Patent Publication Number: US-2019184778-A1

Title: Traction Increasing Wheel Accessory System

Description:
The U.S. non-provisional application Ser. No. 15/873,708 claims a priority to a U.S. provisional application Ser. No. 62/599,161 filed on Dec. 15, 2017. The current application is filed on Dec. 17, 2017 while Dec. 15, 2017 was on a weekend. 
    
    
     FIELD OF THE INVENTION 
     The present invention relates generally to an accessory for vehicle wheels. More specifically, the present invention relates to a wheel accessory system that is utilized to increase the traction between the ground surface and the wheels. 
     BACKGROUND OF THE INVENTION 
     Snow chains or mud chains are devices fitted to the tires of vehicles to provide maximum traction when driving through snow, ice, mud, or any kind of saturated surfaces. Generally, snow chains or mud chains are attached to the drive wheels of a vehicle or integrated on to a special deploy systems which swing under the tires automatically. Snow chains or mud chains are usually sold in pairs and often must be purchased to match a particular tire size (tire diameter and tread width), although some designs can be adjusted to fit various sizes of tire. Even though driving with snow chains or mud chains reduce fuel efficiency and can change speed of the automobile, they increase traction and braking on snowy or icy surfaces thus improving the overall safety of the vehicle. However, these existing snow chains or mud chains sometimes fail to provide added traction in extreme weather condition due to their basic design concept. Furthermore, these existing snow chains or mud chains tend to loss tension and comes off the wheels during operation due to the standard sizes. Furthermore, these existing snow chains or mud chains do not provide any log-climbing abilities that are useful in off-road environments. 
     It is an objective of the present invention to provide an improved traction increasing wheel accessory system. The present invention is designed for any vehicle that obtains its forward or backward motion through applying force to a contact surface. The present invention is designed to be used in any industry or any vehicle type. In its preferred embodiment, the present invention can be used on passenger vehicles, dump trucks, semi-tractor trailers, wheeled cranes, graders, fork lifts, boom lifts, motorized man baskets, mining equipment, construction equipment, logging equipment, pickup trucks, sport utility vehicles, UTV&#39;s, ATV&#39;s, etc. The present invention is specifically designed to assist in conditions associated with snow, ice, high moisture soils, loose soils, and debris such as in landfills, woodlands, etc. Configuration of the present invention further reduces material buildup, such as snow compacting, within the device and transfers maximum power to move the vehicle. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a perspective view of present invention, wherein the present invention is looped around a wheel and showing the detail view taken within section A and B. 
         FIG. 2  is a perspective detailed-view taken within section B of  FIG. 1 , showing the outer fastener of the present invention and attachment of the outer fastener to the outer chain. 
         FIG. 3  is a perspective detailed-view taken within section A of  FIG. 1 , showing the inner fastener of the present invention and attachment of the inner fastener to the inner chain. 
         FIG. 4  is a rear view of the present invention, wherein the present invention is in a circular configuration. 
         FIG. 5  is a side view for one of the plurality of anti-skids showing the terminal configuration of the inner shoulder body, outer shoulder body, inner wall body, and the outer wall body to the cross body. 
         FIG. 6  is a perspective view for one of the plurality of anti-skids showing the sub components of the inner shoulder body, outer shoulder body, inner wall body, the outer wall body, and the cross body. 
         FIG. 7  is a sectional view of the present invention, showing the external engagement between the outer shoulder body to the outer chain and the inner shoulder body to the inner chain. 
         FIG. 8  is a perspective view for one of the plurality of anti-skids showing the sub components of the inner shoulder body, outer shoulder body, and the cross body. 
     
    
    
     DETAIL DESCRIPTIONS OF THE INVENTION 
     All illustrations of the drawings are for the purpose of describing selected versions of the present invention and are not intended to limit the scope of the present invention. 
