Belt type tire burst emergency safety device
By using a belt-type tire blowout emergency safety device made of materials such as aramid fiber, the problem of displacement of the tire blowout emergency safety device when the vehicle is traveling at high speed is solved, lightweighting is achieved, and fuel consumption and carbon emissions are reduced.
Patent Information
- Application Number
- CN202511257245.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-09-04
- Publication Date
- 2025-10-10
AI Technical Summary
Existing tire blowout emergency safety devices are easily displaced due to centrifugal force when the vehicle is traveling at high speed, resulting in abnormal wheel dynamic balance. They are also heavy, increasing vehicle fuel consumption and carbon emissions.
A belt-type tire blowout emergency safety device is used, using a flat soft rope and connecting buckle made of materials such as aramid fiber. It is fixed in the groove of the wheel rim and combined with pads and counterweights to achieve a stable connection. An anti-loosening device is also provided to prevent loosening.
It effectively solves the problem of abnormal wheel dynamic balance caused by the displacement of the tire blowout emergency safety device during normal vehicle driving, achieves lightweighting, reduces weight by 60% to 80%, and reduces the car's fuel consumption and carbon emissions.
Smart Images
Figure CN120756227A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the field of automobiles, in particular to a belt type emergency safety device for tire burst. BACKGROUND
[0002] At present, energy saving, environmental protection, safety, comfort, intelligence and network are the general trend of automobile technology development, and energy saving and environmental protection are major issues related to human sustainable development. From the social and economic benefits, low fuel consumption and low emission vehicles are the needs of the development of a conservation-oriented society. Automobile lightweight technology is an important means of fuel saving. Tests show that if the weight of the vehicle is reduced by 10%, the fuel consumption is reduced by about 6%-8%.
[0003] In the existing technology, the main body of the tire burst emergency safety device is a steel part, and several small plastic pads are assembled on the inner circular surface of each steel part to form point contact with the rim. When operating the brake under high-speed driving conditions, the tire burst emergency safety device is easily displaced circumferentially due to the centrifugal force of the wheel, affecting the dynamic balance of the wheel and thus affecting the safety of the vehicle. In particular, some tire burst emergency devices with cast steel structure have complex forming process and high cost, and the weight of the assembled product is very heavy, with a weight of 3-9 kg depending on the size. The installation of the device on the wheel increases the weight of the vehicle, increases the fuel consumption of the vehicle, and increases carbon emissions. SUMMARY
[0004] To solve the above problems, the present application provides a belt type tire burst emergency safety device, which effectively solves the problem of displacement of the tire burst emergency safety device during normal driving of the vehicle, and particularly realizes lightweight, with a weight reduction of 60%-80% compared with other products on the market, thereby reducing carbon emissions of the vehicle.
[0005] The technical problem to be solved by the present application is solved by the following technical scheme: A belt type tire burst emergency safety device, the tire burst emergency safety device is provided with a belt body and a connecting buckle, the belt body is a soft rope woven by one or more materials or twisted into a plurality of silk threads, and the two ends of the connecting buckle are connected to the two ends of the belt body to form a closed loop, and the closed loop is arranged inside the automobile wheel and embraces the rim groove.
[0006] The bottom surface of the connecting buckle faces the direction of the rim groove (inside), and the top surface of the connecting buckle faces the direction of the tire (outside).
[0007] The connecting buckle includes a left buckle and a right buckle. The left end of the left buckle is provided with a first hole and a second hole, and the right end of the right buckle is provided with a third hole and a fourth hole. The left end (one end) of the belt body first passes through the second hole of the left buckle from the inside to the outside, then passes through the first hole from the inside to the outside, then passes through the second hole from the outside to the inside, and then extends to the left end of the left buckle; the right end (the other end) of the belt body first passes through the third hole of the right buckle from the inside to the outside, then passes through the fourth hole from the inside to the outside, then passes through the third hole from the outside to the inside, and then extends to the right end of the right buckle. Furthermore, a through hole, a nut or a threaded hole is provided on the connecting buckle, a screw is provided in the through hole and the nut or the threaded hole, a pin hole is provided at one end of the screw, and an anti-loosening pin is provided in the pin hole.
[0008] Furthermore, one or more pads are provided on the belt body, and the pads are provided with a first hole and a second hole from the inside to the outside. The belt body passes through the first hole and then passes through the second hole.
