane adjacent the 
tire, upon which are mounted anti-skid cleats for gripping the tire tread 
in at least three locations, with my highly advantageous arrangement 
automatically accomplishing the needed compensation for the foreshortening 
of the tire that necessarily occurs during dynamic conditions of tire use 
on a vehicle. 
SUMMARY OF THE INVENTION 
In accordance with this invention I have evolved an anti-skid device that 
can be readily installed upon, and readily removed from, the driven tire 
of a vehicle wheel so that its traction can be temporarily increased. 
Advantageously, my device is installable from the outer or hub side of the 
wheel, with access to the backside of the tire or the underside of the 
vehicle being entirely unnecessary. My novel device comprises at least 
three curved cleats, each having an inner surface and an outer, 
road-contacting surface, and each also having an integral attachment 
flange. Each of these cleats is configured and designed to curve in a 
cantilever manner around the tread of the tire, with the inner surface of 
each cleat disposed adjacent the tread and both sidewalls of the tire, so 
that on installation, each cleat of my novel anti-skid device can be 
caused to tightly clasp the tread and outboard portions of the sidewalls 
of the tire. 
The several cleats of my anti-skid device are mounted upon and 
interconnected by a rigid framework, such as may be constituted in a 
preferred embodiment of my invention by a plurality of elongate connection 
rods, with there being as many connection rods as there are cleats, and 
with all but one of the connection rods being of fixed length. Each end of 
each connection rod is pivotally affixed to the integral attachment flange 
of a cleat, thus forming an elongate assembly that can be installed by 
placing it along the periphery of the tire, working either from the front 
or rear of the driven wheel, to encompass approximately two thirds of the 
periphery of the tire when the cleats are arrayed in an approximately 
equally spaced relationship, in contact with the tread of the tire. 
Importantly, the attachment flanges of the three or more cleats are 
deliberately angled or bent so as to cause a highly advantageous form of 
internal spring to be created when the assembly is properly and tightly 
installed on the tire of a driven wheel. 
With regard to the remaining connection rod, which is not of fixed length, 
this device is made in two pieces, with one end of each of these pieces 
being connected to the attachment flange of a cleat, with interconnection 
means being utilized such that the other ends of these two pieces can be 
drawn tightly together and latched in a manner to create a connection rod 
approximately the same length as the connection rods of fixed length. By 
the interconnecting of the aforementioned separate pieces, the 
establishment of the anti-skid assembly in surrounding relation around a 
driven tire can be readily completed, such that the inner surfaces of each 
of these cleats can be brought into tight contact with the tread of the 
tire, as well as into contact with portions of the inner and outer 
sidewalls. The novel spring action inherent in my design is brought into 
play at the time the interconnection means is closed and latched. 
As is obvious, the type of interconnection means that is utilized can take 
different forms, and the cleats can be of selected sizes. It is desirable 
for the tires of a given vehicle to be noted at the time of purchase of 
one of my anti-skid devices, such that the cleats will be of a size 
appropriate for such tires, and so that the connection rods will be of a 
length such that my device can be tightly and properly installed upon the 
vehicle wheel. 
As previously mentioned, my device is installed only from the outer or hub 
side of the vehicle wheel, which means that my device could be installed 
at the time a vehicle is to be driven up a driveway and through an 
unplowed strip of road to the highway, and thereafter quickly removed when 
my anti-skid device is no longer required for increased road traction. 
I am aware that other quickly installed anti-skid devices are being 
marketed that are manufactured in Europe, but it is important to note that 
such devices are conspicuously labeled "Do not exceed 10 miles per hour" 
and bear a statement to the effect that they are "not designed for 
long-term driving or for use on a snowfree, hard surface road". This of 
course means that those devices are clearly of limited value. Importantly, 
the European device often requires hub cap removal for its accommodation, 
whereas mine normally does not. 
It is therefore to be realized that at the time a given cleat is caused by 
tire rotation to make contact with the ground, and the tire at that 
location to foreshorten due to the weight of the vehicle, the inherent 
spring action of the remaining cleats of my novel device, which are 
cantilevered in a cocked relationship to the rigid mounting plane, 
advantageously serve to compensate for the dynamics of the tire and 
essentially eliminate any slack that would otherwise be created, thus 
entirely preventing my device from being flung off when the vehicle so 
equipped has gotten underway. 
