Vehicle water safety rescue devices and vehicles

Abstract

This invention relates to a vehicle submerged safety rescue device, comprising: a tire (1) detachably mounted on a wheel hub (2), the tire (1) including a tire body (11) and an inflation chamber (12) located inside the tire body (11); and a buoyancy unit (13) disposed within the tire body (11), the buoyancy unit (13) being configured to provide buoyancy to the tire (1) after it separates from the wheel hub (2) in water. Thus, a vehicle submerged safety rescue device can be designed based on the structure of the vehicle wheel, particularly utilizing the tire, thereby enabling the tire to detach from the wheel hub and act as a "lifeline" for vehicle occupants after the vehicle falls into water, making self-rescue faster and safer for vehicle occupants.

Description

Technical Field

[0001] This invention relates to a vehicle water safety rescue device and a corresponding vehicle. Background Technology

[0002] Vehicles have become the most important means of road transportation in modern society, making their safe use a crucial issue. Vehicle submersion accidents are extremely dangerous. If the occupants fail to take correct and effective self-rescue measures after such an accident, injury or death is highly likely. Some occupants lack swimming ability, and even if they successfully exit the vehicle, they still face the risk of drowning in the water. Existing solutions utilize airbags to float the submerged vehicle to the surface; however, due to the large buoyancy required to lift the entire vehicle and the long airbag inflation time, this solution has significant shortcomings. Summary of the Invention

[0003] The purpose of this invention is to provide a novel vehicle water rescue device that is specifically designed for the individual rescue of vehicle occupants and is highly integrated with the vehicle's own structure.

[0004] According to a first aspect of the present invention, a vehicle submerged in water safety rescue device is provided, comprising: a tire detachably disposed on a wheel hub, the tire including a tire body and an inflation cavity located inside the tire body; and a buoyancy unit disposed in the tire body itself, the buoyancy unit being configured to provide buoyancy to the tire after the tire separates from the wheel hub in water.

[0005] According to an optional embodiment of the present invention, the buoyancy unit is a non-pneumatic buoyancy unit.

[0006] According to an alternative embodiment of the invention, the buoyancy unit is configured to provide sufficient buoyancy individually so that the tire can support at least one adult floating on the water.

[0007] According to an optional embodiment of the invention, the buoyancy unit includes at least one independently sealed buoyancy cavity and / or at least one buoyancy block having closed-pore buoyancy material.

[0008] According to an optional embodiment of the invention, the buoyancy unit is located in the lateral non-load-bearing area of ​​the tire body and / or on the inner side of the tire body near the hub.

[0009] According to an optional embodiment of the invention, the vehicle submersion safety rescue device further includes a traction structure connected to the tire that allows vehicle occupants to drive the tire and / or a wearable structure that allows vehicle occupants to restrain the tire to their body.

[0010] According to an optional embodiment of the present invention, the vehicle water rescue device further includes a constraint device for defining the separation direction of the tire relative to the wheel hub.

[0011] According to an optional embodiment of the present invention, the vehicle submerged safety rescue device further includes an auxiliary buoyancy enhancement unit disposed outside the tire, the auxiliary buoyancy enhancement unit being configured to be inflated to provide additional buoyancy to the tire. In particular, the auxiliary buoyancy enhancement unit is integrated into a traction structure of the vehicle submerged safety rescue device that allows vehicle occupants to drive the tire and / or a wearable structure that allows vehicle occupants to restrain the tire to their body.

[0012] According to an optional embodiment of the present invention, the vehicle submersion safety rescue device further includes a controller configured to control the separation of the tire from the wheel hub in the water. In particular, the controller is configured to control the separation of the tire from the wheel hub in response to detecting a vehicle submersion event.

[0013] According to an optional embodiment of the invention, the controller is configured to allow the tire to separate from the wheel hub only when a vehicle submersion event is detected and certain vehicle state conditions are met, in particular, the specific vehicle state conditions include a vehicle speed equal to or less than a threshold.

[0014] According to an optional embodiment of the invention, the tire is connected to the wheel hub via a connection structure, and the controller is configured to control the failure and / or loosening of the connection structure.