[0009] Furthermore, a counterweight block is arranged at a position opposite to the connecting buckle on the closed loop, a first hole and a second hole are radially arranged at one end of the counterweight block, and a third hole is circumferentially arranged at the other end of the counterweight block. The belt body first passes through the first hole at one end of the counterweight block from the inside to the outside, then passes through the second hole from the outside to the inside, and then passes through the third hole at the other end of the counterweight block. A sensor mounting hole and / or mounting groove is arranged between the second hole and the third hole.
[0010] Furthermore, the left end of the belt body that is extended to the left by buckling the left end is sewn and fixed on the belt body, and the right end of the belt body that is extended to the right by buckling the right end is sewn and fixed on the belt body.
[0011] Furthermore, a protective cover and / or protective pad is provided on the tire blowout emergency safety device.
[0012] Furthermore, the belt body is made of aramid fiber (Kevlar) or polyamide fiber or polypropylene fiber or terylene fiber or nylon fiber, and the belt body is a flat soft rope woven from one material or multiple materials composite or twisted into multiple strands of silk thread.
[0013] Furthermore, the belt body has a width of 10 to 120 mm and a thickness of 1 to 25 mm.
[0014] Specifically, the pad is an elastic rubber block or a hard rubber block.
[0015] Specifically, screws or bolts are provided on the pad to fix the belt body on the pad.
[0016] The present invention has the following advantages and positive effects: The present invention effectively solves the problem of abnormal wheel dynamic balance caused by displacement of the tire blowout emergency safety device during normal vehicle driving. In particular, it achieves lightweighting, with a weight reduction of 60% to 80% compared with other products on the market, reducing automobile carbon emissions. It can be widely used in passenger cars, buses, and commercial vehicles. BRIEF DESCRIPTION OF THE DRAWINGS
[0017] Figure 1 This is a schematic structural diagram of embodiment 1 of the present invention; Figure 2 This is a schematic structural diagram of a connecting buckle according to a first embodiment of the present invention; Figure 3 Schematic cross-sectional view of a connection portion of a first embodiment of the present invention; Figure 4 This is a schematic diagram of the connection parts of the first embodiment of the present invention; Figure 5 This is a schematic diagram of the structure of the second embodiment of the present invention Figure 1 ; Figure 6 This is a schematic diagram of the structure of the second embodiment of the present invention Figure 2 ; Figure 7 This is a structural diagram of a cushion block according to a third embodiment of the present invention; Figure 8 This is a schematic diagram of the cross-sectional shape of a cushion block according to a third embodiment of the present invention; Figure 9 This is a schematic structural diagram of embodiment 3 of the present invention; Figure 10 This is a schematic structural diagram of a counterweight block according to a fourth embodiment of the present invention; Figure 11 This is a structural diagram of embodiment 4 of the present invention. DETAILED DESCRIPTION
[0018] In order to make the objectives, technical solutions, and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the present invention. In addition, the technical features involved in the various embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other. Example 1
[0019] like Figure 1As shown, a belt-type tire blowout emergency safety device comprises a belt body 1 and a connecting buckle 2. The belt body 1 is a flat, flexible cord made of a single material or a combination of multiple materials, or a combination of multiple strands of twisted yarn. Depending on the operating conditions, the cord can be made of fiber materials such as aramid (Kevlar), polyamide, polypropylene, nylon, and nylon. This embodiment uses aramid fiber as an example. Aramid is a new, high-tech synthetic fiber with excellent properties such as ultra-high strength, high modulus, high-temperature resistance, acid and alkali resistance, and light weight. Its strength is 5-6 times that of steel wire, its modulus is 2-3 times that of steel wire, and its toughness is twice that of steel wire, while weighing only about 1 / 5 of that of steel wire. It can withstand continuous use at temperatures between -196°C and 204°C for extended periods, fully meeting the operating temperature requirements of commercial vehicle wheels within the range of -41°C to 180°C. During production, aramid fibers are first twisted into silk threads, and then multiple strands of silk threads are braided into a flat soft rope. The entire roll of soft rope is then cut into sections according to the required length, and the two ends of each section of soft rope are closed by sewing or gluing to prevent the silk threads at the ends of the soft rope from loosening.
