A wheel device and a vehicle integrating tire burst emergency and silent cotton

Abstract

The application discloses a wheel device integrated with tire burst emergency and mute cotton and a car, and belongs to the technical field of the car, and comprises a wheel rim and a tire burst emergency mechanism; the tire burst emergency mechanism is installed on a deep groove of an outer sidewall of the wheel rim; mute cotton is filled between the tire burst emergency mechanism and a groove bottom of the deep groove; the deep groove is arranged in a ring shape; the wheel integrated with the tire burst emergency and the mute cotton synchronously solves two industry pain points of high-speed tire burst and out-of-control and tire cavity noise in the car, simultaneously simplifies assembly steps, and reduces the cost of the whole car.

Description

Technical Field

[0001] This application belongs to the field of automotive technology, and specifically relates to a wheel device and automobile that integrates tire blowout emergency and sound-absorbing cotton. Background Technology

[0002] Tire blowouts at high speeds can easily cause the tire to detach from the bead and the rim to directly contact the ground, leading to loss of vehicle control. New energy vehicles have even higher requirements for mid-frequency NVH (Noise, Vibration, and Harshness) noise in the tire cavity. Existing solutions mostly involve separately configuring blowout protection or noise reduction structures: run-flat tires are expensive and have poor comfort; sound-absorbing cotton pasted on the inner wall of the tire cannot be reused after tire replacement and is prone to falling off; sound-absorbing cotton directly attached to the rim is at higher risk of falling off due to centrifugal force.

[0003] In the prior art, the invention patent with publication number CN112498017A discloses a car tire blowout emergency safety device to reduce tire driving noise. It uses a resonator for noise reduction, which can only suppress noise in a single frequency band. Changes in vehicle speed and tire pressure will cause the noise reduction to fail. At the same time, the existing structure cannot take into account both the anti-detachment and tire blowout emergency functions. The two sets of accessories are installed separately, which is cumbersome and increases the overall vehicle cost. Summary of the Invention

[0004] To address the aforementioned issues, this application provides a wheel device and automobile that integrates tire blowout emergency response and sound-absorbing cotton. The wheel with integrated tire blowout emergency response and sound-absorbing cotton simultaneously solves two major industry pain points: high-speed tire blowout and loss of control due to tire detachment, and mid-frequency cavity noise in the tires inside the vehicle. At the same time, it simplifies the assembly process and reduces the overall vehicle cost.

[0005] The present invention provides a wheel device integrating tire blowout emergency response and sound-absorbing cotton, including a wheel rim and a tire blowout emergency mechanism; a deep groove is formed on the outer side wall of the wheel rim; the tire blowout emergency mechanism is installed on the deep groove on the outer side wall of the wheel rim; sound-absorbing cotton is filled between the tire blowout emergency mechanism and the bottom of the deep groove; the deep groove is arranged in a ring shape. This structure uses a conventional J-type wheel rim as its base. A tire blowout emergency mechanism is installed within a deep annular groove on the rim. Sound-dampening cotton is sandwiched between the emergency mechanism and the bottom of the groove, achieving integrated tire blowout protection and tire cavity noise reduction. This design fully utilizes the unused space within the existing deep annular groove (tire removal groove, not specifically described in existing technology), without requiring modifications to the external rim structure or occupying the tire's internal radial space. It can be directly adapted to original factory wheel assembly. Compared to two separate accessory solutions—adding a tire blowout emergency device separately or attaching tire sound-dampening cotton separately—this device has a higher degree of integration, fewer parts, and a simplified vehicle assembly process, effectively reducing parts procurement and assembly costs. The sound-absorbing cotton is sandwiched between the pad and the deep groove bottom of the rim, unlike the traditional method of directly pasting it to the inner wall of the tire or the surface of the rim. It relies on the upper and lower double-layer structure to clamp and limit the sound-absorbing cotton. The centrifugal force generated by the high-speed rotation of the wheel will further compress the sound-absorbing cotton, which solves the customer complaints about the sound-absorbing cotton falling off and abnormal noise after long-term use from the root. At the same time, one set of structures simultaneously solves two major industry pain points: high-speed tire blowout and loss of control, and mid-frequency cavity noise in the tires inside the vehicle. It has greater versatility and practicality.

[0006] Preferably, the tire blowout emergency mechanism includes a pad strip, a locking assembly, and a positioning assembly; the adjacent ends of the two pad strips are connected by the locking assembly, and the adjacent ends on the other side of the two pad strips are connected by the positioning assembly; a plurality of support pad beads are evenly distributed circumferentially on the outer side wall of the pad strip.

[0007] The tire blowout emergency mechanism consists of two arc-shaped pads, a locking component, a positioning component, and circumferentially evenly arranged support pads. The two ends of the pads are connected by the locking component and the positioning component respectively, splicing them to form a complete ring support structure. Multiple support pads are evenly distributed on the outer sidewall of the tire.

[0008] The two-section split pads are detachable, allowing the entire mechanism to be disassembled and removed during tire changer maintenance. The deep grooves of the rim are fully exposed, without affecting the installation and removal of tires using conventional tire changers, thus balancing emergency protection with convenient tire maintenance. The dual-connection combination of a locking component at one end and a clamping component at the other allows for quick pre-positioning via a U-shaped hook during assembly, enabling single-person assembly and improving efficiency. The circumferentially distributed support pads form a continuous annular support surface, filling the drop in the deep grooves of the rim. After a tire blowout and loss of pressure, the pads completely prevent the tire bead from sliding into the deep grooves, avoiding tire detachment and direct contact between the inner and outer rim flanges with the ground, which could lead to loss of vehicle control. The multi-point support pads distribute the vehicle load after a blowout, preventing the pads from bending and deforming due to single-point pressure, extending the service life of the entire emergency mechanism. The annular, full-coverage structure has no blind spots, significantly improving safety at high speeds.

