Abstract:
A tightening system ( 135 ) for use with anti-skid and traction devices for wheeled vehicles comprising a sealed tightening mechanism ( 130 ) which can clutch and ratchet the rotational movement applied by the user on a knob ( 212 ). The system further comprises at least one connection assembly ( 134 ) which is adapted to be pivotably and releasably attached to a proximal end of a surface contact member ( 63;71 ) and which is adapted to be connected to the tightening mechanism. The tightening mechanism comprises a locking component ( 193 ) which has a base plate ( 240 ), an inner sidewall ( 195 ) and an outer sidewall ( 194 ) standing perpendicular to said base plate ( 240 ). The inner sidewall recessed portion has a plurality of recess ( 230;231 ) which are adapted to engage with a peripheral projection of the upper clutch ( 206 ) for holding the knob in place during locked and unlocked positions of the knob. The outer sidewall enters fully or partly, respectively in locked and unlocked positions of the knob, into a corresponding slot ( 210 ) of said knob ( 212 ) for sealing inner volume of the tightening mechanism from outside conditions.

Description:
TECHNICAL FIELD OF THE INVENTION 
       [0001]    The present invention pertains to the field of anti-skid and tire traction devices, and more particularly to a novel, improved, and easily and quickly installable tire anti-skid and traction enhancement device for wheeled vehicles to be used on deformable or slippery ground conditions such as snow, new snow, packed snow, slush, ice, mud, soil, sand, grass, wet grass, gravel, pebble covered roads, partially cleared roads, unplowed roads, puddle, slick surfaces, or the like. More particularly, the present invention relates to an improved tightening device for use in anti-skid or traction enhancement devices. The tightening device which underlies the core of the present invention features clutching, mechanical advantage, ratcheting, integrity and sealing in a single body. 
       DESCRIPTION OF THE PRIOR ART 
       [0002]    Under normal conditions, vehicles use all-weather tires or regular tires since the traction of the wheels is generally adequate. However; when the ground is deformable or slippery, vehicles need anti-skid and traction enhancement to prevent slipping or skidding during operation. Such enhancement is also required for better traction during operation, and for extricating the vehicle if it is stuck. Conventionally, said enhancement is provided by a number of solutions like snow tires (may be studded, or filled with abrasive particles like Silicon Carbide), tire chains and cables, strap-like traction devices, pneumatically driven chains, wheel sanders, traction pads, or various rigid and non-rigid devices well-known in the art. Under bad weather conditions, attachment of anti-skid and traction enhancement devices is generally required, for all vehicles with no exception, by legislation. 
         [0003]    Tire chains and cables are not of the type “one-size fits all”. Also, installation is complicated, risky, messy, physically difficult for many of the users (especially for physically incapable users), and may require assistance of a second individual. Their installation generally require laying a chain or cable on the ground and moving the vehicle on it or jacking up the vehicle, reaching behind the wheel by hand to fasten an inside ring or removal of the wheel and attachment of pre-installed parts, etc. Since these devices generally comprise a large number of metal chains, they are generally heavy and hence difficult to handle. 
         [0004]    Moreover, since chains and cables are dimensionally instable and are difficult to tighten, tautness of the device is usually inadequate which may lead to slack occurrence and eccentricity around the tire during operation. So, tension must be reset after running the vehicle for a while so as to maintain tight fit. To take-up slack, resistive elastic tensioners are used in tightening the device. However; contradictorily, resistive tensioners require more physical power for installation. Also, like all metallic traction enhancement devices, chains and cables behave like heat sinks due to high heat transfer coefficient of metal material. These may numb user&#39;s hands. 
         [0005]    As for some other rigid traction devices, they are usually mounted on the pre-installed parts—so called adapter plates—which are fixed to wheel hubs generally by custom manufactured nuts and bolts. This is an ordeal, because hub cap and wheel cover should be removed (if any) and there is no single hub configuration used on all wheels. Plus, because all parts of the device are rigid, it cannot be mounted to wheels with recessed or outwardly projected hubs (e.g. hubs of trucks, etc.) and is not universally adaptable to all wheel sizes and fender clearances. This rigidity may also cause buckling and smashing of the device due to tire dynamics and resultant damaging moment forces on the joints. The same rigidity also makes it impossible to snugly fit the device on the tire which results in slack occurrence. 
