Combined u-shaped beam type tire burst emergency device

Abstract

This invention discloses a combined U-shaped beam tire blowout emergency device, belonging to the field of vehicle safety device technology. It aims to solve common industry pain points in existing tire blowout emergency devices, such as the inherent contradiction between structural rigidity and installation adaptability, easy slippage and failure of supports, poor tire engagement synchronization, easy breakage of locking structures, and insufficient TPMS compatibility. The device includes at least two U-shaped beam-type rolled-edge structural components that interlock end-to-end to form a circular main body. The structural components have radially inwardly bent arched rolled edges on both axial sides, and an integrally formed F-shaped bidirectional interlocking protrusion on the outer circumference. The inner wall is fitted with honeycomb-structured support pads via a double-limiting structure of insertion and snap-fit. Adjacent structural components are fixed by single-point locking joints with bolt protection. It also includes a split-type cross-plate structure compatible with TPMS sensors. This significantly improves the device's bending and torsional stiffness, impact resistance, and support stability, while also considering lightweight design, ease of installation, and versatility, effectively ensuring driving safety after a tire blowout.

Description

Technical Field

[0001] This invention relates to the field of vehicle safety devices, and more specifically to a combined U-beam tire blowout emergency device for vehicle tire blowout emergencies. Background Technology

[0002] With the development of the automotive industry and people's increasing emphasis on driving safety, tire blowout emergency safety devices, as devices that can ensure safe driving in the event of a tire blowout or leak, have become an important part of modern automotive safety systems. The tire blowout device (TBESD) is a passive safety device specifically designed for severe tire pressure loss scenarios in automobiles. The current Chinese national standard GB / T38796-2020 clearly defines it as: a device installed on the wheels of a vehicle that prevents the tire from detaching from the rim and maintains the vehicle's drivability when a tire blows out or experiences severe pressure loss. Its main functional value lies in three aspects: First, it solves the number one fatal risk of high-speed tire blowouts. After a high-speed tire blowout, the tire detaching from the rim and the rim touching the ground are the core causes of vehicle rollovers, skidding, and chain collisions. This device completely avoids this risk from a physical structure perspective and is a core safety feature for commercial vehicles. Second, it maintains the vehicle's emergency driving capability. A device compliant with national standards can ensure that the vehicle can travel stably at a safe speed for several kilometers after a tire blowout, avoiding emergency stops on dangerous sections of highways such as curves, tunnels, and bridges. Third, it reduces the probability of driver error. After a tire blowout, the vehicle's deviation and yaw are significantly reduced, decreasing the risk of fatal errors such as sudden braking or sharp steering due to driver panic, and increasing the margin for error in emergency response.

[0003] Currently, domestic TBESD technology routes are mainly divided into two categories: one is the rigid integral filled support ring, which is mostly made of high-strength metal or engineering plastic in one piece, filling the rim to achieve high radial support strength, but has a fatal flaw: the integral filled structure cannot avoid the rim valve and TPMS sensor, and the tire bead must be removed during installation, and even special tooling is required for pressing, which is difficult to install, has high maintenance costs, and cannot be adapted to rims with different groove depths, resulting in extremely poor versatility; the other is the flexible spliced ​​support belt, which mostly uses 2-4 arc-shaped support belts spliced ​​to form a ring structure, which is locked and fixed by fasteners. It is easy to install and has strong versatility, and is the mainstream technology route in the current market. The solutions disclosed in Chinese patents CN105329048A, CN109383200A, and CN110329011A all belong to this category.