This automatic compensation for tire foreshortening in accordance with my 
invention, in conjunction with a telescoping bar interconnection with 
integral tightening bolt that I preferably use as the fastening means, 
provide an anti-skid device of substantial structural integrity, that is 
capable of many miles of effective use by the motorist. 
A principal object of my invention is therefore to provide an anti-skid 
device of light weight and low cost, that can be quickly installed from 
the outer or hub side of a vehicle wheel, even by a youth or a woman, with 
access to the backside of the tire or the underside of the vehicle being 
completely unnecessary for either installation or removal. 
It is another important object of my invention to provide an easily 
installed anti-skid device for each driven wheel of a vehicle that 
involves a rigid frame having at least three curved cleats in contact with 
the tread of the tire, wherein essentially all flexure of the device to 
accommodate changes of tire configuration during dynamic conditions is 
confined to the cleat portions of the device that are in contact with the 
tire tread, which flex so as automatically to eliminate slack. 
It is another important object of my device to provide an easily installed 
anti-skid device for use on the wheel of a vehicle, in which a framework 
parallel to the plane of the tire is created, to the corners of which 
framework, cantilevered cleat members designed to contact the tread of the 
tire are pivotally attached, with portions of such cleats being capable of 
being spring loaded during the installation procedure, such that flexure 
of the tire during dynamic conditions will be absorbed by the cleats in 
such a way as to prevent fling off. 
It is yet another important object of my device to provide an easily 
installed anti-skid device for use on the wheel of a vehicle, in which an 
essentially rigid framework parallel to the plane of the tire is created, 
to the corners of which framework, cleat members designed to contact the 
tread of the tire are pivotally attached, with essentially all flexure of 
the device to accommodate changes of tire configuration during dynamic 
conditions largely being confined to the out-of-ground-contact cleats, 
which are permitted to flex in a closely controlled, springlike manner, so 
as to assure a tight gripping of the tire during dynamic conditions. 
It is another object of my invention to provide an anti-skid device of 
simple and inexpensive construction, that when installed on a driven 
vehicle wheel, will permit the vehicle to be driven at speeds comparable 
to those attainable when using tire chains, i.e., 20 mph, and of 
intermediate or medium duration highway usage, therefore satisfying the 
need for achieving safe driving conditions for the greatest majority of 
vehicles being driven on snowy or icy roads. 
It is still another object of my invention to provide a low cost anti-skid 
device utilizing novel, tire gripping cleats that are quickly installable 
on a vehicle tire, that grip the tire very tightly during dynamic 
conditions of road use, and that may be removed easily and quickly at the 
time appropriate to do so, and stored in a small volume. 
It is yet still another object of my invention to provide an anti-skid 
device that, when installed on a tire, is designed to develop a highly 
effective internal spring action, causing it to grip the tire in a very 
tight and highly satisfactory manner. 
It is yet still another object of my invention to provide an anti-skid 
device having a quickly operated interconnection means possessesing 
substantial structural integrity, achieved by the use of a bar of square 
cross-section, arranged to interconnect in a telescoping relationship with 
a section of tubing of square cross section, thus effectively preventing 
any undesirable twisting of the interconnection means. 
It is still another object of my invention to provide a lightweight 
anti-skid device that can be quickly installed on a vehicle wheel by a 
person not possessing great strength, usually without necessitating hub 
cap removal. 
These and other objects, features and advantages will be more apparent as 
the description proceeds.

DETAILED DESCRIPTION 
Turning to FIG. 1, it will there be seen that I have illustrated a vehicle 
wheel 10 upon which an anti-skid device 12 in accordance with this 
invention has been installed. Quite advantageously, my device 12 is 
entirely installable from the outer side of the wheel 10, tat is, from the 
side clearly visible in FIG. 1, which is the same side of the wheel upon 
which the hub 11 and the wheel lugs are located. 
My device utilizes a rigid framework 13 adapted to be placed parallel to 
the tire 20 mounted upon the wheel 10, and located against the outer 
sidewall of the tire. Although the rigid framework I utilize may be 
created in accordance with various embodiments of this invention, in a 
preferred embodiment I utilize a rigid framework made up of a plurality of 
connection rods, such as a pair of connection rods 22 of fixed length, 
that are used in conjunction with a third connection rod made up of 
separate components 24a and 24b. As will be seen hereinafter, the 
connection rod components are tightened at the time of installation by the 
use of a member 26 serving as the connecting and tightening means, 
otherwise known as the interconnection means, which member 26 may be 
selected from state of the art devices, several of which are described and 
illustrated herein. 