[0009] Preferably, the locking assembly includes a fastening bolt and a locking nut; the adjacent ends of the two gaskets are locked together by the fastening bolt and the locking nut.

[0010] The locking assembly includes a fastening bolt and a locking nut, used for rigid locking of the two sections of the pad tape at their joint. The fastening bolt passes through the ends of both sections of the pad tape and is tightened in conjunction with the locking nut to achieve circumferential locking and fixation of the pad tape. The locking assembly allows for flexible adjustment of the preload to accommodate J-type rims with different tolerances. After assembly, the pad tape fits tightly against the deep groove bottom of the rim, preventing circumferential loosening during bumpy driving and high-speed cornering. The fastening bolt has high load-bearing capacity, ensuring that the connection will not loosen on its own when a tire blows out and the vehicle is subjected to the full weight of the vehicle, thus ensuring the stability and effectiveness of the emergency support structure. The assembly is easy to install and remove. When repairing or replacing a tire, simply unscrew the locking nut and remove the fastening bolt to release the pad tape lock, without the need for special tools, significantly reducing the time required for tire removal, repair, and replacement. At the same time, the bolts and nuts are standard universal fasteners, resulting in low component procurement costs. Damaged individual parts can be replaced separately, eliminating the need to replace the entire emergency mechanism, thus reducing future maintenance costs and making it suitable for mass production and aftermarket modification scenarios.

[0011] Preferably, the positioning assembly includes a U-shaped hook and a grooved plate; two symmetrical grooved plates are installed on the adjacent ends of the other side of the two pads, and the two grooved plates are connected by a U-shaped hook.

[0012] The locking assembly consists of symmetrical grooved plates and U-shaped hooks. The two ends of the two pad sections are fixed to the grooved plates, and the U-shaped hooks bridge the grooved plates on both sides for quick pre-locking connection. During assembly, operators can first use the U-shaped hooks to temporarily position the two pad sections without continuous manual support, and then operate the bolt locking assembly on the other end. A single person can complete the entire assembly, significantly improving assembly efficiency for production line loading or store modifications. The grooved plates provide lateral restraint for the U-shaped hooks, preventing them from slipping laterally during high-speed wheel rotation and bumpy conditions. This distributes some of the circumferential tension, reducing the load on the bolt locking assembly and improving overall structural reliability. The U-shaped hooks and grooved plates are independently detachable. If the U-shaped hooks are worn or deformed, they can be replaced individually without replacing the entire pad section, reducing maintenance costs. The U-shaped hook quick-connect structure has no complex locking mechanism, making it resistant to rust and jamming even after long-term use. Even after extended driving, the two pad sections can still be easily separated when removing the tire, offering excellent maintenance convenience.

[0013] Preferably, the sound-absorbing cotton is glued to the inner surface of the pad, and the external dimensions of the sound-absorbing cotton match the inner surface of the pad.

[0014] The sound-absorbing cotton is completely glued to the inner surface of the tire pad, its overall dimensions perfectly matching the inner contour of the pad, forming an integrated noise reduction module. The sound-absorbing cotton can be easily installed and removed using the pad, eliminating the need for re-attaching when replacing or repairing tires. It is reusable, unlike sound-absorbing cotton that is glued to the inner wall of the tire, thus avoiding the need to replace the cotton with each tire change and effectively reducing long-term operating costs for users. The sound-absorbing cotton adheres perfectly to the pad without gaps, ensuring uniform sound absorption thickness across all areas when the wheel rotates. This provides stable absorption of cavity noise generated from various parts of the tire, resulting in a balanced and comprehensive noise reduction effect. During high-speed driving, the sound-absorbing cotton is continuously pressed against the inner surface of the pad by outward centrifugal force, which actually strengthens the adhesion, preventing issues such as the cotton lifting, falling off, or making noise when hitting the tire. Integrated inside the pad, the sound-absorbing cotton does not directly contact the tire rubber, avoiding the problems of glue corroding the tire's inner wall and accelerating tire aging, thus balancing noise reduction performance and tire lifespan.

[0015] Preferably, the adjacent ends of the two pads are connected by fastening bolts and lock nuts, and the adjacent ends on the other side of the two pads are connected by grooved plates and U-shaped hooks, thereby forming a complete ring.

[0016] Two arc-shaped pads are secured at one end by a U-shaped hook and groove plate, and at the other end by fastening bolts and lock nuts. When joined, they form a complete annular support structure that fits snugly into the deep groove of the wheel rim. The entire pad covers the rim groove without any circumferential protective gaps. In the event of a tire blowout at any point on the vehicle, the support pads prevent the tire bead from sinking and sliding into the deep groove, eliminating blind spots in blowout protection and providing comprehensive safety at high speeds. The split-joint structure eliminates the need for a complete assembly from the rim end; the two pads can be directly joined and assembled inside the deep groove of the rim. The assembly process is simple, compatible with existing wheel production lines, and requires no modification to assembly equipment. The annular structure distributes stress evenly, distributing the vehicle's weight along the entire pad after a blowout, preventing localized stress concentration that could cause the pad to bend or break, thus improving structural durability. During maintenance and disassembly, the pads can be removed by disconnecting the two ends, restoring the original space in the rim groove. Tire changers can then press down the tire bead to complete tire removal and installation, achieving emergency blowout protection without sacrificing the convenience of routine tire maintenance.