[0004] Currently, common tire blowout emergency safety devices on the market mainly consist of annular support belts and support pads. For example, Chinese patent CN105329048A discloses a tire blowout emergency safety device for automobiles. This device includes at least two annular support belts forming a ring. The adjacent ends of two adjacent annular support belts are connected by adjustable fasteners and installed in the wheel groove of the rim. The radial inner surface of the support belt has several evenly distributed support pads, and the radial outer surface of the support belt has several evenly distributed toothed interlocking strips. In use, the toothed interlocking strips tightly engage with the inner wall of the tire. This device can maintain synchronous rotation between the tire and the rim in the event of a tire blowout or underinflation, ensuring the controllability of the vehicle's steering and braking systems. Chinese patent CN109383200A discloses a tire blowout emergency safety device, including a pair of semi-annular support belts symmetrically installed on the rim surface. The two ends of the support belts are connected and fixed by adjusting and fixing devices. A foot is also installed on the inner surface of the support belt, and a height adjustment component is installed at the bottom of the foot. The height adjustment component changes the height of the foot to adapt to different rim models. This device solves the shortcomings of existing tire blowout emergency safety devices on the market, which are unable to adapt to various wheel rims or detachable abutments, resulting in unreliable fixation. Chinese Patent CN110329011A discloses a flexible belt-type tire blowout emergency safety device, including a flexible support belt that can be bent into a semi-circular structure. Two flexible support belts can be spliced ​​together to form a circle, along with connecting parts. This device is lightweight, easy to assemble, low-cost, and exhibits low vibration. Chinese Patent CN106926645A discloses a tire blowout emergency device, including a tension belt, multiple clamping blocks, and a monitoring device. The tension belt is a ring formed by connecting two semi-circular support belts. The clamping blocks are evenly arranged on the center line of the radial inner surface of the tension belt. The monitoring device is positioned between any two clamping blocks to monitor the tire condition. This device not only ensures that the steering and braking systems remain controllable in the event of a tire blowout but also provides early warning, effectively reducing the incidence of tire blowouts. Chinese patent CN108790621A discloses a tire blowout emergency safety device, including a support belt and a stopper. The support belt is arc-shaped, and its two ends are tightened by locking components to form a circular structure. The stopper is composed of a steel frame and a padding pad. This device has good stability, the size of the stopper can be adjusted at will, and it is suitable for various types of wheel rim grooves.

[0005] However, after long-term testing and market verification by the applicant, existing flexible splicing TBESD and mainstream industry solutions all suffer from the following common technical defects that cannot be overcome. These defects directly affect the emergency reliability of the device and may even lead to secondary safety risks, severely restricting the technological development of the industry:

[0006] 1. There is an inherent and irreconcilable contradiction between structural rigidity and installation adaptability. Existing flexible support strips are mostly flat strip structures. To ensure support rigidity after a tire blowout, high-strength, high-hardness metal sheets are required. However, high-hardness sheets are difficult to bend to fit the rim groove's curvature, making precise insertion into the rim groove during installation difficult, leading to warping and poor fit. If low-hardness, easily bendable materials are used, while installation is convenient, the support strip is prone to flexing and deformation, or even breakage, under the radial heavy-load impact of a tire blowout, completely losing its support function and failing to meet the structural strength requirements under heavy-load crushing in GB / T38796-2020. Simultaneously, flat support strips have a small moment of inertia and poor bending and torsional resistance. During emergency braking or steering, the support strip is prone to circumferential torsion, causing the tire to come off the bead.

[0007] 2. The support pads have poor reliability in limiting movement, making them prone to slippage, deflection, or even detachment. Existing support pads often use a flat bottom surface that contacts the bottom of the rim groove, relying solely on static friction to achieve circumferential and axial limiting, without a mechanical limiting structure. At the moment of a tire blowout, the radial impact force exerted by the tire on the support band can reach more than three times the vehicle's full-load axle load, accompanied by strong circumferential shear force and axial lateral force. The pads in contact with the flat surface are highly susceptible to slippage and deflection, causing the support ring to become out of round, resulting in partial support failure. The tire bead may slip into the rim groove, causing loss of vehicle control. Even worse, the pads may detach upon impact, directly causing a rigid collision between the support band and the rim, generating sparks or even igniting the tire, leading to a secondary accident. In addition, most existing tire pads are solid structures, which require increased thickness to ensure support strength, resulting in greater weight and significantly increasing the unsprung mass of the vehicle. This affects vehicle handling performance and fuel economy. Furthermore, solid structures have poor shock absorption capabilities, leading to severe vibrations during tire blowout driving and increasing the probability of driver error. The bottom surface of existing support pads is mostly flat and in contact with the rim, making them prone to slipping under external pressure and friction, directly weakening their emergency response capability in the event of a tire blowout.

