2. Description of the Background Art A tire slipping prevention apparatus is a winter season vehicle stability apparatus engaged to a tire capable of preventing a tire slipping when a vehicle runs on a snow road or an iced road. A well known conventional tire slipping prevention apparatus is a snow chain which includes a plurality of chains arranged on an outer surface of a tire which contacts with a ground and attached to the outer surface of the same and two wires for connecting the ends of the chains at both sides of the tire.

In the tire slipping prevention apparatus, the snow chain is capable of enhancing a friction coefficient of an outer surface of the tire which contacts with a ground and capable of supporting the entire weight of a vehicle. In addition, the snow chain must be easily detachable because it is used for only a snow road and iced road. Therefore, a snow chain formed of a metallic chain and wire is generally used for satisfying the above-described condition. However, the conventional metallic snow chain does not have an elastic force and is protruded from a grounding surface of the tire and does not has a certain flexibility, so that the snow chain is not engaged to a grounding surface of the

tire. Therefore, when a vehicle runs on the road, a vibration and noise occur for thereby significantly decreasing a vehicle riding feeling. In addition, the tire and road may be damaged due to a local pressure of the snow chain.

In order to overcome the above problems, recently, a tire slipping prevention apparatus having soft flat friction pads each having a certain width and formed of a synthetic resin or a rubber is generally used.

As shown in Figure 1, a conventional tire slipping prevention apparatus includes a plurality of friction pads 2 closely engaged to a ground surface 100a of a tire 100 in a horizontal direction and arranged along the grounding surface 1 00a of the same, and two wires 1 and 2 each having a certain length shorter than a surrounding length of the tire having a coupling member 10 in a state that ends of each of the friction pads 2 are fixed to a certain distance. A method for engaging a conventional tire slipping prevention apparatus will be explained as follows.

First, the friction pads 2 are arranged on a ground in a longitudinal direction in front of the tires of a vehicle, and then the vehicle is moved by a certain distance, so that the tires 100 are placed on the friction pads 2. Both ends of each of two wires 1 and 3 placed in an inner and outer portion of the tire 100 are connected each other for thereby forming a closed circle shape. Therefore, the friction pads 2 are pulled in the center direction of the tire 100 by the wires 1 and 3, so that the friction pads 2 are closely attached to the grounding surface 100a of the tire 100. In this state, when the vehicle runs, the friction pads 2 contact with a slipping ground before the grounding surface 100a of the tire 100 contacts with the slipping ground for thereby preventing a slipping of the tire 100.

As shown in Figure 2, the conventional tire slipping prevention apparatus has advantages in that since the soft friction pads 2 having a certain area determined based on its width are tightly engaged to the grounding surface 100a of the tire 100, a vibration and noise

are significantly decreased when a vehicle runs. Therefore, a vehicle riding feeling is not decreased compared to the metallic snow chain.

However, since the conventional tire slipping prevention apparatus is fixed based on only a tension force by the hoop stresses of the wires 1 and 3 having an engaging margin, a close contact force with respect to the grounding surface 100a of the tire 100 is weak.

Therefore, when the vehicle runs, the tire slipping prevention apparatus is moved in the circumferential direction of the tire 100 for thereby decreasing a slipping prevention effect.

In addition, it is impossible to adjust the lengths of the wires 1 and 3 and the friction pads 2, so that the tire slipping prevention apparatus is used only for a tire 100 having a certain standard size.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide an apparatus for preventing a slipping of a tire which overcomes the problems encountered in the conventional art and is easily and quickly engaged to and disengaged from the tires. In addition, the tire slipping prevention apparatus according to the present invention may be used for various size tires irrespective of the standard of the tires.

To achieve the above objects, there is provided an apparatus for preventing a slipping of a tire which includes a wire having separable coupling units connected at both ends of the wire at an inner side of a tire for thereby forming a circle shape having a diameter smaller than an outer diameter of the tire, a plurality of friction pads each having one end connected to the wire at a certain regular distance and extended from the wire across a grounding surface of the tire to an outer side of the tire and arranged along a grounding surface of the tire at a certain regular distance, a straight line movement conversion

mechanism inserted in an outer center portion of the tire for converting a moment generated in a handle in a radial direction from the center into a tension force in the center direction and applying the tension force to the other ends of the friction pads, a reverse rotation prevention unit for preventing a reverse rotation of the straight line movement conversion mechanism, and a pulling apparatus for closely contacting the friction pads to the tire by preventing a reverse rotation using the reverse rotation prevention unit wherein the straight line movement conversion mechanism pulls the other ends of the friction pads in the center direction of the tire based on the moment applied t the handle.

