Tire repair apparatus for attachment to a vehicle wheel

Abstract

The invention relates to a tire repair device (10) for attachment to a vehicle wheel (11) which is mounted to a vehicle by means of a wheel nut or wheel bolt (104). The tire repair device (10) comprises: - a carrier element (16) which is associated with a central axis (A) and a circumferential direction (U) and has a side (18) facing the wheel and a side (20) facing away from the wheel, - a compressor (22) fastened to the carrier element (16), - a drive device (23) for the compressor (22), which is operatively connected to the compressor (22), - a sealant container (60) containing a tire sealant, the compressor (22) being fluidically connected to the sealant container (60), - a connecting line (12) which is designed to be fluidically connected to the sealant container (60) and to a tire of the vehicle wheel (11) to be repaired, and - a plurality of pin-shaped holding elements (88), each having a fastening end (90) and a free end (92), wherein the holding elements (88) are connected at their fastening end (90) to the carrier element (16) and extend from the tire-facing side (18) of the carrier element (16) along a longitudinal axis (L) parallel to the central axis (A) and are spaced apart from one another in the circumferential direction (U), wherein the positions of the pin-shaped holding elements (88) at least approximately correspond to the positions of control holes (100) in the vehicle wheel (11), which extend parallel to the central axis (A) into the vehicle wheel (11), are each located between two holes (102) for wheel bolts (104) and serve for wheel positioning, wherein each pin-shaped holding element (88) can be inserted into one of the control holes (100) in the vehicle wheel (11) in order to adhesively, clamped or interlockingly fasten the tire repair device (10) to the vehicle wheel (11).

Description

Technical Field

[0001] This invention relates to the field of tire repair equipment for motor vehicle wheels. Previously, it was common for motor vehicles to be equipped with a spare tire. This spare tire allowed the vehicle to continue driving in the event of a tire blowout by replacing the defective wheel with the separately carried spare tire. However, replacing a defective wheel due to a tire leak required lifting the vehicle with a jack, removing the defective wheel from the vehicle, installing the spare tire, and finally loading the defective wheel back into the vehicle. Background Technology

[0002] To reduce this work and also for weight reduction, motor vehicles are increasingly being equipped with tire repair kits instead of spare tires. These tire repair kits (also known as "Tirefits" in expert circles) are typically located under the trunk floor of the vehicle and include a sealant container and an electrically driven air compressor; the liquid tire sealant is located in the sealant container. In the event of a tire blowout, this tire repair kit (usually box-shaped) is removed from the trunk and placed next to the defective wheel. The tire repair kit's connecting hose is then connected to the tire valve of the defective wheel. Finally, the plug of the tire repair kit's power cable is inserted into a plug socket on the vehicle, such as the cigarette lighter socket. The tire repair kit is then turned on, and the air compressor pumps the tire sealant into the defective tire, re-inflating it so that the vehicle can continue driving. However, before this, the tire repair kit must be removed from the repaired wheel and stored in the vehicle again. Summary of the Invention

[0003] The purpose of this invention is to provide a tire repair device that is an improvement over the "Tirefit" type tire repair device and is simpler and more convenient to use when a tire is punctured.

[0004] According to the invention, this objective is achieved by a tire repair device having the features shown in claim 1. Unlike known "Tirefit" type tire repair devices, the tire repair device according to the invention is configured to attach to a vehicle wheel, which is mounted on the vehicle using wheel nuts or wheel bolts. This vehicle wheel is suitable for the vast majority of motor vehicles. Typically, four or five wheel nuts or wheel bolts are used to mount the vehicle wheel. These wheel nuts or wheel bolts are made of steel and are accessible from the outside of the vehicle wheel to enable the mounting and removal of the vehicle wheel from the vehicle. The tire repair device according to the invention has a bracket element, which can be formed as at least generally plate-shaped, and a central axis and circumferential direction are associated with the bracket element. The central axis of the bracket element preferably represents an extension of the central axis of the vehicle wheel when the tire repair device is attached to the vehicle wheel. When the tire repair device is attached to the vehicle wheel, the circumferential direction of the bracket element corresponds to the circumferential direction of the vehicle wheel. The bracket element has a wheel-facing side and a wheel-repelling side, which are respectively associated with the state of the tire repair device attached to the vehicle wheel. For example, the bracket element can be a sheet metal component manufactured by stamping and / or pressing and / or deep drawing processes. The bracket element is preferably at least generally circular and substantially flat in shape, so that it can be satisfactorily inserted into the space located at the center of the vehicle wheel.

[0005] The bracket element can also be described as a structural component, serving as a support component for the tire repair equipment. Attached to the bracket element is a compressor, which is used to draw in and pressurize air in a known manner so as to deliver tire sealant to the defective vehicle tire using pressurized air and to build pressure within the tire. The compressor can be of any type suitable for this purpose. In an exemplary embodiment of the tire repair equipment according to the invention, the compressor is a reciprocating compressor, preferably a reciprocating compressor with a double-acting piston.

[0006] A drive unit for the compressor is operatively connected to the compressor. The compressor drive unit can also be of any type suitable for the purpose. For example, the compressor drive unit can be a hydraulically or pneumatically driven motor. In a preferred embodiment of the tire repair apparatus according to the invention, the compressor drive unit is an electric motor.

[0007] The tire repair apparatus according to the invention also includes a sealant container for receiving tire sealant, the sealant container being fluidly connected to a compressor. Furthermore, the tire repair apparatus includes a connecting line configured to fluidly connect to the sealant container and the tire to be repaired. This connecting line can be a separate component, or it can be already connected to the tire repair apparatus at one end and then, in the event of a blowout, only need to be connected to the tire to be repaired on the vehicle wheel, typically by connecting the connecting line to the tire valve of the defective vehicle wheel. The connecting line may include a check valve to prevent air from leaking from the tire and entering the tire repair apparatus. This check valve also prevents air and sealant from escaping from the tire repaired by means of the tire repair apparatus in the event that the connecting line accidentally detaches from the tire repair apparatus (e.g., during forward driving after tire repair).