     The present invention is traction increasing wheel accessory system for vehicles when driving through snow, ice, mud, or any kind of saturated surfaces. The present invention consists of paddles with an aggressive traction pattern, wherein the paddles are put into a continuous loop around a wheel. The paddles are set perpendicular to the direction of travel between the wheel and the contact surface. When rotational motion/force is applied to the wheel, the present invention latches onto an interface surface of the wheel with a greater transfer of traction force than the wheel would have directly with the contact surface. The present invention then transfers that force to the paddles, with the aggressive traction pattern, and transfers the force to the contact surface to move the vehicle in the desired direction of travel. 
     In reference to  FIG. 1  and  FIG. 4 , the present invention comprises a plurality of anti-skids  1 , an outer chain  24 , an inner chain  27 , an outer fastener  28 , and an inner fastener  29 , wherein each of the plurality of anti-skids  1  comprises a cross body  2 , an outer shoulder body  8 , and an inner shoulder body  12 . In reference to the general configuration of the present invention, the inner shoulder body  12  is terminally connected to the cross body  2  from one end. The outer shoulder body  8  is terminally connected to the cross body  2  from the opposite end and positioned opposite of the inner shoulder body  12 . Resultantly, the cross body  2 , the outer shoulder body  8 , and the inner shoulder body  12  complete the each of anti-skids  1  that is looped around the wheel. The outer chain  24  is externally engaged with the outer shoulder body  8  of each of the plurality of the anti-skids  1  so that the outer chain  24  is able to secure the plurality of the anti-skids  1 , adjacent and around the outer sidewall of the tire. The inner chain  27  is externally engaged with the inner shoulder body  12  of each of the plurality of the anti-skids  1  so that the inner chain  27  is able to secure the plurality of the anti-skids  1 , adjacent and around the inner sidewall of the tire. The outer fastener  28  is terminally attached to a first end  25  of the outer chain  24 . The inner fastener  29  is terminally connected to a first end  25  of the inner chain  27 . The outer fastener  28  and the inner fastener  29  either secure to each other delineating a single track-assembly for the present invention or secure to a corresponding fastener of another wheel accessory system delineating multi-track assembly for the present invention. Additionally, alternating distance between each of the plurality of anti-skids  1  allows for a varying traction pattern between the present invention and the contacting surface, increasing the effectiveness of transferring frictional force between the present invention and the contacting surface. 
     In reference to  FIG. 5-6 , the cross body  2  that is positioned against the tread area of the tire and comprises a cross plate  3 , an opening  4 , a first cross tab  5 , a second cross tab  6 , and a separator wall  7 . The cross body  2  is fabricated form a single piece of material to keep manufacturing costs low and provide an economical solution to the consumer. The cross body  2  is preferably fabricated from metal materials or any other types of rigid material that can provide a higher transfer of frictional force in some conditions. The cross plate  3  is positioned adjacent to the tread area of the tire as a slip resistant texture/finish covers a contacting surface of the cross plate  3 . The slip resistant texture/finish increases the transfer of friction force from the wheel to the present invention thus minimizing slippage between the contacting surface and the tread area of the tire. The opening  4  traverses through the cross plate  3 . More specifically, the opening  4  functions as a channel structure to serve two purposes. First, the opening  4  aids and increases the transfer of friction force between the wheel and present invention about the contacting surface. Second, the opening  4  assists in the release of compacting material between the first cross tab  5 , the cross plate  3 , and the second cross tab  6 . 
     In reference to  FIG. 5-6 , the first cross tab  5  is terminally connected along the cross plate  3 . The second cross tab  6  is terminally connected along the cross plate  3  and positioned opposite of the first cross tab  5 . The opening  4 , the first cross tab  5 , and the second cross tab  6  are positioned in between the outer shoulder body  8  and the inner shoulder body  12  as the first cross tab  5  and the second cross tab  6  are oriented opposite of the contacting surface. In other words, the first cross tab  5  and the second cross tab  6  are positioned perpendicular to the directional force so that the first cross tab  5  and the second cross tab  6  do not collapse under the gravitational and impact loading. As mentioned before, the first cross tab  5  and the second cross tab  6  assist in the release of compacting material from the cross body  2 . 
