A kind of wheel hub that can continue to run without changing spare tire in emergency protection when automobile tire bursts

Abstract

This application provides a wheel hub that provides emergency protection in the event of a tire blowout, allowing the vehicle to continue driving without changing the spare tire. The hub includes a rim and spokes. The rim is sequentially configured with an outer disc, a tire outer support, a first annular boss, an arc-shaped inner groove, a second annular boss, a tire inner support, and an inner disc. The tire outer support includes a first sidewall and a second sidewall, with the second sidewall connected to the first annular boss being perpendicular to it. The tire inner support also includes a first sidewall and a second sidewall, with the second annular boss perpendicular to the second sidewall connected to it. Using this wheel hub, the tire will not slip onto the arc-shaped groove during a blowout; the tire and hub can rotate synchronously without spinning, preventing the tire from detaching from the hub. This reduces the force required to swerve the vehicle, facilitating steering control and lowering the probability of serious traffic accidents. After a blowout, the vehicle can continue driving for 5-20 kilometers without changing the spare tire.

Description

Technical Field

[0001] This application belongs to the field of automotive technology, and more specifically, relates to a wheel hub that can provide emergency protection and allow a car to continue driving without changing to a spare tire in the event of a tire blowout. Background Technology

[0002] Pneumatic tires used in automobiles have unparalleled advantages in improving comfort due to their ability to dampen vibrations and impacts during movement, which is why they have been widely used in automobiles for so long. With the development of the automotive industry, pneumatic tires have also been continuously improved and upgraded from tubed tires to tubeless tires (vacuum tires).

[0003] When a tire blows out suddenly at high speed, the tire and rim cannot rotate synchronously. The rim spins freely, and the tire may slip to the bottom of the rim's inner groove or detach from the rim, causing the rim to spin directly on the road, damaging both the rim and the road surface, resulting in a loss of vehicle control. In this situation, even with power steering, the direction cannot be corrected, ultimately leading to the car veering, spinning, fishtailing, or overturning, causing a traffic accident. Tire blowouts have become a major contributing factor to traffic accidents, accounting for 40% of all traffic accidents, causing significant losses and injuries to society and individuals, and potentially leading to serious accidents.

[0004] Existing publicly available tire blowout safety protection devices are not very practical. Some are too complex to install, some affect vehicle comfort, some are too expensive to manufacture, and some, designed to prevent skidding caused by a tire blowout, set the tire very low to the ground, making the rubber easily punctured by foreign objects and causing a blowout. Furthermore, the small tire cavity results in insufficient air pressure, leading to high noise levels and discomfort for passengers. These devices are also expensive, have a short lifespan, and are not reusable, resulting in significant waste. They fail to meet current needs for tire blowout protection devices, requiring the replacement of the spare tire after a blowout to continue driving. Therefore, there is an urgent need to design a wheel rim that can provide emergency protection in the event of a tire blowout, allowing the vehicle to continue driving without changing the spare tire. Utility Model Content

[0005] To address the technical problems existing in the prior art, the technical solution adopted in this application is: to provide a wheel hub that can provide emergency protection and allow the vehicle to continue driving without changing the spare tire in the event of a tire blowout, comprising a rim and spokes. The rim is sequentially provided with an outer disc, a tire outer support, a first annular boss, a second annular boss, a tire inner support, and an inner disc. The outer disc and the inner disc are symmetrically arranged on both sides of the rim, and the tire outer support and the tire inner support are symmetrically arranged. The tire outer support and the tire inner support are arranged along the circumference of the rim. The tire has an annular groove, and the first and second annular protrusions are symmetrically arranged. The outer tire support includes a first outer support sidewall and a second outer support sidewall. The sidewall of the outer wheel disc facing the inner side of the wheel hub forms the first outer support sidewall. The first annular protrusion is perpendicular to the connected second outer support sidewall. The inner tire support includes a first inner support sidewall and a second inner support sidewall. The sidewall of the inner wheel disc facing the inner side of the wheel hub forms the first inner support sidewall. The second annular protrusion is perpendicular to the connected second inner support sidewall.

[0006] Optionally, the bottom of the annular groove is provided with an inclined surface that slopes toward the center of the rim.

[0007] Optionally, an arc-shaped inner groove is provided between the first annular boss and the second annular boss. The arc-shaped inner groove is provided along the circumference of the rim, and the center of the arc-shaped inner groove is located outside the hub.

[0008] Optionally, the diameters of the outer wheel hub disc and the inner wheel hub disc are greater than the diameters of the first annular boss and the second annular boss, and the diameters of the first annular boss and the second annular boss are greater than the diameters of the outer tire support and the inner tire support.