[0008] To facilitate attachment to vehicle wheels, the tire repair device according to the invention has multiple pin-shaped retaining elements, each having a fastening end and a free end. The pin-shaped retaining elements are connected to a bracket element at their fastening ends, and each pin-shaped retaining element extends from the wheel-facing side of the bracket element along a longitudinal axis parallel to the central axis to its free end. The pin-shaped retaining elements are spaced apart from each other in the circumferential direction of the bracket element, wherein the positions of the pin-shaped retaining elements at least approximately correspond to the positions of control holes in the vehicle wheel, which extend parallel to the central axis into the vehicle wheel. These control holes are circumferentially arranged between corresponding holes for wheel bolts and for wheel alignment. These control holes are not present on all vehicle wheels, but only on vehicle wheels used by certain vehicle manufacturers, such as Mercedes-Benz and BMW. These control holes are positioning holes for quick-clamping units used during wheel or axle alignment of the vehicle. Internally, for example within BMW, these control holes are sometimes also referred to as multiple control holes. The number of control holes (whose diameter is typically smaller than that of the holes used for wheel bolts) usually corresponds to the number of wheel nuts or wheel bolts, but this correspondence is not technically necessary. In particular, the number of control holes can be less than the number of holes used for wheel bolts. The diameter of the control holes can correspond to the diameter of the holes used for wheel bolts, but it can also be smaller or larger. The number of pin-shaped retaining elements preferably corresponds to the number of control holes on the vehicle wheel, but fewer retaining elements than control holes can also be provided. For example, three pin-shaped retaining elements may be sufficient to securely attach the tire repair device according to the invention to the vehicle wheel.

[0009] "At least approximately corresponding to the position of the control hole" means that the pin retaining element can be mounted on the bracket element with lateral clearance (i.e., radially movable relative to the longitudinal axis of the pin retaining element), wherein the lateral clearance allows the pin retaining element to automatically align with the center of the control hole when inserted into it. In embodiments of the tire repair device according to the invention, some or all of the pin retaining elements are supported with lateral clearance, and since the pin retaining elements can accommodate different hole circles within the range of their lateral clearance, the tire repair device can be mounted on different types of vehicle wheels. However, if the tire repair device is provided only for a specific vehicle whose control hole position is precisely known, the pin retaining element can be precisely mounted at a position corresponding to the control hole position even without lateral clearance.

[0010] Each pin-shaped retaining element can be inserted into one of the control holes in the vehicle wheel to secure the tire repair equipment to the vehicle wheel in a clamping or latching manner. In the secured state, all pin-shaped retaining elements are inserted into the control holes. For example, some or all of the pin-shaped retaining elements can be implemented as pins to wedge into the control holes. With such an embodiment, the control holes do not need to pass through the vehicle wheel.

[0011] However, according to a preferred embodiment, a tire repair device according to the invention is provided for a vehicle wheel in which a control hole passes through. In this embodiment, each pin-shaped retaining element has a length such that when the tire repair device is fastened to the vehicle wheel, the free end of each pin-shaped retaining element lies in the plane of the mounting flange of the vehicle wheel, and at the free end of each pin-shaped retaining element, a magnet is connected to the pin-shaped retaining element. When the vehicle wheel is mounted on the vehicle, the plane of the mounting flange of the vehicle wheel coincides with the support surface of the hub or brake disc on which the wheel is fastened. The hub and brake disc are typically made of steel. Therefore, each magnet at the free end of the pin-shaped retaining element can be magnetically adhered to the hub or brake disc, thereby securely holding the tire repair device to the vehicle wheel.

[0012] In another preferred embodiment of the tire repair apparatus according to the invention, one or all of the pin-shaped retaining elements are provided with latch hooks. With a suitably formed control hole, these latch hooks can hook into the control hole, thereby preventing the tire repair apparatus from accidentally detaching from the vehicle wheel after the pin-shaped retaining element has been inserted into the control hole. For example, the control hole may be internally provided with a latch protrusion that interacts with the latch hooks on the pin-shaped retaining element in a latching manner.

[0013] In a variation of the aforementioned embodiment (specifically for a vehicle wheel with a control hole passing through it), a latch hook is positioned at the free end of the pin-shaped retaining element and formed to engage behind the control hole in the vehicle wheel, thereby securely and non-removably fastening the tire repair device to the vehicle wheel. Specifically, the latch hook can be configured such that after passing through the control hole, it "folds up," i.e., the latch hook presents a larger diameter than the control hole, thereby preventing the tire repair device from automatically releasing from the vehicle wheel.

[0014] To facilitate the insertion of the pin retaining element into the control hole, each pin retaining element may have a tapered insertion section at its free end.

[0015] The tire repair device according to the invention can be quickly and easily installed on the wheel of a vehicle to be repaired without prior removal of any components such as the hubcap. Installation of the tire repair device on the vehicle wheel according to the invention is performed in a simple manner, namely, by simply inserting the pin-shaped retaining element of the tire repair device into the relevant control hole of the vehicle wheel. Then, only the connecting line needs to be connected to the wheel of the vehicle to be repaired, for example, by screwing the free end of the connecting line to the tire valve of the vehicle wheel, and, if applicable, the other end of the connecting line is separately connected to the tire repair device (if that other end is not already securely connected to the tire repair device). After using the tire repair device according to the invention, the tire repair device can remain on the vehicle wheel during forward travel because the tire repair device is securely held on the vehicle wheel by the pin-shaped retaining element.

[0016] According to the invention, the aforementioned objective is also achieved by a tire repair device having the features of claim 7. This tire repair device differs from the tire repair device previously explained according to claim 1 in that, instead of a pin-shaped retaining element, a crown-shaped centering fastening flange is provided. This crown-shaped centering fastening flange extends at least substantially parallel to the central axis from the wheel-facing side of the bracket element and has a free end formed to engage with the edge of the wheel hub opening. A plurality of latching flaps, arranged circumferentially, extend radially and obliquely outward from the free end of the crown-shaped centering fastening flange. These flaps are formed to latch below the head of the wheel nut or wheel bolt when the tire repair device is pushed onto the vehicle wheel along the central axis. This tire repair device is particularly suitable even for vehicle wheels without control holes, such as so-called ordinary steel rims or wheels typically used in winter instead of alloy wheels.