[0017] Preferably, the rim is J-shaped, and the depth of the deep groove bottom of the rim is ≥17.3mm and the width of the groove bottom is ≥22mm.

[0018] This device is compatible with standard passenger car J-type rims, requiring a minimum groove depth of 17.3mm and a minimum groove width of 22mm to provide ample assembly space for the shim strip and sound-absorbing cotton. Most original factory rims on the market for passenger vehicles use this standard size, eliminating the need for custom-made rims. It can be directly adapted for new car installation and retrofitting of existing vehicles, offering strong product versatility and expanding application scenarios. The sufficient depth and width of the groove can simultaneously accommodate the shim strip body, 10mm thick sound-absorbing cotton, and support pads with a height of 15mm or more. After assembly, the sound-absorbing cotton will not be excessively compressed or deformed, maintaining a stable sound-absorbing thickness. Simultaneously, the support pads can fill the depth difference in the groove, ensuring effective tire support in case of a blowout. Installation is based on the original standard rim structure, requiring no changes to the original rim shape or dynamic balance benchmark. After assembly, the wheel will not experience high-speed vibration, preserving the original vehicle's handling and ride quality. Standardized dimensional parameters facilitate mass production of parts, reducing mold development and manufacturing costs and promoting large-scale market adoption.

[0019] Preferably, after the pad is assembled, there is an installation gap between the inner surface of the pad and the bottom of the deep groove of the wheel rim, and the sound-absorbing cotton is filled in the installation gap.

[0020] After the shim strip is assembled, a 10mm installation gap is reserved between the inner surface of the shim strip and the bottom of the deep groove in the wheel rim. This gap is completely filled with sound-absorbing cotton, ensuring that the sound-absorbing cotton is in a bidirectional clamping interference fit. The sound-absorbing cotton is attached to the shim strip and the bottom of the deep groove respectively. The double-layer limiting structure completely restricts the displacement of the sound-absorbing cotton, completely avoiding the defect of traditional single-sided pasted sound-absorbing cotton falling off due to centrifugal force. The 10mm thick polyurethane sound-absorbing cotton has sufficient sound absorption space, which can effectively absorb the 20-250Hz mid-frequency cavity noise of the tire, significantly improving the NVH performance inside the vehicle. The shim strip and the bottom of the deep groove do not have direct rigid contact. The sound-absorbing cotton in the middle plays a buffering and shock-absorbing role. When the vehicle goes over bumpy roads, it absorbs the vibration of the wheel rim, reduces metal impact noise, and improves driving quietness. The gap space has a uniform and fixed thickness, and the sound-absorbing cotton has a regular shape after assembly, without local wrinkles or cavities, ensuring a consistent noise reduction effect throughout the circumference. At the same time, the uniform gap size facilitates standardized cutting and production of sound-absorbing cotton, improving the efficiency of parts processing.

[0021] Preferably, the height of the support pad bead is ≥15mm.

[0022] The support pads, evenly distributed around the outer circumference of the pad strip, are set to a height of 15mm or more to fill the deep groove of the rim with a depth of 17.3mm, matching the height of the inner and outer rim flanges. Sufficiently high support pads significantly reduce the drop in the deep grooves. After a tire blowout and loss of pressure, the flat tire bead contracts inward and directly presses against the top surface of the support pad, preventing it from sliding into the deep grooves and structurally eliminating the risk of tire detachment and rim wear and loss of control. Multiple support pads distribute the load of the entire vehicle after a blowout at multiple points, preventing the steel belt from bending and breaking under pressure at a single point. This improves the load-bearing limit and service life of the entire emergency mechanism. The raised structure of the support pads separates the belt from the tire's inner wall, creating a tiny annular ventilation gap between them. When the wheel is running, internal air circulates, dissipating the heat generated by tire deformation and friction in a timely manner, preventing localized high temperatures inside the tire from accelerating rubber aging. The support pads are evenly spaced along the circumference of the belt, providing uniform radial restraint on the tire. This restricts the lateral movement of the tire bead when the vehicle turns or encounters bumps, improving wheel stability at high speeds and reducing friction and wear between the tire bead and the rim.

[0023] Preferably, the sound-absorbing cotton is typically made of polyurethane microporous sponge material.

[0024] In another aspect, the present invention provides an automobile, including a vehicle body and the aforementioned wheel device integrating tire blowout emergency and sound-absorbing cotton, the wheel device being mounted on the vehicle body.

[0025] Compared with the prior art, this application has the following advantages: This structure uses a conventional J-type wheel rim as its base. A tire blowout emergency mechanism is installed within a deep annular groove on the rim. Sound-dampening cotton is sandwiched between the emergency mechanism and the bottom of the groove, achieving integrated tire blowout protection and tire cavity noise reduction. This design fully utilizes the unused space within the existing deep annular groove (tire removal groove, not specifically described in existing technology), without requiring modifications to the external rim structure or occupying the tire's internal radial space. It can be directly adapted to original factory wheel assembly. Compared to two separate accessory solutions—adding a tire blowout emergency device separately or attaching tire sound-dampening cotton separately—this device has a higher degree of integration, fewer parts, and a simplified vehicle assembly process, effectively reducing parts procurement and assembly costs. The sound-absorbing cotton is sandwiched between the pad and the deep groove bottom of the rim, unlike the traditional method of directly pasting it to the inner wall of the tire or the surface of the rim. It relies on the upper and lower double-layer structure to clamp and limit the sound-absorbing cotton. The centrifugal force generated by the high-speed rotation of the wheel will further compress the sound-absorbing cotton, which solves the customer complaints about the sound-absorbing cotton falling off and abnormal noise after long-term use from the root. At the same time, one set of structures simultaneously solves two major industry pain points: high-speed tire blowout and loss of control, and mid-frequency cavity noise in the tires inside the vehicle. It has greater versatility and practicality.