[0020] The two ends of the connecting buckle 2 and the two ends of the belt body 1 are connected in the following manner to form a closed loop, namely the tire blowout emergency safety device. During installation, the tire blowout emergency safety device is placed inside the vehicle wheel and encircles the wheel rim groove. The connection method is as follows: like Figure 2 、 Figure 3 and Figure 4 As shown, the bottom surface of the connecting buckle 2 faces the direction of the rim groove (inside), and the top surface of the connecting buckle 2 faces the direction of the tire (outside).
[0021] The connecting buckle 2 includes a left buckle 2.1 and a right buckle 2.2. The left end of the left buckle 2.1 is provided with a first hole 2.1.1 and a second hole 2.1.2. The right end of the right buckle 2.2 is provided with a third hole 2.2.1 and a fourth hole 2.2.2. When assembling or installing, the left end 1.1 (one end) of the belt body 1 first passes through the second hole 2.1.2 of the left buckle 2.1 from the inside to the outside, then passes through the first hole 2.1.1 from the inside to the outside, and then passes through the second hole 2.1.2 from the outside to the inside. , and then extends to the left end of the left buckle 2.1. The extension length is generally 20 to 60 mm, and can be longer or shorter if necessary; the right end 1.2 (the other end) of the belt body 1 first passes through the third hole 2.2.1 of the right buckle 2.2 from the inside to the outside, then passes through the fourth hole 2.2.2 from the inside to the outside, and then passes through the third hole 2.2.1 from the outside to the inside, and then extends to the right end of the right buckle 2.2. The extension length is generally 20 to 60 mm, and can be longer or shorter if necessary; A through hole 3 is provided on the left buckle 2.1 of the connecting buckle 2, and a nut 4 or a threaded hole 5 is provided on the right buckle 2.2. When the nut 4 is provided on the right buckle 2.2, the threaded hole 5 is changed to a round hole 3.1 which is the same as the through hole 3, and the nut 4 is stuck on the right side of the round hole 3.1. During installation, the screw 6 passes through the through hole 3, the threaded hole 5 or the round hole 3.1 in sequence, and is threadedly connected with the threaded hole 5 or the nut 4. A pin hole 6.1 is provided at one end of the screw 6, and an anti-loosening pin 7 is provided in the pin hole 6.1. The screw 6 can be replaced by a round head screw, such as a hexagon socket screw, or a square head or hexagon head screw; the anti-loosening pin 7 can be replaced by a cotter pin, a spring pin or a steel wire with a certain hardness. The anti-loosening pin 7 interferes with the connecting port 2 to prevent the screw 6 from rotating back and causing the tire blowout emergency safety device to loosen.
[0022] The left end 1.1 end of the belt body 1 extending to the left side buckle 2.1 is completed to sew (such as Figure 4 The right end 1.2 of the belt body 1, which has extended toward the right end of the right buckle 2.2, is secured to the belt body 1 by sewing to prevent the left end 1.1 of the belt body 1 from coming loose from the left buckle 2.1 and to increase tensile strength.
[0023] The width of the belt body 1 is smaller than the width of the wheel rim groove. Depending on the wheel size / specification, the belt body 1 can be a soft rope with a width of 10 to 120 mm and a thickness of 1 to 25 mm. The soft rope can be woven into an integral piece or can be made as Figure 3 As shown, multiple layers of soft ropes with a thickness of 1 to 6 mm are stacked and sewn together. Example 2
[0024] like Figure 5 As shown, a pad 8 is provided on the belt body 1. The pad 8 is made of a rubber block with a certain elasticity. The width of the pad 8 is smaller than the width of the rim groove, and the thickness of the pad 8 is smaller than the depth of the rim groove, which is usually 10 to 25 mm. The pad 8 is provided with a first hole 8.1 and a second hole 8.2 from the inside to the outside. After the belt body 1 passes through the first hole 8.1 from the inside to the outside, it passes through the second hole 8.2 from the outside to the inside. One pad 8 can be provided or multiple pads 8 can be provided. This embodiment takes the provision of one pad 8 as an example. The arc occupied by the pad 8 in the rim groove is 270° to 330°, and the two ends of the pad 8 are close to the left and right ends of the connecting buckle 2; if necessary, as Figure 6 As shown, at least one pair of holes 8.3, communicating with each other, are provided between the first hole 8.1 and the second hole 8.2. The belt body 1 passes through holes 8.3. To prevent axial misalignment between the belt body 1 and the spacer 8, at least one groove 8.4 is provided on the inner or outer circumference of the spacer 8. Groove 8.4 communicates with the through hole 8.1, through hole 8.2, or through hole 8.3 passing through the belt body 1. The corners of the connection positions are transitioned by circular arcs, and the belt body 1 passes through groove 8.4.