[0017] The number and position of the latching flaps preferably correspond to the number and position of wheel nuts or bolts used to attach the vehicle wheel to the vehicle. However, especially when the vehicle wheel is attached to the vehicle by five or more wheel nuts or bolts, even a smaller number of latching flaps is sufficient to securely attach the tire repair equipment to the vehicle wheel. In a preferred embodiment, each latching flap preferably has a recessed notch at its radially outward free end, thereby increasing the area under which the latching flap can latch under the head of the wheel nut or bolt when the tire repair equipment is pressed onto the vehicle wheel. The radius of the recessed notch here matches the radius of the wheel nut or bolt, and is preferably slightly smaller than the radius of the head of the wheel nut or bolt to ensure that the latching flap is securely latched under the head of the wheel nut or bolt.

[0018] The aforementioned embodiments of the tire repair apparatus with latching flaps can also be well combined with the embodiments discussed at the beginning, which have pin-shaped retaining elements, in which, in each case, a magnet is located at the end of the pin-shaped retaining element. For this purpose, only the length of the pin-shaped retaining element needs to be adjusted such that, when the crown-shaped centering fastening flange has been fully pushed onto the vehicle wheel, the magnet is located in a plane in which it can magnetically interact with the opposite surface of the vehicle wheel. The length of the pin-shaped retaining element is preferably determined such that the magnet can abut against the opposite surface of the vehicle wheel. In this combined embodiment, the latching attachment achieved by the latching flaps is supplemented by the magnetic adhesion fastening produced by the magnet arranged at the free end of the pin-shaped retaining element.

[0019] According to the modification of the embodiment just explained, if a pin-shaped retaining element with a magnet arranged at its free end is present, the latching wing can even be omitted. Then, the crown-shaped centering fastening flange is mainly used to center the tire repair equipment on the vehicle wheel, wherein the crown-shaped centering fastening flange still applies a certain clamping force on the edge of the wheel hub opening, and the actual retaining force is generated by a magnet arranged at the free end of the pin-shaped retaining element and magnetically adhered to the opposite surface of the vehicle wheel.

[0020] In traditional "Tirefit" type tire repair equipment, the tire sealant is a single liquid. However, such tire sealants have only a limited service life, and therefore a correspondingly limited usage duration. To overcome this drawback, in a preferred embodiment of the tire repair equipment according to the invention, the sealant container has two separate chambers for the two components of the tire sealant and a mixing chamber for mixing these two components. Because this achieves separate storage of the two components of the tire sealant, aging of the tire sealant no longer occurs or occurs only very slowly, which is why tire repair equipment equipped in this way offers a longer usability period. Only when the tire repair equipment is used are the two components pumped from the two separate chambers to the mixing chamber via a compressor, mixed in the mixing chamber, and then guided to the tire to be repaired. This mixing chamber is preferably located directly upstream of the connection point of the connecting line. The mixed tire sealant is then introduced into the tire to be repaired through the connecting line. If the tire sealant used requires, the sealant container may contain even more than two chambers for the tire sealant components. If the tire sealant used contains only one component, then a single chamber can also be provided for the tire sealant in the sealant container. The mixing chamber used to mix the multiple components of the tire sealant can then be eliminated.

[0021] In an advantageous embodiment of the tire repair apparatus according to the invention, the sealant container forms the housing of the cover bracket element and the compressor of the tire repair apparatus. Since the tire repair apparatus according to the invention is secured in the center of the vehicle wheel, it is recommended to achieve a bracket element having at least a generally circular outer circumference. The sealant container, then formed as a housing, preferably also has a circular outer shape and is further flattened so as to protrude as little as possible from the vehicle wheel in the axial direction.

[0022] To enable the tire repair equipment according to the invention to be put into operation as quickly and easily as possible, the tire repair equipment preferably includes an energy storage device for operating a compressor drive unit, which is operatively connected to the compressor drive unit. For example, when the drive unit is a pneumatically driven motor, such an energy storage device can be a compressed air container. However, the energy storage device is preferably implemented as a battery or multiple batteries, wherein the electrical energy stored in one or more batteries is used to drive an electric motor, which forms the drive unit of the compressor. The battery or multiple batteries can be rechargeable or non-rechargeable. Alternatively or additionally, the tire repair equipment according to the invention may have a connection capable of supplying energy (particularly electric current) from the outside to the tire repair equipment. For example, a connector may be present on the tire repair equipment, which can be connected via a power cable to, for example, a cigarette lighter or power bank in a vehicle, so that the tire repair equipment can be operated by external energy in this way.

[0023] To prevent the tire repair equipment according to the invention from unintentionally or at an inappropriate time starting operation, in a preferred embodiment of the tire repair equipment, the connecting line has a monitoring switch at the end to be connected to the tire to be repaired. This switch only allows the drive unit to operate when the end of the connecting line to be connected to the tire is actually connected to the tire. For example, the monitoring switch can be a microswitch that is activated when the free end of the connecting line is screwed onto the tire valve of the wheel to be repaired, thereby signaling to the control unit of the tire repair equipment that the connecting line is correctly connected to the vehicle wheel to be repaired. The tire repair equipment can then be put into operation or start operating automatically.

[0024] As already mentioned, the drive unit of the tire repair device according to the invention is preferably an electric motor. To save space and ensure protected AC regulation, in a preferred exemplary embodiment, such an electric motor is arranged in a plate-shaped recess on the wheel-facing side of the bracket element, wherein the recess is preferably located at the center of the bracket element, and therefore also at the center of the vehicle wheel to be repaired. Attached Figure Description

