Wheel assembly and vehicle

Abstract

This application provides a wheel assembly and a vehicle, relating to the field of vehicle technology, to solve the technical problem of sidewall bulging or even cracking of low aspect ratio tires. The wheel assembly includes a first low-profile tire and a second low-profile tire, with the second low-profile tire coaxially housed within the inflation chamber of the first low-profile tire, forming an annular gap between the inner walls of the second low-profile tire and the first low-profile tire. Furthermore, the stiffness of the second low-profile tire is greater than that of the first low-profile tire. Thus, when the sidewall of the first low-profile tire deforms due to external impact, the second low-profile tire can provide support for the sidewall of the first low-profile tire, effectively transferring and dispersing the shear impact force originally concentrated on the sidewall area of ​​the first low-profile tire to the tread area of ​​the first low-profile tire. This significantly enhances the overall impact resistance of the first low-profile tire, thereby effectively suppressing the problem of sidewall bulging or cracking of the first low-profile tire.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a wheel assembly and a vehicle. Background Technology

[0002] With the development of the automotive industry and changes in consumer aesthetics, the design of large-size rims combined with low-profile tires (commonly known as "thin tires") has become one of the mainstream trends in showcasing the sporty and high-performance appearance of vehicles. This can greatly enhance the visual impact of vehicles, improve handling stability and road feel, and is therefore highly favored by OEMs and consumers.

[0003] However, due to the extremely low sidewall height, the tire's buffer space is drastically compressed, and the rim edge is very close to the ground. When the vehicle drives over potholes or obstacles, the hard edge of the pothole or obstacle will first contact the tire sidewall, and then almost simultaneously impact the rim edge. This causes the hard rim edge and the hard pothole edge to exert huge shear force on the tire sidewall rubber sandwiched in the middle, resulting in tire bulges or even cracks due to the impact. Utility Model Content

[0004] In view of the above problems, this application provides a wheel assembly and vehicle to solve the problem that the sidewall of a low aspect ratio tire is prone to bulging or even cracking when subjected to external impact, thereby improving the tire's impact resistance and thus improving the safety and reliability of the vehicle during driving.

[0005] To achieve the above objectives, the embodiments of this application provide the following technical solutions:

[0006] The first aspect of this application provides a wheel assembly, including:

[0007] Wheel rim;

[0008] A first flat tire is mounted on the circumferential wall of the rim, and the first flat tire has a first inflation chamber;

[0009] The second flat tire is coaxially mounted on the rim with the first flat tire. The second flat tire is housed in the first inflation chamber of the first flat tire. An annular gap is formed between the second flat tire and the inner wall of the first flat tire. The stiffness of the second flat tire is greater than that of the first flat tire.

[0010] When the sidewall of the first low-profile tire is deformed by an external impact, the second low-profile tire is configured to provide support to the sidewall of the first low-profile tire to transmit and disperse the shear impact force acting on the sidewall of the first low-profile tire to the tread area of ​​the first low-profile tire.

[0011] The wheel assembly provided in this application embodiment, by setting a first low-profile tire and a second low-profile tire, and coaxially accommodating the second low-profile tire within the inflation chamber of the first low-profile tire, forms an annular gap between the inner walls of the second low-profile tire and the first low-profile tire. Furthermore, the second low-profile tire has a higher stiffness than the first low-profile tire. Thus, when the sidewall of the first low-profile tire deforms due to external impact, the second low-profile tire can provide support for the sidewall of the first low-profile tire, effectively transferring and dispersing the shear impact force originally concentrated on the sidewall area of ​​the first low-profile tire to the tread area of ​​the first low-profile tire. Because the tread area of ​​the first low-profile tire has high structural strength, its impact resistance is far superior to that of the sidewall area. This method of transferring the received shear impact force significantly enhances the overall impact resistance of the first low-profile tire, effectively suppressing the problem of easy bulging or cracking of the sidewall of the first low-profile tire, thereby improving the safety and reliability of the wheel assembly.

[0012] In some alternative embodiments, the second flat tire has a second inflation chamber, and the tire pressure of the second flat tire is greater than that of the first flat tire, so that the stiffness of the second flat tire is greater than that of the first flat tire.