[0025] The other configurations of the second embodiment are the same as those of the first embodiment and will not be described again here. Example 3
[0026] like Figure 7 、 Figure 8 and Figure 9 As shown, this embodiment replaces the pad 8 with a hard rubber block and reduces its size. Multiple pads 8 are then installed on the belt body 1. Depending on the wheel specifications, the arc occupied by a single pad 8 in the rim groove ranges from 3° to 25°. Each pad 8 is evenly spaced and distributed on the belt body 1. Similarly, the pad 8 is provided with a first hole 8.1, a second hole 8.2, and a groove 8.4, through which the belt body 1 passes. To reduce weight, the pad 8 is also provided with weight-reducing holes or notches.
[0027] like Figure 8 As shown in the midsection (a), when the intersection of the angle formed by the centerline of the first hole 8.1 and the centerline of the second hole 8.2 is located on the outer circle of the cushion block 8, the larger the angle, the easier it is for the cushion block 8 to slip from the belt body 1 due to the rolling resistance of the wheel after a tire blowout, resulting in functional failure.
[0028] like Figure 8 As shown in the mid-section (b), when the intersection of the angle formed by the center line of the first hole 8.1 and the center line of the second hole 8.2 is located on the inner circle side of the pad 8, the larger the angle, the more difficult it is to slide from the belt body 1, and the connection between the pad 8 and the belt body 1 is more firmly. However, the material length required for the belt body 1 is longer, and the mold for producing the pad 8 needs to add a slider at the position of the corresponding hole. The larger the angle, the larger the slider stroke and the greater the mold cost.
[0029] like Figure 8 As shown in the midsection (c), when the angle formed by the center line of the first hole 8.1 and the center line of the second hole 8.2 is 0°, that is, parallel, the connection between the pad 8 and the belt body 1 is moderately firm, the mold of the pad 8 does not require a slider, and the cost is lowest.
[0030] Based on the above, the angle between the intersection of the center line of the first hole 8.1 and the center line of the second hole 8.2 is located on the inner circle of the pad 8. The angle used on large vehicles (such as 22.5 inches) is 45° to 110°, and the angle used on passenger cars and light trucks is 0° to 70°.
[0031] In order to increase the connection strength between the pad 8 and the belt body 1, at least one screw or screw can be set on the pad 8, and the screw or screw passes through the belt body 1 and is fixed to the pad 8. The belt body 1 can also be placed in the production mold of the pad 8 to be molded together.
[0032] If necessary, a protective cover 9 and / or a protective pad 10 are provided on the tire blowout emergency safety device to prevent the tire blowout emergency safety device from being worn out when in contact with the wheel rim during use, thereby affecting the service life.
[0033] The other configurations of the third embodiment are the same as those of the first embodiment and will not be described again here. Example 4
[0034] like Figure 10 and Figure 11 As shown, when the number of pads 8 on the belt body 1 is even, a counterweight 11 is provided at a position opposite the connecting buckle 2 on the closed loop (in the middle of the belt body 1). A first hole 11.1 and a second hole 11.2 are radially provided at one end of the counterweight 11, and a third hole 11.3 is circumferentially provided at the other end of the counterweight 11. The belt 1 passes from the inside out through the first hole 11.1 at one end of the counterweight 11, then from the outside in through the second hole 11.2, and finally through the third hole 11.3 toward the end of the counterweight 11. A sensor mounting hole 11.4 and / or mounting slot 11.5 are provided between the second hole 11.2 and the third hole 11.3. The sensor may be a TPMS sensor with functions for detecting tire pressure, temperature, etc., or an anti-loosening sensor with a function for detecting the loosening of a tire blowout emergency safety device.
[0035] If necessary, a protective cover 9 and / or a protective pad 10 are provided on the tire blowout emergency safety device to prevent the tire blowout emergency safety device from being worn out when in contact with the wheel rim during use, thereby affecting the service life.