[0025] Exemplary embodiments of the tire repair apparatus according to the present invention will now be described in more detail with the aid of the accompanying schematic diagrams. As shown in the figures: Figure 1 The perspective view shows a vehicle rim on which the tire repair device according to the invention is mounted. Figure 2 yes Figure 1 An enlarged schematic diagram of region II. Figure 3 Through Figure 1 The diagram shows a cross-section of the tire repair equipment, the vehicle wheel, and the area adjacent to its attachment to the vehicle. Figure 3a yes Figure 3 An enlarged representation of the portion containing tire repair equipment. Figure 4 yes Figure 3 A cross-section of an improved exemplary embodiment of the tire repair equipment shown. Figure 5 It is perpendicular to Figure 3 The plane shown as the central axis A is intercepted from the upper oblique direction. Figure 3 The diagram shows a three-dimensional view of the tire repair equipment. Figure 6 It was observed from a diagonal downward angle. Figure 3 A three-dimensional diagram of the cross-section of the tire repair equipment shown. Figure 7 It is similar to Figure 1A three-dimensional illustration of a tire repair device mounted on the rim of a vehicle wheel with the casing removed. Figure 8 yes Figure 1 The diagram shows a 3D view of the connection lines between the tire repair equipment and the valves on the vehicle wheels. Figure 9 Through Figure 8 The longitudinal sectional view of the valve shown. Figure 10 It is similar to another embodiment Figure 3 The view, Figure 11 yes Figure 10 A perspective view of the centering and fastening flange of the embodiment shown. Figure 12 It shows the source mounted on the vehicle wheel Figure 11 The centering and fastening flange, and Figure 13 It is a modification of the embodiment similar to Figure 10 The view. Detailed Implementation

[0026] exist Figure 1 The diagram shows the vehicle wheels 11 in a three-dimensional representation. For clarity, the tires of the vehicle wheels have been omitted, making it clear that... Figure 1 Only the vehicle wheel without a tire is visible in the image. The tire can be mounted on the rim 2 of the vehicle wheel 11 in a known manner. The vehicle wheel 11 is fastened to the vehicle by wheel nuts or wheel bolts, wherein the vehicle is not shown here. The tire repair device 10 is mounted on the outside of the vehicle wheel 11; the structural design of the tire repair device and its attachment to the vehicle wheel will be described in more detail below.

[0027] Similar to known "Tirefit" type tire repair equipment, tire repair equipment 10 contains tire sealant, which can be guided into the tire to be repaired via connecting line 12. Figure 2 The diagram illustrates how the free end of the connecting line 12 on the wheel side can be connected to the tire to be repaired (not shown). In the exemplary embodiment depicted, the tire-side end of the connecting line 12 is connected to the tire (not shown) by screwing it onto the tire valve 14, wherein, as with tubeless tires, the tire valve 14 is typically attached to the vehicle wheel 11 near the outer circumferential edge of the rim 2.

[0028] Now based on Figures 3 to 5 To illustrate the structural design of the tire repair device 10 more precisely, the tire repair device 10 has a generally plate-shaped bracket element 16 (serving as a support member here), which has a wheel-facing side 18 and a wheel-repelling side 20 (see details). Figure 3a The bracket element 16 is constructed of steel plate, but may also be made of synthetic materials, particularly fiber-reinforced synthetic materials or another suitable material. A compressor 22 for generating compressed air is attached to the wheel-facing side 20 of the bracket element 16, in the central region of the bracket element 16. To drive the compressor 22, a drive unit 23 is used; in the illustrated exemplary embodiment, the drive unit 23 is an electric motor 24, which is arranged on the wheel-facing side 18 of the bracket element 16, located in a plate-shaped recess 26 formed in the central region of the bracket element 16. The electric motor 24 has an output shaft 32 rotatably supported in two bearings 28, 30, which passes through the bracket element 16 and is connected to an eccentric cam 34 at its end facing the compressor 22. The eccentric cam 34 interacts with the piston 36 of the compressor 22 because the eccentric cam engages in a suitably formed opening 38 in the piston 36, and as the output shaft 32 rotates, the eccentric cam causes the piston 36 to move back and forth within the compressor 22. In the exemplary embodiment shown here, piston 36 is a so-called double-acting piston, meaning that each stroke of piston 36 is a working stroke that generates compressed air. This can be achieved... Figure 5 China is particularly aware that, Figure 5 In the middle, compressor 22 is reproduced in longitudinal section.

[0029] Specific reference Figure 5 The basic functions of the tire repair equipment 10 will now be described in more detail. Two pressure chambers 40, 42 are formed in the compressor 22, through which compressed air is generated by the back-and-forth movement of the piston 36. Each pressure chamber 40, 42 is provided with valves 44, 46, which draw air into the corresponding pressure chamber 40 or 42 through valves 44, 46 during the intake stroke of the piston 36, and discharge the generated compressed air from the pressure chamber 40 or 42 through valves 44, 46 into pressure lines 48 or 50 during the pressure stroke of the piston 36. Pressure lines 48 or 50 connect the compressor 22 (more precisely, the pressure chambers 40 and 42 of the compressor 22) to pressure supply valves 52 and 54, which are associated with the first chamber 56 and the second chamber 58 of the sealant container 60. Valves 44, 46 and pressure supply valves 52, 54 can all be configured as simple check valves.

[0030] The sealant container 60 is used to hold tire sealant (not shown), which, in the event of a tire blowout (a leaking or flat tire), is pumped from the sealant container 60 to the tire to be repaired via connecting line 12 by compressed air generated by compressor 22. To prevent premature aging of the tire sealant, in the exemplary embodiment of the tire repair device 10 shown here, the tire sealant consists of two components, one stored in the first chamber 56 of the sealant container 60 and the other in the second chamber 58. When the tire repair device 10 is used, the two components of the tire sealant are forced through outlets 62 and 64 by compressed air into the mixing chamber 66, which is generated by compressor 22 and supplied to chambers 56 and 58 via pressure supply valves 52 and 54. The mixing chamber 66 is also part of the sealant container 60 and is located directly upstream of the connector 68 of the connecting line 12 on the housing side. Figure 3 It is evident that outlets 62 and 64 can be provided with inner walls 70 that generate eddies, thereby creating eddies in the two components of the tire sealant flowing through outlets 62 and 64. This facilitates better and faster deep mixing of the two components in the mixing chamber 66. The fully mixed tire sealant is then expelled from the mixing chamber 66, enters the connecting line 12 through the connector 68 on the housing side, and then enters the tire to be repaired through the tire valve 14. After the tire sealant has been completely pushed into the tire to be repaired, the compressor 22 continues to generate compressed air to inflate the tire, thus bringing it to a drivable state.