[0009] Optionally, a chamfer is provided at the connection between the first annular boss and the second sidewall of the connected outer support, and a chamfer is provided at the connection between the second annular boss and the second sidewall of the connected inner support.

[0010] Optionally, the width of the annular groove formed by the inner tire support and the outer tire support is 1mm-3mm smaller than the thickness of the inner and outer tire lips.

[0011] The beneficial effects of the wheel rim provided in this application, which provides emergency protection and allows the vehicle to continue driving without changing to a spare tire in the event of a tire blowout, are as follows:

[0012] 1. When a tire blows out at high speed, the sudden swerve of the vehicle is significant, making it difficult for the driver to control the car. This loss of control could even lead to a rollover. The combined action of the outer and inner discs of the rim, the outer and inner tire supports, the first and second annular bosses, effectively holds the outer and inner tire lips tightly against their respective supports. The rebound force of the tire rubber further secures these supports, allowing the tire and rim to rotate synchronously and preventing the tire from slipping onto the rim. The curved inner groove at the bottom prevents the tire from detaching from the rim. In the event of a tire blowout at high speed, it reduces the friction between the blown tire and the ground, helping the driver maintain control of the vehicle's direction. This effectively reduces the force required to veer off course, preventing serious traffic accidents such as spin-offs, fishtailing, and rollovers caused by tire blowouts. It can save lives and property, improve driving safety, avoid the time spent changing a spare tire, and eliminate the potential for accidents and traffic congestion that can occur when changing a spare tire on a highway. It also avoids many inconveniences and enhances the convenience of driving.

[0013] 2. When a car experiences a tire blowout at high speed while turning, the outer tire lip may slip to the bottom of the rim's arc-shaped inner groove. This sudden swerving will cause a significant increase in directional force. The outer tire lip may even slide past the outer tire support onto the first annular protrusion. Due to the relatively wide width of the first annular protrusion, the first and second annular protrusions can hold the outer and inner tire lips together and fix them against the outer and inner tire supports. Combined with the inherent rebound force of the rubber tire, the outer tire lip will automatically rebound back to the outer tire support. With the combined action of the outer and inner discs of the rim, the outer tire support, the first annular protrusion, and the second annular protrusion, the outer tire lip is tightly held and fixed on the outer and inner tire supports, preventing it from sliding to the bottom of the rim's arc-shaped inner groove. The tire will not detach from the rim, effectively helping the driver control the car's direction.

[0014] 3. When a tire blows out at 120 km / h on a highway, the outer and inner lip of the tire may not rotate synchronously with the outer and inner supports. The width of the outer and inner supports should be appropriately reduced (for smooth mechanical installation of the tire). With the combined action of the outer and inner discs of the rim, the first annular boss, and the second annular boss, the outer and inner lip of the tire can be tightly pressed and fixed onto the outer and inner supports. This prevents the tire from slipping to the bottom of the arc-shaped groove, allowing the tire and rim to move synchronously. The rim will not spin freely, helping the driver maintain control of the vehicle's direction, effectively reducing the force required to veer off course, and preventing serious traffic accidents caused by tire blowouts.

[0015] 4. Using the wheel hub provided in this application, after the tire is completely deflated, the tire is compressed by the weight of the car into a dovetail-shaped rubber pad layer. In addition to the tire tread, there are two rubber pad layers placed under the outer and inner discs of the wheel hub. Combined with the tire's own elasticity, it holds the outer and inner supports of the tire, preventing the tire from slipping to the bottom of the arc-shaped inner groove. This allows the tire and wheel hub to move synchronously, preventing the wheel hub from spinning freely and the tire from falling off the wheel hub. The outer and inner discs of the wheel hub will not damage the road surface, thus protecting the outer and inner discs of the wheel hub. When the car needs to continue driving after a tire blowout, it can help the driver control the direction of the car without changing the spare tire, allowing the car to continue driving for 5 to 20 kilometers or even longer.

[0016] 5. After adopting the wheel hub provided in this application, there is no need to place a spare tire, car jack and other tools required for changing tires on the car, which reduces the load on the car, reduces fuel consumption and increases the usable space of the car. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 A schematic diagram of the usage state of a wheel hub that can provide emergency protection and allow the vehicle to continue driving without changing to a spare tire in the event of a tire blowout, as provided in an embodiment of this application.

[0019] Figure 2 A schematic diagram of a wheel rim structure that enables a vehicle to continue driving without changing to a spare tire in the event of a tire blowout, as provided in an embodiment of this application.

[0020] Figure 3 This is a schematic diagram of a partial structure of a traditional wheel hub.