[0015] According to an optional embodiment of the present invention, the vehicle water rescue device further includes a guide structure configured to guide the tire toward an area accessible to the vehicle occupants after the tire has separated from the wheel hub.

[0016] According to an optional embodiment of the present invention, the guide structure has at least a first state and a second state. In the first state, the guide structure remains statically stored away from the tire, and in the second state, the guide structure engages with the tire to guide the tire's movement.

[0017] According to a second aspect of the invention, a vehicle is provided, including any of the vehicle water safety and rescue devices according to the invention.

[0018] Through certain embodiments of the present invention, a vehicle water rescue device can be designed based on the structure of the vehicle wheel, particularly using the tire. By modifying the tire structure, the tire can detach from the rim after the vehicle falls into the water and act as a "life ring" for the vehicle occupants. Since it only needs to provide buoyancy to keep the vehicle occupants afloat, it makes self-rescue for vehicle occupants faster and safer than existing solutions that float the entire vehicle.

[0019] It is worth noting that the advantages and beneficial effects of the present invention are not limited to those mentioned above. Those skilled in the art can understand other unmentioned advantages and beneficial effects of the present invention through the following specific embodiments and claims. Attached Figure Description

[0020] The invention will now be described in more detail with reference to the accompanying drawings, which will provide a better understanding of the principles, features, and advantages of the invention. In the drawings, Figure 1 A schematic diagram of an exemplary tire for a vehicle water rescue device according to the present invention is shown; Figure 2 Schematic diagrams of various exemplary buoyancy units of the vehicle water safety rescue device according to the present invention are shown; Figure 3 A schematic diagram of an exemplary auxiliary buoyancy enhancement unit for a vehicle submerged safety rescue device according to the present invention is shown; and Figure 4 A schematic diagram of the electrical control logic of a vehicle water rescue device according to the present invention is shown. Detailed Implementation

[0021] To make the technical problems to be solved, the technical solutions, and the beneficial technical effects of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and exemplary embodiments. It should be understood that the specific embodiments described herein are only for explaining the principles of the invention and are not intended to limit the scope of protection of the invention. Furthermore, the various components or parts in the figures may not be drawn to scale.

[0022] like Figures 1 to 4 As shown, the vehicle water safety rescue device (also referred to herein as the rescue device) according to the present invention is particularly based on a wheel and tire design.

[0023] like Figure 1 and Figure 2As shown, the life-saving device includes a tire 1 detachably mounted on the wheel hub 2. The tire 1 includes a tire body 11 and an inflation chamber 12. The inflation chamber 12 is located inside the tire body 11. The inflation chamber 12 can be inflated with gas to form a stable working tire pressure, which can support the entire vehicle load, thereby meeting the support performance required for normal vehicle operation and load bearing.

[0024] The annular tire 1 is detachably fitted onto the rim 2. When the tire 1 is separated from the rim 2, the inflation chamber 12 remains in the same state as when the tire and rim are not separated. In other words, the separation of the tire 1 from the rim 2 does not affect the inflation state of the inflation chamber 12.

[0025] In some embodiments, the inflation cavity 12 may be defined by the tire body 11. That is, the tire body 11 may be a closed annulus that encloses an internal space, which constitutes the inflation cavity 12. In other embodiments, the inflation cavity 12 may be constituted by a separate air bladder and disposed within the internal space enclosed by the tire body.

[0026] In other words, the inflation chamber 12 is located outside the tire body 11 itself, that is, outside the material of the tire body 11.

[0027] The lifesaving device also includes a buoyancy unit 13 disposed in the tire body 11 itself, the buoyancy unit 13 being configured to provide buoyancy to the tire 1 after the tire 1 separates from the hub 2 in the water.

[0028] Here, the buoyancy unit 13 is disposed within the tire body 11 itself, which can be understood as the buoyancy unit 13 being embedded in or embedded in the material of the tire body 11, and / or, the buoyancy unit 13 itself constituting the material of the tire body 11. Here, the material of the tire body 11 can be a single homogeneous material, a mixed material, a single-layer or multi-layer composite material, etc. Therefore, the buoyancy unit 13 and the inflation chamber 12 are independent of each other and do not affect each other.