         [0006]    While there have been a large number of devices and methods existing in the prior art, they do not teach or suggest a superior device that obviates aforementioned drawbacks Neither do they disclose a tightening mechanism which features clutching, mechanical advantage, ratcheting, integrity and sealing in a single body. 
         [0007]    EP 0 835 770 discloses an anti-skid device which comprises a plurality of hooking elements coupled to a chain in a detachable manner. An advanced winding gear is also used for tensioning the chain and prohibiting reverse rotation of gears during installation. The tightening system incorporates a leaf spring which is loaded with the spring force as much as the gears are rotated. A major drawback of this structure is the fact that the extent of tensioning the system is limited with that of the leaf spring, which in the end makes the anti-skid device applicable to a limited range of tire dimensions. A second drawback is the fact that the user is required to spend effort in order to overcome the strength of the leaf spring. Obviously, this diminishes or at least reduces the mechanical advantage gained by the reduction gearset. 
         [0008]    JP 60-255511 discloses an anti-skid device comprising rigid surface contact members and a semi-rigid tightening system. Two parts of the anti-skid device is forced towards each other by way of rotating a ratcheted gear operating on a rigid toothed bar that penetrates through the tightening system. Those skilled in the art can easily appreciate that the teeth and hence the tightening system is open to adverse outside conditions such as water, ice, dust etc. and hence is subject to failure e.g. when water freezes on the toothed bar or when solids like dust or mud accumulates on the vicinity of the tightening system. 
         [0009]    JP-9-193631 discloses an improved tightening mechanism in which a spring loaded knob is pressed to disengage a ratchet and thereby winding a wire. When the user releases a knob, a ratchet engages and releasing of the tension is avoided. Obviously, the ratcheting function is very much vulnerable to malfunction due to the nature of its construction. Furthermore, there is no mechanical advantage (i.e. the user is forced to apply all required torque to tighten the wires himself). Another disadvantage of this construction is the necessity to use multiple winding apparatus around the periphery of the tire. Apparently, these cannot be tightened simultaneously with the obvious result that it is almost impossible to obtain an equally balanced tightening. 
         [0010]    A similar tightening mechanism is disclosed in JP-6-127224 where a single tightening apparatus may suffice for tightening the entire anti-skid device. A major drawback of this mechanism appears to be the limitation of tensioning of the tensioning wire with the small volume of the reeling chamber inside which the tensioning wire can readily get stuck especially in the presence of unwanted materials such as mud, snow, ice etc. A further problem with this mechanism is the lack of integrity (i.e. the inner structure comprising the gear set of the device can readily fall outside the main casing and cause disengagement of the tensioning wires). 
       SUMMARY OF THE INVENTION 
       [0011]    The present invention relates to a tire anti-skid and traction enhancement device adapted for mounting on the wheels of a vehicle. Particularly, the present invention discloses an improved tightening mechanism for use with such anti-skid devices. 
         [0012]    By way of an example and not of limitation, the device comprises a flexible retaining ring ( FIG. 2 ) positioned at the inner side of the wheel ( FIG. 1B ). Ends of said retaining ring are drawn towards each other and fastened onto each other using the fasteners shown in  FIGS. 3A ,  3 B,  3 C and  3 D. Said retaining ring is intended to retain the ends of a plurality of surface contact members which transversely cover the tire along the periphery as shown e.g. in  FIG. 9A . Said surface contact members are removably secured to the retaining ring from their distal ends by means of simple inner extensions ( FIGS. 3E and 3F ), and are preferably symmetrically distributed around the periphery of the tire. Said surface contact members are snugly fitted to the tire by means of the unique tightening system of the present invention. Tightening systems draw surface contact members towards each other or towards rotational axis of the wheel from their proximal ends in a way to ensure tautness of the surface contact members on the tire and closure of the whole device around the wheel. Without departing from the scope and spirit of the present invention, the tightening system ( 135 ) ( FIGS. 9A ,  9 B,  11 A,  11 B) can also be employed in anti-skid and traction enhancement devices such as snow chains, cables, and non-metallic devices, etc. other than the surface contact members ( 63 ,  71 ) ( FIGS. 9A ,  11 A) described herein. 