I prefer to use in conjunction with my device, a plurality of rigid metal 
cleats 14, one of which is shown in FIG. 2, with each cleat having an 
inner surface 28 adapted to contact the tread of a tire, an outer surface 
30 adapted to contact the road, and an integral attachment flange 18, to 
which a pair of connection rods are attached. A bend is deliberately 
created in the integral attachment flange 18 for a reason soon to be 
discussed. 
As will be seen in greater detail hereinafter, the plurality of curved 
cleats are each designed to curve in a cantilever manner around the tread 
21 as well as outboard parts of the inner and outer sidewalls of the tire 
at the time of installation, and as shown in FIG. 4, the inner surfaces 28 
of the cleats are not at right angles to the plane of the rigid framework 
13, but rather bend toward the axis of rotation of the vehicle wheel. In 
other words, the cleats illustrated in FIG. 4 have less than a 90.degree. 
angle with respect to the plane of the rigid framework 13, due to the bend 
created in the integral attachment flange 18. This curvature used in the 
attachment flange of the several cleats results in a form of inherent 
spring action that is highly advantageous, in that when the connecting and 
tightening means 26 is tightened during the installation procedure, the 
inner surfaces of the cleats are caused to move into approximately a right 
angle relationship with the rigid framework, as depicted in FIG. 5, with 
the result that the plurality of cleats grip the tread as well as outboard 
portions of the inner and outer sidewalls of the tire very tightly. 
Because of this highly advantageous spring action, the cleats continue to 
grip the tire very tightly, even under severe dynamic driving conditions, 
and as a result, the possibility of my anti-skid device being flung off at 
reasonable vehicle speeds is substantially eliminated. 
Preferably my device comprises the use of at least three curved 
tire-engaging cleats 14, which are to be installed at equal intervals 
around the tread of the tire. The use of three cleats is illustrated in 
FIG. 1, but it is to be understood that a larger number of cleats can be 
utilized if necessary, such as on larger diameter wheels. As previously 
mentioned, each cleat has a curved inner surface 28 which, as shown in 
FIG. 2, is adapted to be brought into direct contact with the tread 21 and 
radially outward sidewall portions of the tire 20, at the time my device 
is tightened onto the wheel. Because the cleats also have an outer, road 
contacting surface 30 which contains upstanding anti-skid flanges 16 or 
other such protrusions, my cleats are adapted to grip a surface of snow or 
ice in a highly effective manner, as will be discussed hereinafter. 
As previously noted in FIG. 1, in the preferred embodiment of my invention, 
the cleats 14 are interconnected by a rigid framework 13 made up of a 
number of elongate connection rods 22 of fixed length, as well as a 
connection rod made up of two separate pieces or components 24a and 24b. 
In every instance I use as many connection rods as there are cleats 14, 
and as will be made clear hereinafter, the use of the two piece connection 
rod 24a, 24b makes possible the ready assembly of my lightweight anti-skid 
device onto a wheel, as well as the ready removal of the device therefrom. 
Typically the two piece connection rod is in the position directly below 
the hub 11 of the wheel, as depicted in FIG. 1, at the time of 
installation or removal of my anti-skid device. Several different 
embodiments of connection and tightening means (interconnection means) 26 
by which the connection rod components 24a and 24b are held tightly 
together will be hereinafter discussed. 
I am not limited to any particular length of connection rod, but for 
convenience I typically choose the connection rod length such that the 
location of the interconnection member 26, which for example may be a 
turnbuckle, is caused to be disposed in a relatively clear area between 
the wheel hub and the tire rim. This will of course result in the 
installer having as much clearance as possible for the manipulation of the 
turnbuckle (or other suitable device) in the tightening direction at the 
time of installation of my device on the wheel. Although the pins or 
rivets by which the ends of the connection rods are affixed to the 
integral attachment flanges 18 of the cleats are some two inches radially 
outwardly of the tire rim, because of the geometry of the configuration I 
prefer to use, the turnbuckle or other interconnecting and tightening 
means 26 will be located radially inwardly of the tire rim, as revealed in 
FIG. 1. 
It is important to note from FIG. 1 that a generally triangular 
configuration exists when a three cleat embodiment of my fixed frame 
device has been installed on a vehicle wheel, with the hub area of the 
wheel left clear. Similarly, a square or hexagonal configuration is 
created when a four cleat or six cleat embodiment is utilized. As a result 
of this important feature, hub cap removal is seldom if ever necessary in 
the use of my device. 
