Explosion-proof wheel and electric vehicle

Abstract

The present application belongs to the technical field of vehicle wheels, and provides an explosion-proof vehicle wheel and an electric vehicle. The explosion-proof vehicle wheel comprises a wheel hub, a tire assembly, a buffer support assembly, a locking assembly and an elastic member. The buffer support assembly provides basic buffering and preliminary support force for the tire assembly. In a normal driving state, the locking assembly is in a locked state, and the elastic member is in a pre-compressed state. The accumulated elastic potential energy of the elastic member is limited by the locking assembly and cannot be released. When the movement of the tire assembly towards the center of the wheel hub exceeds a preset safety threshold, i.e. exceeds the maximum buffering stroke of the buffer support assembly, the locking assembly is switched from the locked state to the unlocked state, the constraint on the second end of the elastic member is released, and the second end of the elastic member is supported on the inner surface of the tire assembly under the action of the elastic potential energy accumulated by the elastic member, thereby providing secondary support in rigidity for the tire assembly after the failure of the buffer support assembly, effectively limiting the further collapse of the tire assembly, and maintaining the basic profile of the vehicle wheel and the driving stability.

Description

Technical Field

[0001] This invention belongs to the field of wheel technology, and more specifically, relates to an explosion-proof wheel and an electric vehicle. Background Technology

[0002] As the only part of a vehicle in contact with the ground, the tire's safety performance directly affects the lives of its occupants. Conventional tires, due to their pneumatic structure, inherently carry a risk of blowout. With the rapid development of the new energy vehicle industry, the market share of electric vehicles continues to rise. However, because they are equipped with large-capacity battery packs, electric vehicles generally have a curb weight 20% to 30% higher than comparable gasoline vehicles. This additional weight load significantly increases the vertical pressure and ground friction on the tires, accelerating tire wear and placing more stringent demands on tire performance. However, existing conventional tires have not effectively solved the technical problem of electric vehicle tire blowouts. Summary of the Invention

[0003] This application provides an explosion-proof wheel and an electric vehicle to solve the technical problem of electric vehicles being prone to tire blowouts in the prior art.

[0004] To achieve the above objectives, the technical solution adopted in this application is as follows:

[0005] Provide an explosion-proof wheel, including Wheel hub; Tire assembly, surrounding the outer periphery of the wheel hub; A buffer support assembly is disposed between the wheel hub and the tire assembly, and the buffer support assembly is used to support the tire assembly to reciprocate radially along the wheel hub; A locking assembly and an elastic element are provided, wherein the wheel hub and the tire assembly are arranged to form an accommodating space, and the locking assembly is disposed in the accommodating space; the locking assembly has a locked state and an unlocked state. When the locking assembly is in the locked state, the first end of the elastic element is connected to the wheel hub, the second end of the elastic element is connected to the locking assembly, and the elastic element is compressed by the locking assembly; when the tire assembly moves closer to the wheel hub by an amount exceeding a preset amount, the locking assembly switches from the locked state to the unlocked state, the locking assembly separates from the elastic element, and the second end of the elastic element is supported by the tire assembly.

[0006] As a further improvement to the above technical solution: Optionally, the locking assembly includes a limiting member and a locking member, the limiting member being movably connected to the wheel hub; when the locking assembly is in the locked state, the locking member is limited to the limiting member to confine the limiting member to the second end of the elastic member, and the elastic member is compressed by the limiting member; when the locking assembly switches from the locked state to the unlocked state, the locking member separates from the limiting member, the second end of the elastic member pushes open the limiting member, and is supported by the tire assembly.

[0007] Optionally, the tire assembly includes a tire seat and tire blocks, a plurality of tire seats are movably connected to the wheel hub and are arranged sequentially along the circumference, and at least one tire block is connected to the tire seat, and each tire block is circumferentially enclosed to form a complete tire.

[0008] Optionally, the wheel hub is provided with a radially arranged mounting hole, and the tire seat is movably inserted into the mounting hole.

[0009] Optionally, the tire seat includes a tire seat body and a connecting rod portion. The connecting rod portion is disposed on the side of the tire seat body facing the wheel hub, and the extending direction of the connecting rod portion corresponds to the axial direction of the mounting hole. The connecting rod portion is at least partially movably inserted into the mounting hole.

[0010] Optionally, the locking assembly further includes a transmission structure, which is connected to the locking member and drivenly connected to the connecting rod portion; When the connecting rod is inserted into the mounting hole to a depth exceeding a preset depth, the transmission structure causes the locking member to separate from the limiting member.

[0011] Optionally, the sidewall of the connecting rod portion is provided with a planar segment and a convex segment extending sequentially; the planar segment is located on a section of the connecting rod portion away from the tire seat body, and the convex segment is located on a section of the connecting rod portion close to the tire seat body; the transmission structure contacts the planar segment or the convex segment; when the transmission structure contacts the planar segment, the locking component is in a locked state; when the transmission structure contacts the convex segment, the locking component switches to an unlocked state.