[0008] 3. The tire engagement structure is poorly designed, failing to guarantee the synchronization of the tire and rim after a blowout. Existing engagement structures are mostly simple straight-line protrusions or oblique serrations, providing friction only in one direction. After a blowout, the tire's inner wall collapses, significantly reducing the contact area with the engagement structure and drastically decreasing the engagement force, failing to effectively limit the circumferential relative slippage between the tire and rim. During braking, the tire and rim rotate relative to each other, causing braking system failure; during steering, the tire and rim are out of sync, leading to loss of steering control and complete loss of emergency driving capability. Furthermore, existing engagement structures are often additionally welded or bonded to the support strip surface, making them prone to detachment under impact, resulting in poor reliability.

[0009] 4. The locking joint structure suffers from stress concentration defects, poor impact resistance, and is prone to failure. Existing interlocking locking joints often employ dual-point or multi-point locking structures, which can lead to uneven tightening torques on the bolts during installation. This results in joint warping, misalignment, and the creation of false torques, causing continuous vibration at the joint during vehicle operation, making the bolts prone to loosening. Furthermore, the existing joints have exposed connecting bolts without protective structures. In the event of a tire blowout, radial heavy loads act directly on the bolt shanks, easily causing bending deformation or even shear fracture, leading to the support ring scattering and complete loss of emergency function. In addition, existing joint structures often protrude from the inner circumference of the support band, occupying space at the bottom of the rim groove and failing to adapt to rims with shallow grooves, resulting in poor versatility.

[0010] 5. There is an irreconcilable contradiction between TPMS compatibility and structural strength. Existing devices either fail to consider the compatibility of TPMS tire pressure monitoring systems, requiring the TPMS sensor to be removed during installation, thus losing the tire pressure warning function; or they simply make holes in the support strip to avoid the sensor, which significantly weakens the structural strength of the support strip. In the event of a tire blowout, stress concentration at the hole can easily occur, leading to the support strip breaking. At the same time, the hole position is fixed, making it unable to adapt to different brands and specifications of TPMS sensors, resulting in extremely poor versatility and failing to meet the requirements of the OEM market.

[0011] 6. The inability to simultaneously achieve lightweight design and load-bearing capacity is inconsistent with the trend of vehicle lightweighting. To ensure load-bearing capacity, existing devices often employ thickened plates and solid foot pads, with a single device weighing 3-5 kg. This significantly increases the unsprung mass of the vehicle, affecting not only handling performance and fuel economy but also accelerating rim wear. Conversely, reducing plate thickness and foot pad volume for lightweighting results in insufficient structural strength, making it unable to withstand the heavy impact of a tire blowout, creating a vicious cycle.

[0012] Based on the aforementioned fatal flaws in existing technologies, the applicant proposes the technical solution of this invention to completely solve the common technical pain points that have long existed in the industry and significantly improve the reliability and safety of tire blowout emergency devices. Summary of the Invention

[0013] The purpose of this invention is to overcome the aforementioned defects of the prior art and provide a combined U-beam tire blowout emergency device. This device completely solves the common technical pain points in the industry, such as the lightweighting problem of the filler support ring, the poor rigidity of the flexible splicing support belt, the inherent contradiction between structural rigidity and installation adaptability, the easy slippage and failure of the support pad feet, the poor tire engagement synchronization, the easy breakage of the locking joint, the inability to balance TPMS compatibility and structural strength, and the irreconcilable differences between lightweighting and load-bearing performance. While ensuring ease of installation, versatility, and lightweighting, this device significantly improves structural strength, impact resistance, support stability, and emergency reliability, ensuring driving safety after a tire blowout.