I prefer to construct each cleat, such as the cleat illustrated in FIG. 2, 
of hardened spring steel, such as 1074, 1070 or 4130 steel, with each 
cleat being configured and designed to curve in a cantilever manner around 
the tread as well as outboard portions of the sidewalls of the tire. The 
upstanding anti-skid flanges 16 are formed on the outer or road contacting 
surface 30 of each of the cleats prior to the step of hardening the steel, 
with these flanges extending along either side of the cleat so as to be in 
an optimum position for engaging a snowy or icy road surface in an 
anti-skid manner. 
With regard to the bent integral attachment flange 18 to which the ends of 
the adjacent connection rods 22 are attached by means of attachment pins 
23 welded to each elongate connection rod, it is to be noted that each pin 
23 is rotatable in its respective hole in the attachment flange 18, so 
that the connection rods are readily movable with respect to the cleat(s) 
to which they are attached. In some instances I may utilize a single pin 
of greater length to secure a pair of the connection rods to the 
attachment flange, but this is not the preferred arrangement. 
With continuing reference to FIG. 2, it will be seen that in addition to 
revealing the inner surface 28 of a cleat 14, this view also reveals 
additional details of the anti-skid flanges 16, the interruptions or 
lateral anti-skid notches 38 between adjacent anti-skid flanges, and the 
manner in which the end of a connection rod 22 is pivotally secured by an 
attachment pin 23 near one edge of the angled flange 18. Hole 25 is 
provided to receive the pin 23 of the other connection rod 22, thus 
amounting to the utilization of independent mounting points. Also revealed 
in this figure is interior flange 34 of the cleat, which is designed to 
clasp the inner (rear) sidewall of the tire, which of course is on the 
opposite side of the wheel from the hub of the wheel. 
Turning to FIG. 3, it is to be seen that the anti-skid flanges have been 
removed from this exemplary cleat in the interests of minimizing 
confusion. From the reference letters disposed on the cleat 14, it is to 
be seen that the cleats can be individualized for use with different 
Series 70, 75 and 80 tires, as follows: 
______________________________________ 
Selected length measurements 
Radial around periphery in inches 
Tire Size 
A B C D E 
______________________________________ 
155 1.15 .76 1.44 4.60 3.30 
165 1.03 .75 1.81 4.80 3.51 
175 1.06 .78 1.90 5.20 3.66 
185 1.20 .80 1.88 5.50 3.77 
195 1.25 .84 1.97 5.80 3.89 
205 1.38 .58 2.25 6.20 4.04 
215 1.52 .62 2.52 6.40 4.44 
______________________________________ 
It is to be noted that the foregoing measurements are between tangent 
points, except for the beginning point of length A, and the terminus of 
length E. 
Other significant measurements of these selected cleats as illustrated in 
FIG. 3 are as follows: 
______________________________________ 
Spacing of 
radius Spacing of 
points from Sidewall Tread radius points 
Radial centerline radii radius from tread 
Tire size 
F G H J 
______________________________________ 
155 .25 2.84 11.25 2.20 
165 .45 2.80 11.25 2.30 
175 .57 2.92 11.25 2.45 
185 .62 3.00 11.25 2.50 
195 .74 3.12 11.25 2.62 
205 .73 3.27 11.25 2.70 
215 .75 3.50 11.25 2.96 
______________________________________ 
The elongate connecting rods 22 as shown for a three cleat system, are 
individualized for use with different wheel rim diameters as follows: 
______________________________________ 
Wheel Size in Inches 
Rod Length in Inches 
______________________________________ 
13 15.2 
14 16.1 
15 16.9 
______________________________________ 
It is to be realized that one cleat is disposed directly opposite another, 
that is, residing in diametrically opposed positions with respect to the 
hub 11 of the wheel, only when four or six of my novel spring steel cleats 
are utilized on an anti-skid device in accordance with this invention. 
This is the type of arrangement illustrated in FIGS. 4 and 5, and as a 
result of this inward angling of the cleats, the tire is caused to be 
gripped tightly at such time as the interconnection means is closed. 