BRIEF DESCRIPTION OF THE DRAWINGS The present invention will become better understood with reference to the accompanying drawings which are given only by way of illustration and thus are not limitative of the present invention, wherein; Figure 1 is a view illustrating a conventional tire slipping prevention apparatus; Figure 2 is a perspective view illustrating a conventional tire slipping prevention apparatus ; Figure 3 is a perspective view illustrating an apparatus for preventing a slipping of a tire according to a first embodiment of the present invention; Figure 4 is a disassembled perspective view of the apparatus of Figure 3; Figure 5 is a view illustrating a state that the apparatus of claim 3 is engaged to a tire; Figure 6 is a perspective view illustrating an engaged state of an apparatus for preventing a slipping of a tire according to the present invention; Figure 7 is a disassembled perspective view illustrating an apparatus for

preventing a slipping of a tire according to a second embodiment of the present invention; Figure 8 is a perspective view of the apparatus of Figure 7; Figure 9 is a side view of the apparatus of Figure 7; Figure 10 is an enlarged disassembled perspective view illustrating a fixing structure with respect to a wire of a friction pad used in a tire slipping prevention apparatus according to the present invention; Figure 11 is a disassembled perspective view illustrating a straight line movement conversion mechanism according to a third embodiment of the present invention; and Figures 12 through 14 are a disassembled perspective view, a front view and a using state view of a tire slipping prevention apparatus according to a fourth embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The embodiments of the present invention will be explained with reference to the accompanying drawings.

Figure 3 is a perspective view illustrating an apparatus for preventing a slipping of a tire according to a first embodiment of the present invention.

As shown therein, a tire slipping prevention apparatus includes a wire 1 having both connected ends and an outer diameter smaller than the diameter of a tire, eight friction pads 2 fixed to the wire 1 at a certain distance, four pulling bars 43 for binding the friction pads 2 in two pads, a straight line movement conversion mechanism 4 for pulling the pulling bars 44 to the center of the tire using four pulling wires 43, and hooks 45a installed in the straight line movement conversion mechanism 4 for operating as a reverse rotation prevention unit for preventing a reverse rotation of the straight line

movement conversion mechanism 4.

The wire 1 is formed of a steel wire having a length smaller than a surrounding length of the tire and includes coupling members 10 engaged to both ends of the wire 1, so that the coupling members 10 are connected each other at an inner side of the tire 100 for thereby forming a circle having a diameter smaller than the outer diameter of the tire 100.

The friction pads 2 are formed of a flexible material like a urethane, foamed resin or rubber and each have a certain length. One end of each of the friction pads 2 is fixed to the wire 1 at a certain distance. The friction pads 2 are extended to the outer portion of the grounding surface 1200a of the tire 100 from the wire 1 having two ends connected for thereby forming a circle shape. Each of the other ends of the friction pads 2 is extended toward the center of the tire 100 from the outer portion of the tire 100. The friction pads 2 are closely contacted with the grounding surface 100a of the tire 100 and directly contact with a ground surface when a vehicle runs on a road for thereby preventing a slipping of the tire. The lengths and the number of the friction pads 2 may be determined based on the size of the tire 100. The pulling bar 44 is a steel bar having a curved center portion. Both ends of the pulling bar 44 are connected with neighbouring two friction pads 2 for thereby pulling the friction pads 2 in the center direction of the tire 100.

The straight line movement conversion mechanism 4 converts a rotation force applied to the handle 46 from the outside of the tire 100 into a tension force and pulls the pulling bars 44 in the center direction of the tire 100. As shown in Figure 4, the straight line movement conversion mechanism 4 includes a housing 40, a sun gear 41 installed in the center portion of the housing 40, four planet gears 42 engaged with the sun gear 41 at the surrounding portion of the sun gear 41, a four-stripe pulling wire 43 inserted from the outside of the housing 40 and wound on four planet gears 42, a cover 45 attached on the

housing 40 for preventing an escape of the gears 41 and 42, and a handle 4 dynamically connected with the sun gear 41 from the outside of the cover 45.