         [0013]    The retaining ring is preferably made of flexible, durable, weathering resistant, and anti-corrosive polymers which may also have metal insert, and may be manufactured by injection molding, extrusion, etc. Surface contact members are preferably made of flexible, durable, and wear/tear/abrasion resistant polymers such as high performance Polyurethane elastomer enriched with abrasive particles (e.g. Silicon Carbide, etc.) and anti-slipping agents (e.g. Silica, etc.), and may be manufactured by injection molding. 
         [0014]    The tightening mechanism of the present invention provides mechanical advantage by means of planetary gears, bevel gears, regular gear trains, worm gears, racks and pinions, power screws, ratchets and pawls, etc. The tightening system either draws the surface contact members obliquely towards each other or radially towards the central axis of the wheel simultaneously at the same rate. 
         [0015]    The tightening mechanism which underlies the core of the present invention incorporates a knob which, when pressed, engages a clutch that transmits the rotational movement to wind the tensioning wires. Simultaneously, the ratchet teeth, which are engaged with the pawls avoids reverse rotation of the gears. The tightening mechanism is fully sealed from outside by a sealing device that prevents foreign materials like snow, dust, mud, ice etc. from entering into the mechanism, hence allowing the device to be operable under all adverse conditions expected at times the anti-skid or traction enhancement device shall be used. Another aspect of the present invention is the fact that the tightening mechanism helps keeping the integral structure of the anti-skid device. The resilient structure is designed to compensate against dynamic instabilities that occur during driving. 
       OBJECTS OF THE PRESENT INVENTION 
       [0016]    An object of the present invention is to provide a tightening mechanism which comprises a clutch mechanism and a ratchet mechanism for tightening a plurality of surface contact members around a tire and which at the same time provides integrity to the anti-skid or traction enhancement device to compensate for dynamic instabilities that occur during driving. 
         [0017]    A further object of the present invention is to provide a tightening mechanism which is sealed against water, ice, dust or other unwanted materials that could inadvertently affect functioning of the tightening mechanism. 
         [0018]    Yet another object of the present invention is to provide a tightening mechanism which incorporates a mechanism that provides mechanical advantage in order to reduce the torque needed for installing and tightening the anti-skid device onto a wheel to enable simple use for relatively weak or physically incapable people. 
         [0019]    Yet another object of the present invention is to provide a tightening mechanism which eliminates the necessity of time consuming or difficult-to-perform operations such as jacking the vehicle off the ground, moving the vehicle onto a laid anti-skid device, etc. 
         [0020]    Still a further object of the present invention is to provide a tightening mechanism which makes an anti-skid or a traction enhancement device substantially non-rigid and self-tensioning in order to help absorbing damaging forces resulting from tire dynamics and surface conditions. 
         [0021]    Still a further object of the present invention is to provide a tightening mechanism which remains snugly fit onto the tire without the need for resetting the tension to take-up slack during operation. 
         [0022]    Still a further object of the present invention is to provide a tightening mechanism which helps to maintain a light weight anti-skid or traction enhancement device. 
         [0023]    Still a further object of the present invention is to provide a tightening mechanism which is universally applicable to a wide variety of wheel configurations (including dual wheels), tire dimensions, wheel covers and hub caps. 
         [0024]    Other further objects of the present invention will become apparent from accompanied drawings, brief descriptions of which follow in the next section as well as appended claims. 
     
    
     
       BRIEF DESCRIPTIONS OF THE DRAWINGS 
         [0025]    In the following, the invention is described in more detail with reference to the drawings, which are given solely for the purpose of exemplifying the invention, in which: 
           [0026]      FIGS. 1A and 1B  show a wheel from outer and inner sides, respectively. 
           [0027]      FIG. 2  shows a fastened retaining ring. 
           [0028]      FIGS. 3A and 3B  show, respectively, a fastener from top and bottom sides and detail A of  FIG. 3A . 
           [0029]      FIG. 3C  shows fasteners of  FIG. 3A  and  FIG. 3B  in overlapped and secured positions. 
           [0030]      FIG. 3D  shows, respectively, cross-section (taken along A-A) and top view of the fasteners of  FIG. 3C . 
           [0031]      FIGS. 3E and 3F  show assembled and exploded views of inner extensions. 