It should now be abundantly clear that the relationship of each cleat's 
integral attachment flange with respect to the plane of the connection 
rods 22 is such as to cause the cleats 14 to initially stand away from the 
tread 21 of the tire 20. More specifically, the road contacting portion 30 
of each cleat is to be seen in FIG. 4 to normally reside at an angle of 
approximately 5.degree. to the tread of the tire (which of course is less 
than 90.degree. with respect to the plane of the framework 13) at such 
time as the inner surface of the cleats have been placed in light contact 
with the tire tread, when the interconnection components 26 are in the 
attachment mode, and not yet fastened. In an even more specific manner, 
FIG. 3 calls out this 5.degree. angle of the integral attachment flange 
with respect to the illustrated Center Line of Cleat. 
When the connecting and tightening means 26 has drawn the anti-skid cleats 
14 into the operating mode, when they make tight contact with the tread 
and outboard portions of the tire sidewalls, the relationship becomes that 
as illustrated in FIG. 5, with the rigid framework 13 created out of the 
connection rods 22 defining a tension plane 32. 
To a considerable degree the success of my invention is attributable to a 
recognition of the fact that when a pneumatic tire is installed on a 
vehicle in a load supporting relationship, its vertical height changes in 
that the lower part of the tire, that is, the part in contact with the 
road, will bulge as indicated that D in FIG. 6. The overall tire diameter 
A remains constant in the horizontal direction, that is, in a left-right 
sense, and the radius of the tire above the hub is A/2, but the loaded 
radius (preferably regarded as the static loaded radius) is represented by 
B in FIG. 6, which of course is a lesser dimension than the radius at an 
unloaded location. From this it can be readily seen that the vertical 
dimension C of this tire is equal to A/2+B, due to the foreshortening of 
the tire due to it bearing a portion of the vehicle's weight. 
Because the anti-skid devices of the prior art did not take the bulging of 
the tire at the road contacting location and foreshortening of the wheel 
into consideration, those earlier devices were often flung off, even at 
comparatively low speeds. 
As previously indicated, a type of spring action is created by the cleats 
of my invention being attached at a noticeable angular relationship to the 
framework 13, which angular relationship is substantially eliminated in 
the static wheel at the time the connection rod portions are joined 
together and tightened by the tightening means. When the vehicle is 
underway, however, the road-contacting portion of the tire is caused to 
bulge and the lower tire radius to foreshorten at the time a given cleat 
is in the lowermost position. A certain amount of deformation must take 
place in my device at such time, but the spring loaded condition existing 
at the other two cleats advantageously manifests itself so as to eliminate 
the slack that would otherwise exist and that would invite flingoff. 
In other words, because of the highly successful inherent spring action 
involved in my novel design, at such time as the radius from the road to 
the wheel hub diminishes, the other cleats move to eliminate the slack 
that otherwise would have occurred had there not been the angularity the 
tire contacting portions of the cleat bear to a plane perpendicular to the 
plane of the framework 13. Thus, the angularity deliberately created in 
the integral attachment flange 18 of each cleat in accordance with my 
invention amounts to a very effective and automatically functioning device 
serving to assure the tight gripping of the tread of the tire during all 
phases of use. 
Turning to FIG. 7, I therein illustrate a turnbuckle 35 of the type that 
has proven satisfactory, and in this instance, a right handed thread is 
formed on the end of one connection rod, and a left handed thread is 
formed on the end of the other connection rod, with the result being that 
when the principal turnbuckle member is tightened, the connection rod 
portions 39a and 39b are brought more tightly together, thus causing the 
inner surfaces of each of the cleats to grip the tread and outboard tire 
sidewall portions to a desirable degree of tightness. As will be noted, a 
knurled lock screw 43 is preferably utilized to prevent an undesired 
loosening of the turnbuckle when my anti-skid device is in use on the 
road. It is desirable that the unthreaded lower portion of the lock screw 
43 be received in a notch 43a extending parallel to the longitudinal axis 
of the portion 39a at such time as the screw has been tightened; note FIG. 
7a. 
With reference to FIG. 8, I there illustrate a single ended turnbuckle 36, 
one that requires only one of the two connection rod ends to be threaded; 
see rod 39c. A rotary joint 37 is formed on the other connection rod, with 
respect to the enlarged head member 40 of which the principal turnbuckle 
member is rotatable. I prefer this type of interconnection means inasmuch 
as the turnbuckle member 36 will be kept captive and cannot become lost. 