[0031] To provide power to the electric motor 24, multiple batteries 72 are used in the illustrated exemplary embodiment. These batteries are arranged on a printed circuit board 74, which is annular and attached to the side 20 of the bracket element 60 opposite to the wheel, surrounding the plate-shaped recess 26. The batteries 72 can be rechargeable or non-rechargeable, and fewer or more batteries can certainly be used instead of the number shown here. An electronic control unit 76 is also arranged on the printed circuit board 74, which controls the functions of the tire repair device 10. To prevent accidental or premature leakage of tire sealant from the connecting line 12, a monitoring switch 78 is provided at the tire-side end of the connecting line 12 in the illustrated exemplary embodiment (see Figure 7 When the tire side end of the connecting line 12 is screwed onto the tire valve 14, the monitoring switch 78 is activated, thereby indicating that the tire repair equipment 10 is correctly connected to the tire to be repaired (see also [link to relevant documentation]). Figure 8 and Figure 9The signal from monitoring switch 78 is transmitted to control unit 76 via cable 80. Compressor 22, and therefore tire repair equipment 10, can only be put into operation when the signal from monitoring switch 78 indicates a correct connection to tire valve 14. This activation can be performed manually (e.g., via a user-operated switch (not shown)) or automatically (e.g., activated by a signal sent from monitoring switch 78).

[0032] In the depicted exemplary embodiment, the sealant container 60 forms the housing of the tire repair equipment 10, specifically covering the bracket element 16 and the compressor 22. The sealant container 60 here has at least a generally annular shape (with a flat outer side) and is secured by screws 84 (see [link to documentation]). Figure 6 It is fastened to the compressor 22. In the exemplary embodiment shown, the bracket element 16 has a basic circular shape with a plurality of airfoil extensions 86 mounted on its outer circumference, and the purpose of which will become apparent from the description below.

[0033] The installation of the tire repair device 10 on a vehicle wheel will now be described. For installation on a vehicle wheel, the tire repair device 10 is provided with a plurality of pin-shaped retaining elements 88 spaced apart from each other in a circumferential direction U. Each pin-shaped retaining element 88 has an attachment end 90 and a free end 92. Each pin-shaped retaining element 88 is connected to a bracket element 16 via its attachment end 90, and here connected to the bracket element 16 by an attachment screw 94 extending through an associated wing-shaped extension 86 of the bracket element 16. Each pin-shaped retaining element 88 extends from the wheel-facing side 18 of the bracket element 16 along a longitudinal axis L parallel to the central axis A to its free end 92. The diameter of the opening 96 in the wing-shaped extension 86 through which the attachment screw 94 extends may be larger than the outer diameter of the shaft 98 of the attachment screw 94 (see [link to documentation]). Figure 6 This allows each pin-shaped retaining element 88 to move radially relative to the longitudinal axis L. In other words, each pin-shaped retaining element 88 can be accommodated in the bracket element 16 with lateral clearance, or more precisely, in the associated opening 96 of the wing-shaped extension 86 of the bracket element 16.

[0034] As can be seen from the accompanying drawings, the position of the pin-shaped retaining element 88 on the bracket element 16 at least approximately corresponds to the control hole 100 equipped on the vehicle wheel 11 (see example...). Figure 3 and Figure 3aThe control holes 100 are positioned as follows. As explained in the preamble of the specification, these control holes 100 serve as positioning holes for quick-clamping units (not shown), which are necessary during vehicle wheel or axle alignment and are attached to the vehicle wheel. The control holes 100 generally have a smaller diameter than the holes 102 for the wheel bolts 104 and are arranged in the circumferential direction U between the holes 102. The diameters of the control holes 100 and the holes 102 for the wheel bolts 104 may be the same or different from each other. In the exemplary embodiment depicted, the diameter of the control holes 100 is slightly larger than the diameter of the holes 102 for the wheel bolts 104, and all control holes 100 pass through the vehicle wheel 11. In the exemplary embodiment not shown here, the control holes extend only from the side of the vehicle wheel 11 away from the vehicle to a point in the vehicle wheel 11, but do not penetrate the vehicle wheel 11.

[0035] To mount the tire repair device 10 onto the vehicle wheel 11, a pin-shaped retaining element 88 is aligned with a control hole 100 and then inserted or pressed into the control hole 100. The pin-shaped retaining element 88 may have a thickened or enlarged diameter portion (not shown) in its longitudinally extending central region, the outer diameter of which is larger than the inner diameter of the control hole 100. When the pin-shaped retaining element 88 is pressed into the control hole 100, the thickened portion causes the pin-shaped retaining element 88 to wedge into the control hole 100 like a pin, securely holding the tire repair device 10 onto the vehicle wheel 11. To facilitate the insertion of the pin-shaped retaining element 88 into the control hole 100, a preferred embodiment of the tire repair device 10 has a chamfered insertion section 105 at the free end 92 of each pin-shaped retaining element 88.

[0036] exist Figure 3 , Figure 3a , Figure 5 and Figure 6 In the exemplary embodiment shown, the pin-shaped retaining element 88 is provided with a resilient latch hook 106 at its free end 92. The resilient latch hook 106 unfolds or folds after passing through the control hole 100 to engage behind the control hole 100 on the vehicle-facing side of the vehicle wheel 11. In other words, in the unfolded or folded state, the total area covered by all the latch hooks 106 of the pin-shaped retaining element 88 is larger in diameter than the control hole 100, thereby forming a shape closure between the latch hooks 106 and the vehicle-facing end of the control hole 100. This closure effectively prevents the pin-shaped retaining element 88 from accidentally detaching from the vehicle wheel 11. It goes without saying that... Figure 3 , Figure 3a , Figure 5 and Figure 6In the exemplary embodiment shown, the pin-shaped retaining element 88 must have sufficient length so that the latch hook 106 arranged at the free end 92 can extend from the control hole 100 at the vehicle-facing end of the control hole.