           [0032]      FIG. 3G  shows the installed device from the inner side of the wheel. 
           [0033]      FIG. 4  shows partly exploded perspective view of a tightening system according to an embodiment of the present invention. 
           [0034]      FIG. 5  shows cross section of connection assembly of  FIG. 4  taken along plane S. 
           [0035]      FIGS. 5A and 5B  show the details of the connection assembly of  FIG. 5  in unsecured and secured configurations, respectively. 
           [0036]      FIGS. 6A ,  6 B and  6 C show the details of fastening procedure of the tightening system of  FIG. 4 . 
           [0037]      FIGS. 7A and 7B  show the assembly and details of a tightening system according to an alternative embodiment of the present invention. 
           [0038]      FIG. 8  show assembly details of the embodiment shown in  FIG. 7A . 
           [0039]      FIG. 9A  shows the installed device using the tightening system of  FIG. 4  from the outer side of the wheel. 
           [0040]      FIG. 9B  shows the installed device using the tightening system of  FIG. 7A  from the outer side of the wheel. 
           [0041]      FIG. 10A  shows connection details of an alternate embodiment. 
           [0042]      FIG. 10B  shows connection details of an alternate embodiment. 
           [0043]      FIG. 11A  shows assembled tightening system of the alternate embodiment shown in  FIG. 10A . 
           [0044]      FIG. 11B  shows assembled tightening system of the alternate embodiment shown in  FIG. 10B . 
           [0045]      FIG. 12  shows the tightening mechanism used in tightening system of  FIG. 4  in three subassemblies. 
           [0046]      FIG. 13  shows exploded view of the first subassembly shown in  FIG. 12 . 
           [0047]      FIG. 14  shows exploded view of the second subassembly shown in  FIG. 12 . 
           [0048]      FIG. 15  shows exploded view of the third subassembly shown in  FIG. 12 . 
           [0049]      FIG. 16  shows simplified exploded view of the clutch mechanism used in the tightening mechanism of  FIG. 4  together with ratchets and pawls. 
           [0050]      FIG. 17  shows simplified top view of ratchet and pawl engagement used in the tightening mechanism of  FIG. 4 . 
           [0051]      FIG. 18  shows a complete cross-section (taken along plane S) of the tightening mechanism of  FIG. 4 . 
           [0052]      FIG. 19A  shows revolved cross-section (taken along U-V) of simplified tightening system of  FIG. 4 . 
           [0053]      FIG. 19B  shows details of securing the connecting member of tightening system of  FIG. 4  inside its tightening mechanism. 
           [0054]      FIG. 20  shows a complete cross-section (taken along plane S) of the tightening mechanism of  FIG. 4  showing locked and unlocked configurations. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0055]    Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. 
         [0056]    A retaining ring ( 14 ) according to the present invention is shown in  FIG. 2 . The ring ( 14 ) comprises a plurality of retaining portions ( 15 ), two end portions ( 16 ), a plurality of nests ( 17 ) and a plurality of shoulders ( 18 ) acting as stoppers. Nests ( 17 ) are designated to host inner extensions ( 79 ) which connect surface contact members ( 63 ) to the retaining portions ( 15 ). 
         [0057]    The perspective view of a fastener ( 19 ) is illustrated in  FIG. 3A . On the tip of top face T, there is a boss-like securing element ( 21 ) which has a neck N and a head H as shown in Detail A. A plurality of adjustment apertures ( 20 ) are designated to host securing element ( 21 ) of an adjoining fastener ( 19 ). Obviously, as the number of adjustment apertures ( 20 ) increases, retaining ring ( 14 ) can be easily adjusted to fit a wide range of wheel sizes. 
         [0058]    The anti-skid device of the present invention comprises a plurality of surface contact members ( 63 ) which are made of substantially flexible and sufficiently elastic high-performance polymers such as Polyurethane elastomers. The material may be enriched with anti-skid agents such as Silica and abrasive particles such as Silicon Carbide or Aluminum Oxide. 