[0014] To achieve the above objectives, the present invention adopts the following technical solution:

[0015] A combined U-shaped beam tire blowout emergency device includes at least two arc-shaped U-shaped beam rolled edge structures. Each U-shaped beam rolled edge has radially inwardly bent arched edges on both axial sides, giving it a U-shaped beam cross-section. Multiple U-shaped beam rolled edge structures are joined end-to-end to form a circular main body. The joint ends of adjacent U-shaped beam rolled edge structures are locked together by fasteners. The outer circumferential surface of each U-shaped beam rolled edge structure has several F-shaped protrusions spaced circumferentially. These F-shaped protrusions engage and limit the movement of the tire's inner wall after a blowout. Each U-shaped beam rolled edge structure has several matching holes corresponding to the F-shaped protrusions. Supporting feet are installed on the inner wall of each U-shaped beam rolled edge structure at the position corresponding to each matching hole. The bottom surface of each supporting foot contacts the bottom of the rim groove, providing radial support for the circular main body.

[0016] Furthermore, the U-shaped beam rolled edge structure adopts an integrated stamping process, with radially inwardly bent arched rolled edges on both sides of the axial direction, so that the cross-section of the structure forms a U-shaped beam-type reinforced structure; the bending arc of the arched rolled edge is precisely matched with the edge arc of the rim groove, and the outer circumferential arc of the U-shaped beam rolled edge structure is completely consistent with the outer circumferential arc of the rim.

[0017] Furthermore, the F-shaped protrusion and the U-shaped beam-type rolled edge structure are integrally stamped and formed, including a transverse interlocking strip extending circumferentially, and a vertical support strip connecting the transverse interlocking strip and the outer circumferential surface of the structure. The transverse interlocking strip, the vertical support strip and the outer circumferential surface of the structure together enclose an interlocking groove with the opening facing circumferentially; several F-shaped protrusions are evenly spaced along the circumferential direction, and the openings of adjacent F-shaped protrusions face opposite directions, forming a bidirectional interlocking structure.

[0018] Furthermore, the fastener joint adopts a single-point locking structure, including two connectors respectively fixed to the mating ends of adjacent structural components, and a set of locking components; the connectors are provided with U-shaped grooves, the U-shaped grooves of the two connectors are arranged opposite each other, and coaxial mounting holes are opened on the vertical walls on both sides of the U-shaped grooves; the locking components include connecting bolts and matching connecting nuts, the connecting bolts are inserted into the coaxial mounting holes to achieve locking; the height of the vertical wall of the U-shaped groove is greater than the diameter of the connecting bolt, forming a radial protective wall structure for the connecting bolt.

[0019] Furthermore, the main body of the support pad has a regular hexagonal honeycomb structure inside, with a honeycomb contact surface on the side facing the bottom of the rim groove; the side of the support pad facing the structural component has an integrally formed pad protrusion that is compatible with the pad matching hole, and the side edge is provided with a buckle that is fixed to the inner wall of the U-shaped beam rolled edge structural component, and the fixation is achieved through the double limiting structure of insertion and snap-fit.

[0020] Furthermore, at least one TPMS spanner is provided on the main body. The TPMS spanner is connected between the mating ends of two adjacent U-shaped beam rolled edge structures, forming a clearance space with the U-shaped beam rolled edge structures to accommodate the TPMS sensor. The TPMS spanner includes an arc-shaped spanner plate and two spanner joints fixed at both ends of the spanner plate in the axial direction. The spanner joints are fitted and fixed to the axial sidewall of the U-shaped beam rolled edge structure without compromising the integrity of the main structure.