[0012] Optionally, the transmission structure includes: The lever arm contacts the planar or convex section of the connecting rod. The lever arm is connected to the limiting member and drives the limiting member to move; A rotating component is rotatably connected to the hub. The force-receiving arm and the force-applying arm are hinged to opposite ends of the rotating component. The force-receiving arm and the force-applying arm move tangentially along the rotating component, and their directions of movement are opposite.

[0013] Optionally, one end of the force-bearing arm is provided with a rolling element, which makes rolling contact with the planar or convex section of the connecting rod.

[0014] Optionally, the connecting rod portion has at least two opposing sidewalls, and each sidewall has at least one set of locking components connected to it.

[0015] Optionally, the buffer support assembly includes a first magnet and a second magnet, the first magnet being connected to the wheel hub and the second magnet being connected to the tire seat, the first magnet and the second magnet being arranged radially spaced along the wheel hub, and the same magnetic poles of the first magnet and the second magnet being arranged opposite to each other.

[0016] Optionally, the hub includes a spoke portion, the spoke portion is provided with a mounting cavity, the mounting hole communicates with the mounting cavity, the first magnet and the second magnet are both provided in the mounting cavity, and the second magnet moves with the tire seat within the mounting cavity.

[0017] Optionally, the wheel hub further includes a wheel groove on its outer periphery, and the tire block is at least partially disposed in the wheel groove.

[0018] Compared with the prior art, the beneficial effects of the present invention are as follows: The explosion-proof wheel provided in this application includes a wheel hub, a tire assembly, a buffer support assembly, a locking assembly, and an elastic element. The buffer support assembly provides basic cushioning and initial support for the tire assembly. Under normal driving conditions, the locking assembly is in a locked state, and the elastic element is in a pre-compressed state, its accumulated elastic potential energy being restricted by the locking assembly and unable to be released. When the vehicle encounters extreme conditions that cause the tire assembly to move towards the center of the wheel hub beyond a preset safety threshold, i.e., exceeding the maximum buffer stroke and support limit of the buffer support assembly, the locking assembly switches from the locked state to the unlocked state, releasing the constraint on the second end of the elastic element, causing the elastic element to separate from the locking assembly. Under the action of its own accumulated elastic potential energy, the elastic element rapidly extends, and its second end directly abuts against and supports the inner surface of the tire assembly, thereby providing secondary support for the tire assembly in terms of stiffness after the buffer support assembly fails. This secondary support can effectively limit further collapse of the tire assembly, prevent the wheel hub from directly contacting the ground, thereby maintaining the basic contour and driving stability of the wheel, and providing emergency driving capability for the vehicle.

[0019] This application also provides an electric vehicle, including a vehicle body and the aforementioned explosion-proof wheels. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention 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 the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a three-dimensional structural diagram of the explosion-proof wheel of this application; Figure 2 This is a partial cross-sectional structural schematic diagram of the explosion-proof wheel of this application; Figure 3 This is a partially enlarged structural schematic diagram of the explosion-proof wheel of this application; Figure 4 This is a cross-sectional structural schematic diagram of the tire seat of the explosion-proof wheel of this application; Figure 5 This is a three-dimensional structural diagram of the locking assembly and elastic element of the explosion-proof wheel of this application; Figure 6 This is a three-dimensional structural diagram of the hub of the explosion-proof wheel of this application; Figure 7 yes Figure 6 A cross-sectional structural diagram.

[0022] The following are the labeling elements in the figure: 1. Hub; 11. Mounting hole; 12. Spoke section; 121. Mounting cavity; 13. Wheel groove; 2. Tire assembly; 21. Tire seat; 211. Tire seat body; 212. Connecting rod; 2121. Flat section; 2122. Convex section; 22. Tire block; 3. Buffer support assembly; 31. First magnet; 32. Second magnet; 4. Locking assembly; 41. Limiting element; 42. Locking element; 43. Transmission structure; 431. Force arm; 4311. Rolling element; 432. Force-applying arm; 433. Rotating element; 5. Elastic components. Detailed Implementation

[0023] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0024] It should be noted that when a component is referred to as "fixed to" or "set on" another component, it can be directly on or indirectly on that other component. When a component is referred to as "connected to" another component, it can be directly connected to or indirectly connected to that other component.

[0025] It should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0026] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0027] Unless otherwise defined, all technical terms used herein have the same meaning as commonly understood by those skilled in the art. The technical terms used herein are for the purpose of describing particular embodiments only and are not intended to limit the scope of the invention.

[0028] like Figures 1 to 3 As shown, this application provides an explosion-proof wheel, including a hub 1, a tire assembly 2, a buffer support assembly 3, a locking assembly 4, and an elastic element 5. The tire assembly 2 surrounds the outer periphery of the hub 1, defining an annular accommodating space between them. The buffer support assembly 3 is disposed between the hub 1 and the tire assembly 2. The buffer support assembly 3 is capable of elastic deformation in the radial direction of the hub 1, thereby supporting the tire assembly 2 and allowing it to reciprocate along the radial direction of the hub 1, so as to absorb high-frequency vibrations and impact loads from the road surface during vehicle operation, providing basic buffering and initial support force for the tire assembly 2. The locking assembly 4 is fixedly installed in the aforementioned accommodating space, and the elastic element 5 is arranged radially along the hub 1.