[0021] The following are the labeling elements in the figure:

[0022] 100. Wheel hub; 1. Tire; 2. Wheel rim; 21. Outer disc of wheel hub; 22. Inner disc of wheel hub; 23. Outer support of tire; 231. First sidewall of outer support; 232. Second sidewall of outer support; 24. Inner support of tire; 241. First sidewall of inner support; 242. Second sidewall of inner support; 25. First annular boss; 26. Second annular boss; 27. Arc-shaped inner groove; 28. Valve core hole; 3. Wheel spoke; 4. Traditional wheel hub rim; 41. First convex peak; 42. Second convex peak. 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 being "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 being "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] See Figure 3In the prior art, in the conventional wheel rim 2, there are symmetrically arranged annular first convex peaks 41 and second convex peaks 42 near the outer and inner discs to limit the inner and outer lips of the tire 1. However, when a tire blowout occurs, especially at a turning point, the force of the outer lip of the tire sliding into the arc-shaped inner groove of the rim will increase significantly. The inner and outer lips of the tire may slide past the first convex peak 41 to the bottom of the inner groove of the wheel rim, or even detach from the wheel rim, which can easily lead to traffic accidents.

[0028] Please refer to the following: Figures 1-3 The present application will now describe a wheel hub that provides emergency protection in the event of a tire blowout, allowing the vehicle to continue driving without changing to a spare tire.

[0029] A wheel hub 100 that provides emergency protection in the event of a tire blowout, allowing the vehicle to continue driving without changing to a spare tire, includes a rim 2 and spokes 3. The rim 2 is sequentially provided with an outer disc 21, a tire outer support 23, a first annular boss 25, a second annular boss 26, a tire inner support 24, and an inner disc 22. The outer disc 21 and the inner disc 22 are symmetrically arranged on both sides of the rim 2. The tire outer support 23 and the tire inner support 24 are symmetrically arranged. The tire outer support 23 and the tire inner support 24 are annular grooves arranged circumferentially along the rim 2. The first annular boss 25 and the second annular boss 26 are symmetrically arranged. The tire outer support 23 includes an outer... The first sidewall 231 of the support and the second sidewall 232 of the outer support are formed by the outer sidewall of the outer disc 21 of the hub facing the inner side of the hub. The first annular boss 25 is perpendicular to the connected second sidewall 232 of the outer support, and the second sidewall 232 of the outer support is perpendicular to the axis of the hub. The inner tire support 24 includes the first sidewall 241 of the inner support and the second sidewall 242 of the inner support. The first sidewall 241 of the inner support is formed by the inner sidewall of the inner disc 22 of the hub facing the inner side of the hub. The second annular boss 26 is perpendicular to the connected second sidewall 242 of the inner support, and the second sidewall 242 of the inner support is perpendicular to the axis of the hub.

[0030] In some embodiments of this application, see Figure 2 The bottom of the annular groove is provided with an inclined surface that slopes towards the middle of the rim 2.

[0031] The bottom of the annular groove is provided with a slope that is inclined toward the middle of the rim 2, which matches the shape of the inner and outer lips of the tire, so that the inner and outer lips of the tire are squeezed tighter.

[0032] In some embodiments of this application, see Figure 1 and Figure 2 An arc-shaped inner groove 27 is provided between the first annular boss 25 and the second annular boss 26. The arc-shaped inner groove 27 is provided along the circumference of the rim 2, and the center of the arc-shaped groove 27 is located outside the hub 100.

[0033] In some embodiments of this application, see Figure 1 and Figure 2 The diameters of the outer disc 21 and the inner disc 22 of the wheel hub are greater than the diameters of the first annular boss 25 and the second annular boss 26, and the diameters of the first annular boss 25 and the second annular boss 26 are greater than the diameters of the outer tire support 23 and the inner tire support 24 (so that the tire 1 and mechanical installation are smooth).

[0034] See Figure 2 The rim 2 is also provided with inlet and outlet valve holes 28 for installing inlet and outlet valves.

[0035] In some embodiments of this application, see Figure 1 and Figure 2 The first annular boss 25 has a chamfer at the connection point with the second side wall 232 of the connected outer support, and the second annular boss 26 has a chamfer at the connection point with the second side wall 242 of the connected inner support. By setting the arc-shaped chamfer, it is easier to install the tire 1 and will not scratch the tire 1.

[0036] In some embodiments of this application, the width of the annular groove formed by the outer tire support 23 and the inner tire support 24 is appropriately reduced relative to the existing wheel hub, and is 1-3 mm smaller than the thickness of the side lip of the tire 1, so as to ensure smooth mechanical installation of the tire 1. Compared with the existing wheel hub, it can increase the extrusion force on the tire 1 and the inner and outer lips, thereby further reducing the risk of the tire falling off the wheel hub.