[0037] To allow the latch hook 106 to unfold or fold unobstructed after passing through the control hole 100, the vehicle wheel 11 should have an opening 108 in the region of each vehicle-facing end of the control hole 100. As shown, the latch hook 106 can be integrally implemented with the pin-shaped retaining element 88, for example, by injection molding the pin-shaped retaining element 88 using a synthetic material. However, the latch hook 106 can also be implemented separately from and connected to the rest of the pin-shaped retaining element 88. The pin-shaped retaining element 88 and the latch hook 106 can also be made of metal. For example, the latch hook 106 can be made of spring steel plate, and the remaining part of the pin-shaped retaining element 88 can be a metal or synthetic material casting.

[0038] exist Figure 4 The image shows a modified embodiment of the tire repair device 10, in which the pin-shaped retaining element 88 lacks the latch hook 106. Instead, a magnet 110 is arranged at the free end 92 of each pin-shaped retaining element 88. Figure 4 In the exemplary embodiment shown, the magnet 110 is received in a correspondingly shaped recess 112 at the free end 92 of the pin-shaped retaining element 88 and is fastened therein, for example, by gluing. In this embodiment, the length of each pin-shaped retaining element 88 is determined such that when the tire repair device 10 is attached to the vehicle wheel 11, i.e., when the pin-shaped retaining element 88 has been introduced into the control hole 100, the vehicle-facing surface 114 of the magnet 110 lies in the mounting flange plane M of the wheel 11. In this way, each magnet 110 can contact the opposing surface 116 of the wheel hub 118 or brake disc 120 on which the vehicle wheel 11 is fastened. Since the wheel hub and brake disc are typically made of ferromagnetic steel, the overall arrangement of the magnets 110 of the pin-shaped retaining elements 88 results in a good magnetic retention force between the tire repair device 10 and the wheel hub 118 or brake disc 120, thereby firmly holding the tire repair device 10 to the vehicle wheel 11.

[0039] Those skilled in the art will understand that the exemplary embodiments described above can be readily combined. Thus, some pin-shaped retaining elements 88 may have a pin-like construction and / or have a latch hook 106, while other pin-shaped retaining elements 88 are provided with a magnet 110.

[0040] In the illustrated embodiment of the tire repair apparatus 10, the number of pin-shaped retaining elements 88 corresponds to the number of control holes 100. In an exemplary embodiment not depicted herein, the number of pin-shaped retaining elements 88 is less than the number of control holes 100. According to an embodiment not shown herein, the tire repair apparatus 10 has only three pin-shaped retaining elements 88, which are spaced apart from each other in the circumferential direction and their positions correspond only to three of the control holes 100 of the vehicle wheel.

[0041] Figure 8 and Figure 9 The connection between the connecting line 12 of the tire repair equipment 10 and the tire valve 14 of the vehicle wheel 11 is shown more precisely. Figure 8 and Figure 9 In each case, only the tire valve 14 and the tire-side end of the connecting line 12 are reproduced. Figure 8 The tire valve 14 is shown in a perspective view. The tire valve 14 has a connecting line 12 connected to it, and Figure 9 It shows crossing Figure 8 The longitudinal section of the arrangement depicted in the figure.

[0042] The end of the connecting line 12 that connects to the tire valve 14 is formed by a cover 122. The cover 122 can be screwed onto the tire valve 14 and is attached to the end section 126 of the connecting line 12 via a retaining spring 124. The outer diameter of the end section 126 is larger than the outer diameter of the connecting line 12. A valve seat 128 is formed on the inner side of the end section 126. The sealing surface 132 of the movable valve push rod 130 abuts against the valve seat 128 in a sealing manner. The push rod is pressed against the valve seat 128 by a spring 134. One end of the spring 134 is supported on the valve push rod 130, while the opposite end is supported on a washer ring 136, which is arranged in the screwable cover 122 between the end section 126 and the sealing ring 138. Figure 9 In the reproduced position, the valve stem 130 seals the connecting line 12 and prevents fluid from escaping from the connecting line 12.

[0043] The tire valve 14 has a conventional structure known to those skilled in the art and is housed in a rubber joint 140 in a sealed manner (e.g., by vulcanization) for attaching the tire valve 14 to the vehicle wheel 11. For this purpose, the rubber joint 140 is provided with a circumferential groove 142, by means of which the rubber joint 140 can be inserted in a sealed manner into an opening of a corresponding size in the vehicle wheel 11.

[0044] The tire valve 14 is provided with a push rod 144, which is pressed into the closed position by a spring 146 (and the air pressure acting in the tire, if applicable). In order for air or fluid to enter the tire, the push rod 144 must overcome the force of the spring 146 and be slightly pressed into the tire valve 14, so that the tire valve is in the open position.

[0045] exist Figure 9 As can be readily recognized, the end of the pin-shaped extension 148 of the valve stem 130 is located near the upper end 149 of the valve stem 144. If the cap 122 of the connecting line 12 is securely screwed onto the tire valve 14, the free end of the valve 14 is pressed against the washer ring 136 via the sealing ring 138. This compressive force is further transmitted via the end section 126 and received by the retaining spring 124. Figure 8 and Figure 9 As shown, a retainer 127 with an L-shaped cross-section is inserted between the retainer 124 and the upper end of the end section 126. At least one pressure sensor (e.g., in the form of a strain gauge) is mounted on the short arm 127a of the retainer, forming a monitoring switch 78. A cable 80 connecting the monitoring switch 78 to the electronic control unit 76 is connected to the long arm 127b of the retainer 127. Once the monitoring switch 78 records a pressure exceeding a preset threshold, it signals to the tire repair equipment 10, and specifically to the control unit 76, that the connecting line 12 is correctly connected to the tire valve 14 and that the tire repair equipment 10 is ready for operation.

[0046] Once pressure is established in the connecting line 12 by the compressor 22, this pressure acts on the valve tappet 130, causing it to displace in the direction of the tire valve 14 against the force of the spring 134. This lifts the sealing surface 132 from the valve seat 128, allowing air and / or fluid to flow through the connecting line 12 to the tire valve 14. This displacement of the valve tappet 130 causes the pin-shaped extension 148 of the valve tappet 130 to press against the upper end 149 of the tappet 144 of the valve 14, causing the tappet 144 to overcome the force of the spring 146 and enter the open position. This opens the tire valve 14, allowing air and / or fluid to flow from the connecting line 12 and into the tire of the vehicle wheel 11 through the tire valve 14. Once the pressure in the connecting line 12 drops below a predetermined value, the valve stem 130 returns to its closed position under the action of the spring 134. In this closed position, the sealing surface 132 abuts against the valve seat 128, and the tire valve 14 also closes as the stem 144 is pressed back to its closed position by the spring 146.