[0029] In the initial assembly and normal driving state, the locking assembly 4 is in the locked state. At this time, the first end of the elastic element 5 abuts against or is connected to the wheel hub 1, and the second end of the elastic element 5 is connected to the locking assembly 4. In this state, the elastic element 5 is in a pre-compressed state, and its accumulated elastic potential energy is restricted by the locking assembly 4 and cannot be released. When the vehicle encounters extreme conditions that cause the tire assembly 2 to move towards the center of the wheel hub 1 beyond the preset safety threshold, that is, exceeding the maximum buffer stroke and support limit of the buffer support assembly 3, the force state of the locking assembly 4 changes, thus switching from the locked state to the unlocked state. In the unlocked state, the locking assembly 4 releases the constraint on the second end of the elastic element 5, causing the elastic element 5 to separate from the locking assembly 4. At this time, the elastic element 5 rapidly extends under the action of its own accumulated elastic potential energy, and its second end directly abuts against and supports the inner surface of the tire assembly 2, thereby providing secondary support for the rigidity of the tire assembly 2 after the buffer support assembly 3 fails. This secondary support can effectively limit the further collapse of the tire assembly 2 and prevent the wheel hub 1 from directly contacting the ground, thereby maintaining the basic profile and driving stability of the wheel and providing emergency driving capability for the vehicle.

[0030] like Figure 5 As shown, in some specific embodiments of this application, the locking assembly 4 includes a limiting member 41 and a locking member 42. The limiting member 41 is movably connected to the wheel hub 1. In specific construction, the limiting member 41 can be a rigid plate or block structure, which directly abuts against the second end of the elastic member 5, serving as a load-bearing end cap for the release of potential energy from the elastic member 5. The locking member 42 is used to lock the limiting member 41 in a preset position or to release the limiting member 41 when unlocking. When the locking assembly 4 is in the locked state, a limiting connection is formed between the locking member 42 and the limiting member 41. This connection force overcomes the preload of the elastic member 5, limiting the limiting member 41 to the second end of the elastic member 5, thereby forcing the elastic member 5 into a compressed energy storage state. At this time, the first end of the elastic member 5 abuts against the wheel hub 1, and the rebound force generated by the elastic member 5 is transmitted to the locking member 42 through the limiting member 41, and is borne by the locking member 42. When the buffer support assembly 3 is fully compressed, the locking member 42 releases its constraint on the limiting member 41, and the locking assembly 4 switches from the locked state to the unlocked state. At the moment of unlocking, the elastic potential energy accumulated in the elastic member 5 is rapidly released, and its second end pushes open the limiting member 41 to support the inner circumferential surface of the tire assembly 2. During this process, the elastic member 5 transmits the supporting force to the tire assembly 2, thereby providing auxiliary support for the tire assembly 2. The elastic member 5 is preferably a metal helical compression spring, disc spring, or other elastomer.

[0031] like Figure 2As shown in some specific embodiments of this application, the tire assembly 2 includes a tire seat 21 and tire blocks 22. Multiple tire seats 21 are provided, each movably connected to the wheel hub 1 and arranged sequentially at intervals along the circumference of the wheel hub 1. At least one tire block 22 is fixedly connected to the radial outer end of each tire seat 21, and all tire blocks 22 are sequentially assembled in the circumference of the wheel hub 1 to form a complete circumferential tire with a complete tread profile. This split structure decomposes the traditional one-piece annular tread into multiple independent load-bearing units. When the wheel suffers a puncture or partial blowout, the damage is limited to a single or a few tire blocks 22, avoiding the instantaneous pressure loss caused by a complete tire blowout. The tire blocks 22 are made of solid rubber blocks or high-damping elastomers, and do not contain enclosed air cavities, fundamentally eliminating the problem of tire pressure drop caused by gas leakage. The solid structure gives the tire blocks 22 extremely high impact resistance and load-bearing toughness, effectively resisting punctures from sharp objects on the road surface. In terms of assembly, the radial inner surface of the tire block 22 and the outer surface of the tire seat 21 are rigidly connected by vulcanization bonding, bolt fastening or dovetail groove fitting, etc., to ensure that there is no relative displacement between the two when subjected to alternating loads.

[0032] When the locking component 4 is unlocked, the second end of the elastic element 5 directly pushes the tire seat 21. Due to the movable nature of the tire seat 21, the supporting force of the elastic element 5 can be directly converted into radial support for the tire assembly 2, preventing the tire block 22 from sinking excessively.

[0033] like Figure 5 and Figure 6 As shown in some specific embodiments of this application, the hub 1 is provided with mounting holes 11 opened radially therein. The number of mounting holes 11 matches the number of tire seats 21, and they are arranged in an equally spaced array along the circumference of the hub 1. The cross-sectional shape of the mounting holes 11 can be set to rectangular, trapezoidal, or dovetail-shaped, and the corresponding shape of the tire seat 21 insertion part matches it. This non-circular cross-sectional fit can effectively restrict the movement of the tire seat 21 in the circumferential and axial directions, retaining only its degree of freedom of movement in the radial direction of the hub 1. The depth direction of the mounting holes 11 extends along the radial direction of the hub 1, providing guidance and stroke restriction for the radial displacement of the tire seat 21.