Another advantage is associated with the fact that it is easier to utilize 
this type of connecting and tightening means inasmuch as the turnbuckle 
member 36 can slide for a limited distance along the unthreaded member 37a 
with respect to the head member 40 of the rotary joint at the time the 
installation procedure is being commenced. 
In the preferred embodiment, I utilize a double lead screw, which minimizes 
the number of revolutions of the turnbuckle needed to achieve a desired 
degree of tightness of the cleats around the tire tread. As in the 
preceeding figure, I prefer to use a lock screw 43 in the device of FIG. 8 
also, the use of which lock screw enables me to avoid a possible undesired 
loosening of the turnbuckle. 
Turning now to FIGS. 9a and 9b, I have here illustrated an embodiment in 
which one of the connection rod members is in the form of a rod 60, and 
the other connection rod members is in the form of a tube 61, with this 
tube having a central hole 62 designed to closely accept the rod at the 
time joining is desired. A series of evenly spaced holes 63 is located in 
the rod member, so that at the time of installation, the user inserts the 
rod into the tube to the position corresponding to a desired degree of 
tightness, after which a bolt 64 is inserted through aligned holes in 
members 60 and 61. A nut 65 is then tightened on the end of the bolt 64 so 
as to prevent loosening of the bolt. This is a relatively inexpensive 
embodiment, offering a cost advantage, but it suffers a disadvantage not 
shared by the other embodiments in that some users may not possess the 
degree of strength necessary to achieve a substantial degree of tightness. 
In FIG. 10, I depict a ratchet and pawl arrangement 66, with the cross 
sections of the mating components being complementary and closely 
interfitting so as to minimize the opportunity for any degree of unwanted 
relative motion. A handle 67 is pivotally mounted on member 71a, which in 
turn is welded or otherwise secured upon member 71 of inverted T-shape. 
The handle 67 is manipulated be the motorist to move the pawl 68 to 
successively more remote holes 69 disposed in evenly spaced relation in 
the member 70 of inverted U-shape, so as to draw the connection rods to 
the desired degree of tightness. A ledge or latching member 72 on the 
underside of the handle 67 is designed to be brought in contact with the 
underside of the member 71 when the desired degree of tightness has been 
achieved. Then, I preferably utilize a captive encircling spring, which is 
"rolled" over the handle 67 to prevent it from loosening. 
In accordance with the latch type arrangement illustrated in FIGS. 11 and 
12, the connection rod portion 24a preferably takes the form of an 
elongate member designed to be inserted into an internal portion of 
connection rod member 24b. More particularly, connection rod portion 24a 
is equipped with a number of spaced holes 42, the spacing of which is 
consistent. Member 24b utilizes a latching member 44 much in the nature of 
a pawl, rotatably mounted upon a generally circular member 46, latter 
member being welded to member 24b. The latching member is equipped with a 
pair of teeth 48 visible in FIG. 11, and in greater detail in FIG. 13, 
which are arranged to enter a pair of non-contiguous holes 42 of member 
24a at such time as the connecting rod portions 24a and 24b have been 
drawn together as tightly as possible. The latching member is also 
equipped with a U-shaped flange 45 that will partially encircle the 
connection rod member 24b at the time of latching. 
As should now be apparent, at such time as the connection rod portion 24a 
has been moved inside the circular member 46 as tightly as possible, the 
teeth 48 are caused to engage appropriate holes 42, as a result of 
rotation of latching member 44 about the circular member 46. At such time 
as the latching member 44 has been swung to its fully closed position, the 
the U flange 45 may then be caused to encircle the connecting rod member 
24b, providing a very strong and sturdy connection. Accidental release is 
prevented by the use of an encircling captive spring 52, which is moved 
over the U flange 45 of the latch member when it is in its locked 
position. 
Turning to FIGS. 14 and 15, it is to be realized that the rotation of the 
automobile tire with the traction device attached causes each cleat of the 
device in turn to contact the snow or icy surface. As each cleat contacts 
a snow surface, the snow is compressed into the angle at J formed by the 
automobile tire tread and one of the anti-skid flanges 16, here designated 
to be the leading edge flange K of the cleat. In addition, the leading 
edge flange K and the trailing edge flange L form an area M, approximately 
trapezoidal, in which snow is trapped and compressed due to the shape of 
the flanges. As each cleat rotates, the snow is ejected and then again the 
cleat, at the next contact point with the snow surface, repeats the 
trapping and compressing of snow. 