[0029] In existing technologies, airbags are typically installed on the vehicle body or wheels to inflate and float the vehicle after it falls into water. On the one hand, the large weight of the vehicle results in large and complex airbags; the inflation process is time-consuming, leading to delayed rescues. On the other hand, even if the vehicle floats, non-swimmers cannot leave the vehicle and must wait for rescue.

[0030] In contrast, the vehicle water rescue device according to the present invention innovatively uses a wheel and tire design. Utilizing the structural characteristics of the tire 1 itself, and through the addition of a buoyancy unit 13, the tire can be used by vehicle occupants like a "lifebuoy." Regardless of whether the occupants can swim, they can save energy and effectively carry out self-rescue using this tire-based rescue device. This achieves functional reuse of the wheel and tire without the need for additional structures such as airbags.

[0031] Optionally, the vehicle water safety rescue device may include at least one tire 1 containing a buoyancy unit 13 according to the present invention. For example, the tires of all four wheels of the vehicle may be modified or replaced with tires 1 containing a buoyancy unit 13 according to the present invention.

[0032] In particular, the buoyancy unit 13 is a non-inflatable buoyancy unit, meaning it does not require inflation to provide buoyancy. This saves time during the inflation process and eliminates the need for a corresponding inflation device.

[0033] When tire 1 separates from rim 2 in the water, the gas stored in the inflation chamber 12 of tire 1 provides partial buoyancy. Normally, if the inflation chamber 12 is intact and leaks water, tire 1 can float on the surface thanks to the buoyancy provided by the gas stored in the inflation chamber 12. However, this partial buoyancy is insufficient to support the vehicle occupants. Therefore, the combined buoyancy of the buoyancy unit 13 and the inflation chamber 12 can stably keep the vehicle occupants afloat. The occupants can also use the tire attached to their bodies to swim to shore or a safe location.

[0034] Therefore, the rescue device has the advantages of being fast, convenient, safe and flexible.

[0035] Specifically, the buoyancy unit 13 can be configured to provide sufficient buoyancy independently so that the tire 1 can support at least one adult floating on the water. For example, the required buoyancy can be preset to support an adult weighing less than 100 kg. Thus, even if the tire 1 is punctured and water enters, the buoyancy unit 13 can provide sufficient buoyancy to the vehicle occupants.

[0036] Figure 2 Schematic diagrams of various exemplary buoyancy units of the vehicle submerged safety rescue device according to the present invention are shown. Figure 2 The first embodiment is shown to the left of the vertical dotted line, wherein the buoyancy unit 13 includes at least one independently sealed buoyancy cavity 131; Figure 2 The second embodiment is shown to the right of the vertical dotted line, wherein the buoyancy unit 13 includes at least one buoyancy block 132 having a closed-cell buoyancy material.

[0037] In a first embodiment, at least one buoyancy cavity 131 is formed in the material of the tire carcass 11 of the tire 1. The at least one buoyancy cavity 131 may be dispersed throughout the material of the carcass 11. Each individually sealed buoyancy cavity 131 contains a gas (air or a low-density inert gas), thus providing buoyancy. The buoyancy cavity 131 may be honeycomb-like or pod-like in shape. The tire carcass 11 may include a plurality of circumferentially distributed buoyancy cavities 131. Through the sealed buoyancy cavities 131, even if the inflation cavity 12 ruptures and leaks water, the buoyancy provided by the buoyancy cavities 131 themselves can keep the tire and the vehicle occupants wearing the tire afloat on the water surface.

[0038] In the second embodiment, at least one buoyancy block 132 with a closed-cell buoyancy material is formed in the material of the tire carcass 11 of the tire 1. The closed-cell buoyancy material is preferably non-absorbent and can be, in particular, foamed polypropylene (EPP) or EVA (ethylene-vinyl acetate copolymer) closed-cell foam.