     The present invention further comprises alternating tread patterns that are traversed through the first cross tab  5  and the second cross tab  6 . The alternating thread patterns aid to break traction lines and increase transfer of friction force between the present invention and the contacting surface. The alternating tread patterns are completed with hardened traction edge for wear resistance and to assist in the transfer of frictional force between the present invention and the contacting surface. Optionally, varying teeth patterns can be cut into the first cross tab  5  and the second cross tab  6  for various surface conditions. For example, one pattern can be produced for the forestry industry, another for mining, yet another for bogs and wetlands, etc. Additionally, the first cross tab  5  and the second cross tab  6  can vary in length, width, thickness, and material for differing supporting surface conditions and different usage. Due to the adjacent positioning of the first cross tab  5  and the second cross tab  6  of each of the plurality of anti-skids  1 , the present invention is able to effectively climb snow/ice/mud covered log with respect to tires that are preferably 22 to 35 inches in diameter. 
     In reference to  FIG. 5-6 , the separator wall  7  is perpendicularly connected to the cross plate  3 , the first cross tab  5 , and the second cross tab  6 . The separator wall  7  is symmetrically positioned in between the outer shoulder body  8  and the inner shoulder body  12 . More specifically, the separator wall  7  improves the structural integrity of the cross plate  3  thus overcoming any structural weakness that may occur due to the positioning of the opening  4 . Furthermore, the separator wall  7  also assists in the release of compacting material from the cross body  2  by weakening and separating the compacting material between the first cross tab  5 , the cross plate  3 , and the second cross tab  6  into two separate area. Furthermore, the separator wall  7  also assists in adding tractive force in the direction lateral to tire rotation. For example, when a vehicle is moving along a slope where the vehicle can be tilted, the separator wall  7  adds lateral load resistance force to the wheels of the vehicle thus reducing lateral sliding. As a result of the reduction of the lateral sliding, when a vehicle is at an “oversteer condition” the axle that is mechanically coupled with the present invention is less likely to fail in a lateral direction relative to the vehicles direction of travel. In reference to  FIG. 7 , the outer shoulder body  8  that engages with the outer chain  24  is angularly connected to the cross body  2 . More specifically, the angular connection between the outer shoulder body  8  and the cross body  2  allow the outer shoulder body  8  to rest up against the outer shoulder area of the tire thus providing a snug placement for the plurality of anti-skids  1 . The connection between the outer shoulder body  8  and the cross body  2  delineates a rounded geometry to reduce potential wear points on the wheel at the interface between the tire and the present invention. Furthermore, the outer shoulder body  8  places the outer chain  24  above the ground surface so that positioning of the outer chain  24  does not get tangle with any surface objects such as vine, shrubs, and bushes. The outer shoulder body  8  comprises an outer shoulder plate  9 , a first outer shoulder tab  10 , and a second outer shoulder tab  11 . The first outer shoulder tab  10  is terminally connected along the outer shoulder plate  9  in such a way that the first outer shoulder tab  10  is aligned with the first cross tab  5 . The second outer shoulder tab  11  is terminally connected along the outer shoulder plate  9  and positioned opposite of the first outer shoulder tab  10 , wherein the second outer shoulder tab  11  is aligned with the second cross tab  6 . The first outer shoulder tab  10  and the second outer shoulder tab  11  provide additional lateral friction through the present invention when the wheel is struck or buried in saturated surfaces, also known as a rutting conditions. In other words, a rut is a depression made into the saturated soil surface by the passage of a vehicle or equipment. As the wheel sinks into a rut the first outer shoulder tab  10  and the second outer shoulder tab  11  assist in converting the rotational motion of the wheel into a lifting/forward motion of the vehicle. 
     In reference to  FIG. 5-7 , the present invention comprises at least one outer slot. The at least one outer slot traverses through the first outer shoulder tab  10  and the second outer shoulder tab  11  so that the outer chain  24  can be externally engaged with the first outer shoulder tab  10  and the second outer shoulder tab  11 . More specifically, the outer chain  24  is snapped/pressed into the at least one outer slot so that the outer chain  24  does not disengaged after being snapped/pressed due to reduced distance between channel tabs that allow the outer chain  24  to be inserted. In other words, the distance between the channel tabs is less than the diameter of the at least one slot. 