The compressing of the snow increases the density and shear strength of the 
snow, thus creating traction points with the snow between the cleat 
attached to the automobile tire and the snow surface, with the resulting 
improvement in the vehicular mobility and movement in traversing snowy 
roads. 
The anti-skid flanges designated as flange edges K and L act as contact 
points, in the event an icy road surface is encountered, by fracturing the 
icy surface and thereby creating traction points with the icy surface or 
the underlying road surface. The interruptions or lateral anti-skid 
notches 38 revealed in FIG. 2 provide additional contact points along the 
edge of the flanges to minimize the lateral or sideways slippage of the 
tire in contact with the icy road surface, thus creating a substantial 
improvement in vehicular safety and mobility. 
Although the cleat measurements presented in the tables set forth above 
relate to the most widely used tires, those of Series 70, 75 and 80, it is 
obvious that cleats in accordance with my invention could readily be 
provided for use with Series 50 or 60 tires. 
Turning now to FIGS. 16 through 18, it will be seen that I have provided an 
embodiment 80 usable for installing my novel cleats on the tire of a motor 
vehicle, and I prefer to refer to this embodiment as a telescoping bar 
interconnection with integral tightening means. Principally involved in 
this embodiment is a subassembly 82 involving a section 84 of square 
tubing of comparatively short length, into the end of which is welded a 
square bar 86, with this being accomplished in such a manner that the 
centerline of bar 86 is in effect a continuation of the centerline of the 
short section 84 of square tubing. The opposite end of the short section 
84 of square tubing is of course pinned by the use of an attachment pin 23 
to the integral attachment flange 18 of one of my cleats 14. 
Welded just above the juncture of bar 86 with tubing 84 is a threaded nut 
88, with this nut preferably being provided with an acme thread 89 for 
receiving a component to be described shortly. The centerline of nut 88 is 
parallel with and spaced from the common centerline of tubing 84 and bar 
86. 
Utilized in conjunction with subassembly 82 is a subassembly 90 involving a 
comparatively short section 92 of square tubing, whose interior is of such 
dimension as to closely receive the square bar 86 when the user of my 
device is in the act of assembling my novel tire cleats onto the driving 
wheel of a motor vehicle. 
Welded just above the open end of the short section of tubing 92 is a 
collar 94, which collar is provided with a central opening in which to 
rotatively receive a threaded bolt 96, which bolt is threaded throughout 
its length except at the location inside the collar 94. The bolt 96 serves 
with the nut 88 as the integral tightening means for my device. A shoulder 
98 is provided on one end of bolt 96, which shoulder is of a size such 
that it will not pass through the central opening of collar 94. As will be 
obvious from an inspection of FIGS. 16 through 18, the thread provided 
along the length of the threaded bolt 96 coincides with the thread of the 
nut, such that it is operatively received in the threaded nut 88, and this 
thread, as previously mentioned, is preferably an acme thread. 
Holes are drilled 180.degree. apart in the shoulder 98, or else a through 
hole is drilled, being placed so as to receive the free ends of the loop 
type handle 100. This handle is of heavy wire, as best seen in FIGS. 17 
and 18, and the arrangement is such that the handle can be moved to any of 
a large number of different rotative positions with respect to the bolt 96 
during the tightening or loosening of the bolt. The handle 100 is 
preferably bent as shown in FIG. 17 so as in one rotative position to lie 
flat against one side of the square tubing 92. 
A slip band or hold down clamp 102 is provided as shown in FIGS. 16 through 
18, which clamp is of a size and configuration as to enable it to be 
slipped over the handle 100 in the manner illustrated. FIG. 17 reveals 
that the clamp 102 is sufficiently larger than the tubing 92 as to permit 
the clamp to be slid over the handle 100 when the handle has been 
sufficiently tightened. 
A bolt preferably in the nature of a thumb bolt 104 is in effect an 
integral part of the hold down clamp 102, with the threaded portion of 
such bolt, when tightened, protruding down into the hollow central portion 
of the bent wire handle 100. There is no need for the threaded portion of 
the bolt 104 to be in forcible contact with the tubing section 92, for it 
is preferred for the slip band 102 to be able to move for an inch or so 
along the handle 100, even after the bolt 104 has been fully tightened, 
with its head in firm contact with the threaded nut best seen in FIGS. 17 
and 18, that had been welded over a suitable hole in the upper portion of 
the slip band 102. As is obvious from FIGS. 16 and 18, the loop type 
configuration of the handle 100 prevents the clamp 102 from sliding 
completely off of the handle. 