The housing 40 is a circular shape casing and includes a groove at the center portion of the same for receiving the sun gear 41 and four grooves formed in the surrounding portions of the same into which the planet gears 42 are inserted. In addition, a groove 40b is formed in a radial direction for guiding a movement of the pulling wire 43. The housing 40 rotatably fixes the sun gear 41 and the planet gears 42 which are inserted into the corresponding grooves and guides the axial direction movement of the pulling wire 43.

The sun gear 41 is fixedly inserted onto the rotation shaft 410 which is rotatably supported by the housing 40 at the center portion of the housing 40 and is rotated by the rotation of the handle 46 engaged to the rotation shaft 410.

The planet gears 42 are pinion gears which are arranged around the sun gear 41 and are engaged with the sun gear and are rotatably supported by a fixing pin fixed to the housing 40. One end of the pulling wire 43 is fixed to one side of the planet gear 42. The planet gears 42 include a winding portion 42a onto which the pulling wire 43 is wound.

The planet gears 42 are rotated by the rotation of the sun ear 41 and winds the pulling wire 43 onto the winding portion 42a and pulls the winding wire 43 in the center direction of the housing 40.

The pulling wire 43 is formed of a flexible wire and includes a lower end which is inserted through the groove 40b of the housing 40 and is fixed in the winding portion 42a of the planet gears 42. A hook 430 is installed at the end portion of the pulling wire 43 for engaging with the pulling bar 44. The pulling wire 43 is wound onto the planet gears 42 which is rotated by the sun gear 41 for thereby pulling the pulling bar 44 in the center direction of the housing 40.

The cover 45 covers the opened portion of the housing 40 for thereby preventing an escape of the sun gear 41 and the planet gears 42 provided in the housing 40 and is fixed to the housing 40 by a bolt 450. A plurality of hooks 45a are formed in the edge portion of the cover 45 in the counter clockwise direction for preventing a reverse rotation of the handle 46 and operate as a reverse rotation prevention member of the straight line movement conversion mechanism 4. The hooks 45a prevent the reverse rotation of the handle 46 which has an operational force in the clockwise direction.

The handle 46 is a rotation bar engaged to the rotation shaft 410 which fixes the sun gear 41 to the housing 40, using the bolt 461 by inserting a washer 460 onto the rotation shaft 410. The rotation force applied at the end portion of the handle 46 rotates the sun gear 41. In addition, in a state that the handle 46 is rotated by a certain degree, the handle 46 is hooked by the hooks 45a of the cover 45 for thereby stopping the reverse rotation of the same, so that the sun gear 41 is not reversely rotated. A fixing end portion of the handle 46 includes a screw shape elastic variation portion 46a for elastically supporting the sun gear 41 with respect to the hooks 45a. Therefore, the handle 46 is rotated until the sun gear 41 is not rotated, and the end portion of the same is engaged to the hooks 45a using an elastic variation of the elastic variation portion 46a, so that the sun gear 41 elastically supports the reverse rotation prevention member, namely, the hooks 45a by the handle 46. As a result, the elastic variation portion 46a of the handle 46 elastically fixes the sun gear 41 in a state that the sun gear 41 is rotated in maximum.

The apparatus for preventing a slipping of a tire according to the present invention is engaged to a tire by the following processes.

First, in a state that a vehicle is stopped, both ends of the wire (1 of Figure 3) are connected at the inner side of the tire for thereby forming a circle. The friction pads 2 which are fixed to the wire 1 and connected with the pulling bar 44 by two are extended

across the grounding surface of the tire and extended to the outer center of the tire. The pulling wire 46 of the straight line movement conversion mechanism 4 is connected with the pulling bar 44 for thereby temporarily fixing the straight line movement conversion mechanism 4. The handle 46 of the straight line movement conversion mechanism 4 is rotated in the counterclockwise direction until it is not rotated, and the end of the same is engaged with the hook 45a of the cover 45. The handle 46 is engaged with the hook 45a which is elastically extended by the elastic variation portion 46a. In this process, the pulling wire 46 is pulled by the straight line movement conversion mechanism 4, so that the friction pads 2 are extended. Therefore, the friction pads 2 are closely attached to the tire 100, and the tire slipping prevention apparatus according to a first embodiment of the present invention is engaged to the vehicle by the tension force between the pulling wire 46 of the straight line movement conversion mechanism 4 and the friction pads 2.