[0013] In this way, the stiffness relationship between the two tires can be actively controlled by the pressure difference between the first and second low-profile tires, resulting in a simple structure and high reliability.

[0014] In some alternative embodiments, the second low-profile tire and the first low-profile tire are made of the same material, and the aspect ratio of both the first low-profile tire and the second low-profile tire is 30 to 50.

[0015] In this way, the two tires are made of the same material, which reduces the compatibility complexity of the two tires and avoids internal stress caused by differences in the thermal expansion coefficient or aging performance of the materials, thereby improving the overall reliability of the tire assembly. In addition, the aspect ratio of the two tires is controlled within the same range, which can ensure that the tire sidewall is low and the handling response is sensitive, while ensuring that the second low-profile tire has enough internal space to effectively build an annular gap and achieve the support function.

[0016] In some alternative implementations, the sidewall stiffness of the first low-profile tire is less than the tread stiffness of the first low-profile tire.

[0017] This increases the flexibility of the sidewall of the lowest-profile tire, thereby reducing rolling resistance and thus lowering the vehicle's overall energy consumption and carbon emissions.

[0018] In some alternative implementations, the sidewall thickness of the first low-profile tire is less than the tread thickness of the first low-profile tire.

[0019] In this way, the sidewall thickness of the first low-profile tire can be made thinner, thereby further improving the flexibility of the sidewall, further reducing the rolling resistance of the tire, and further reducing the overall energy consumption of the vehicle and reducing carbon emissions.

[0020] In some alternative embodiments, the sidewall thickness of the first low-profile tire is 4.5 mm to 7 mm.

[0021] In this way, while improving the overall impact resistance of the first low-profile tire, the flexibility of the tire sidewall can be increased, thereby reducing the rolling resistance of the tire.

[0022] In some alternative embodiments, the spacing of the annular gap is 40 mm to 50 mm.

[0023] This provides sufficient deformation buffer space when the first low-profile tire is impacted, preventing the two tires from contacting too early and ensuring that comfort is not significantly affected. At the same time, when the first low-profile tire undergoes significant deformation, the second low-profile tire can play an effective supporting role in a timely manner, effectively transmitting and dispersing the impact force, and significantly suppressing excessive deformation of the sidewall of the first low-profile tire.

[0024] In some alternative embodiments, the rim has a first vent and a second vent;

[0025] The first air hole is connected to the first inflation chamber and is used to inflate the first flat tire.

[0026] The second flat tire has a second inflation chamber, and the second air hole is connected to the second inflation chamber for inflating the second flat tire.

[0027] In this way, the first low-profile tire and the second low-profile tire can be inflated separately to make the tire pressures of the first low-profile tire and the second low-profile tire different, so that the second low-profile tire can effectively provide support when the sidewall of the first low-profile tire is impacted.

[0028] In some alternative embodiments, the rim has a first wheel seat assembly and a second wheel seat assembly on its peripheral wall;

[0029] The first wheel seat assembly includes two opposing and spaced-apart first wheel seats, which are used to mount and secure the bead of the first flat tire;

[0030] The second wheel assembly includes two opposing and spaced-apart second wheel seats, which are used to mount and secure the bead of the second flat tire;

[0031] The two second wheel seats are located axially between the two first wheel seats on the rim.

[0032] This ensures the reliable installation of both the first and second low-profile tires.

[0033] In some alternative embodiments, each of the two first wheel seats has a first clearance groove between itself and its adjacent second wheel seat, and the two second wheel seats have a second clearance groove between them;

[0034] Each of the first wheel seats has a first mounting notch facing the opening of the first clearance groove, the bead of the first flat tire is engaged in the first mounting notch, and the outer wall of the bead of the first flat tire abuts against the side wall of the first mounting notch.

[0035] Each of the second wheel seats has a second mounting notch facing the opening of the second clearance groove, the bead of the second flat tire is engaged in the second mounting notch, and the outer wall of the bead of the second flat tire abuts against the side wall of the second mounting notch.

[0036] In this way, the first and second clearance grooves can effectively reduce the difficulty of replacing the first and second low-profile tires and improve the ease of operation for users.

[0037] A second aspect of this application provides a vehicle including the wheel assembly provided in the first aspect.

[0038] The vehicle provided in this application embodiment has the same beneficial effects as the wheel assembly described above, and will not be repeated here.

