Combined wheel structure

Abstract

The utility model relates to the technical field of automobiles, and discloses a combined wheel structure which comprises a main hub connected to the end of an axle of an automobile and an auxiliary hub coaxially arranged on the outer side of the main hub, a main tire is arranged on the main hub, an auxiliary tire is arranged on the auxiliary hub, and a gap is formed between the main tire and the auxiliary tire. A connecting unit is arranged between the main hub and the auxiliary hub, and the main hub and the auxiliary hub are detachably connected through the connecting unit. When the road condition is poor, the automobile can run in a double-wheel state, the trafficability of the automobile on a muddy road or a soft road is improved, and the risk of automobile trapping is reduced. The total contact area between the main wheel and the auxiliary wheel and the road surface is increased, so that the tire can be prevented from slipping on the rain and snow road surface, and the safety of an automobile during driving is improved. When the automobile runs on a road with good road conditions, the auxiliary wheels can be detached, and the automobile runs in a single-wheel state, so that the fuel consumption can be reduced.

Description

Technical Field

[0001] This utility model relates to the field of automotive technology, and in particular to a combined wheel structure. Background Technology

[0002] Currently, most passenger cars use a single-wheel design, resulting in a small contact area with the ground and low friction. This design is suitable for paved roads with good conditions, contributing to fuel efficiency. However, in poor road conditions or during rain or snow, the passability and safety of passenger cars decrease dramatically. On muddy, rainy, or soft surfaces, the small contact area between the wheels and the ground can easily cause the car to get stuck or slip, leading to a decline in its passability and safety performance on these roads.

[0003] Patent CN202911452U discloses a dual-tire wheel hub. The hub has an axle hole and is mounted on the wheel drive axle. A tire is fitted onto the hub. The dual-tire wheel hub consists of a main hub and a secondary hub with concentric axle holes. A main tire and a secondary tire are respectively fitted onto the main hub and secondary hub. The outer diameter of the secondary tire is larger than the outer diameter of the main hub, and the outer diameter of the secondary tire is smaller than the outer diameter of the main tire. When the main tire blows out, the secondary tire takes over, ensuring vehicle controllability, giving the driver sufficient reaction time to stop, avoiding traffic accidents caused by tire blowouts, and protecting personnel safety. However, because only the main tire contacts the ground during normal driving, the secondary tire does not, resulting in a small contact area and making it prone to slippage in rainy or snowy weather. Furthermore, a secondary tire with a different outer diameter than the main tire is required, meaning the secondary tire and main tire are not interchangeable and the secondary tire cannot be used as a spare tire. In addition, since the secondary wheel hub is not removable, when the road conditions are good, the secondary wheel cannot increase the contact area between the wheel and the ground, and it will also rotate with the main wheel hub when driving, increasing fuel consumption. Utility Model Content

[0004] The purpose of this invention is to provide a combined wheel structure to improve the passability and safety of passenger cars when driving on poor road conditions or in rainy or snowy weather.

[0005] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is as follows:

[0006] A combined wheel structure includes a main wheel hub connected to the end of an axle of a vehicle and a secondary wheel hub coaxially disposed outside the main wheel hub. The main wheel hub is provided with a main tire, and the secondary wheel hub is provided with a secondary tire. There is a gap between the main tire and the secondary tire. The outer diameters of the main tire and the secondary tire are equal. A connecting unit is provided between the main wheel hub and the secondary wheel hub, and the main wheel hub and the secondary wheel hub are detachably connected through the connecting unit.

[0007] Furthermore, the connecting unit includes a cylindrical spacer block coaxially disposed between the main wheel hub and the auxiliary wheel hub. The spacer block has through holes at positions corresponding to the connecting holes of the main wheel hub. The connecting holes on the auxiliary wheel hub are aligned with the through holes. An extended stud is inserted through the connecting hole of the main wheel hub. One end of the extended stud is fixedly connected to the axle, and the other end passes through the connecting hole, the through hole, and the connecting hole of the auxiliary wheel hub and is screwed with a nut. After tightening the nut, the main wheel hub, the spacer block, and the auxiliary wheel hub are pressed together in sequence, and there is a gap between the main wheel hub and the auxiliary wheel hub.

[0008] Furthermore, each of the two end faces of the spacer block is provided with a boss at a position corresponding to each through hole, and the boss is inserted into the countersunk hole on the corresponding connecting hole.

[0009] Furthermore, both the spoke end faces of the main hub and the spoke end faces of the secondary hub are planes, which are perpendicular to the axis of the hub. The spokes of the main hub and the secondary hub abut against each other. Both spokes of the main hub and the secondary hub have holes in this plane. The connecting unit includes an auxiliary bolt disposed in the hole and an auxiliary nut screwed onto the end of the auxiliary bolt. After tightening the auxiliary nut, the main hub and the secondary hub are clamped together.

[0010] Furthermore, the spoke end face of the main wheel hub protrudes beyond the side corresponding to the main tire, and the spoke end face of the secondary wheel hub protrudes beyond the side corresponding to the secondary tire.