[0039] EPP has a closed micropore structure with no interconnections. It is lightweight and has its own stable buoyancy. It is commonly used in automotive anti-collision structures, power battery pack cushioning structures, packaging or buoyancy structures, etc.

[0040] EVA closed-cell foam is a one-piece closed-cell foam made by copolymerizing ethylene and vinyl acetate. The cells are 100% completely closed and do not connect with each other. It does not absorb water, does not increase in weight when soaked in water, and has a constant buoyancy value. It is several to tens of times lighter than water and is a common standard buoyancy material in the water rescue industry. It is often used in flotation devices, floating mats, marine equipment, etc. Moreover, its texture is flexible and can be molded into a ring-shaped rescue module by hot pressing. It can be embedded in sections into the tire body 11 of the tire 1 without affecting the main structure of the tire.

[0041] Specifically, the buoyancy cavity 131 and / or the buoyancy block 132 can be located in the lateral non-load-bearing area of ​​the tire carcass 11 (i.e., in the side of the tire 1, not in contact with the road surface). In this way, the buoyancy cavity 131 and the buoyancy block 132 themselves do not bear tire pressure loads, do not participate in the radial stiffness, lateral support and dynamic deformation of the tire, and thus do not affect the normal load-bearing capacity of the tire itself and the normal driving of the vehicle.

[0042] Additionally or alternatively, the buoyancy cavity 131 and / or buoyancy block 132 are located on the inner side of the tire carcass 11 near the hub 2. That is, the tire carcass 11 may include an inner portion near the hub 2 and an outer portion away from the hub 2, the inner and outer portions being interconnected to form an internal space. The buoyancy cavity 131 and / or buoyancy block 132 are arranged in the inner portion so as not to affect the normal load-bearing capacity of the wheel and tire itself and the normal driving of the vehicle.

[0043] The buoyancy block 132 can be formed in the tire body 11 as a ring-shaped block or an arc-shaped block following the contour of the tire body 11. For example, it can be formed as a ring-shaped closed-cell foam buoyancy ring, or it can be formed as multiple segmented closed-cell foam buoyancy rings in the tire body 11 that conform to the contour of the tire body.

[0044] In one specific embodiment, the buoyancy unit 13 is located on the outer layer of the sidewall ply of the tire 1 or in the thick rubber area, avoiding the tread, belt layer and bead area.

[0045] In some embodiments, vehicle occupants can swim to the wheel, manually or with the aid of tools, separate the tire 1 from the rim 2, and put the tire 1 over their body. For this purpose, the connection structure 5 between the tire 1 and the rim 2 (such as...) can be preferably... Figure 4 A separation release mechanism is provided at the location shown to facilitate manual separation of tire 1 by vehicle occupants.

[0046] In other embodiments, the vehicle submersion safety rescue device may also include a traction structure attached to the tire 1 that allows the vehicle occupants to drive the tire 1 and / or a wearable structure that allows the vehicle occupants to restrain the tire 1 to their body.

[0047] Once the tire separates from the rim 2 in the water, the vehicle occupants can use the towing mechanism to pull the tire to a reachable position, retrieve the tire 1, and put it on themselves. This is particularly beneficial for vehicle occupants who cannot swim. The towing device may include a grip for easy handling by the vehicle occupants and a connecting part for connecting the tire to the grip. This connecting part may be flexible or retractable (e.g., a rope), so that when the vehicle occupants are not holding the grip and pulling the tire, the connecting part can be tightly retracted in the proper position of the tire without affecting the normal rotation of the wheel.

[0048] Wearable structures can securely hold tire 1 to vehicle occupants to prevent accidental detachment, thus ensuring safety. Wearable structures may include one or more of the following: shoulder straps, belts, and wristbands.

[0049] The traction structure and wearable structure can be fully stored in the tire sidewall groove or inside the wheel hub cover when the vehicle is in normal driving condition. When it is confirmed that the vehicle has fallen into water or the tire has separated from the wheel hub, the traction structure and wearable structure can be automatically released or exposed to make them easily accessible to the vehicle occupants, so that the vehicle occupants can pull and put them on their bodies.