         [0059]      FIG. 4  shows an alternative slim tightening system ( 135 ) which has mechanical advantage over previously mentioned tightening systems, and comprises a tightening mechanism ( 130 ), two resilient connecting members ( 128 ), two expandable sleeves ( 116 ), and two attachment means ( 117 ). Connection assembly ( 134 ) is shown on one side of the tightening mechanism ( 130 ), and on the other side, exploded view of connection assembly ( 134 ) is illustrated. During assembling, one end of the connecting member ( 128 ) is secured into tightening mechanism ( 130 ) where the base ( 124 ) of sleeve ( 116 ) is reclined on the tightening mechanism ( 130 ) and the sleeve ( 116 ) is sandwiched between base ( 123 ) of sleeve support ( 122 ) and tightening mechanism ( 130 ) by screws ( 127 ) through holes ( 136 ) and ( 190 ) ( FIGS. 5 and 14 , respectively) all the way inside tightening mechanism ( 130 ). Also, sleeve ( 116 ), washers ( 120 ), opposite end of connecting member ( 128 ), and attachment means ( 117 ) are aligned and put together by fasteners ( 118 ) and ( 119 ) through holes ( 121 ,  125 , and  129 ). Attachment means ( 117 ), washers ( 120 ), and sleeve supports ( 122 ) may be made of high impact polymers such as Reinforced Polyamide 66 or the like, whereas sleeves ( 116 ) may be made of elastic materials such as EPDM. Sleeves ( 116 ) also completely protect the connecting members ( 128 ) from external environment, and elongates or contracts during tightening and releasing the device preferably by means of bellows ( 126 ). 
         [0060]      FIG. 5  illustrates sectioning of connection assembly ( 134 ) by plane S.  FIG. 5A  shows that wire ( 137 ) passes through the sleeve ( 116 ), enters attachment means ( 117 ) and extends all the way into fastener ( 118 ) from aperture ( 139 ). Then, as shown in  FIG. 5B , fastener ( 119 ) is driven into fastener ( 118 ) jamming—therefore securing—the wire ( 137 ) between the base ( 141 ) of fastener ( 118 ) and tip ( 140 ) of fastener ( 119 ). Connecting member ( 128 ) is basically comprised of a coil spring ( 143 ) and two stranded steel wires ( 137 ) (which may be coated with low-friction materials like Nylon, PTFE, or Teflon in order to reduce friction during tightening and releasing) tips ( 138 ) of which are welded to prevent separation of strands from one another. Coil spring ( 143 ) behaves like a tensioner to take-up any slack during installation and operation, to continually apply closure force to the whole device, and also to neutralize the instabilities and deformations which may occur due to dynamic interactions between ground and tire ( 4 ). Instead of a coil spring ( 143 ), other resilient tensioners (e.g. rubber cords, etc.) can be used. Each wire ( 137 ), having a stopper ( 144 ), passes through retainer ( 142 ) and the coil spring ( 143 ), and secured back into the retainer ( 142 ) by means of set screws ( 145 ). 
         [0061]      FIGS. 6A through 6C  show how to fasten and secure attachment means ( 117 ) to the surface contact member ( 63 ) from its proximal end ( 47 ). First, attachment means ( 117 ) is engaged with the boss member ( 146 ) from its wide aperture ( 131 ) ( FIG. 4 ) at position P 3 . Attachment means ( 117 ) is then pulled in direction D 10  passing the zigzag pattern ( 132 ) ( FIG. 4 ), and engages with narrow aperture ( 133 ) ( FIG. 4 ) at position P 4 . Because narrow aperture ( 133 ) is slightly wider than neck ( 147 ) but substantially narrower than boss member ( 146 ), attachment means ( 117 ) cannot escape by mistake when boss member ( 146 ) is at position P 4 . By pushing attachment means ( 117 ) in direction D 11  and pulling apart from proximal end ( 47 ), tightening system ( 135 ) is disengaged from proximal end ( 47 ). Zigzag pattern ( 132 ) prevents displacement of boss member ( 146 ) from position P 4  to position P 3  during operation.  FIG. 9A  illustrates a complete assembly using tightening system ( 135 ) on the wheel ( 1 ) from the outer side ( 2 ). 