[0011] Furthermore, the feature is that the gap length between the main tire and the auxiliary tire is L, which satisfies 10mm≤L≤25mm.

[0012] Furthermore, it also includes a bushing, the thickness of which is equal to the thickness at the connection hole of the auxiliary wheel hub; after the auxiliary tire is separated from the main tire, the bushing is fitted onto the end of the extended stud away from the axle, and after the nut is tightened, the main wheel hub, spacer block and bushing are pressed together in sequence.

[0013] The positive effects of this utility model are:

[0014] This invention increases the contact area between the vehicle and the road surface by adding a secondary wheel next to the main wheels, thereby reducing the pressure exerted by the tires on the ground. This improves the vehicle's traction on muddy or soft roads and reduces the risk of getting stuck. Because the total contact area between the main and secondary wheels and the road surface is increased, tire slippage on rainy or snowy roads is prevented, thus improving driving safety. When driving on roads with good conditions, the secondary wheel can be removed, thereby reducing fuel consumption. Attached Figure Description

[0015] Figure 1 These are schematic diagrams of the structures in the dual-wheel configuration of Examples 1 and 2;

[0016] Figure 2 These are schematic diagrams of the structure in the single-wheel state of Examples 1 and 2;

[0017] Figure 3 This is a schematic diagram of the structure in the dual-wheel state in Example 3;

[0018] Figure 4 This is a structural diagram of the single-wheel state in Example 3. Detailed Implementation

[0019] Example 1

[0020] like Figure 1 As shown, a combined wheel structure includes a main wheel hub 2 connected to the right end of the vehicle's axle 1 and a secondary wheel hub 11 coaxially disposed to the right of the main wheel hub 2. The main wheel hub 2 has a main tire 3, and the secondary wheel hub 11 has a secondary tire 12. There is a 20mm gap between the main tire 3 and the secondary tire 12. A connecting unit is provided between the main wheel hub 2 and the secondary wheel hub 11, allowing for detachable connection. The main tire 3 and the secondary tire 12 have the same specifications and model, as do the main wheel hub 2 and the secondary wheel hub 11, and are symmetrically arranged on both sides.

[0021] The connecting unit includes a cylindrical spacer 4 disposed between the main wheel hub 2 and the auxiliary wheel hub 11. The spacer 4, the main wheel hub 2, and the auxiliary wheel hub 11 are coaxial. The spacer 4 is made of aluminum alloy, which reduces weight while ensuring strength. A through hole 5 is provided on the spacer 4 at a position corresponding to the connecting hole of the main wheel hub 2. The through hole 5 is arranged along the axial direction of the spacer 4. The connecting hole on the auxiliary wheel hub 11 is aligned with the through hole 5. An extended stud 7 is inserted through the connecting hole of the main wheel hub 2. One end of the extended stud 7 is fixedly connected to the axle 1, and the other end passes through the connecting hole of the main wheel hub 2, the through hole 5, and the connecting hole of the auxiliary wheel hub 11 and is screwed with a nut. After tightening the nut, the main wheel hub 2, the spacer 4, and the auxiliary wheel hub 11 are pressed together in sequence. There is a gap of 10mm between the main wheel hub 2 and the auxiliary wheel hub 11.

[0022] The main tire 3 and the auxiliary tire 12 are of the same specifications and model. The main wheel hub 2 and the auxiliary wheel hub 11 are of the same specifications and model. The auxiliary wheel hub 11 and the auxiliary tire 12 form the auxiliary wheel, while the main wheel hub 2 and the main tire 3 form the original main wheel of the vehicle. In this embodiment, the original connecting studs used to connect the axle 1 and the main wheel hub 2 are replaced with extended studs 7. The auxiliary wheels can be the vehicle's spare tires, and there are two of them. The main wheels are the rear wheels of the vehicle, and the two spare tires are connected to the two rear wheels respectively, thereby increasing the contact area between the vehicle and the road surface, reducing the pressure exerted by the tires on the ground, thereby improving the vehicle's passability on muddy or soft roads and reducing the risk of getting stuck. Because the total contact area between the main wheel and the auxiliary wheel and the road surface is increased, it can prevent the tires from slipping on rainy or snowy roads, thereby improving the safety of the vehicle when driving.

[0023] When the car is driving on a well-maintained paved road, the nut on the right end of the extension stud 7 can be unscrewed to remove the sub-hub 2. Then press... Figure 2 As shown, a washer 6 is fitted onto the right end of each extended stud 7, the thickness of which is equal to the thickness at the connection hole of the secondary hub 11. Then, a nut is tightened onto the right end of the extended stud 7, thereby sequentially pressing the main hub 2, spacer 4, and washer 6 together. Therefore, under good road conditions, single-tire driving can be used, thus saving fuel.

[0024] This invention is particularly suitable for rear-wheel drive or four-wheel drive vehicles, as the rear wheels of these vehicles are the drive wheels, resulting in higher passability and safety when both wheels are drive wheels. When a vehicle gets stuck, one end of the rope can be wrapped around the spacer block 4, and the other end can be tied to a nearby fixed object. By starting the vehicle and engaging a low gear, the vehicle can be allowed to get out of trouble on its own.