[0021] In summary, compared with the prior art, the present invention has the following outstanding advantages:

[0022] 1. It completely solves the inherent contradiction between structural rigidity and installation adaptability in existing technologies. Through the U-shaped beam rolled edge structure, the bending and torsional stiffness and deformation resistance of the structure are greatly improved without increasing the weight. At the same time, it achieves a precise fit with the wheel rim, making installation convenient and highly versatile.

[0023] 2. Significantly improves support stability and emergency reliability. The F-type bidirectional interlocking structure ensures the synchronization of the tire and rim, the honeycomb structure foot pads have a double limiting and anti-slip design to prevent the foot pads from slipping and falling off, and the protected single-point locking joint prevents bolt breakage, fundamentally eliminating various failure risks of existing devices.

[0024] 3. It perfectly balances TPMS compatibility and main structural strength. The split-type cross-plate structure does not require openings in the main body, thus preserving the integrity of the main structure. At the same time, it can be adapted to various TPMS sensors and meets the safety configuration requirements of heavy-duty vehicles.

[0025] 4. A perfect balance between lightweight and load-bearing capacity has been achieved. Through the optimized design of U-beam structure and honeycomb structure, the weight of the product has been greatly reduced while ensuring load-bearing capacity and impact resistance that far exceed national standards, which is in line with the development trend of automotive lightweighting.

[0026] 5. The overall structure adopts a one-piece stamping and modular splicing design, with fewer parts, convenient installation, no need for special tooling, suitable for large-scale mass production, and can be adapted to the rim specifications of most passenger vehicles and commercial vehicles, with a wide range of applications. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of a combined U-beam tire blowout emergency device.

[0028] Figure 2 It is a cross-sectional view of a U-shaped beam;

[0029] Figure 3 This is a diagram of an F-shaped protrusion structure;

[0030] Figure 4 This is a diagram of the fastener joint structure;

[0031] Figure 5 This is a cross-section structure diagram of a TPMS (Tire Pressure Monitoring System);

[0032] Figure 6 This is a diagram of the supporting foot structure;

[0033] Figure 7 This is a diagram showing the completed assembly of a combined U-beam tire blowout emergency device.

[0034] Reference numerals: 1-U-shaped beam rolled edge structure, 2-F-type protrusion, 3-fastener joint, 4-TPMS cross plate, 5-support pad, 6-pad matching hole; 301-connector, 302-connecting nut, 303-connecting bolt, 401-cross plate, 402-cross plate joint, 403-connecting sleeve, 404-connecting pin, 501-honeycomb structure, 502-pad protrusion, 503-clasp. Detailed Implementation

[0035] The present application will be further described in detail below with reference to the accompanying drawings, so that those skilled in the art can better understand and implement the present invention, but the embodiments described are not intended to limit the present invention.

[0036] See embodiments of the present invention. Figure 1 , Figure 2 , Figure 3 As shown, a modular U-beam tire blowout emergency device is disclosed in a structured component manner, including a U-beam rolled edge structure 1, fastener joints 3, TPMS cross plates 4, and support pads 5. The U-beam rolled edge structure 1 is a strip-shaped ring piece, manufactured using a one-piece molding technology, and is semi-circular in shape, with its curvature consistent with the rim curvature. It is typically made of a material with poor ductility to ensure that it maintains its shape and support function in the event of a tire blowout. The left and right sides of the beam rolled edge structure 1 feature radially inward arched rolled edge structures (see...). Figure 2 This structure strengthens the compressive strength of the steel plate through the edge rolling process, ensuring the product's curvature is fixed and matches the rim height, enhancing fit and resistance to deformation. This design enhances the rigidity of the U-shaped beam edge rolling structure, preventing deformation under heavy pressure. The edge bending curvature design is consistent with the rim groove edge curvature design, which can reduce the risk of tire bead friction causing deformation and tearing of the tire blowout emergency device support during tire blowout and pressure loss. At the same time, it can fit tightly with the rim curvature and be fixed to the rim groove.