[0034] like Figure 4As shown in some specific embodiments of this application, the tire seat 21 includes a tire seat body 211 and a connecting rod portion 212. The tire seat body 211 constitutes the radially outer portion of the tire seat 21, and its outer contour matches the geometry of the tire block 22, serving to support and fix the tire block 22. The connecting rod portion 212 is integrally formed or rigidly connected to the side of the tire seat body 211 facing the wheel hub 1, extending radially inward from the tire seat body 211 along the wheel hub 1, and the axial extension direction of the connecting rod portion 212 is coaxially aligned with the central axis direction of the mounting hole 11. The external dimensions of the connecting rod portion 212 are adapted to the cross-sectional shape of the mounting hole 11, and at least a portion of its rod segment is movably inserted into the mounting hole 11, thereby establishing a sliding connection between the wheel hub 1 and the tire seat 21. The cross-sectional shape of the connecting rod 212 can be rectangular, trapezoidal, or polygonal, and the mounting hole 11 that mates with it also adopts a corresponding non-circular cross-section. This mating method can effectively limit the circumferential rotation or axial movement of the tire seat 21 relative to the wheel hub 1 by utilizing the constraint effect of the geometric shape, ensuring that the tire seat 21 can only reciprocate linearly along the axial direction of the mounting hole 11. The depth to which the connecting rod 212 extends into the mounting hole 11 is set according to the radial runout and buffer stroke requirements of the wheel to ensure that the tire seat 21 will not completely come out of the mounting hole 11 under extreme working conditions. A limiting flange with a radial dimension larger than the diameter of the mounting hole 11 can be provided at the radial inner end of the connecting rod 212, or an elastic retaining ring can be provided at the opening of the mounting hole 11. The axial displacement limit of the connecting rod 212 is limited by the cooperation of the two, preventing the tire seat 21 from flying outward under the action of centrifugal force. In addition, the outer peripheral surface of the connecting rod 212 and the inner peripheral wall of the mounting hole 11 may be machined with lubricating oil grooves and filled with grease as needed to reduce the frictional resistance and wear rate when the two move relative to each other.

[0035] like Figure 5As shown, in some specific embodiments of this application, the locking assembly 4 further includes a transmission structure 43. The transmission structure 43 is disposed within the accommodating space, with its input end connected to the connecting rod portion 212 and its output end connected to the locking member 42. Specific driving connection methods include using the rod body of the connecting rod portion 212 as the driving surface, or machining a groove or toothed structure on its side as the driving end. The transmission structure 43 can convert the linear displacement of the connecting rod portion 212 along the axial direction of the mounting hole 11 into a driving force acting on the locking member 42. In the initial state, the locking member 42, held by the transmission structure 43, maintains a limiting fit with the limiting member 41, maintaining the pre-compression state of the elastic member 5. When the tire assembly 2 experiences a severe impact, and the tire block 22 drives the tire seat 21 to move towards the center of the wheel hub 1, the connecting rod portion 212 slides inward along the mounting hole 11. When the connecting rod 212 is inserted into the mounting hole 11 to a depth exceeding a preset depth, reaching the maximum compression stroke limit of the buffer support assembly 3, the connecting rod 212 triggers the transmission structure 43 through the drive connection interface. The transmission structure 43 responds to the displacement of the connecting rod 212, converting the mechanical displacement into an unlocking action. Specifically, this manifests as the locking member 42 translating, rotating, or deforming, thereby forcing the locking member 42 to separate from the limiting member 41. After the locking member 42 separates, the constraint of the limiting member 41 on the elastic member 5 is released, and the elastic member 5 quickly extends and pushes away the limiting member 41 until it abuts against the tire seat 21. This transmission mechanism utilizes the physical displacement of the tire assembly 2 as a trigger signal, eliminating the need for additional sensors or electronic control systems, achieving automatic response of the mechanical structure, and ensuring timely intervention of secondary support at the moment of tire blowout. The transmission structure 43 can adopt a lever mechanism, a cam push rod mechanism or a gear and rack mechanism. Its transmission ratio is designed to match the force required for the locking member 42 to disengage with the thrust of the connecting rod 212 to ensure the reliability of the unlocking action under extreme working conditions.