[0050] In some embodiments, the vehicle submerged safety rescue device may further include a constraint device for defining the separation direction of the tire 1 relative to the wheel hub 2. Thus, by constraining the separation direction through the constraint device, it is beneficial to reduce separation resistance and facilitate rapid separation of the tire 1 from the wheel hub 2.

[0051] In some embodiments, such as Figure 3 As shown, the vehicle water rescue device may further include an auxiliary buoyancy enhancement unit 3 disposed outside the tire 1. The auxiliary buoyancy enhancement unit 3 is configured to be inflatable to provide additional buoyancy to the tire 1. This can further increase the provided buoyancy and improve the survival probability of vehicle occupants. Similar to the buoyancy unit 13, the auxiliary buoyancy enhancement unit 3 is not part of the tire's running or load-bearing structure, is not connected to the tire's inflation chamber 12, and does not participate in tire pressure control. In addition, the auxiliary buoyancy enhancement unit 3 can also be used to improve the attitude stability of the tire 1 on the water surface and extend the duration of continuous buoyancy support.

[0052] The auxiliary buoyancy enhancement unit 3 can be formed in the form of a foldable inflatable buoyancy bladder and / or an annular or strip-shaped inflatable buoyancy structure.

[0053] In particular, the auxiliary buoyancy enhancement unit 3 can also be integrated into the aforementioned traction structure and / or wearable structure. This reduces the number of parts and simplifies the structure.

[0054] Under normal driving conditions, the auxiliary buoyancy enhancement unit 3 can, as Figure 3 The diagonal filler strips schematically indicate that the tire is fully retracted (e.g., retracted on the inner side of the tire near the rim) and inflated, thus not affecting the tire's shape, mass distribution, and dynamic performance. After the vehicle falls into water and the tire 1 separates from the rim 2, the tire 1 can float on the water surface with the help of the buoyancy unit 13. The vehicle occupants can then inflate the auxiliary buoyancy enhancement unit 3 by operating it, ensuring that the auxiliary buoyancy enhancement unit 3 is fully inflated and forms the shape shown in the image. Figure 3 The blank arc-shaped strip in the diagram schematically illustrates the inflation configuration. Therefore, the auxiliary buoyancy enhancement unit 3 can have a structure similar to an emergency buoyancy airbag, capable of being rapidly inflated, for example, by pulling a pull ring.

[0055] Alternatively, the auxiliary buoyancy enhancement unit 3 can also be configured to be controlled to inflate upon confirmation by the vehicle occupants.

[0056] In some embodiments, such as Figure 4 As shown, the vehicle water rescue device may also include a controller 4, which is configured to control the separation of the tire 1 from the wheel hub 2 in the water. This allows for controlled, automatic separation of the tire 1 from the wheel hub 2. The controller 4 may be, in particular, the vehicle's electronic control unit (ECU).

[0057] In one specific embodiment, the tire 1 and the wheel hub 2 are connected by a connecting structure 5 (such as...). Figure 4Connected to the hub 2 (as shown), the controller 4 can be configured to control the connection structure 5 to fail and / or loosen, thereby allowing the tire 1 to separate from the hub 2. This relies on the connection structure 5 being electrically controllable by the controller 4, for which an electronic unlocking unit communicatively connected to the controller 4 can be provided, which can fail and / or loosen the connection structure in response to receiving a signal from the controller 4.

[0058] Specifically, the controller 4 can be configured to control the separation of the tire 1 from the wheel hub 2 in response to the detection of a vehicle falling into water.

[0059] Vehicle submersion incidents can be based on at least one onboard sensor 6 (such as...) Figure 4 The determination is based on the detection signal shown in the figure.

[0060] Specifically, a vehicle falling into water incident can include detecting water ingress signals through water level sensors. For example, dedicated water level sensors can be installed in low-lying areas of the vehicle, such as the chassis, cabin floor, trunk, or battery compartment. When the vehicle falls into water and the corresponding sensor probe is submerged, the sensor is activated and outputs a continuous water ingress electrical signal, which can be used to determine that a vehicle falling into water incident has occurred.