[0047] exist Figures 10 to 12The diagram shows another embodiment of the tire repair device designated 10a, which differs from the previously described embodiment in that, instead of a pin-shaped retaining element 88, a crown-shaped centering fastening flange 150 is used. This flange 150 extends at least substantially parallel to the central axis A from the wheel-facing side 18 of the bracket element 16 and has a free end 152 formed to engage with the edge 154 of the hub opening 156 of the vehicle wheel 11. The free end 152, like the centering fastening flange 150, is annular and has radially inwardly projecting, also annular, protrusions 158 on its inner side (see [reference]). Figure 12 When the centering fastening flange 150 is pushed onto the edge 154, the protrusion 158 engages with the edge in a clamping manner. In the illustrated embodiment, the centering fastening flange 150 is attached to the bracket element 16 by means of a screw 160 extending through a hole 161 in the wing-shaped extension 86a, the arrangement of which corresponds to the wing-shaped extension 86. However, other types of fastening are conceivable and possible. For example, the bracket element 16 and the centering fastening flange 150 may be connected to each other by rivets (not shown), or the centering fastening flange 150 may be glued or welded to the bracket element 16. Furthermore, it is also possible for the bracket element 16 and the centering fastening flange 150 to be implemented as a single unit.

[0048] Starting from the free end 152 of the centering fastening flange 150, a plurality of latching flaps 162 extend radially outward and obliquely upward, each latching flap 162 being configured to latch below the head 164 of the wheel nut or wheel bolt 104 when the tire repair device 10a is pushed onto the vehicle wheel 11 along the central axis A. The latching flaps 162 are distributed circumferentially U and arranged at a certain distance from each other, wherein the positions of the latching flaps 162 at the free end 152 of the centering fastening flange 150 correspond to the positions of the wheel nut or wheel bolt 104 through which the vehicle wheel 11 is attached to the vehicle. Preferably, the number of latching flaps 162 is exactly equal to the number of wheel nuts or wheel bolts 104, but even if the number of latching flaps 162 is less than the number of wheel nuts or wheel bolts 104, it is sufficient to securely fasten the tire repair device 10a to the vehicle wheel 11.

[0049] To expand the area under the head 164 of the wheel nut or wheel bolt 104 where the radially outer end 166 of each latching flap 162 can be latched, in a preferred embodiment, the radially outer end 166 has a recessed notch 168 (see in particular). Figure 11 The shape of the recessed notch matches the area on the wheel nut or wheel bolt 104 where the latch flap 162 will enter the latch engagement. Figure 11A three-dimensional illustration shows a crown-shaped centering fastening flange 150, which has a total of five latching flaps 162, each latching flap 162 having a recessed notch 168 at its radially outer end 166. Similarly, Figure 11 The latching tab shown without such a recessed notch 168 exists only for the sake of simplifying the manufacturability of the overall centering fastening flange 150, but does not serve any purpose and can therefore be omitted.

[0050] Figure 12 The perspective illustration shows how the centering fastening flange 150, pushed onto the edge 154 of the hub opening 156, latches itself beneath the wheel bolt 104 using its latching flap 162, thereby... Figure 12 The tire repair device 10a, not shown, is securely attached to the vehicle wheel 11. A centering fastening flange 150 is pressed against the edge 154 until the radially outer end 166 of each latching flap 162 leaps over the edge 170 of the head 164 of the wheel bolt 104, and then latches below the edge 170 of the head 164. For this latching process to be possible, at least the latching flaps 162 must be made of a flexible, elastic material (e.g., spring steel). However, structurally advantageously, the centering fastening flange 150 is made entirely of a flexible, elastic material.

[0051] Figure 13 Another embodiment 10b of the tire repair apparatus according to the invention is shown, in which a crown-shaped centering fastening flange 150 and a pin-shaped retaining element 88 are used. Similar to the previously explained tire repair apparatus 10a, Figure 13 The tire repair device 10b shown is also particularly suitable for installation on vehicle wheels 11 that do not have a control hole 100. For example, this is suitable for simple steel wheels on cheaper vehicles, or for use in winter with winter tires to protect more expensive alloy wheels.

[0052] exist Figure 13 In the embodiment of the tire repair device 10b shown, the retaining force comes from both the clamping force applied by the radial protrusion 158 of the centering fastening flange 150 to the edge 154 of the hub opening 156 and the magnetic retaining force, by which the magnets 110 of the pin-shaped retaining element 88 adhere to the opposing surface 172 of the vehicle wheel 11. The length of the pin-shaped retaining element 88 is here determined such that when the centering fastening flange 150 has been fully pushed onto the edge 154 of the hub opening 156, the surface 114 of each magnet 110 abuts against the surface 172 of the vehicle wheel 11. Figure 13The tire repair device 10b shown is provided with latching flaps 162 because a pin-shaped retaining element 88 is already provided, so these latching flaps are not needed. However, the tire repair device 10b may also have latching flaps 162 to make the tire repair device more securely fastened to the vehicle wheel 11.

[0053] Finally, it should be mentioned that... Figure 10 and Figure 13 For clarity, the drive unit for compressor 22 is not depicted. However, this drive unit corresponds to drive unit 23, which is described in conjunction with other exemplary embodiments.