         [0062]      FIGS. 7A ,  7 B,  8  and  9 B show details of a tightening system ( 135 ) ( FIG. 9B ) where the tightening mechanism ( 130 ) is mounted on extending adapter portion ( 67 ) of surface contact member ( 63 ). Said adapter portion ( 67 ) necessarily exists on proximal end ( 47 ) of surface contact member ( 63  or  71 ) only when tightening mechanism ( 130 ) itself is located on proximal end ( 47 ) as shown in  FIG. 9B . Tightening mechanism ( 130 ) has a projection ( 152 )—which sits on cavity ( 68 )—and a plurality of nut extensions ( 150 ) which sit on recesses ( 69 ) and pass through holes ( 70 ) to be secured to adapter portion ( 67 ) by screws ( 83 ). Tightening system ( 135 ) has one connection assembly ( 134 ) with a longer sleeve ( 116 ). 
         [0063]    Tightening system shown in  FIG. 10A  has a tightening mechanism ( 130 ) which has a plurality of connection assemblies ( 134 ) ( FIG. 4 ), the number of which depends on the number of surface contact members ( 71 ) used in the device. Embodiment shown in  FIG. 10B  comprises a plurality of tightening systems ( 135 ) ( FIG. 9B ) which are connected to boss members ( 146 ) on a terminal node ( 156 ) from their attachment means ( 117 ). Number of boss members ( 146 ) and tightening systems ( 135 ) depend on the number of surface contact members ( 71 ) used in the device. Embodiments shown in  FIGS. 10A and 10B  tighten surface contact members ( 71 ) towards the central axis of the wheel ( 1 ) as shown in  FIGS. 11A and 11B , respectively. 
         [0064]      FIG. 12  illustrates three subassemblies which constitute the tightening mechanism ( 130 ). Materials used in tightening mechanism ( 130 ) are preferably made of light weight and high strength materials. Equally, moving parts shall have low friction coefficients and be wear resistant.  FIGS. 13 ,  14  and  15  show exploded views of Subassemblies  1 ,  2  and  3 , respectively. In Subassembly  1  of  FIG. 13 , cylindrical sleeve ( 177 )—having a narrow cylindrical tip ( 178 ) and hexagonal inner bore ( 179 )—surrounds and journals hexagonal rod ( 175 ) inside reel ( 172 ). Length of cylindrical sleeve ( 177 )—excluding tip ( 178 )—is equal to the length of bore ( 171 ) of reel ( 172 ). Rod ( 175 ) has two inner threaded portions ( 176 ) at its tips. Rod ( 175 ) is longer than sleeve ( 177 ) and unequally extends from the ends of sleeve ( 177 ) when surrounded by it. Planet gears ( 168 ) settle on cylindrical extensions ( 169 ) of reel ( 172 ). Planet gears ( 168 ), together with sun gear ( 167 ) and ring gear ( 183 ) (see Subassembly  2  of  FIG. 14 ), constitute a planetary gear system. Instead of planetary gear system, other gearsets like a wormset may be employed. It may also be self-locking or employ a ratchet and pawl system. Tips ( 170 ) of extensions ( 169 ) extend from inside planet gears ( 168 ) and pass through holes ( 166 ) of support plate ( 165 ), and terminate in the recesses (not shown) at the top face of cipher plate ( 162 ). Then, rod ( 175 ) and sleeve ( 177 ) together pass through bore ( 171 ) of reel ( 172 ), and lower tip of rod ( 175 ) extends from sleeve ( 177 ) and sits inside hexagonal bore of sun gear ( 167 ). Then, screw ( 164 ) is driven into inner threaded portion ( 176 ) of the lower tip of rod ( 175 ) stacking the cipher plate ( 162 ), support plate ( 165 ), sun gear ( 167 ) and planet gears ( 168 ), and reel ( 172 ) together. Then, bottom plate ( 161 ) is fastened to bottom face of cipher plate ( 162 ) by driving screws ( 157 ) through threaded bores ( 158 ,  159 ). Said screws ( 157 ) extend from top face of cipher plate ( 162 ) and penetrates into threaded slots ( 181 ) of the casing ( 192 ) ( FIG. 14 ). Reel ( 172 ) has one or a plurality of passageways ( 173 )—number of which depends on the number of connection assemblies ( 134 ) used in the device—through which a wire ( 137 ) is passed and jammed inside the thickness of reel ( 172 ) by means of set screw(s) ( 174 ). When rod ( 175 ) is rotated, wire(s) ( 137 ) is/are wound around reel ( 172 ) in a way to tighten the anti-skid device. Projection ( 152 ) has a cavity inside ( FIG. 20 ) so that screw ( 164 ) can freely rotate (together with rod  175 ) around its unthreaded portion. Furthermore, cipher plate ( 162 ) has a plurality of cipher cavities ( 163 ) of same or different widths that engage with the cipher projections ( 182 ) of casing ( 192 ) when casing ( 192 ) encapsulates Subassembly  1  of  FIG. 13 . There may be some cipher markings ( 160 ) on bottom plate ( 161 ) for error-proofing—so as to align threaded bores ( 158 ,  159 )—while fastening bottom plate ( 161 ) to cipher plate ( 162 ). 