In the tire slipping prevention apparatus according to a first embodiment of the present invention, the flat shape friction pads 2 are closely contacted with the grounding surface 100a of the tire 100, so that a vibration and noise doe not occur when a vehicle runs. In addition, it is possible to engage the tire slipping prevention apparatus to the tires in a state that the vehicle is stopped. It is possible to easily and quickly engage to the tires.

Figures 6 and 7 are a perspective view and a disassembled perspective view of the tire slipping prevention apparatus according to a second embodiment of the present invention.

As shown in Figure 7, the tire slipping prevention apparatus according to a second embodiment of the present invention includes a wire (1 of Figure 3) having both ends connected each other at the inner side of the tire and having a circle having an outer diameter smaller than the tire 100, eight friction pads 2 fixed to the wire 1 at a certain distance, four pulling bars 55 for binding the friction pads 2 by two, a straight line

movement conversion mechanism 5 for pulling the pulling bars 55 in a center direction of the tire 100 using four stripe pulling wires 53, and hooks 50b formed in the straight line movement conversion mechanism 5 as a reverse rotation prevention member capable of preventing a reverse rotation of the straight line movement conversion mechanism 5.

The wire 1 is formed of a steel wire having a length shorter than the surrounding length of the tire and has coupling members 10 at both ends of the same which are coupled each other. The coupling members 10 are coupled at the inner side of the tire 100 and form a circle shape having an outer diameter smaller than the outer diameter of the tire 100.

The friction pads 2 are flat pads formed of a flexible material like urethane, foamed resin or rubber. One end of each of the friction pads 2 is fixed to the wire 1 at a certain distance. The friction pads 2 are extended from the wire 1 which has both ends connected each other at the inner side of the tire 100 and forms a circle shape to the outside of the grounding surface 1 osa of the tire 100, and the other ends of the same are extended from the outside of the tire 100 to the center of the tire 100. The friction pads 2 directly closely contact with the grounding surface 100a of the tire 100 for thereby preventing a slipping of the tire when a vehicle runs. The length and number of the friction pads 2 are determined based on the size of the tire 100.

The pulling bar 55 has a curved center portion. Both ends of the pulling bar 55 are connected with the neighbouring two friction pads 2 for thereby pulling the two friction pads 2 in the center direction of the tire 100.

The straight line movement conversion mechanism 5 converts a rotational force applied to the handle 56 from the outside of the tire 100 into a tension force in a center direction of the tire and pulls the bulling bar 55 in the center direction of the tire 100. As shown in Figure 6, the straight line movement conversion mechanism 5 includes a housing 50, a

rotation plate 52 rotatably installed at the center portion of the housing 50, a handle fixing plate 54 rotated integrally with the rotation plate 52, a four-stripe pulling wire 53 inserted from the outside of the housing 50 and wound onto the rotation plate 52, a handle 56 fixed to the handle fixing plate and dynamically connected with the rotation plate 52, and a fixing plate cover 57 for covering the handle fixing plate 54 and shielding the handle 56.

The housing 50 is a tray shape casing having a trim at an edge portion of the same.

Grooves 50a and engaging grooves 50b are alternately formed along the rim of the housing 50. In the housing 50, the rotation plate 52 passes through the center portion of the housing 50 and is inserted onto the rotation shape 51 which is rotatably engaged to the housing 50 using a washer 510.

The rotation plate 52 is a circular plate which is rotatably installed in the interior of the housing 50 and has a certain thickness for thereby winding the pulling wire 53 wound on the outer surface of the same.

The pulling wire 53 is inserted through the groove 50a of the housing 50 and is connected with an outer portion of the rotation plate 52 and includes a hook 530 engaged by the pulling bar 55. The pulling wire 53 is wound onto the rotation plate 52 for thereby pulling the pulling bar 55 engaged with the hook 530 in the center direction of the housing 50.

The handle fixing plate 54 is a circular plate fixedly inserted onto the rotation shaft 51 which fixes the rotation plate 52 to the housing 50. The handle 56 is fixed to the center portion of the handle fixing plate 54 using a handle fixing structure 54a. A cut portion 54b is formed on an outer portion of the same for thereby forming a certain space in which the handle 56 is freely moved therein in the upper and lower directions. The handle 56 is fixed with respect to the rotation shaft 51, so that the handle 56 is movable in the space.