[0061] Additionally or alternatively, pressure sensors can be used to determine whether a vehicle has fallen into water. For example, after a vehicle falls into water, the external water pressure increases. Pressure sensors can collect ambient water pressure data in real time, and from this, the immersion depth of the vehicle can be calculated. This can be used to distinguish between passing through shallow water and a true submersion. For example, when the percentage of the vehicle body that has entered the water reaches a certain threshold, a vehicle falling into water is determined or preliminarily determined to have occurred.

[0062] In addition, after a vehicle falls into water, the air pressure inside the sealed space will change, which will cause abnormal cabin pressure signals. Therefore, cabin pressure signals can be used to help prove that the vehicle is submerged or in a sealed submerged state.

[0063] In addition, the presence or absence of a vehicle falling into water can be determined by the occupants' confirmation of the incident. For example, occupants can send confirmation of the incident to controller 4 via emergency button, voice, or similar means.

[0064] The controller 4 can be configured to allow the tire 1 to separate from the wheel hub 2 only when a vehicle submersion event is detected and certain vehicle state conditions are met.

[0065] Specifically, the aforementioned specific vehicle state conditions may include a vehicle speed equal to or less than a threshold, particularly a vehicle speed of zero. This can be achieved using a vehicle speed sensor.

[0066] Additionally or alternatively, the aforementioned specific vehicle state conditions may include a deviation of the vehicle's attitude from the normal range. This can be achieved using gyroscopes and tilt sensors, etc. When a vehicle falls into water, it may exhibit abnormal attitudes that differ from those observed on a bumpy road surface, such as sudden changes in vehicle angles (e.g., pitch, lateral, and / or yaw angles), vehicle tilting, and floating and swaying.

[0067] This can further ensure the accuracy of judgment regarding vehicle submersion incidents, avoid erroneous triggering of tire-rim separation, and thus ensure the safety of the wheels during normal vehicle operation.

[0068] In some embodiments, the vehicle submersion safety rescue device may further include a guide structure configured to guide the tire 1 toward an area accessible to the vehicle occupants after the tire 1 separates from the rim 2.

[0069] This guide structure can be attached to or replace the aforementioned traction structure to drive the tire 1 to move.

[0070] For example, the guide structure can be used in conjunction with the traction structure. When vehicle occupants pull tire 1 using the traction structure, the guide structure can constrain the direction of movement of tire 1. For example, the guide structure may include a track. Optionally, the guide structure can adaptively adjust to extend in the direction of the traction force applied by the vehicle occupants to the traction structure.

[0071] Therefore, tire 1 can be moved along the expected path to the vehicle occupants in a convenient, labor-saving and quick manner, making it easy for the vehicle occupants to get it and also convenient for them to put tire 1 on themselves.

[0072] Alternatively, the guiding structure can be controlled by the controller 4 to actively move the tire 1 to an area accessible to the vehicle occupants, thus eliminating the need for a traction structure.

[0073] Here, the accessible area for vehicle occupants can be located specifically at the cabin entrances / exits, including side entrances / exits (e.g., doors and windows) and top entrances / exits (e.g., the roof). That is, vehicle occupants can access tire 1 nearby and more quickly after escaping the cabin through the cabin entrances / exits. Optionally, the guiding structure can be controlled by controller 4 to guide tire 1 towards the entrance / exit location based on the detected location of the vehicle occupants.

[0074] Specifically, the guide structure can have at least a first state and a second state. In the first state, the guide structure remains statically retracted and is far from the tire 1. In the second state, the guide structure engages with the tire to guide the tire 1 to move. Here, the first state can be the normal retracted state when the vehicle has not fallen into the water. In this state, the guide structure can be statically retracted near the wheel arch, suspension, or body, and does not participate in the vehicle's movement; the vehicle occupants will hardly feel the presence of the guide structure. The second state can be the working state when it is confirmed that the vehicle has fallen into the water and it is necessary to separate the tire 1 from the wheel hub 2. In this state, the guide structure can emerge from the retracted state and guide the tire 1 to move.