[0026] Other features and advantages of this application will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures pointed out in the description, claims and drawings. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 A schematic diagram of a wheel device integrating tire blowout emergency response and sound-absorbing cotton is shown. Figure 2 An exploded view of a wheel device integrating tire blowout emergency response and sound-absorbing cotton is shown. Figure 3 A schematic diagram of a tire blowout emergency response mechanism is shown.

[0029] Illustrations: 1. Wheel rim; 11. Deep groove; 12. Inner rim; 13. Outer rim; 2. Emergency tire blowout mechanism; 21. Pad; 22. Support pad; 23. Locking nut; 24. Fastening bolt; 25. U-shaped hook; 26. Groove plate; 27. Sound-absorbing cotton. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0031] like Figure 1 As shown, a wheel device integrating tire blowout emergency and sound-absorbing cotton includes a wheel rim 1 and a tire blowout emergency mechanism 2; a deep groove 11 is formed on the outer side wall of the wheel rim 1; the tire blowout emergency mechanism 2 is installed on the deep groove 11 on the outer side wall of the wheel rim 1; sound-absorbing cotton 27 is filled between the tire blowout emergency mechanism 2 and the bottom of the deep groove 11; the deep groove 11 is arranged in a ring shape. This structure uses a conventional J-type wheel rim 1 as the basic carrier. A tire blowout emergency mechanism 2 is installed in the annular deep groove 11 of the wheel rim 1. The sound-absorbing cotton 27 is filled and sandwiched between the tire blowout emergency mechanism 2 and the bottom of the deep groove 11, realizing the integrated function of tire blowout protection and tire cavity noise reduction. This design makes full use of the idle space inside the original annular deep groove 11 (tire removal groove, which will not be described in detail in the existing technology) of the wheel rim 1. It does not require modification of the external structure of the wheel rim 1 and does not occupy the radial space inside the tire. It can be directly adapted to the original wheel assembly. Compared with the two independent accessory solutions of separately installing the tire blowout emergency device and separately pasting the tire sound-absorbing cotton 27, this device has a higher degree of integration, fewer parts, and simplifies the vehicle assembly process, effectively reducing the cost of parts procurement and assembly. The sound-absorbing cotton 27 is sandwiched between the pad tape 21 and the bottom of the deep groove 11 of the rim 1. Unlike the traditional method of directly pasting it to the inner wall of the tire or the surface of the rim 1, it relies on the upper and lower double-layer structure to clamp and limit it. The centrifugal force generated by the high-speed rotation of the wheel will further compress the sound-absorbing cotton 27, which solves the customer complaints about the sound-absorbing cotton 27 falling off and making abnormal noises after long-term use. At the same time, one set of structures simultaneously solves two major industry pain points: high-speed tire blowout and loss of control due to tire detachment and mid-frequency cavity noise in the tire. It has stronger versatility and practicality.

[0032] like Figure 2 As shown, the tire blowout emergency mechanism 2 includes a padding strip 21, a locking assembly, and a positioning assembly; the adjacent ends of the two padding strips 21 are connected by the locking assembly, and the adjacent ends on the other side of the two padding strips 21 are connected by the positioning assembly; a plurality of support pad beads 22 are evenly distributed circumferentially on the outer wall of the padding strip 21. The tire blowout emergency mechanism 2 consists of two arc-shaped pads 21, a locking component, a positioning component, and circumferentially evenly arranged support pads 22. The two ends of the pads 21 are connected by the locking component and the positioning component respectively to form a complete ring support structure. Multiple support pads 22 are evenly arranged on the outer sidewall of the tire.

[0033] The two-section split pad belt 21 is a detachable structure, allowing the entire mechanism to be disassembled and removed during tire maintenance. The deep groove 11 of the rim 1 is completely exposed, without affecting the conventional tire changer's tire removal and installation, thus balancing emergency protection and tire maintenance convenience. The dual-connection combination of one-end positioning component and one-end locking component allows for quick pre-positioning via the U-shaped hook 25 during assembly, enabling single-person assembly and improving efficiency. The circumferentially distributed support pads 22 form a continuous annular support surface, which can fill the drop difference of the deep groove 11 of the rim 1. After a tire blowout and loss of pressure, it can prevent the tire bead from sliding inward into the deep groove 11, avoiding tire detachment and direct contact between the inner rim 12 and outer rim 13 of the rim 1 and the ground, thus preventing loss of vehicle control. The multi-point support pads 22 can distribute the vehicle load after a tire blowout, preventing the pad belt 21 from bending and deforming under single-point pressure, extending the service life of the entire emergency mechanism. The annular full-coverage structure has no blind spots, significantly improving safety at high speeds.