[0036] like Figure 4As shown in some specific embodiments of this application, the radially outer sidewall of the connecting rod portion 212 is sequentially machined along its own axial direction to form a continuously connected planar segment 2121 and a convex segment 2122. The circumferential outer contour of the planar segment 2121 is a flat straight surface, and the circumferential outer contour of the convex segment 2122 is an arc surface that convexes radially outward. The maximum radial height of the convex segment 2122 is greater than the radial height of the planar segment 2121. The planar segment 2121 is located in the axial section of the connecting rod portion 212 away from the mount body 211. When the mount 21 is in the initial assembly position, the planar segment 2121 is located in the radially inner region of the mounting hole 11. The convex segment 2122 is located in the axial section of the connecting rod portion 212 close to the mount body 211, and is located in the radially outer region of the mounting hole 11. The movable end of the transmission structure 43 always abuts against the side wall of the connecting rod 212. When the tire assembly 2 is in normal driving conditions, the buffer support assembly 3 only bears the conventional road load. The connecting rod 212 is inserted into the mounting hole 11 at a shallow depth. The transmission structure 43 is in contact with the planar section 2121. At this time, the locking member 42 and the limiting member 41 maintain a stable limiting fit. The locking assembly 4 maintains the locked state, and the elastic member 5 continues to maintain pre-compression and energy storage. When the transmission structure 43 slides slightly on the planar section 2121 with the reciprocating motion of the connecting rod 212, the radial distance between its contact with the connecting rod 212 is constant, and it will not trigger the state switching of the locking assembly 4. When the tire assembly 2 is subjected to a severe impact, the connecting rod 212 slides axially inward along the mounting hole 11, and the depth of insertion into the mounting hole 11 gradually increases. The transmission structure 43 slides from the planar section 2121 to the convex section 2122 area with the axial displacement of the connecting rod 212. The radial protrusion of the convex section 2122 will push the transmission structure 43 to move away from the connecting rod 212. This displacement is directly transmitted to the locking member 42, causing the locking member 42 to disengage from the limiting member 41. The locking assembly 4 switches from the locked state to the unlocked state. Subsequently, the elastic member 5 releases the accumulated elastic potential energy, thereby providing secondary rigid support for the tire assembly 2.

[0037] like Figure 4As shown, in some specific embodiments of this application, the transmission structure 43 includes a receiving arm 431, an applying arm 432, and a rotating member 433. The rotating member 433 is rotatably connected to the hub 1 via a pin or pivot, and its axis of rotation is parallel to the radial direction of the hub 1. The receiving arm 431 and the applying arm 432 are respectively hinged to opposite ends of the rotating member 433, and their hinge axes are parallel to the axis of rotation of the rotating member 433, so that the receiving arm 431, the applying arm 432, and the rotating member 433 together constitute a lever mechanism with the rotation center of the rotating member 433 as the fulcrum. The movable end of the receiving arm 431 always abuts against the side wall of the connecting rod 212 to receive the driving displacement from the connecting rod 212; the movable end of the applying arm 432 is connected to the limiting member 41 to convert the rotational motion of the rotating member 433 into a driving force to push or release the limiting member 41. Under the lever principle, the force-bearing arm 431 and the force-applying arm 432 move in opposite directions along the tangent of the rotating member 433. That is, when the force-bearing arm 431 is driven to swing towards the axis of the hub 1, the force-applying arm 432 swings away from the axis of the hub 1, and vice versa. In the locked state, the force-bearing arm 431 abuts against the planar section 2121. At this time, the force-applying arm 432 presses the limiting member 41 against the second end of the elastic member 5, maintaining the limiting relationship of the locking member 42. When the connecting rod 212 moves inward until the convex section 2122 contacts the force-bearing arm 431, the radial protrusion of the convex section 2122 forces the force-bearing arm 431 to swing towards the center of the hub 1. The rotating member 433 rotates accordingly, causing the force-applying arm 432 to swing away from the elastic member 5, thereby pulling the limiting member 41 out of the constraint of the locking member 42 and completing the unlocking.

[0038] To adapt to the complex spatial layout inside the wheel hub 1 and the installation angle of the limiting component 41, the force-applying arm 432 can adopt a linkage structure with multiple connecting rods hinged in sequence. By adjusting the relative angle between each connecting rod, the movement trajectory and posture of the end of the force-applying arm 432 can be flexibly adjusted to ensure that the connection point between it and the limiting component 41 can apply force smoothly in the preset direction, thereby improving the fault tolerance and assembly adaptability of the transmission system.

[0039] like Figure 5As shown in some specific embodiments of this application, a rolling element 4311 is provided at one end of the force arm 431 facing the connecting rod portion 212. The rolling element 4311 is rotatably connected to the end of the force arm 431 via a pin or pivot. The outer peripheral surface of the rolling element 4311 always abuts against the side wall of the connecting rod portion 212. When the connecting rod portion 212 reciprocates axially along the mounting hole 11, the rolling element 4311 rolls on the surface of the connecting rod portion 212, thereby establishing a rolling friction contact mode between the force arm 431 and the connecting rod portion 212, replacing the traditional sliding friction. When the connecting rod portion 212 moves inward until the convex section 2122 contacts the rolling element 4311, the arcuate contour of the convex section 2122 pushes the rolling element 4311 to displace away from the connecting rod portion 212. This displacement is transmitted to the rotating member 433 through the force arm 431, driving the entire lever mechanism to move. The rolling element 4311 can be made of needle roller bearings, deep groove ball bearings, or wear-resistant alloy rollers. Its outer circumferential surface can be designed to conform to the contours of the planar section 2121 and the convex section 2122 to ensure line contact or surface contact throughout the entire stroke range and reduce contact stress. By setting the rolling element 4311 at the end of the force arm 431, the wear rate of the transmission structure 43 in high-frequency reciprocating motion is reduced, the transmission efficiency and response sensitivity are improved, and the transmission structure 43 can overcome static friction and act quickly at the moment of tire blowout, thereby improving the reliability and service life of the locking assembly 4's unlocking action.