     In reference to  FIG. 7 , the inner shoulder body  12  that engages with the inner chain  27  is angularly connected to the cross body  2 . More specifically, the angular connection between the inner shoulder body  12  and the cross body  2  allow the inner shoulder body  12  to rest up against the inner shoulder area of the tire thus providing a snug placement for the plurality of anti-skids  1 . The connection between the inner shoulder body  12  and the cross body  2  delineates a rounded geometry to reduce potential wear points on the wheel at the interface between the tire and the present invention. Furthermore, the inner shoulder body  12  places the inner chain  27  above the ground surface so that positioning of the inner chain  27  does not get tangle with any surface objects such as vine, shrubs, and bushes. The inner shoulder body  12  comprises an inner shoulder plate  13 , a first inner shoulder tab  14 , and a second inner shoulder tab  15 . The first inner shoulder tab  14  is terminally connected along the inner shoulder plate  13  in such a way that the first inner shoulder tab  14  is aligned with the first cross tab  5 . The second inner shoulder tab  15  is terminally connected along the inner shoulder plate  13  and positioned opposite of the first inner shoulder tab  14 , wherein the second inner shoulder tab  15  is aligned with the second cross tab  6 . The first inner shoulder tab  14  and the second inner shoulder tab  15  provide additional lateral friction through the present invention when the wheel is struck or buried in saturated surfaces, also known as a rutting conditions. In other words, a rut is a depression made into the saturated soil surface by the passage of a vehicle or equipment. As the wheel sinks into a rut the first inner shoulder tab  14  and the second inner shoulder tab  15  assist in converting the rotational motion of the wheel into a lifting/forward motion of the vehicle. 
     In reference to  FIG. 5-7 , the present invention comprises at least one inner slot. The at least one inner slot traverses through the first inner shoulder tab  14  and the second inner shoulder tab  15  so that the inner chain  27  can be externally engaged with the first inner shoulder tab  14  and the second inner shoulder tab  15 . More specifically, the inner chain  27  is snapped/pressed into the at least one inner slot so that the inner chain  27  does not disengaged after being snapped/pressed due to reduced distance between channel tabs that allow the inner chain  27  to be inserted. In other words, the distance between the channel tabs is less than the diameter of the at least one slot. 
     Furthermore, the outer shoulder body  8  and the inner shoulder body  12  function as alignment members within the present invention so that the present invention can be secured and properly placed upon the wheel under various loading conditions. More specifically, the outer shoulder body  8  and the inner shoulder body  12  maintain the shoulder areas of the tire symmetrical to the cross body  2 . The outer shoulder body  8  and the inner shoulder body  12  also create a two points of contact that are offset from the contacting surface. As a result, the outer shoulder body  8  and the inner shoulder body  12  generate a binding condition between the wheel and the present invention further increasing the traction force. 
     In reference to  FIG. 2-3 , the outer fastener  28  and the inner fastener  29  each comprises a first fastener section  30  and a second fastener section  31 . The outer fastener  28  and the inner fastener  29  enable the ends of the outer chain  24  and the inner chain  27  to be connected to each other or to a corresponding fastener of another wheel accessory system. More specifically, the first fastener section  30  of the outer fastener  28  is attached to the first end  25  of the outer chain  24 . The second fastener section  31  of the outer fastener  28  is attached to the second end  26  of the outer chain  24 . Resultantly, the first fastener section  30  and the second fastener section  31  for the outer fastener  28  are able to mount the first end  25  and the second end  26  of the outer chain  24  into each other. The first fastener section  30  of the inner fastener  29  is attached to the first end  25  of the inner chain  27 . The second fastener section  31  of the inner fastener  29  is attached to the second end  26  of the inner chain  27 . Resultantly, the first fastener section  30  and the second fastener section  31  for the inner fastener  29  are able to mount the first end  25  and the second end  26  of the inner chain  27  into each other. Depending on the diameter of a wheel, the wheel may require a single wheel accessory system or a multiple wheel accessory system due to the weight of the present invention. 