[0034] The locking assembly includes a fastening bolt 24 and a locking nut 23; the adjacent ends of the two pads 21 are locked together by the fastening bolt 24 and the locking nut 23. like Figure 3 As shown, the locking assembly includes a fastening bolt 24 and a locking nut 23, used for rigid locking of the joint ends of the two pad strips 21. The fastening bolt 24 passes through the ends of the two pad strips 21 and is tightened in conjunction with the locking nut 23 to achieve circumferential locking and fixing of the pad strips 21. The locking assembly can flexibly adjust the preload to adapt to J-type rims 1 with different tolerance specifications. After assembly, the pad strips 21 can fit tightly against the bottom of the deep groove 11 of the rim 1, and will not loosen circumferentially during bumpy driving and high-speed turning. The fastening bolt 24 has high locking load-bearing strength and can withstand vehicle tire blowouts. Under heavy vehicle load, the connection will not come loose on its own, ensuring the stability and effectiveness of the emergency support structure. The component is easy to install and remove. When repairing or replacing tires, simply unscrew the locking nut 23 and pull out the fastening bolt 24 to release the locking of the pad 21. No special tools are required, which greatly shortens the operation time for tire removal, repair, and replacement. At the same time, the bolts and nuts are standard universal fasteners, resulting in low component procurement costs. Damaged individual parts can be replaced individually without replacing the entire emergency mechanism, leading to lower maintenance costs in the later stages. It is suitable for mass production and aftermarket modification scenarios.

[0035] The positioning assembly includes a U-shaped hook 25 and a grooved plate 26; two symmetrical grooved plates 26 are installed on the adjacent ends of the other side of the two pads 21, and the two grooved plates 26 are connected by the U-shaped hook 25. The positioning assembly consists of a symmetrical grooved plate 26 and a U-shaped hook 25. The other two ends of the two pads 21 are fixed to the grooved plate 26 respectively. The U-shaped hook 25 spans the grooved plates 26 on both sides to achieve a quick pre-positioning connection. During assembly, operators can first use the U-shaped hook 25 to temporarily connect and position the two sections of pad 21 without continuous manual support of the pad 21. Then, they can operate the bolt locking assembly at the other end. A single person can complete the installation of the entire mechanism, significantly improving the assembly efficiency of production line loading or store modification. The groove plate 26 provides lateral restraint for the U-shaped hook 25, preventing it from slipping laterally during high-speed wheel rotation and bumpy conditions. This helps to share some of the circumferential tension, reduce the load on the bolt locking assembly, and improve the overall structural reliability. The U-shaped hook 25 and the groove plate 26 are independently detachable. If the U-shaped hook 25 is worn or deformed, it can be replaced separately without replacing the entire pad 21, reducing maintenance material costs. The quick-connect structure of the U-shaped hook 25 has no complex locking structure, making it less prone to rust and jamming after long-term use. Even after long-term driving, the two sections of pad 21 can still be easily separated when removing the tire, highlighting its ease of maintenance.

[0036] The sound-absorbing cotton 27 is glued to the inner surface of the pad 21, and the external dimensions of the sound-absorbing cotton 27 match the inner surface of the pad 21. The sound-absorbing cotton 27 is completely glued to the inner surface of the pad strip 21, and its overall shape and size are perfectly matched with the inner contour of the pad strip 21, forming an integrated noise reduction module with the pad strip 21. The sound-absorbing cotton 27 can be completely installed and removed by relying on the pad strip 21. When replacing or repairing tires, there is no need to re-attach the sound-absorbing cotton 27, which can be reused repeatedly. Compared with the solution of attaching the sound-absorbing cotton 27 to the inner wall of the tire, it avoids the need to replace the sound-absorbing cotton 27 every time the tire is changed, effectively reducing the long-term use cost for users. The sound-absorbing cotton 27 and the pad strip 21 are completely fitted without gaps. When the wheel rotates, the sound absorption thickness in each area is uniform, which can stably absorb the cavity noise generated in various parts of the tire, and the noise reduction effect is balanced and without any shortcomings. During high-speed driving, the sound-absorbing cotton 27 is continuously pressed against the inner surface of the pad strip 21 by the outward centrifugal force. The centrifugal force actually enhances the adhesion effect, and there will be no problem of the sound-absorbing cotton 27 lifting off, falling off, or making abnormal noise when hitting the tire. The sound-absorbing cotton 27 is integrated into the inner side of the pad strip 21 and does not directly contact the tire rubber, so there will be no problem of glue corroding the inner wall of the tire or accelerating tire aging, thus balancing noise reduction performance and tire life.

[0037] like Figure 3 As shown, the adjacent ends of the two pads 21 are connected by fastening bolts 24 and locking nuts 23, and the adjacent ends on the other side of the two pads 21 are connected by grooved plates 26 and U-shaped hooks 25, thereby forming a complete ring. Two arc-shaped pads 21 are secured at one end by a U-shaped hook 25 and a groove plate 26, and locked at the other end by a fastening bolt 24 and a locking nut 23. After splicing, they form a complete annular support structure that fits the deep annular groove 11 of the rim 1. The entire pad 21 fully covers the groove of the rim 1, with no circumferential protective gaps. In the event of a tire blowout at any point on the vehicle, the support pads 22 can prevent the tire bead from sinking and sliding into the deep groove 11, eliminating blind spots in tire blowout protection and providing all-round protection for high-speed driving safety. The split splicing structure does not require the entire assembly from the end of the rim 1. The two pads 21 can be directly assembled inside the deep groove 11 of the rim 1. The assembly process is simple, compatible with existing wheel production lines, and requires no modification to the assembly equipment. The ring structure distributes stress evenly, and after a tire blowout, the weight of the entire vehicle is distributed along the entire ring of the pad 21, avoiding local stress concentration that could cause the pad 21 to bend or break, thus improving structural durability. During maintenance and disassembly, the pad 21 can be removed by disconnecting the connection at both ends, and the deep groove 11 of the rim 1 can be restored to its original space. The tire changer can then press down the tire bead normally to complete tire removal and installation. While achieving the emergency function of tire blowout, it does not sacrifice the convenience of regular tire maintenance.