[0040] like Figure 3As shown, in some specific embodiments of this application, the radial cross-sectional profile of the connecting rod portion 212 is non-circular, specifically elliptical, rhomboid, or regular polygonal, and it has at least two sidewalls arranged radially opposite each other. Within the accommodating space of the hub 1, at least one set of locking components 4 is provided for each straight sidewall of the connecting rod portion 212, and each set of locking components 4 is symmetrically or evenly distributed circumferentially. Specifically, when the cross-section of the connecting rod portion 212 is rectangular, locking components 4 can be provided correspondingly on its two opposite sidewalls. In each set of locking components 4, the rolling element 4311 at the end of the force-bearing arm 431 of the transmission structure 43 abuts against the corresponding sidewall surface of the connecting rod portion 212. This multi-point symmetrical arrangement allows the planar segment 2121 or convex segment 2122 of the connecting rod portion 212 to simultaneously drive multiple sets of transmission structures 43 to cooperate during the axial movement of the connecting rod portion 212 along the mounting hole 11. When a tire blowout occurs and the connecting rod 212 collapses, triggering unlocking, the force arms 431 of multiple locking components 4 are pushed by the convex section 2122 almost simultaneously. Through the lever amplification effect of the rotating component 433, the multiple force arms 432 synchronously pull the limiting component 41, ensuring that the limiting component 41 can disengage from the locking component 42 at the moment of unlocking. In addition, the redundant design of multiple locking components 4 can achieve multi-point support for the tire seat 21 and improve the fault tolerance of the system. Even if individual locking components 4 fail due to extreme working conditions, the remaining components can still complete the unlocking action, ensuring the reliability of the secondary support function.

[0041] Since the unlocking action of the locking component 4 is an irreversible mechanical action, the wheel must be disassembled and maintained after the wheel experiences an extreme working condition that triggers the locking component 4. The specific reset process includes: removing the wheel from the vehicle, further disassembling the wheel hub 1 and the tire assembly 2, recompressing the elastic element 5 using a special tooling or press, causing the limiting element 41 to return to its initial position, and re-establishing the limiting connection between the locking element 42 and the limiting element 41, thereby locking the elastic element 5 in the pre-compressed state.

[0042] like Figure 7As shown in some specific embodiments of this application, the buffer support assembly 3 includes a first magnet 31 and a second magnet 32. The first magnet 31 is installed on the radially inner end face of the mounting hole 11 corresponding to the hub 1, and its installation position corresponds to the axial position of the connecting rod portion 212. The connection method adopts snap-fit, adhesive, or interference fit to ensure that the first magnet 31 rotates synchronously with the hub 1 without relative displacement. The second magnet 32 ​​is installed on the radially inner end face of the connecting rod portion 212 of the tire seat 21, and its position is directly opposite the first magnet 31 along the radial direction of the hub 1, with a preset axial gap between them. The end face magnetic pole of the first magnet 31 facing the radially outer side of the hub 1 and the end face magnetic pole of the second magnet 32 ​​facing the radially inner side of the hub 1 are the same magnetic poles. When the two are arranged opposite each other, they generate a repulsive force radially outward along the hub 1. Both the first magnet 31 and the second magnet 32 ​​are made of neodymium iron boron permanent magnets. The magnetic energy product and remanence are selected according to the rated load requirements of the wheel, and the facing area is determined by calculation based on the preset buffer stroke and target support stiffness of the buffer support assembly 3. Under normal driving conditions, the road load borne by the tire block 22 is transmitted to the connecting rod 212 through the tire seat body 211, which drives the second magnet 32 ​​to move along the mounting hole 11 towards the first magnet 31. The axial gap between the two magnets decreases, and the repulsive force between the same magnetic poles increases nonlinearly as the gap decreases, absorbing the high-frequency vibration and small impact load of the road surface, providing basic buffer support for the tire assembly 2. When the load exceeds the maximum load limit of the buffer support assembly 3, the movement of the second magnet 32 ​​towards the first magnet 31 reaches the preset threshold. At this time, the convex section 2122 of the connecting rod 212 contacts the rolling element 4311 of the transmission structure 43, triggering the locking assembly 4 to switch from the locked state to the unlocked state. The elastic element 5 then releases potential energy to provide secondary rigid support for the tire assembly 2. Using the repulsive force of magnets as the force source for buffer support avoids the friction, wear, and fatigue failure problems of traditional mechanical elastic components. This non-contact force transmission method has no mechanical lag, and the response speed can match the dynamic load change requirements of the tire assembly 2. To prevent the magnets from falling off under the centrifugal force of the high-speed rotation of the wheel, positioning grooves are provided at the mounting interfaces of the first magnet 31 and the wheel hub 1, and the mounting interfaces of the second magnet 32 ​​and the connecting rod 212. The magnets are embedded in the grooves and fixed with anaerobic adhesive to ensure the connection reliability of the magnets under extreme working conditions.