[0025] If this invention is used on the front wheels of a front-wheel drive vehicle, the above purpose can also be achieved, but the steering performance of the vehicle will be affected, and it can only be used in temporary emergency situations.

[0026] If a car gets stuck while driving on a single wheel, a jack can be used to lift the chassis and then an auxiliary wheel can be installed, which will greatly improve the car's ability to get out of trouble.

[0027] Furthermore, since the main wheel and auxiliary wheel of this utility model have the same specifications, dimensions and structure, when the main wheel blows out, the blown main wheel can be replaced with the auxiliary wheel, allowing the car to continue driving normally.

[0028] Example 2

[0029] The difference between this embodiment and Embodiment 1 is that:

[0030] The two end faces of the spacer block 4 are provided with bosses at positions corresponding to each through hole 5, and the bosses are respectively inserted into the countersunk holes on the corresponding connecting holes.

[0031] Therefore, the torque of the axle 1 when it rotates is transmitted to the secondary hub 11 through the main hub 2 and the spacer block 4, rather than relying solely on the extension stud 7 to transmit torque, thus preventing the extension stud 7 from being stretched or bent due to excessive force.

[0032] Example 3

[0033] The difference between this embodiment and Embodiment 1 is that:

[0034] The right end face of the spokes of the main hub 2 and the left end face of the spokes of the secondary hub 11 are both planes, perpendicular to the axis of the hubs. The spokes of the main hub 2 and the secondary hub 11 abut against each other. Both spokes of the main hub 2 and the secondary hub 11 have holes 8 at this plane. The connecting unit includes an auxiliary bolt 9 passing through the hole 8 and an auxiliary nut 10 screwed onto the end of the auxiliary bolt 9. After tightening the auxiliary nut 10, the main hub 2 and the secondary hub 11 are clamped together.

[0035] The right end face of the spoke of the main wheel hub 2 protrudes 10mm beyond the right side of the main tire 3, and the left end face of the spoke of the secondary wheel hub 11 protrudes 10mm beyond the left side of the secondary tire 12, thus making the gap between the main tire 3 and the secondary tire 12 20mm.

[0036] In this embodiment, the rims of the two original wheels and the rim of the spare tire (i.e., the auxiliary wheel) need to be replaced. When the road conditions are good, the vehicle can be driven using a single wheel. When the road conditions are poor, the auxiliary wheel can be quickly installed. During installation, the original wheel will not loosen between itself and axle 1, thus enhancing safety.

[0037] To facilitate the installation of the auxiliary wheel, the auxiliary tire 12 can be pre-deflated to soften it, making it easier to connect the auxiliary hub 11 to the main hub 2. After connecting the auxiliary hub 11 to the main hub 2 using auxiliary bolts 9 and auxiliary nuts 10, the auxiliary tire 12 is then inflated.

[0038] The above embodiments are described in detail and specifically, illustrating preferred embodiments of the present utility model. They are only used to illustrate the technical ideas and features of the present utility model, with the aim of enabling those skilled in the art to understand the content of the present utility model and implement it accordingly. However, they are not limited to the present utility model, and the patent scope of the present utility model cannot be limited by this embodiment alone. That is, any equivalent changes or modifications made to the spirit disclosed in the present utility model, without departing from the structure of the present utility model, such as local improvements within the system and modifications or transformations between subsystems, are still within the patent scope of the present utility model.

Claims

1. A combined wheel structure, characterized in that, Includes a main wheel hub (2) connected to the end of the axle (1) of the car and a secondary wheel hub (11) coaxially arranged outside the main wheel hub (2). The main wheel hub (2) is provided with a main tire (3), and the secondary wheel hub (11) is provided with a secondary tire (12). There is a gap between the main tire (3) and the secondary tire (12). The outer diameters of the main tire (3) and the secondary tire (12) are equal. A connecting unit is provided between the main wheel hub (2) and the secondary wheel hub (11). The main wheel hub (2) and the secondary wheel hub (11) are detachably connected through the connecting unit. The spoke end face of the main hub (2) and the spoke end face of the secondary hub (11) are both planes, which are perpendicular to the axis of the hub. The spokes of the main hub (2) and the spokes of the secondary hub (11) abut against each other. The spokes of the main hub (2) and the spokes of the secondary hub (11) are provided with holes (8) at this plane. The connecting unit includes an auxiliary bolt (9) set in the hole (8) and an auxiliary nut (10) screwed on the end of the auxiliary bolt (9). After tightening the auxiliary nut (10), the main hub (2) and the secondary hub (11) are clamped together.

2. The combined wheel structure according to claim 1, characterized in that, The spoke end face of the main hub (2) protrudes from the side corresponding to the main tire (3), and the spoke end face of the secondary hub (11) protrudes from the side corresponding to the secondary tire (12).

3. A combined wheel structure according to claim 1 or 2, characterized in that, The gap length between the main tire (3) and the auxiliary tire (12) is L, which satisfies 10mm≤L≤25mm.

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