[0038] The rim 1 is J-shaped, and the groove 11 of the rim 1 has a groove bottom depth ≥17.3mm and a groove bottom width ≥22mm; This device is compatible with standard passenger car J-type wheel rims 1, requiring the groove bottom depth 11 of the wheel rim 1 to be no less than 17.3mm and the groove bottom width to be no less than 22mm, providing ample installation space for the pad strip 21 and sound-absorbing cotton 27. Most original wheel rims 1 of passenger cars on the market use this standard size, eliminating the need for custom-made wheel rims 1. It can be directly adapted for new car installation and retrofitting of existing vehicles, offering strong product versatility and broadening application scenarios. The sufficient depth and width of the groove 11 can simultaneously accommodate the pad strip 21 body, 10mm thick sound-absorbing cotton 27, and... The support pads 22 with a height of 15mm or more ensure that the sound-absorbing cotton 27 will not be excessively squeezed and deformed after assembly, maintaining a stable sound-absorbing thickness. At the same time, the support pads 22 can fill the drop difference in the deep grooves 11, ensuring the support effect for tire blowouts. The addition is based on the original standard wheel rim 1 structure, without changing the original shape and dynamic balance benchmark of the wheel rim 1. After assembly, the wheel will not experience high-speed vibration and will not affect the original vehicle's driving and handling quality. The standardized size parameters facilitate the mass production of parts, reduce mold development and manufacturing costs, and are conducive to large-scale market promotion.

[0039] After the pad 21 is assembled, there is an installation gap between the inner surface of the pad 21 and the bottom of the deep groove 11 of the rim 1, and the sound-absorbing cotton 27 is filled in the installation gap. After the pad strip 21 is assembled, a 10mm installation gap is reserved between the inner surface of the pad strip 21 and the bottom of the deep groove 11 of the rim 1. This gap is completely filled by the sound-absorbing cotton 27, so that the sound-absorbing cotton 27 is in a bidirectional clamping interference fit state. The sound-absorbing cotton 27 is attached to the pad strip 21 and the bottom of the deep groove 11 on the top and bottom respectively. The double-layer limiting structure completely restricts the displacement of the sound-absorbing cotton 27, completely avoiding the defect of the traditional single-sided pasting of the sound-absorbing cotton 27 being detached by centrifugal force. The 10mm thick polyurethane sound-absorbing cotton 27 has sufficient sound absorption space and can efficiently absorb the 20-250Hz tire mid-frequency cavity noise, significantly improving the NVH performance of the vehicle. The pad 21 does not directly and rigidly contact the bottom of the deep groove 11. The middle sound-absorbing cotton 27 plays a buffering and shock-absorbing role. When the vehicle passes over bumpy roads, it absorbs the vibration of the wheel rim 1, reduces metal impact noise, and improves driving quietness. The gap space has a uniform and fixed thickness. After assembly, the sound-absorbing cotton 27 has a regular shape and will not have local wrinkles or cavities, ensuring consistent noise reduction effect throughout the circumference. At the same time, the uniform gap size facilitates the standardized cutting and production of the sound-absorbing cotton 27 and improves the processing efficiency of parts.

[0040] The height of the support pad bead 22 is ≥15mm; The support pads 22, which are evenly arranged circumferentially on the outer side of the pad strip 21, are set to a height of 15mm or more to fill the deep groove 11 of the rim 1 with a depth of 17.3mm, and match the height of the inner and outer rims 13 of the rim 1. The sufficiently high support pads 22 significantly reduce the drop in the deep groove 11. After a tire blowout and loss of pressure, the flat tire bead will directly press against the top surface of the support pads 22 when it contracts inward, without any space to slide into the deep groove 11. This structurally eliminates the risk of the tire coming off the bead and the rim 1 rubbing against the ground and losing control. Multiple support pads 22 distribute the load of the entire vehicle after a tire blowout at multiple points, preventing the steel belt of the pad 21 from bending and breaking under pressure at a single point. This improves the load-bearing limit and service life of the entire emergency mechanism. The raised structure of the support pads 22 separates the pad 21 from the inner wall of the tire, forming a tiny annular ventilation gap between them. When the wheel is running, the internal air circulates and dissipates the heat generated by tire deformation and friction in a timely manner, preventing local high temperatures inside the tire from accelerating rubber aging. The support pads 22 are evenly distributed around the circumference of the pad 21, forming a uniform radial limit on the tire. When the vehicle turns or encounters bumps, it restricts the lateral movement of the tire bead, improves the stability of the wheel at high speeds, and reduces friction and wear between the tire bead and the rim 1.

[0041] The sound-absorbing cotton 27 is typically made of polyurethane microporous sponge material; The sound-absorbing cotton 27 uses polyurethane microporous sponge as its main sound-absorbing material. It relies on its dense internal micropores to dissipate the sound wave energy from the tire cavity, achieving noise reduction. This porous material has a wide noise reduction frequency range, unaffected by fluctuations in cavity frequency caused by changes in vehicle speed, tire pressure, and tire size. It can stably optimize low-frequency and mid-frequency road noise and cavity noise from 20–250Hz. Compared to resonators, which can only reduce noise at a single frequency, this material has a wider range of applications and a more stable noise reduction effect. The sponge is soft and, when sandwiched between the pad 21 and the wheel rim 1, it can buffer vibrations and suppress additional in-vehicle noise generated by the resonance of the wheel rim 1, thus doubly optimizing the overall NVH performance of the vehicle. The material is lightweight, and its installation will not significantly increase the unsprung mass of the wheel, nor will it compromise the original vehicle's handling performance. Wheel dynamic balance adjustment is also easy. The polyurethane sponge is resistant to high and low temperatures and aging. It is not prone to powdering or collapsing even after long-term use in the sealed environment inside the wheel, ensuring long-lasting and stable sound absorption performance. Its service life matches that of the tire, eliminating the need for frequent replacements and balancing performance with long-term economic efficiency.