[0037] A plurality of F-shaped protrusions 2 and matching holes 6 for pads are formed on the outer circumferential surface of the U-shaped beam rolled edge structure 1. The F-shaped protrusions 2 are regularly spaced, interlocking horizontal and vertical strip-shaped protrusions. The F-shaped protrusions include horizontal interlocking strips extending along the circumference of the U-shaped beam rolled edge structure and vertical support strips connecting the horizontal interlocking strips and the outer circumferential surface of the U-shaped beam rolled edge structure. The horizontal interlocking strips, vertical support strips and the outer circumferential surface of the U-shaped beam rolled edge structure together form an interlocking groove with the opening facing the circumference. The plurality of F-shaped protrusions are evenly spaced along the circumference of the U-shaped beam rolled edge structure, and the openings of adjacent F-shaped protrusions face opposite directions.

[0038] These F-shaped protrusions are integrally formed arcs, with the arc matching the rim arc. This not only enhances the strength of the support pad beam but also engages and rubs against the tire during a tire blowout or deflation, maintaining tire-rim synchronization during vehicle braking. In terms of layout, several F-shaped protrusions are asymmetrically distributed axially (see...). Figure 3 The F-shaped protrusion is used to engage and limit the tire's inner wall, and the notch position of the F-shaped protrusion 2 corresponds to the mating hole 6 of the pad. The number of F-shaped protrusions 2 and mating holes 6 is the same, usually 6-12. During assembly, one end of the two U-shaped beam rolled edge structural parts 1 is connected by fastener joints 3, and the other end is connected by TPMS cross plate 4, thus forming a circular integral structure that wraps around the wheel hub, suitable for installation in the rim groove. Its unfolded length is consistent with the circumference of the rim groove, its maximum cross-sectional width is greater than or equal to the width of the rim groove bottom, and its maximum height is equal to or less than the depth of the rim groove bottom. The purpose of this design is to prevent the tire bead from slipping into or being swallowed by the rim groove when the tire blows out, avoiding the outer rim flange touching the ground and causing loss of vehicle steering control, while also facilitating tire return after installation.

[0039] See Figure 4 , Figure 5 Specifically, during the assembly of the combined U-beam tire blowout emergency device, the mating ends of two adjacent U-beam rolled edge structural components 1 are detachably fastened together via fastener joints 3. The fastener joint 3 includes two symmetrically arranged connectors 301, connecting bolts 303, and connecting nuts 302 that are threadedly adapted to the connecting bolts 303. The U-shaped openings of the two connectors 301 are arranged opposite each other, and their mounting holes are coaxially aligned. The vertical surface of the fastener joint has a certain wall height, greater than the bolt diameter, to protect the anti-loosening bolt from deformation or breakage under the heavy pressure of a tire blowout. The connecting bolts 303 and connecting nuts 302 have good tensile strength and rust-proof properties.

[0040] During assembly, the connecting bolts 303 are sequentially inserted into the coaxial mounting holes of the two connectors 301, and the connecting nuts 302 are locked onto the protruding ends of the connecting bolts 303, thereby securing the two connectors 301 to the two U-shaped beam rolled edge structural components 1, achieving circumferential closure and fixation of the annular main body of the combined U-shaped beam tire blowout emergency device; the combined U-shaped beam tire blowout emergency device is also circumferentially provided with TPMS cross plates 4, each TPMS cross plate 4 including an arc-shaped cross plate plate 401, two symmetrically arranged cross plate joints 402, and two sets of one-to-one corresponding connecting sleeves 403 and connecting pins 404, with the two cross plate joints 402 respectively located at the axial ends of the cross plate plate 401. The end of the cross plate 401 and the corresponding cross plate joint 402 are provided with coaxial through-holes. During assembly, the two cross plate joints 402 are respectively fitted and positioned against the axial side walls of the annular body of the combined U-beam tire blowout emergency device. The connecting pin 404 passes through the through-hole, and the connecting sleeve 403 is fitted around the outer circumference of the connecting pin 404 and is interference-fitted with the through-hole. In this way, the cross plate joint 402 and the cross plate 401 are fastened together to form a complete TPMS cross plate 4, which provides axial support and limit for the combined U-beam tire blowout emergency device, and also achieves position compatibility with TPMS (Tire Pressure Monitoring System). It is mainly used to install or fix at least one TPMS electronic transmitter or monitoring equipment.