The handle 56 is a rotation bar fixed to the rotation shaft 51 using the handle fixing plate 54 in a state that the rotation shaft 51 rotatably fixes the rotation plate 52 to the housing 50. The handle 56 is rotated by a rotation force applied to an end portion of the same and rotates the rotation plate 52 through the fixing plate 54 and the rotation shaft 51. In addition, in a state that the handle 56 is rotated by a certain angle, the handle 56 is engaged by the engaging groove 50a of the housing 50 for thereby stopping the reverse movement of the same, so that the rotation plate 52 is not rotated in the reverse direction. A screw shape elastic variation portion 56a is formed at a fixing end portion of the handle 56, so that the rotation plate 52 having a reverse rotation stopped by the engaging groove 50b is elastically supported by the housing 50, namely, the engaging groove 50b when the end portion of the handle 56 is engaged by the engaging groove 50b. Therefore, the handle 56 is rotated until the rotation plate 51 is not rotated, the end portion of the handle 56 is rotated more and engaged by the engaging groove 50b using the elastic variation of the elastic variation portion 56a. Therefore, the rotation plate 52 is elastically supported with respect to the reverse rotation prevention member, namely, the engaging groove 50b by the handle 56. As a result, the elastic variation portion 56a of the handle 56 elastically fixes the rotation plate 52 in a state that the handle 56 is rotated in maximum.

The tire slipping prevention apparatus according to a second embodiment of the present invention is engaged to the tire based on the following processes.

First, in a state that a vehicle is stopped, both ends of the wire (1 of Figure 3) are connected at the inner side of the tire for thereby forming a circle. The friction pads 2 which are fixed to the wire 1 and connected with the pulling bar 55 by two are extended across the grounding surface of the tire and extended to the outer center of the tire. The pulling wire 53 of the straight line movement conversion mechanism 5 is connected with

the pulling bar 55 for thereby temporarily fixing the straight line movement conversion mechanism 5. The handle 56 of the straight line movement conversion mechanism 5 is rotated in the counterclockwise direction until it is not rotated, and the end of the same is engaged with the nearest hook 50b of the housing 50. The handle 56 is elastically varied by the elastic variation portion 56a and is engaged with the engaging groove 50b.

In this process, the pulling wire 53 is pulled by the straight line movement conversion mechanism 5, so that the friction pads 2 are extended. Therefore, the friction pads 2 are closely attached to the tire 100, and the tire slipping prevention apparatus according to a second embodiment of the present invention is engaged to the vehicle by the tension force between the pulling wire 53 of the straight line movement conversion mechanism 5 and the friction pads 2.

In the tire slipping prevention apparatus according to a second embodiment of the present invention, the flat shape friction pads 2 are closely contacted with the grounding surface 100a of the tire 100, so that a vibration and noise doe not occur when a vehicle runs. In addition, it is possible to engage the tire slipping prevention apparatus to the tires in a state that the vehicle is stopped. It is possible to easily and quickly engage to the tires.

Figures 8 and 9 illustrate a using state and a front view of a tire slipping prevention apparatus according to a third embodiment of the present invention. Figure 10 is an enlarged disassembled perspective view illustrating a fixing structure with respect to a wire of a friction pad used in a tire slipping prevention apparatus according to the present invention, and Figure 11 is a disassembled perspective view illustrating a straight line movement conversion mechanism according to a third embodiment of the present invention.

As shown in Figure 8, the tire slipping prevention apparatus according to a third

embodiment of the present invention includes a wire (1 of Figure 3) having both ends connected at the inner side of the tire for thereby forming a circle having a diameter smaller than an outer diameter of the tire 100, eight friction pads 2 fixed to the wire 1 at a certain distance, four pulling bars 67 for binding the friction pads 2 by two, and a straight line movement conversion mechanism 6 for pulling the pulling bars 67 using four pulling racks 62 in the center direction of the tire 100.

The wire 1 is a steel wire having a length shorter than the surrounding length of the tire and includes a coupling member 10 at both ends of the same. The coupling members 10 are connected at the inner side of the tire 100 for thereby forming a circle having an outer diameter smaller than the outer diameter of the tire 100.