         [0065]    Casing ( 192 ) encapsulates Subassembly  1  in a way that planet gears ( 168 ) make a gear mesh with ring gear ( 183 ) to form a planetary gearset. Sleeve ( 116 ) and sleeve support ( 122 ) settles onto base ( 188 ) of sleeve extension ( 186 ) (number of which depends on the number of connection assemblies ( 134 ) used in the system) on casing ( 192 ), encapsulating the wire extension ( 189 ). Wire ( 137 ) enters from hole ( 191 ), passes through the thickness of casing ( 192 ), and exits from hole ( 185 ), and then enters the reel ( 172 ) by leaning on the bending wall ( 184 ). Casing ( 192 ) may also have a plurality of wings ( 155 ) so that the user can press against the tightening mechanism ( 130 ) with one hand while tightening the system with the other hand. Subassembly  2  has a lock component ( 193 ) in two halves which are mounted on the casing ( 192 ) by driving screws ( 180 ) into nuts ( 198 ) which pass through bores ( 187 ,  197 ). Lock component ( 193 ) has an outer sidewall ( 194 ) around its periphery which acts as a sealing device that prevents slush, water, sand, mud or dust entry into the tightening mechanism ( 130 ) when coupled with sealing slot ( 210 ) of knob ( 212 ) (Subassembly  3 ). Otherwise, slush or water would freeze inside the mechanism ( 130 ) and clog the moving parts which would make the device inoperative. Lock component ( 193 ) has an inner sidewall ( 195 ) which is preferably constructed in the form of a plurality of recessed portions ( 195 )—separated from each other by gaps ( 196 )—on its periphery. Each recessed portion ( 195 ) is U-shaped with a gap ( 229 ) ( FIG. 20 ). Gaps ( 196 ) and ( 229 ) provide flexing of lock component ( 193 ) during locking and unlocking the tightening mechanism ( 130 ). 
         [0066]    As illustrated in  FIG. 14 , the tightening mechanism ( 130 ) comprises in between the reel ( 172 ) and the upper clutch ( 206 ) ( FIG. 15 ), a locking component ( 193 ) which has a base plate ( 240 ), an inner sidewall ( 195 ) and an outer sidewall ( 194 ). Both of the sidewalls ( 194 ,  195 ) stand perpendicular to said base plate ( 240 ).). As shown in  FIG. 20 , the inner sidewall ( 195 ) has a plurality of recesses ( 230 ,  231 ) which are adapted to engage with a peripheral projection ( 209 ) of the upper clutch ( 206 ) for holding the knob in place during locked and unlocked positions of the knob ( 212 ). The knob ( 212 ) is in the unlocked position ( 227 ) when the knob ( 212 ) is not pressed and in the locked position ( 228 ) when the knob ( 212 ) is pressed. As outlined above, the outer sidewall ( 194 ) enters partly or fully, respectively in unlocked and locked positions of the knob, into a corresponding slot ( 210 ) of said knob ( 212 ) for sealing inner volume of the tightening mechanism ( 130 ) from outside conditions. 