[0037] When a tire blows out at high speed, the sudden force causing the car to veer off course makes it difficult for the driver to control the vehicle, and there is even a risk of the car overturning due to loss of control. The combined action of the outer disc 21, inner disc 22, outer tire support 23, inner tire support 24, first annular boss 25, and second annular boss 26 of the wheel rim effectively seals and fixes the outer and inner tire lips to the outer and inner tire supports 23 and 24, preventing the tire 1 from slipping to the bottom of the arc-shaped groove 27 inside the wheel rim. The tire 1 and wheel rim 100 can rotate synchronously, and the tire 1 will not detach from the wheel rim 100, effectively reducing the force causing the car to veer off course during a tire blowout at high speed. This reduces friction between the blown-out tire and the ground, preventing the car from swerving, spinning, fishtailing, or overturning. It helps the driver control the vehicle, preventing potentially serious traffic accidents and saving lives and property. It improves driving safety, avoids the time spent changing a spare tire, eliminates the accident risks associated with stopping on the highway to change a tire, and prevents potential traffic congestion during highway tire changes.

[0038] When a tire blows out at high speed while the car is turning, the sudden swerving force will be significant. The force causing the outer lip of the tire to slide towards the bottom of the rim's arc-shaped groove 27 will increase dramatically. The outer lip of the tire may even slide past the outer tire support 23 and onto the first annular protrusion 25. Because the width of the annular protrusion is relatively wide, the outer lip of the tire 1 will be stretched tighter. Under the elastic force of the tire itself, the outer lip of the tire 1 will automatically rebound back to the outer tire support 23. The outer lip of the tire 1 will not slide to the bottom of the rim 2 or the arc-shaped groove 27 of the hub 100, and the tire 1 will not detach from the hub 100. This effectively helps the driver control the direction of the car.

[0039] Using the wheel hub provided in this application, there is no need to carry a spare tire, jack, or other tools required for changing tires on the vehicle, reducing the vehicle's load, lowering fuel consumption, and increasing usable space. This wheel hub is more functional, convenient, and practical, and has broad prospects in domestic and international markets, bringing tangible economic benefits to society.

[0040] 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. A wheel hub that provides emergency protection in the event of a tire blowout, allowing the vehicle to continue driving without changing to a spare tire, comprising a rim and spokes, characterized in that: The rim is sequentially provided with an outer hub disc, an outer tire support, a first annular boss, a second annular boss, an inner tire support, and an inner hub disc. The outer hub disc and the inner hub disc are symmetrically arranged on both sides of the rim. The outer tire support and the inner tire support are symmetrically arranged. The outer tire support and the inner tire support are annular grooves arranged circumferentially along the rim. The first annular boss and the second annular boss are symmetrically arranged. The outer tire support includes a first sidewall and a second sidewall. The sidewall of the outer hub disc facing the inner side of the hub forms the first sidewall of the outer support. The first annular boss is perpendicular to the connected second sidewall of the outer support. The inner tire support includes a first sidewall and a second sidewall. The sidewall of the inner hub disc facing the inner side of the hub forms the first sidewall of the inner support. The second annular boss is perpendicular to the connected second sidewall of the inner support.

2. The wheel hub according to claim 1, which provides emergency protection for continued driving without changing the spare tire in the event of a tire blowout, is characterized in that: The bottom of the annular groove is provided with an inclined surface that slopes toward the center of the rim.

3. The wheel hub according to claim 1, which provides emergency protection in the event of a tire blowout and allows the vehicle to continue driving without changing to a spare tire, is characterized in that: An arc-shaped inner groove is provided between the first annular boss and the second annular boss. The arc-shaped inner groove is provided along the circumference of the rim, and the center of the arc-shaped inner groove is located outside the hub.

4. The wheel rim that provides emergency protection and allows the vehicle to continue driving without changing to a spare tire in the event of a tire blowout, as described in claim 3, is characterized in that: The diameters of the outer and inner discs of the wheel hub are greater than the diameters of the first and second annular bosses, and the diameters of the first and second annular bosses are greater than the diameters of the outer and inner tire supports.

5. The wheel hub according to claim 3, which provides emergency protection and allows the vehicle to continue driving without changing to a spare tire in the event of a tire blowout, is characterized in that: The connection between the first annular boss and the second sidewall of the connected outer support is chamfered, and the connection between the second annular boss and the second sidewall of the connected inner support is chamfered.

6. The wheel rim that provides emergency protection and allows the vehicle to continue driving without changing to a spare tire in the event of a tire blowout, as described in claim 1, is characterized in that: The width of the annular groove formed by the outer tire support and the inner tire support is 1mm-3mm smaller than the thickness of the inner and outer lip of the tire.

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