[0043] like Figure 6 and Figure 7As shown, in some specific embodiments of this application, the hub 1 includes a rim and spoke portions 12 located at the center. The spoke portions 12 extend radially outward from the central axis of the hub 1, and their number corresponds to the number of tire seats 21. A closed mounting cavity 121 is radially formed inside the spoke portion 12. The cross-sectional shape of the mounting cavity 121 can be rectangular, circular, or polygonal. Its axial outer side communicates with the aforementioned mounting hole 11, and its axial inner side extends to the root of the spoke portion 12. A first magnet 31 is fixedly mounted on the axial inner end wall of the mounting cavity 121, and its position remains fixed. A second magnet 32 ​​is fixedly mounted on the radial inner end of the connecting rod portion 212 of the tire seat 21, and extends into the mounting cavity 121 together with the connecting rod portion 212. During wheel operation, the second magnet 32 ​​reciprocates along the axial direction of the mounting cavity 121 along with the tire seat 21 and the connecting rod portion 212. A small radial gap is left between its outer contour and the inner wall of the mounting cavity 121. This gap is used to accommodate the lubricating medium and allow the magnet to slide freely in the axial direction. Arranging both the first magnet 31 and the second magnet 32 ​​within the mounting cavity 121 not only provides physical protection for the magnets using the solid structure of the spoke portion 12, but also prevents the surface of the magnets from being corroded by sand or mud splashed from the road surface during tire operation.

[0044] like Figure 6 As shown in some specific embodiments of this application, an annular groove 13 is formed on the outer periphery of the hub 1 along its circumference. The cross-sectional profile of the groove 13 matches the profile of the tire block 22. The groove 13 is located on the outermost side of the hub 1 in the radial direction, and its axial width is slightly greater than the axial thickness of the tire block 22, so that the radial inner end of the tire block 22 can be at least partially embedded in the groove 13. The radial inner sidewall of the groove 13 communicates with the axial outer opening of the mounting hole 11, providing a through channel for the connecting rod portion 212 of the tire seat 21. At the same time, the bottom wall of the groove 13 provides an axial and circumferential positioning reference for the tire block 22. In the assembled state, part of the tire block 22 is accommodated in the groove 13. The two axial groove walls of the groove 13 are respectively in contact with or have a small gap with the two axial sides of the tire block 22, thereby limiting the tire block 22 in the axial direction and preventing the wheel from moving axially under lateral load. The radial depth of the wheel groove 13 is set according to the compression stroke of the tire block 22. When the locking component 4 is unlocked and the elastic element 5 pushes the tire seat 21 outward, the tire block 22 moves upward in the wheel groove 13 until its outer surface returns to the normal rolling radius. During this process, the bottom of the wheel groove 13 always provides guidance and support for the radial displacement of the tire block 22.

[0045] This application also provides an electric vehicle, including a vehicle body (not shown) and explosion-proof wheels as described in any of the above embodiments. Compared with traditional fuel vehicles, electric vehicles typically have a large-capacity power battery pack arranged under the chassis, resulting in an increase in the overall vehicle weight. Under the same load conditions, the vertical pressure and road impact load on the tires are greater, and the high torque instantaneous output characteristics commonly found in electric vehicles place higher demands on the tires' grip and deformation resistance. When the aforementioned explosion-proof wheels are applied to this electric vehicle, the wheel hub 1 is connected to the vehicle body's suspension system via an axle, and the entire tire, composed of multiple tire blocks 22, directly contacts the ground to support the vehicle's weight and provide driving force. During normal vehicle operation, the first magnet 31 and the second magnet 32 ​​in the buffer support assembly 3 utilize the principle of repulsion between like magnetic poles to provide non-contact basic buffering for the tire assembly 2, effectively absorbing high-frequency vibrations from the road surface. When the vehicle encounters an emergency, the tire seat 21 drives the connecting rod 212 to move towards the center of the wheel hub 1. When the movement exceeds the preset stroke of the buffer support assembly 3, the convex section 2122 on the connecting rod 212 drives the transmission structure 43 to actuate, causing the locking assembly 4 to switch from the locked state to the unlocked state. The elastic element 5 then releases the preload, providing rigid support for the tire seat 21 and the tire block 22, preventing the wheel hub 1 from directly contacting the ground. This structure allows the electric vehicle to maintain basic driving stability under extreme conditions such as tire blowouts, relying on the support of the tire block 22 and the elastic element 5, providing the driver with valuable emergency driving capability and improving the overall safety performance of the vehicle.

[0046] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An explosion-proof wheel, characterized in that, include Wheel hub (1); Tire assembly (2) surrounds the outer periphery of the wheel hub (1); A buffer support assembly (3) is disposed between the wheel hub (1) and the tire assembly (2), and the buffer support assembly (3) is used to support the tire assembly (2) to reciprocate radially along the wheel hub (1); A locking assembly (4) and an elastic element (5) are provided, the wheel hub (1) and the tire assembly (2) are arranged to form an accommodating space, and the locking assembly (4) is disposed in the accommodating space; the locking assembly (4) has a locked state and an unlocked state. When the locking assembly (4) is in the locked state, the first end of the elastic member (5) is connected to the wheel hub (1), the second end of the elastic member (5) is connected to the locking assembly (4), and the elastic member (5) is compressed by the locking assembly (4); when the tire assembly (2) moves closer to the wheel hub (1) by more than a preset amount, the locking assembly (4) switches from the locked state to the unlocked state, the locking assembly (4) separates from the elastic member (5), and the second end of the elastic member (5) is supported on the tire assembly (2).