When the threaded bolt 96 has engaged the internal thread of nut 88 in the 
manner shown in FIGS. 16 through 18, the handle 100 may be moved away from 
the position adjacent the tubing as shown in FIGS. 17 and 18, and then 
rotated by the person concerned with installing the novel tire cleats in 
accordance with this invention on a tire of the vehicle. Depending on the 
direction of handle rotation, the handle 100 is used to cause the bolt 96 
to rotate in the tightening direction or the loosening direction with 
respect to the nut 88. Obviously, the operator must adjust the position of 
the handle frequently during the bolt loosening or bolt tightening. 
procedure, so as to prevent the deployed handle from hitting the tubing 
92. 
The bolt 96 is of a length as to permit a substantial extent of tightening 
action to take place before the end of square tubing 92 comes into contact 
with the end of square tubing 84. As will be understood, square bar 86 is 
of a length such that it does not quite contact the attachment pin 23 
securing the tubing section 92 to the tire cleat attachment flange 
fragment 18 shown in FIGS. 16 through 18. 
With reference again to my novel cleats 14, it should now be clear that the 
interior flange 34 coupled with the integral attachment flange 18 react as 
a type of spring with the sidewalls of the tire, compensating not only for 
the slight variations in tire dimensions due to tire wear and 
manufacturer's tolerances, but also for tire sidewall expansion when the 
tire is in contact with the roadway surface. 
In FIG. 5 it was earlier pointed out that the cleats 14 are to be seen to 
be in a tire griping relationship as a result of the latching of the 
interconnection or attachment means 26, which causes the type of spring 
action inherent in my advantageous design to be brought about. In other 
words, at such time as the interconnection means have been drawn together 
and properly fastened, the inner surface 28 as well as the inner surfaces 
of members 18 and 34 of the cleats are brought into gripping contact with 
the tread 21 and inboard and outboard portions of the sidewalls of the 
tire 20, and therefore the road-contacting surface 30 of each cleat 
becomes essentially parallel with the tire tread 21. In addition to 
referring to the connection rods as forming a fixed framework 13, I prefer 
to designate the plane of connection rods 22 as a tension plane 32, which 
is parallel to the plane of the wheel and tire, and located closely 
adjacent what may be regarded as the outer sidewall of the tire 20. 
Although in most instances, I prefer for the integral attachment flange 18 
to form approximately an 85.degree. angle with the inner portion 28 and 
the outer, road contacting portion 30 of the cleat, the angle could be as 
small as 70.degree. to 75.degree., or as large as 88.degree.. Stating the 
same thing in a different manner, the integral attachment flange normally 
bears a 5.degree. angle to a perpendicular to the inner surface 28 of the 
cleat, as depicted in FIG. 3, but it some instances it could bear a 
15.degree. to 20.degree. angle to the plane of framework 13, or as small 
an angle as 2.degree.. 
Therefore it is to be seen that the configuration of my novel cleat members 
is such as to bring about a novel form of "spring" action, with the 
consequence that my novel anti-skid cleat members grip the tire 20 very 
tightly, preventing any form of undesirable movement of my anti-skid 
device with respect to the tread of the tire, even while the automobile or 
other vehicle is underway at proper road speeds. 
The novel tension plane or rigid framework 13 created in the connection 
rods at the time of tightening the interconnection means amounts to the 
highly effective combination of light weight with considerable inward 
force, with all flexure in the arrangement being confined to the outer 
portions of the framework 13, involving the integral attachment flanges 18 
of the novel cleats 14. This inward force causes the cleats to be held 
tightly against the tread and outboard portions of the sidewalls of the 
tire, with this novel configuration advantageously leaving the central hub 
area clear. 
Except possibly for the embodiment in accordance with FIGS. 9a and 9b, my 
novel anti-skid device is of such construction that a person not 
possessing great strength can readily install same, such as a youth or a 
woman. 
My highly advantageous device differs from all other anti-skid devices for 
road vehicles of which I am aware, in that none of the connection rods I 
use extend radially from a given cleat toward the wheel hub, but rather 
each connection rod reposes at an angle to an imaginary radial line 
extending between a given cleat, and the hub portion of the wheel. The 
angle each connection rod attached to a given cleat of a three cleat 
embodiment bears to that imaginary radial line is approximately 
30.degree., with the angle between adjacent rods connected to that cleat 
being approximately 60.degree..