[0042] An automobile includes a vehicle body and the aforementioned wheel assembly integrating tire blowout emergency and sound-absorbing cotton, the wheel assembly being mounted on the vehicle body.

[0043] Detailed procedure for complete tire removal using a wheel assembly with integrated tire blowout emergency and sound-absorbing materials (27mm wheel): Step 1: Vehicle lifting and wheel disassembly. Park the vehicle smoothly in a flat, hard, and well-ventilated professional tire repair bay, engage the parking brake, and insert triangular anti-slip wooden wedges in front of and behind the diagonally opposite wheels that are not being repaired to prevent the vehicle from rolling during the lifting process. Use a hydraulic jack to slowly lift the vehicle body by aligning it with the designated lifting support point on the chassis. After the wheels are off the ground, install steel safety support stools at the chassis load-bearing beams for double protection to prevent the jack from depressurizing and falling. Select an extended socket wrench suitable for the vehicle model and loosen the wheel hub fixing bolts in a diagonal sequence. After completely removing all wheel hub nuts, lift the tire tread from both sides with both hands and carefully remove the entire wheel assembly from the vehicle axle head. Place it on the special rubber support tray for the tire changer. Use a brush and a high-pressure air gun to clean the mud, gravel, and asphalt residue from the outside of the rim 1, the tire tread, and the area around the valve stem. This is to prevent hard debris from scratching the paint on the rim 1, the tire rubber, the liner 21, and the sound insulation cotton 27 during subsequent disassembly and reassembly. At the same time, check the valve stem for aging, cracking, leaks, or damage.

[0044] Step 2: Completely deflate the tire to eliminate radial pressure on the bead; Use a special valve core removal tool to unscrew the valve core inside the tire valve stem, completely releasing all the compressed air inside the tire. Let it stand naturally for more than 5 minutes to ensure that there is no residual air pressure inside the tire cavity. If the tire has a blowout, bulge, or slow leak, repeatedly press the tire tread to accelerate the release of air and ensure that the tire bead loses the outward tension. Under normal inflation conditions, the air pressure inside the tire will press the tire bead tightly against the surface of the support pad 22, forming a continuous circumferential pressure on the two pad strips 21. After depressurization, the tire bead contracts inward, and the pad strip 21 maintains its ring structure only by the fastening bolt 24 and U-shaped hook 25, without additional radial load, reducing the operating resistance of the subsequent disassembly of the blowout emergency mechanism 2, and preventing the tire bead from squeezing and scratching the sound-absorbing cotton 27 sponge layer when disassembling the pad strip 21.

[0045] Step 3: Disassemble the locking end structure of the tire blowout emergency mechanism 2; Rotate the wheel to position the mounting bolt 24 and lock nut 23 of the pad 21 within the operator's direct view. Use a small open-end wrench to tighten the head of the mounting bolt 24, and with the other hand, rotate the lock nut 23 until it is completely unscrewed and the mounting bolt 24 is removed, releasing the rigid locking constraint at one end of the two pad sections 21. At this point, the pad 21 is temporarily connected to the groove plate 26 only by the U-shaped hook 25 on the other side. The annular support structure loses its complete circumferential restraint, and the pad 21 can retract slightly inward, creating a gap with the bottom of the deep groove 11 of the rim 1 and the inner wall of the tire, facilitating the subsequent separation of the U-shaped hook 25 assembly. During operation, handle the mounting bolt 24 and lock nut 23 with care and store them separately in the parts storage box to avoid loss or damage to the threads.

[0046] Step 4: Disconnect the U-shaped hook 25 from the locking assembly and separate the two curved pads 21; Align the groove plate 26 at the other end of the pad 21 with the U-shaped hook 25, and lift the U-shaped hook 25 upwards by holding the middle of it, so that the U-shaped hook 25 completely disengages from the slots of the symmetrical groove plates 26 on both sides, completely severing the connection between the two pad sections 21. After the two independent arc-shaped pad sections 21 lose their annular constraint, they can be gently pushed towards the center of the annular groove bottom of the rim 1, so that the outer support pad bead 22 of the pad 21 disengages from the inner wall support surface of the tire bead, and the sound-absorbing cotton 27 attached to the inner surface of the pad 21 slowly separates from the bottom of the groove of the rim 1. Remove the two arc-shaped pad sections 21 completely from the deep groove 11 of the rim 1 in sequence. Control the force when removing them to avoid the hard pad 21 edges scratching the paint surface of the rim 1 or squeezing and deforming the polyurethane sound-absorbing cotton 27. After removal, lay them flat on the soft-padded operating table to prevent the support pad bead 22 from being damaged by pressure and impact.