[0075] Embodiments of the present invention also relate to a vehicle, including any of the vehicle water safety and rescue devices according to the present invention.

[0076] Optionally, the vehicle may include at least one tire 1 containing a buoyancy unit 13 according to the present invention. In the case of multiple tires 1, the controller 4 can allocate each tire 1 to each vehicle occupant as needed, based on the location of each vehicle occupant in the vehicle cabin.

[0077] Although specific embodiments of the invention have been described in detail herein, they are given for illustrative purposes only and should not be construed as limiting the scope of the invention. Various substitutions, alterations, and modifications can be conceived without departing from the spirit and scope of the invention.

Claims

1. A vehicle submersion safety rescue device, comprising: A tire (1), the tire (1) being detachably mounted on a wheel hub (2), the tire (1) comprising a tire body (11) and an inflation chamber (12) located inside the tire body (11); and A buoyancy unit (13) is disposed in the tire body (11) itself, the buoyancy unit (13) being configured to provide buoyancy to the tire (1) after the tire (1) and the hub (2) are separated in the water.

2. The vehicle water rescue device according to claim 1, characterized in that, The buoyancy unit (13) is a non-pneumatic buoyancy unit; and / or The buoyancy unit (13) is configured to provide sufficient buoyancy individually so that the tire (1) can support at least one adult afloat on the water; and / or The buoyancy unit (13) includes at least one independently sealed buoyancy cavity (131) and / or at least one buoyancy block (132) with closed-pore buoyancy material.

3. The vehicle water rescue device according to claim 1 or 2, characterized in that, The buoyancy unit (13) is located in the lateral non-load-bearing area of ​​the tire body (11) and / or on the inner side of the tire body (11) near the hub (2).

4. The vehicle water rescue device according to any one of claims 1-3, characterized in that, The vehicle submersion safety rescue device further includes a traction structure connected to the tire (1) that allows vehicle occupants to drive the tire (1) and / or a wearable structure that allows vehicle occupants to restrain the tire (1) to their body; and / or The vehicle water safety rescue device also includes a constraint device for limiting the separation direction of the tire (1) relative to the wheel hub (2).

5. The vehicle water rescue device according to any one of claims 1-4, characterized in that, The vehicle water rescue device also includes an auxiliary buoyancy enhancement unit (3) disposed outside the tire (1), the auxiliary buoyancy enhancement unit (3) being configured to be inflated to provide additional buoyancy to the tire (1). Specifically, the auxiliary buoyancy enhancement unit (3) is integrated into the traction structure of the vehicle water safety rescue device that allows vehicle occupants to drive the tire (1) and / or the wearable structure that allows vehicle occupants to restrain the tire (1) to their body.

6. The vehicle water rescue device according to any one of claims 1-5, characterized in that, The vehicle water rescue device also includes a controller (4), which is configured to control the separation of the tire (1) from the wheel hub (2) in the water. Specifically, the controller (4) is configured to control the separation of the tire (1) from the wheel hub (2) in response to the detection of a vehicle falling into water.

7. The vehicle water rescue device according to claim 6, characterized in that, The controller (4) is configured to allow the tire (1) to separate from the wheel hub (2) only when a vehicle submersion event is detected and certain vehicle state conditions are met. Specifically, the certain vehicle state conditions include a vehicle speed equal to or less than a threshold; and / or The tire (1) is connected to the wheel hub (2) via a connection structure (5), and the controller (4) is configured to control the connection structure (5) to fail and / or loosen.

8. The vehicle water rescue device according to any one of claims 1-7, characterized in that, The vehicle water rescue device also includes a guide structure configured to guide the tire (1) toward an area accessible to the vehicle occupants after the tire (1) separates from the wheel hub (2).

9. The vehicle submersion safety rescue device according to claim 8, characterized in that, The guide structure has at least a first state and a second state. In the first state, the guide structure remains statically stored away from the tire (1). In the second state, the guide structure engages with the tire (1) to guide the tire (1) to move.

10. A vehicle comprising a vehicle water safety rescue device according to any one of claims 1-9.

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