Claims

1. A tire repair apparatus for attachment to a vehicle wheel (11), said vehicle wheel being mounted on a vehicle by a wheel nut or wheel bolt (104), said tire repair apparatus having: - A bracket element (16), which is associated with a central axis (A) and a circumferential direction (U), and has a side (18) facing the wheel and a side (20) facing away from the wheel. - Compressor (22), the compressor being fastened to the bracket element (16), - A drive unit (23) for the compressor (22), the drive unit being operatively connected to the compressor (22), - A sealant container (60) for receiving tire sealant, wherein, The compressor (22) is fluidly connected to the sealant container (60), - A connecting line (12) configured to be fluidly connected to the sealant container (60) and the tire to be repaired on the vehicle wheel (11), and - A plurality of pin-shaped retaining elements (88), each having a fastening end (90) and a free end (92), wherein the pin-shaped retaining elements (88) are connected to the bracket element (16) at their fastening ends (90) and extend from the wheel-facing side (18) of the bracket element (16) along longitudinal axes (L) parallel to the central axis (A) and are spaced apart from each other in the circumferential direction (U), wherein the positions of the pin-shaped retaining elements (88) at least approximately correspond to the positions of the vehicle wheel (11). The control hole (100) is located in the vehicle wheel (11) and extends parallel to the central axis (A). The control hole is arranged in the circumferential direction (U) between two corresponding holes (102) for wheel bolts (104) and for wheel alignment. Each pin-shaped retaining element (88) can be inserted into one of the control holes (100) in the vehicle wheel (11) to attach the tire repair device (10) to the vehicle wheel (11) by adhesive, clamping or latching.

2. The tire repair equipment according to claim 1, in, The control hole (100) passes through the vehicle wheel (11), and the length of one or more of the pin retaining elements (88) is such that when the tire repair equipment (10) is fastened to the vehicle wheel (11), the free end (92) of the pin retaining element (88) is located in the mounting flange plane (M) of the vehicle wheel (11), and a magnet (110) is arranged at the free end (92) of the one or more pin retaining elements (88).

3. The tire repair equipment according to claim 1, in, Each pin retaining element (88) has a chamfered insert section (105) at its free end (92).

4. The tire repair equipment according to claim 3, in, Multiple or all pin-shaped retaining elements (88) are provided with latch hooks (106).

5. The tire repair equipment according to claim 4, in, The control hole (100) passes through the vehicle wheel (11), and the latch hook (106) is arranged at the free end (92) of the pin retaining element (88) and is formed to engage the rear of the control hole (100) in the vehicle wheel (11).

6. The tire repair equipment according to any one of claims 1 to 5, in, Some or all of the pin retaining elements (88) are supported so that they can move radially relative to the longitudinal axis (L) of the pin retaining elements.

7. The tire repair equipment according to any one of claims 1 to 5, wherein, The sealant container (60) has two separate chambers (56, 58) for the two components of the tire sealant and a mixing chamber (66) for mixing the two components.

8. The tire repair equipment according to claim 7, wherein, The mixing chamber (66) is located directly upstream of the connector (68) for the connecting line (12).

9. The tire repair equipment according to any one of claims 1 to 5, wherein, The sealant container (60) forms the housing of the tire repair equipment, which covers the bracket element (16) and the compressor (22).

10. The tire repair equipment according to any one of claims 1 to 5, wherein, An energy storage device for operating the drive unit is operatively connected to the drive unit.

11. The tire repair equipment according to claim 10, wherein, The energy storage device is a battery (72) or multiple batteries (72).

12. The tire repair equipment according to any one of claims 1 to 5, wherein, The connecting line (12) has a monitoring switch (78) at the end to be connected to the tire to be repaired, which allows the drive unit (23) to operate only when the end to be connected to the tire to be repaired is connected to the tire.

13. The tire repair equipment according to any one of claims 1 to 5, wherein, The drive device (23) is an electric motor (24), which is arranged in a plate-shaped recess (26) on the side (18) of the bracket element (16) facing the wheel.

14. A tire repair apparatus for attachment to a vehicle wheel (11), said vehicle wheel being mounted on a vehicle by a wheel nut or wheel bolt (104), said tire repair apparatus having: - A bracket element (16), which is associated with a central axis (A) and a circumferential direction (U), and has a side (18) facing the wheel and a side (20) facing away from the wheel. - Compressor (22), the compressor being fastened to the bracket element (16), - A drive unit (23) for the compressor (22), the drive unit being operatively connected to the compressor (22), - A sealant container (60) for receiving tire sealant, wherein, The compressor (22) is fluidly connected to the sealant container (60), - A connecting line (12) configured to be fluidly connected to the sealant container (60) and the tire to be repaired on the vehicle wheel (11), and - A crown-shaped centering fastening flange (150) extends at least substantially parallel to the central axis (A) from the side (18) of the bracket element (16) facing the wheel, and has a free end (152) formed to engage with the edge (154) of the hub opening (156) of the vehicle wheel (11), wherein a plurality of latching flaps (162) arranged in a circumferential direction (U) extend radially outward from the free end (152) of the crown-shaped centering fastening flange (150), the latching flaps being formed to latch below the head (164) of the wheel nut or wheel bolt (104) respectively when the tire repair device (10) is pressed onto the vehicle wheel (11) along the central axis (A).

15. The tire repair equipment according to claim 14, in, The number and position of the latching flaps (162) correspond to the number and position of the wheel nuts or wheel bolts (104), which are used to fasten the vehicle wheels (11) to the vehicle.

16. The tire repair equipment according to claim 15, in, Each latching wing (162) has a recessed notch (168) at its radially outer end (166).

17. The tire repair equipment according to any one of claims 14 to 16, in, The sealant container (60) has two separate chambers (56, 58) for the two components of the tire sealant and a mixing chamber (66) for mixing the two components.

18. The tire repair equipment according to claim 17, in, The mixing chamber (66) is located directly upstream of the connector (68) for the connecting line (12).

19. The tire repair equipment according to any one of claims 14 to 16, in, The sealant container (60) forms the housing of the tire repair equipment, which covers the bracket element (16) and the compressor (22).

20. The tire repair equipment according to any one of claims 14 to 16, in, An energy storage device for operating the drive unit is operatively connected to the drive unit.

21. The tire repair equipment according to claim 20, in, The energy storage device is a battery (72) or multiple batteries (72).

22. The tire repair equipment according to any one of claims 14 to 16, in, The connecting line (12) has a monitoring switch (78) at the end to be connected to the tire to be repaired, which allows the drive unit (23) to operate only when the end to be connected to the tire to be repaired is connected to the tire.

23. The tire repair equipment according to any one of claims 14 to 16, in, The drive device (23) is an electric motor (24), which is arranged in a plate-shaped recess (26) on the side (18) of the bracket element (16) facing the wheel.

Images