[0047] Step 5: Inspect and store the integrated tire blowout emergency kit; After the shim 21 is completely removed, the standard tire removal groove, 17.3mm deep and 22mm wide, inside the rim 1 is fully exposed, restoring the original groove space required for tire installation and removal on the rim 1. A visual inspection is performed on the removed shim 21, support pad 22, U-shaped hook 25, groove plate 26, bolts and nuts, and sound-absorbing cotton 27: check for tears, delamination, or compression / collapse of the sound-absorbing cotton 27; check for looseness or deformation of the support pad 22; and check for rust or wear on the U-shaped hook 25 and locking assembly. After confirming that the parts are intact, the entire integrated tire blowout emergency kit is stored in a dustproof storage bag to prevent oil and dust contamination during the repair process and to facilitate reuse during subsequent tire assembly.

[0048] Step Six: Use a standard tire changer to separate the tire from the rim 1; Fix the rim 1 of the clearing integrated mechanism onto the rotating chuck of the tire changer, and lock the chuck to complete the positioning of the rim 1. Start the tire changer's tire pressing blade, and gradually press the tire bead into the exposed deep groove 11 in the middle of the rim 1 from both the inner and outer sides of the tire. Rely on the space reserved in the groove to allow the tire bead to completely detach from the rim support, eliminating the clamping limit between the tire bead and the rim 1. Adjust the position of the tire changer's removal and installation head to fit against the edge of the rim 1. With the assistance of the tire pry bar, slowly rotate the chuck to completely peel the outer tire bead and the inner tire bead off the rim 1 in sequence, completing the separation and disassembly of the tire from the rim 1. Control the operating force of the tire changer throughout the process to avoid scratching the bottom of the groove of the rim 1 and the inner and outer rims 13 with metal tools. After completion, the tire can be removed separately for subsequent maintenance work such as repair, replacement, and dynamic balancing.

[0049] Step 7: Pre-assembly inspection after disassembly (pre-assembly process); After tire removal, clean the bottom of the rim 1 groove to remove residual dust and rubber debris, and check the rim 1 for deformation, rust, or cracks. If a new tire needs to be replaced, after the tire is assembled and inflated, install the two sections of shim 21 in reverse order, attach the U-shaped hooks 25, tighten the bolts and lock the nuts 23, and restore the integrated tire blowout emergency and sound-absorbing cotton 27 device, restoring the tire blowout protection and cavity noise reduction functions. The entire disassembly process relies on the segmented and detachable shim 21 structure, without requiring modification to conventional tire removal equipment or changing the existing tire repair process in the shop, balancing emergency safety structure with the convenience of daily maintenance.

[0050] Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A wheel device integrating tire blowout emergency response and sound-absorbing cotton, characterized in that: It includes a wheel rim (1) and a tire blowout emergency mechanism (2); a deep groove (11) is provided on the outer side wall of the wheel rim (1); the tire blowout emergency mechanism (2) is installed on the deep groove (11) on the outer side wall of the wheel rim (1); sound-absorbing cotton (27) is filled between the tire blowout emergency mechanism (2) and the bottom of the deep groove (11); the deep groove (11) is arranged in a ring.

2. The wheel device integrating tire blowout emergency response and sound-absorbing cotton according to claim 1, characterized in that: The tire blowout emergency mechanism (2) includes a pad (21), a locking assembly and a positioning assembly; the adjacent ends of the two pads (21) are connected by the locking assembly, and the adjacent ends on the other side of the two pads (21) are connected by the positioning assembly; a plurality of support pad beads (22) are evenly distributed circumferentially on the outer side wall of the pad (21).

3. The wheel device integrating tire blowout emergency response and sound-absorbing cotton according to claim 2, characterized in that: The locking assembly includes a fastening bolt (24) and a locking nut (23); the two adjacent ends of the pads (21) are locked together by the fastening bolt (24) and the locking nut (23).

4. The wheel device integrating tire blowout emergency response and sound-absorbing cotton according to claim 3, characterized in that: The positioning assembly includes a U-shaped hook (25) and a grooved plate (26); two symmetrical grooved plates (26) are installed on the adjacent ends of the other side of the two pads (21), and the two grooved plates (26) are connected by the U-shaped hook (25).

5. A wheel device integrating tire blowout emergency response and sound-absorbing cotton according to claim 2, characterized in that: The sound-absorbing cotton (27) is glued to the inner surface of the pad (21), and the external dimensions of the sound-absorbing cotton (27) match the inner surface of the pad (21).

6. A wheel device integrating tire blowout emergency response and sound-absorbing cotton according to claim 4, characterized in that: The adjacent ends of the two pads (21) are connected by fastening bolts (24) and locking nuts (23), and the adjacent ends on the other side of the two pads (21) are connected by grooved plates (26) and U-shaped hooks (25) to form a complete ring.

7. A wheel device integrating tire blowout emergency response and sound-absorbing cotton according to claim 1, characterized in that: The rim (1) is J-shaped, and the groove (11) of the rim (1) has a groove bottom depth of ≥17.3mm and a groove bottom width of ≥22mm.

8. A wheel device integrating tire blowout emergency response and sound-absorbing cotton according to claim 5, characterized in that: After the pad (21) is assembled, there is an installation gap between the inner surface of the pad (21) and the bottom of the deep groove (11) of the rim (1), and the sound-absorbing cotton (27) is filled in the installation gap.

9. A wheel device integrating tire blowout emergency response and sound-absorbing cotton according to claim 2, characterized in that: The height of the support pad bead (22) is ≥15mm.

10. A wheel device integrating tire blowout emergency response and sound-absorbing cotton according to claim 1, characterized in that: The sound-absorbing cotton (27) is made of polyurethane microporous sponge material.

11. A car, characterized in that, The vehicle includes a vehicle body and a wheel assembly with integrated tire blowout emergency and sound-absorbing cotton as described in any one of claims 1-10, the wheel assembly being mounted on the vehicle body.

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