[0041] See Figure 6 , 7 The inner wall of the combined U-beam tire blowout emergency device is equipped with support pads 5 corresponding to the positions of each pad matching hole 6. The support pads 5 are mainly made of wear-resistant and high-temperature resistant materials. It is recommended to use PA66+30% glass fiber injection molding to specify the hardness, heat distortion temperature, wear resistance and other automotive-grade indicators of the material. The main body of the support pad 5 has a honeycomb structure 501 inside. This design reduces the weight of the support pad and allows it to provide friction synchronization when in contact with the bottom of the rim groove. The side facing the inner wall of the annular main body has an integrally formed pad protrusion 502 that is adapted to be inserted into the pad matching hole 6. The side edge is provided with a buckle 503 for engaging and fixing with the inner wall of the U-shaped beam rolled edge structure 1. The support pad 5 is positioned by engaging with the inner wall of the U-shaped beam rolled edge structure 1 through the buckle 503, and the radial and circumferential limiting and fixing are achieved by the pad protrusion 502 engaging with the pad matching hole 6. This provides stable radial support for the tire in the event of a tire blowout and loss of pressure, preventing the tire from coming off the bead.

[0042] Through the above design, the components of this U-shaped beam tire blowout emergency device, mounted around the wheel rim, provide reliable support in the event of a tire blowout, preventing vehicle loss of control and ensuring driving safety. Its U-shaped beam structure enhances overall strength, the F-shaped protrusion improves the grip with the tire, the support pad design ensures good contact with the wheel rim, and the TPMS crossbar provides an installation location for the tire pressure monitoring system, making the entire system more complete.

[0043] The standardized installation steps for this U-beam tire blowout emergency device are as follows ( Figure 7 ):

[0044] ①Pre-treatment: Pry open one side of the tire bead to expose the bottom of the rim groove, and clean the debris and rust from the bottom of the groove;

[0045] ② Pre-installation of pads: Insert the protrusion of the support pad into the matching hole of the pad, press the pad so that the buckle is engaged in the inner wall of the U-shaped beam structure, and complete the installation of all pads;

[0046] ③ Main body pre-assembly: Place the two pre-installed U-shaped beam structural components with pads into the bottom of the wheel rim groove, connect them end to end, pre-lock one end with fastener joints, and install the TPMS cross plate on the other end to avoid the valve stem and TPMS sensor.

[0047] ④ Tightening and fixing: Adjust the position of the circular main body to ensure that all pads are tightly fitted to the bottom of the rim groove, and use a torque wrench to tighten the connecting bolts to the specified torque (25-35 N·m).

[0048] ⑤ Reset Inspection: Reset the tire bead, inflate to the standard tire pressure, check that the device does not interfere with the tire or rim, and complete the installation after confirming that there are no abnormalities.

[0049] The above are all preferred embodiments of this application and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A combined U-beam tire blowout emergency device, characterized in that, The device includes at least two arc-shaped U-shaped beam-type rolled edge structural components. Each U-shaped beam-type rolled edge has radially inwardly bent arched edges on both axial sides, resulting in a U-shaped cross-section. Multiple U-shaped beam-type rolled edge structural components are joined end-to-end to form a circular main body. The joint ends of adjacent U-shaped beam-type rolled edge structural components are locked and fixed together by fastener joints. The outer circumferential surface of each U-shaped beam-type rolled edge structural component has several F-shaped protrusions arranged at circumferential intervals. These F-shaped protrusions are used for engagement and positioning with the inner wall of the tire. Each U-shaped beam-type rolled edge structural component has several foot-matching holes corresponding to the F-shaped protrusions. Support feet are installed on the inner wall of each U-shaped beam-type rolled edge structural component at the position corresponding to each foot-matching hole. The bottom surface of the support feet is used to contact and engage with the bottom of the rim groove.