The friction pads 2 include a plurality of pads formed of a flexible material such as synthetic resin, urethane, flamed resin or rubber and include a certain length. One end of each of the friction pads 2 is fixed to the wire 1 at a certain distance. The friction pads 2 are extended from the wire 1 having both ends connected each other at the inner side of the tire 100 for thereby forming a circle to the outside of the grounding surface 100a of the tire 100. The other end of each of the friction pads 2 are extended from the outside of the tire 100 in the center direction of the tire 100. The friction pads 2 are closely contacted with the grounding surface 100a of the tire 100 for thereby directly contacting with a surface of the road when a vehicle runs and preventing a slipping of the tires. The lengths and number of the friction pads 2 are determined based on the size of the tire 100.

The pulling bar 67 is a steel bar including a curved center portion. Both ends of the same are connected with neighbouring two friction pads 2 for thereby pulling two friction pads 2 in the center direction of the tire 100.

The straight line movement conversion mechanism 6 converts a rotation force applied

to the handle at the outside of the tire 100 into a tension force in the center direction of the tire and pulls the pulling bars 67 in the center direction of the tire 100 and as shown in Figure 11 includes two housings 61 and 63 coupled each other, four pulling racks 62 movably installed opposite to each other with respect to the housings 61 and 63, a pinion gear 60 engaged to the two housings 61 and 63 and the pulling racks 62, respectively, a handle fixing plate 64 rotatably installed with respect to the pinion gear 60, a handle 65 fixed to the handle fixing plate 64 and dynamically connected with the pinion gear 60, and a fixing plate cover 66 for covering the handle fixing plate 64 and shielding a part of the handle 65.

The housing 61 and 63 are formed of a vertical rack housing 61 and a horizontal rack housing 63 and are flat-shaped cubic housings formed by two grooves in a vertical and horizontal directions and guide the movement of the pulling rack 62 inserted in each sliding groove to be moved in the opposite direction. In addition, a through hole is formed at each center of the housings 61 and 63, and the pinion gear 60 is inserted through the though hole and is engaged with the pulling rack 62.

The pulling racks 62 are inserted into the housings 61 and 63 by two. The pulling racks 62 are inserted into the housings 61 and 63 to be movable in the opposite direction by the pinion gear 60. A ring portion 62a is formed at an end portion of the pulling rack 62.

The ring portion 62a is engaged by the pulling bar 67. Each pulling rack 62 is moved in the center direction by the pinion gear 60 for thereby pulling the pulling bar 67 in the center direction of the tire.

The handle fixing plate 64 is a circular plate installed onto the fixing shaft 60a protruded from the pinion gear 60 and includes a handle fixing structure 64a at the center of the same, and the handle 65 is fixed thereto. A cut portion 64b is formed at an outer portion for thereby forming a certain space in which the handle 65 is movable in the upper and

lower directions. The handle fixing plate 64 fixes the handle 65 with respect to the fixing shaft 60a of the pinion gear 60, and provided a certain space in which the handle 65 is elastically movable in the rotation direction.

The handle 65 is a rotation bar fixed to the fixing shaft 60a of the pinion gear 60 by the handle fixing plate 64 and includes a hook 65b at the end portion of the same and is rotated by a rotation force applied to the end portion of the same for thereby rotating the pinion gear 60. In addition, in a state that the handle 65 is rotated by a certain angle, the hook 65b is engaged by the pulling bar 62 for thereby stopping the reverse rotation of the handle 65, so that the reverse rotation of the pinion gear 60 is prevented. A screw shape elastic variation portion is formed at a fixing end portion of the handle 65, so that the pinion gear 60 which has a stopped reverse rotation is elastically supported by the pulling rack 62 when the end portion of the handle 65 is engaged with the pulling rack 62.

Therefore, the handle 65 is rotated until the pinion gear 60 is not rotated, and the end portion of the handle 56 is rotated more using the elastic variation of the elastic variation portion 65a and is engaged with the more front portion pulling rack 62, so that the pinion gear 60 is elastically supported with respect to the pulling rack 62 by the handle 65. As a result, the elastic variation portion 65a of the handle 65 is elastically fixed in a state that the pinion is rotated in maximum.

Figure 10 is a view illustrating a fixing structure for fixing the friction pads 2 to the wire 1.

In Figures, reference numeral 200 represents a fixing pin, and 20 represents a fixing member fixed to the wire 1 for fixing the friction pads 2 using the fixing pin 200.

The tire slipping prevention apparatus according to a third embodiment of the present invention will be explained with reference to the accompanying drawings.