     For example, when a wheel requires a single wheel accessory system to fully cover the diameter of the wheel, the first fastener section  30  and the second fastener section  31  of the outer fastener  28  secures the outer chain  24  around the wheel. Similarly, the first fastener section  30  and the second fastener section  31  of the inner fastener  29  secures the inner chain  27  around the wheel thus looping the single wheel accessory system around the wheel. When a wheel requires a first wheel accessory system and a second wheel accessory system to fully cover the diameter of the wheel, the second fastener section  31  for the outer fastener  28  and the inner fastener  29  of the first wheel accessory system are respectively attached to the second end  26  for the outer chain  24  and the inner chain  27  of the second wheel accessory system. Then, the second fastener section  31  for the outer fastener  28  and the inner fastener  29  of the second wheel accessory system are respectively attached to the second end  26  for the outer chain  24  and the inner chain  27  of the first wheel accessory system 
     In reference to  FIG. 5-6 , the present invention further comprises an outer wall body  16  that provides additional assist in converting the rotational motion of the wheel into a lifting/forward motion of the vehicle with respect to the outer sidewall of the tire. More specifically, the outer wall body  16  is terminally connected to the outer shoulder body  8  and positioned opposite of the cross body  2 . The outer wall body  16  comprises an outer wall plate  17 , a first outer wall tab  18 , and a second outer wall tab  19  as shown in  FIG. 1 . The outer wall plate  17  functions as the base structure in order to connect the first outer wall tab  18  and the second outer wall tab  19 . More specifically, the first outer wall tab  18  is terminally connected along the outer wall plate  17 . The second outer wall tab  19  is terminally connected along the outer wall plate  17 , opposite of the first outer wall tab  18 . As a result, the first outer wall tab  18  and the second outer wall tab  19  provide lateral friction for the outer sidewall of the tire. 
     In reference to  FIG. 5-6 , the present invention further comprises an inner wall body  20  that provides additional assist in converting the rotational motion of the wheel into a lifting/forward motion of the vehicle with respect to the inner sidewall of the tire. More specifically, the inner wall body  20  is terminally connected to the inner shoulder body  12  and positioned opposite of the cross body  2 . The inner wall body  20  comprises an inner wall plate  21 , a first inner wall tab  22 , and a second inner wall tab  23  as shown in  FIG. 1 . The inner wall plate  21  functions as the base structure in order to connect the first inner wall tab  22  and the second inner wall tab  23 . More specifically, the first inner wall tab  22  is terminally connected along the inner wall plate  21 . The second inner wall tab  23  is terminally connected along the inner wall plate  21 , opposite of the first inner wall tab  22 . As a result, the first inner wall tab  22  and the second inner wall tab  23  provide lateral friction for the inner sidewall of the tire. 
     Furthermore, the outer wall body  16  and the inner wall body  20  function as alignment members within the present invention so that the present invention can be secured and properly placed upon the wheel under various loading conditions. More specifically, the outer wall body  16  and the inner wall body  20  maintain the sidewalls of the tire symmetrical to the cross body  2 . The outer wall body  16  and the inner wall body  20  also create a two points of contact that are offset from the contacting surface. As a result, the outer wall body  16  and the inner wall body  20  generate a binding condition between the wheel and the present invention further increasing the traction force. 
     The plurality of the anti-skids  1  can be configured with or without the outer wall body  16  and the inner wall body  20 . More specifically, curvature for the tread area of the tire determines which embodiment of the plurality of the anti-skids  1  is required with the present invention. For example, when the tread area of the tire is generally curved, the present invention utilizes the plurality of the anti-skids  1  shown in  FIG. 5  so that the outer wall body  16  and the inner wall body  20  are able to fully support the tire along with the outer shoulder body  8  and the inner shoulder body  12 . When the tread area of the tire is generally flat, the present invention utilizes the plurality of the anti-skids  1  shown in  FIG. 8  thus eliminating the outer wall body  16  and the inner wall body  20  as the outer shoulder body  8  and the inner shoulder body  12  are sufficient enough to fully support the tire. 
     Although the invention has been explained in relation to its preferred embodiment, it is to be understood that many other possible modifications and variations can be made without departing from the spirit and scope of the invention as hereinafter claimed.