         [0067]    Lower clutch ( 199 ) has ratchet teeth ( 200 ) on the top and sits on top of casing ( 192 ) (as shown in  FIG. 16 ). Thin edge ( 201 ) reduces friction during rotation. Rod ( 175 ) terminates at the base of hexagonal recess ( 202 ) and secured to lower clutch ( 199 ) by driving the screw ( 203 ) through threaded bore ( 221 ) ( FIG. 16 ) of lower clutch ( 199 ) from the top side, and then through inner threaded portion ( 176 ) of rod ( 175 ). In Subassembly  3  (see  FIG. 15 ) there is an upper clutch ( 206 ) having a peripheral projection ( 209 ) (to be engaged with recesses  230  and  231 ), a peripheral foot ( 214 ), clutch teeth ( 208 ), a clutch guide ( 223 ), pawls ( 207 ), and two threaded bores ( 215 ). Foot ( 214 )—when tightening mechanism ( 130 ) is in the unlocked position ( 227 ) (FIG.  20 )—touches the bottom faces ( 232 ) ( FIG. 20 ) of recessed portions ( 195 ), and prevents upper clutch ( 206 )—and hence the knob ( 212 )—from being disengaged from the system. By rotating the knob ( 212 ) in the locked position ( 228 ) where projection ( 209 ) couples with recess ( 231 ) ( FIG. 20 ), clutch teeth ( 208 ) and ( 200 ) engage so that clutches ( 206 ,  199 ), rod ( 175 ), and the sun gear ( 167 ) rotate together. Rotating the sun gear ( 167 ) also rotates planet gears ( 168 ) around stationary ring gear ( 183 ). Therefore, the reel ( 172 ) (which behaves like the moving carrier of the planetary gearset) rotates together with planet gears ( 168 ) in a way to wind the wire ( 137 ). On the contrary, in unlocked position ( 227 ) where projection ( 209 ) couples with recess ( 230 ) ( FIG. 20 ), clutch teeth ( 208 ) and ( 200 ) disengage from each other, lower clutch ( 199 ) and the reel ( 172 ) freely rotate with the tension inherent in the wound wire ( 137 ) in a way to release tightening system ( 135 ). Clutch guide ( 223 ) telescopes in guide recess ( 222 ) ( FIG. 16 ) during locking and unlocking the tightening mechanism ( 130 ). Pawls ( 207 ) are always engaged with peripheral ratchet teeth ( 217 ) ( FIGS. 16 ,  17 ) making the knob ( 212 ) and upper clutch ( 206 ) rotate in clockwise direction only. Despite lower clutch ( 199 ) tries to rotate the upper clutch ( 206 ) in releasing direction due to tension inherent in the wound wire ( 137 ), this self-locking attribute prevents wire ( 137 ) from being unwound in the locked position ( 228 ) even if the user stops rotating the knob ( 212 ). Lower clutch ( 199 ) freely rotates in releasing direction to unwind the wire ( 137 ) only when user pulls the knob ( 212 ) disengaging upper clutch ( 206 ) from lower clutch ( 199 ) as shown in unlocked position ( 227 ) ( FIG. 20 ). Upper clutch ( 206 ) and knob ( 212 ) are assembled together by fastening the nuts ( 204 ) (which have also outer threads ( 205 ) to engage with the threaded bores  215 ) and screws ( 213 ) through holes ( 216 ). 
         [0068]      FIG. 18  shows sectioning of a simplified tightening mechanism ( 130 ) by plane S. Wire ( 137 ) enters casing ( 192 ) by passing through holes ( 191 ) (of wire extension  189 ) and hole ( 185 ), and terminates inside the reel ( 172 ). Wire ( 137 ) is jammed and secured in reel ( 172 ) (shown in  FIG. 19B ). While tightening, wire ( 137 ) is wound around reel ( 172 ) and leans on the bending wall ( 184 ) which prevents the wire ( 137 ) from kinking and protects the edge of hole ( 185 ) from being worn out. Additionally, the bending wall ( 184 ) creates additional tension on wire ( 137 ) by bending the wire ( 137 ). 
         [0069]      FIG. 19A  illustrates a revolved sectioning of a simplified tightening mechanism ( 130 ) in the direction U-V to reveal the method of securing the wire ( 137 ) inside the reel ( 172 ).  FIG. 19B  further clarifies how wire ( 137 ) is secured by jamming inside reel ( 172 ).  FIG. 20  illustrates the sectioning of a complete tightening mechanism ( 130 ) by plane S, in its unlocked position ( 227 ) and locked position ( 228 ). During locking and unlocking, outer sidewall ( 194 ) always stays inside sealing slot ( 210 ). Also, clutch teeth ( 200 ) are declined towards the center whereas clutch teeth ( 208 ) are inclined towards the center providing easier clutching.