First, in a state that a vehicle is stopped, both ends of the wire (1 of Figure 3) are connected at the inner side of the tire for thereby forming a circle. The friction pads 2

which are fixed to the wire 1 and connected with the pulling bar 67 by two are extended across the grounding surface of the tire and extended to the outer center of the tire. The friction pads 2 fixed to the wire 1 and connected with the pulling bar 67 by two are extended to the outer center of the tire through the grounding surface of the tire. The hooks 62a of the pulling racks 62 of the straight line movement conversion mechanism 6 are connected with the pulling bar 67 for thereby temporarily fixing the straight line movement conversion mechanism 6. In this state, the handle 65 of the straight line movement conversion mechanism 6 is rotated in the counterclockwise direction until it is not rotated, and the hook 65b of the handle 65 is engaged to the nearest pulling rack 62. Therefore, the handle 65 is engaged to the pulling rack 62 based on an elastic variation by the elastic variation portion 65a. In this process, the pulling bar 67 is pulled by each pulling rack 62 in the center direction of the tire, so that the friction pads 2 are extended. The friction pads 2 are closely contacted with the tire 100, so that the tire slipping prevention apparatus according to a third embodiment of the present invention is engaged to the vehicle as shown in Figure 8 by a tension force applied between the pulling racks 62 of the straight line movement conversion mechanism 6 and each friction pad 2.

In the tire slipping prevention apparatus according to a third embodiment of the present invention, the flat shape friction pads 2 are closely contacted with the grounding surface 100a of the tire 100, so that a vibration and noise doe not occur when a vehicle runs. In addition, it is possible to engage the tire slipping prevention apparatus to the tires in a state that the vehicle is stopped. It is possible to easily and quickly engage to the tires.

Figures 12 through 14 are a disassembled perspective view, a front view and a using state view of a tire slipping prevention apparatus according to a fourth embodiment of the present invention.

As shown in Figure 12, the tire slipping prevention apparatus includes a wire (1 of Figure 3) having both ends connected at an inner side of the tire for thereby forming a circle having a diameter smaller than an outer diameter of the tire, eight friction pads 2 fixed to the wire 1 at a certain distance, four pulling bars 74 for binding the friction pads 2 by two, and a straight line movement conversion mechanism 7 for pulling the pulling bars 74 in the center direction of the tire 100 using four pulling racks 72.

The wire 1 is formed of a steel wire having a length shorter than the surrounding length of the tire and has a coupling member 10 engaged at both ends of the wire 1 and connected each other at the inner side of the tire 100 for thereby forming a circle shape having an outer diameter smaller than the outer diameter of the tire 100.

The friction pads 2 include a plurality of pads formed of a flexible material such as synthetic resin, urethane, flamed resin or rubber and include a certain length. One end of each of the friction pads 2 is fixed to the wire 1 at a certain distance. The friction pads 2 are extended from the wire 1 having both ends connected each other at the inner side of the tire 100 for thereby forming a circle to the outside of the grounding surface 100a of the tire 100. The other end of each of the friction pads 2 are extended from the outside of the tire 100 in the center direction of the tire 100. The friction pads 2 are closely contacted with the grounding surface 100a of the tire 100 for thereby directly contacting with a surface of the road when a vehicle runs and preventing a slipping of the tires. The lengths and number of the friction pads 2 are determined based on the size of the tire 100.

The pulling bars 74 are formed of a steel bar having a curved center portion, and two neighbouring friction pads 2 are connected with both ends of the pulling bar 74 for thereby pulling two friction pads 2 in the center direction of the tire 100.

The straight line movement conversion mechanism 7 converts a rotation force applied

to the handle 77 at the outer side of the tire 100 into a tension force in the center direction of the tire and pulls the pulling bars 74 in the center direction of the tire 100 and as shown in Figure 12 includes a housing 70 for forming two sliding grooves 70b and 70a in vertical and horizontal directions, four pulling racks 72 inserted into the sliding grooves 70b and 70a of the housing 70 in the opposite direction, a pinion gear 71 inserted into the center portion of the housing 70 and engaged with the pulling racks 72, a housing cover 75 for covering the interior of the housing 70, a handle fixing plate 76 rotatably installed integrally with respect to the pinion gear 71 on an outer surface of the housing cover 75, a handle 76fixed to the handle fixing plate 76 and dynamically connected with the pinion gear 71, and a fixing plate cover 78 for covering the handle fixing plate 76 and shielding a part of the handle 77.