2. The explosion-proof wheel as described in claim 1, characterized in that, The locking assembly (4) includes a limiting member (41) and a locking member (42). The limiting member (41) is movably connected to the wheel hub (1). When the locking assembly (4) is in the locked state, the locking member (42) is limited to the limiting member (41) to limit the limiting member (41) to the second end of the elastic member (5) and to compress the elastic member (5) by the limiting member (41). When the locking assembly (4) switches from the locked state to the unlocked state, the locking member (42) separates from the limiting member (41), the second end of the elastic member (5) pushes open the limiting member (41) and is supported by the tire assembly (2).

3. The explosion-proof wheel as described in claim 2, characterized in that, The tire assembly (2) includes a tire seat (21) and tire blocks (22). Multiple tire seats (21) are movably connected to the wheel hub (1) and are arranged sequentially along the circumference. Each tire seat (21) is connected to at least one tire block (22), and each tire block (22) is circumferentially enclosed to form a complete tire.

4. The explosion-proof wheel as described in claim 3, characterized in that, The hub (1) is provided with a radially arranged mounting hole (11), and the tire seat (21) is movably inserted into the mounting hole (11).

5. The explosion-proof wheel as described in claim 4, characterized in that, The tire seat (21) includes a tire seat body (211) and a connecting rod (212). The connecting rod (212) is located on the side of the tire seat body (211) facing the wheel hub (1), and the extension direction of the connecting rod (212) corresponds to the axial direction of the mounting hole (11). The connecting rod (212) is at least partially movably inserted into the mounting hole (11).

6. The explosion-proof wheel as described in claim 5, characterized in that, The locking assembly (4) further includes a transmission structure (43), which is connected to the locking member (42) and is driven to the connecting rod (212); When the connecting rod (212) is inserted into the mounting hole (11) to a depth exceeding the preset depth, the transmission structure (43) drives the locking member (42) to separate from the limiting member (41); And / or, the connecting rod portion (212) is provided with at least two oppositely arranged sidewalls, and each sidewall is provided with at least one set of the locking components (4) connected to it.

7. The explosion-proof wheel as described in claim 6, characterized in that, The sidewall of the connecting rod (212) is provided with a planar segment (2121) and a convex segment (2122) extending sequentially; the planar segment (2121) is located on a section of the connecting rod (212) away from the tire seat body (211), and the convex segment (2122) is located on a section of the connecting rod (212) close to the tire seat body (211); the transmission structure (43) contacts the planar segment (2121) or the convex segment (2122); when the transmission structure (43) contacts the planar segment (2121), the locking assembly (4) is in a locked state; when the transmission structure (43) contacts the convex segment (2122), the locking assembly (4) switches to an unlocked state.

8. The explosion-proof wheel as described in claim 7, characterized in that, The transmission structure (43) includes: The lever arm (431) contacts the planar segment (2121) or convex segment (2122) of the connecting rod (212); The lever arm (432) is connected to the limiting member (41) and drives the limiting member (41) to move; The rotating component (433) is rotatably connected to the hub (1). The force-receiving arm (431) and the force-applying arm (432) are hinged to the opposite ends of the rotating component (433). The force-receiving arm (431) and the force-applying arm (432) move tangentially along the rotating component (433), and the movement directions of the force-receiving arm (431) and the force-applying arm (432) are opposite.

9. The explosion-proof wheel as described in claim 8, characterized in that, One end of the force arm (431) is provided with a rolling element (4311), which rolls in contact with the planar section (2121) or convex section (2122) of the connecting rod (212).

10. The explosion-proof wheel as described in any one of claims 4 to 9, characterized in that, The buffer support assembly (3) includes a first magnet (31) and a second magnet (32). The first magnet (31) is connected to the wheel hub (1), and the second magnet (32) is connected to the tire seat (21). The first magnet (31) and the second magnet (32) are arranged radially apart along the wheel hub (1), and the same magnetic poles of the first magnet (31) and the second magnet (32) are arranged opposite to each other.

11. The explosion-proof wheel as described in claim 10, characterized in that, The hub (1) includes a spoke portion (12), the spoke portion (12) is provided with a mounting cavity (121), the mounting hole (11) communicates with the mounting cavity (121), the first magnet (31) and the second magnet (32) are both provided in the mounting cavity (121), and the second magnet (32) moves with the tire seat (21) in the mounting cavity (121); And / or, the hub (1) further includes a wheel groove (13) on the outer periphery, and the tire block (22) is at least partially disposed in the wheel groove (13).

12. An electric vehicle, characterized in that, Includes the vehicle body and the explosion-proof wheels as described in any one of claims 1 to 11.

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