[0036] The other configurations of the fourth embodiment are the same as those of the first embodiment and will not be described again here.
[0037] In summary, the present invention effectively solves the problem of abnormal wheel dynamic balance caused by displacement of the tire blowout emergency safety device during normal vehicle driving. In particular, it achieves lightweighting, with a weight reduction of 60% to 80% compared with other products on the market, reducing automobile carbon emissions. It can be widely used in passenger cars, buses, and commercial vehicles.
[0038] The above description is merely a preferred embodiment of the present application and an illustration of the technical principles employed. Those skilled in the art should understand that the scope of the invention herein is not limited to technical solutions formed by a specific combination of the aforementioned technical features. It also encompasses other technical solutions formed by any combination of the aforementioned technical features or their equivalents, without departing from the inventive concept. For example, a technical solution formed by replacing the aforementioned features with (but not limited to) technical features with similar functions disclosed in this application.
Claims
1. A belt-type emergency tire blowout safety device comprising a belt body and a connector. The belt body is a flexible cord made of one or more materials, composite or twisted into multiple strands of silk thread. The ends of the connector connect to the ends of the belt body to form a closed loop. The closed loop is positioned inside a vehicle wheel, encircling the wheel rim groove. The bottom surface of the connector faces the inside of the wheel rim groove, and the top surface of the connector faces the outside of the tire. The connecting buckle includes a left buckle and a right buckle, the left end of the left buckle is provided with a first hole and a second hole, and the right end of the right buckle is provided with a third hole and a fourth hole. The left end (one end) of the belt body first passes through the second hole of the left buckle from the inside to the outside, then passes through the first hole from the inside to the outside, and then passes through the second hole from the outside to the inside, and then extends to the left end of the left buckle; the right end (the other end) of the belt body first passes through the third hole of the right buckle from the inside to the outside, then passes through the fourth hole from the inside to the outside, and then passes through the third hole from the outside to the inside, and then extends to the right end of the right buckle.
2. The belt-type tire burst emergency safety device according to claim 1, characterized in that A through hole, a nut or a threaded hole is provided on the connecting buckle, screws are provided in the through hole and the nut or the threaded hole, a pin hole is provided at one end of the screw, and an anti-loosening pin is provided in the pin hole.
3. The belt-type tire blowout emergency safety device according to claim 1, characterized in that: The belt body is provided with one or more pads, and the pads are provided with a first hole and a second hole from the inside to the outside. The belt body passes through the first hole from the inside to the outside and then passes through the second hole from the outside to the inside.
4. The belt-type tire blowout emergency safety device according to claim 1, characterized in that: A counterweight block is arranged at a position opposite to the connecting buckle on the closed loop, a first hole and a second hole are radially arranged at one end of the counterweight block, and a third hole is circumferentially arranged at the other end of the counterweight block. The belt body first passes through the first hole at one end of the counterweight block from the inside to the outside, then passes through the second hole from the outside to the inside, and then passes through the third hole at the other end of the counterweight block. A sensor mounting hole and / or mounting groove is arranged between the second hole and the third hole.
5. The belt-type tire blowout emergency safety device according to claim 1, characterized in that: The left end of the belt body extending toward the left end of the left buckle is sewn and fixed on the belt body, and the right end of the belt body extending toward the right end of the right buckle is sewn and fixed on the belt body.
6. The belt-type tire blowout emergency safety device according to claim 1, characterized in that: A protective sleeve and / or protective pad is provided on the tire blowout emergency safety device.
7. The belt-type tire blowout emergency safety device according to claim 1, characterized in that: The material of the belt body is aramid fiber (Kevlar) or polyamide fiber or polypropylene fiber or terylene fiber or nylon fiber. The belt body is a flat soft rope woven from one material or multiple materials composite or twisted into multiple strands of silk thread.
8. The belt-type tire blowout emergency safety device according to claim 1, characterized in that: The width of the belt body is 10-120 mm, and the thickness of the belt body is 1-25 mm.
9. The belt-type tire blowout emergency safety device according to claim 3, characterized in that: The pad is an elastic rubber block or a hard rubber block.
10. The belt-type tire blowout emergency safety device according to claim 3, characterized in that: Screws or bolts are provided on the pad to fix the belt body on the pad.