The housing 70 is a circular shape plate having a gear hole formed at the center portion of the same and upper and lower horizontal guide grooves 70b and left and right vertical guide grooves 70a formed at the upper, lower, left and right portions of the gear hole in a step shape and guides the movements of the pulling racks 72 movably inserted into the guide grooves 70b and 70a in opposite directions. In addition, the gear hole is formed at the center portion of the housing 70, and the pinion gear 71 is inserted through the gear hole and is engaged with the pulling racks 72.

The pulling racks 72 are movably inserted into the sliding grooves 70b and 70a of the housing 70. The pulling racks 72 are inserted into the housing 70 in pair and are movable in the opposite directions by the pinion gear 71. A hook 72a is formed at an end portion of each of the pulling racks 72. The hooks 72a are engaged with the pulling bars 74, and the pulling racks 72 are moved in the center direction by the pinion gear 71 for thereby pulling the pulling bars 74 in the center direction of the tire.

The cover 75 covers the opened portion of the housing 70 for thereby preventing an

escape of the pinion gear 71 and the pulling racks 72 in the interior of the housing 70 and is engaged to the housing 70 by bolts. A plurality of hooks 75 are formed in a counterclockwise direction along the edge portion of the cover 75 and operate as a reverse rotation prevention member of the straight line movement conversion mechanism 7 for thereby preventing a reverse rotation of the handle 77. The hooks 75a prevent a reverse rotation of the handie 77 by an operational force in the counterclockwise direction.

The handle fixing plate 76 is a circular shape inserted onto the rotation shaft 710 in which the pinion hear 71 is fixed. A handle fixing structure 76a is formed at the center of the handle fixing plate 76 for thereby fixing the handle 77. A cut portion 76b is formed at an outer side portion for thereby forming a certain space so that the handle 77 is movable in the upper and lower direction. The handle fixing plate 76 fixes the handle 77 with respect to the rotation shaft 710 in which the pinion gear 71 is fixed and provides a space in which the handle 77 is movable in the rotation direction.

The handle 77 is a rotation bar fixed to the rotation shaft 710 in which the pinion gear is fixed by the handle fixing plate 76 and includes a hook 77b at the end portion of the same. The handle 77 is rotated by a rotational force applied to the end portion of the same for thereby rotating the pinion gear 71. In a state that the handle is rotated by a certain angle, the hook 77b of the end portion of the same is engaged by the hook 75a of the cover 75 for thereby preventing a reverse rotation, so that the reverse rotation of the pinion gear 71 is prevented. A screw shape elastic variation portion is formed at a fixing end portion of the handle 77, so that the pinion gear 71 which has a stopped reverse rotation is elastically supported by the pulling rack 72 when the end portion of the handle 77 is engaged with the pulling rack 72. Therefore, the handle 77 is rotated until the pinion gear 60 is not rotated, and the end portion of the handle 77 is rotated more

using the elastic variation of the elastic variation portion 77a and is engaged with the more front portion hook 75, so that the pinion gear 60 is elastically supported with respect to the pulling rack 72 by the handle 77. As a result, the elastic variation portion 77a of the handle 77 is elastically fixed in a state that the pinion is rotated in maximum so that the handle 77 is rotated by a rotational force applied to the end portion of the same for thereby rotating the pinion gear 71.

The engaging operation and effects of the tire slipping prevention apparatus according to a fourth embodiment of the present invention are the same as the third embodiment of the present invention. Therefore, the description thereof will be omitted.

Accordingly, the tire slipping prevention apparatus according to the present invention has an advantage in that it is possible to decrease vibration and noise when a vehicle runs because the friction pads closely contacting with the grounding surface of the tire are flat.

In addition, in the present invention, it is possible to engage the apparatus to the tires without moving the vehicle, so that it is possible to easily and quickly engage the tire slipping prevention apparatus to the tires.

As the present invention may be embodied in several forms without departing from the spirit or essential characteristics thereof, it should also be understood that the above-described embodiments are not limited by any of the details of the foregoing description, unless otherwise specified, but rather should be construed broadly within its spirit and scope as defined in the appended claims, and therefore all changes and modifications that fall within the meets and bounds of the claims, or equivalences of such meets and bounds are therefore intended to be embraced by the appended claims.