2. The combined U-beam tire blowout emergency device according to claim 1, characterized in that, The curvature of the arched rolled edge matches the edge curvature of the rim groove, and the outer circumferential curvature of the U-shaped beam rolled edge structure is consistent with the outer circumferential curvature of the rim.

3. The combined U-beam tire blowout emergency device according to claim 1, characterized in that, The F-shaped protrusion includes a transverse interlocking strip extending circumferentially along the U-shaped beam rolled edge structure, and a vertical support strip connecting the transverse interlocking strip and the outer circumferential surface of the U-shaped beam rolled edge structure. The transverse interlocking strip, the vertical support strip, and the outer circumferential surface of the U-shaped beam rolled edge structure together form an interlocking groove with its opening facing circumferentially. A plurality of the F-shaped protrusions are evenly spaced along the circumferential direction of the U-shaped beam rolled edge structure, and the openings of adjacent F-shaped protrusions face opposite directions.

4. The combined U-beam tire blowout emergency device according to claim 1, characterized in that, The fastener joint includes two connectors respectively fixed to the mating ends of adjacent U-shaped beam-type rolled edge structural components, and a locking assembly; the connectors are provided with U-shaped grooves, the U-shaped grooves of the two connectors are arranged opposite each other, and coaxial mounting holes are opened on the two vertical walls of the U-shaped grooves; the locking assembly includes a connecting bolt and a connecting nut adapted to the thread of the connecting bolt, the connecting bolt passes through the coaxial mounting holes of the two connectors, and the connecting nut is locked to the protruding end of the connecting bolt; the height of the vertical wall of the U-shaped groove is greater than the diameter of the connecting bolt, so as to form radial protection for the connecting bolt.

5. The combined U-beam tire blowout emergency device according to claim 1, characterized in that, The main body of the support pad has a honeycomb structure inside, and the side of the support pad facing the bottom of the rim groove has a honeycomb contact surface; the side of the support pad facing the U-shaped beam rolled edge structure has an integrally formed pad protrusion that is compatible with the pad matching hole; the side edge of the support pad has a buckle that is snapped and fixed to the inner wall of the U-shaped beam rolled edge structure.

6. The combined U-beam tire blowout emergency device according to claim 1, characterized in that, The annular body is also provided with at least one TPMS spanner, which spans between the mating ends of two adjacent U-shaped beam rolled edge structures. The TPMS spanner and the U-shaped beam rolled edge structure form a clearance space for accommodating the TPMS sensor.

7. The combined U-beam tire blowout emergency device according to claim 6, characterized in that, The TPMS cross plate includes an arc-shaped cross plate and two cross plate joints fixed at both ends of the cross plate. The cross plate joints are fitted with the axial sidewalls of the U-shaped beam rolled edge structure. The cross plate joints and the U-shaped beam rolled edge structure are fixed together by an interference fit between a connecting pin and a connecting sleeve.

8. The combined U-beam tire blowout emergency device according to claim 1, characterized in that, The U-shaped beam rolled edge structure is a metal steel strip integrally stamped and formed, and the arched rolled edge and F-shaped protrusion are integrally stamped and formed with the U-shaped beam rolled edge structure.

9. The combined U-beam tire blowout emergency device according to claim 1, characterized in that, The maximum axial width of the annular body is greater than or equal to the width of the rim groove bottom, and the maximum radial height of the annular body is less than or equal to the depth of the rim groove bottom.

10. The combined U-beam tire blowout emergency device according to claim 5, characterized in that, The support pads are made of wear-resistant and high-temperature resistant nylon injection molded parts, and the honeycomb structure is a regular hexagonal honeycomb hole array, with the axial direction of the honeycomb holes arranged radially along the annular body.

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