[0039] In addition to the technical problems solved by the embodiments of this application, the technical features constituting the technical solutions, and the beneficial effects brought about by the technical features of these technical solutions described above, other technical problems that the wheel assembly and vehicle provided by the embodiments of this application can solve, other technical features included in the technical solutions, and the beneficial effects brought about by these technical features will be further explained in detail in the specific implementation. Attached Figure Description

[0040] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0041] Figure 1 This is a schematic diagram of a wheel assembly provided in an embodiment of this application;

[0042] Figure 2 for Figure 1 A schematic diagram of the projection along direction A;

[0043] Figure 3 for Figure 2 Schematic diagram of the cross section at point BB;

[0044] Figure 4 A schematic diagram of a portion of the cross-sectional structure of the wheel assembly provided in an embodiment of this application;

[0045] Figure 5 Another schematic diagram of a partial cross-sectional structure of the wheel assembly provided in an embodiment of this application;

[0046] Figure 6 This is a schematic diagram of the wheel rim structure in the wheel assembly provided in this application embodiment;

[0047] Figure 7 for Figure 6 A schematic diagram of the projection along the C-axis;

[0048] Figure 8 for Figure 7 A cross-sectional view at point DD.

[0049] Explanation of reference numerals in the attached figures:

[0050] 10-Wheel assembly;

[0051] 100 - Wheel rim; 110 - First wheel seat assembly; 111 - First wheel seat; 1111 - First mounting notch;

[0052] 120 - Second wheel seat assembly; 121 - Second wheel seat; 1211 - Second mounting notch;

[0053] 130 - First clearance groove;

[0054] 140 - Second clearance slot;

[0055] 150 - First pore;

[0056] 160 - Second pore;

[0057] 200 - First low-profile tire; 210 - First inflation chamber; 220 - Annular gap;

[0058] 300 - Second low-profile tire; 310 - Second inflation chamber. Detailed Implementation

[0059] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0060] With the development of the automotive industry and changes in consumer aesthetics, the design of large-size rims combined with low-profile tires (commonly known as "thin tires") has become one of the mainstream trends in showcasing the sporty and high-performance appearance of vehicles. This can greatly enhance the visual impact of vehicles, improve handling stability and road feel, and is therefore highly favored by OEMs and consumers.

[0061] However, due to the extremely low sidewall height, the tire's buffer space is drastically compressed, and the rim edge is very close to the ground. When the vehicle drives over potholes or obstacles, the hard edge of the pothole or obstacle will first contact the tire sidewall, and then almost simultaneously impact the rim edge. This causes the hard rim edge and the hard pothole edge to exert huge shear force on the tire sidewall rubber sandwiched in the middle, resulting in tire bulges or even cracks due to the impact.

[0062] In order to overcome the above-mentioned defects, this application aims to solve the problem that the sidewall of low aspect ratio tires is prone to bulging or even cracking when subjected to external impact, thereby improving the tire's impact resistance and thus improving the safety and reliability of the vehicle during driving.

[0063] The contents of this application will now be described in detail with reference to the accompanying drawings, so that those skilled in the art can have a clearer and more detailed understanding of the contents of this application.

[0064] Please refer to Figure 1 , Figure 2 and Figure 3 As shown, this application embodiment provides a wheel assembly 10, including a rim 100, a first low-profile tire 200 and a second low-profile tire 300, wherein the first low-profile tire 200 and the second low-profile tire 300 are both low-profile tubeless tires.

[0065] It's important to note that aspect ratio refers to the percentage of the tire's sidewall height to its cross-sectional width (the distance between the sides of the tire). A low aspect ratio means that this percentage is smaller; for example, tires with aspect ratios of 40, 35, and 30 are considered low aspect ratio tires.

[0066] like Figure 3 , Figure 4 and Figure 5 As shown, a first low-profile tire 200 is mounted on the peripheral wall of a rim 100, and the first low-profile tire 200 has a first inflation chamber 210; a second low-profile tire 300 is coaxially mounted on the rim 100 with the first low-profile tire 200, the second low-profile tire 300 is housed within the first inflation chamber 210 of the first low-profile tire 200, an annular gap 220 is formed between the second low-profile tire 300 and the inner wall of the first low-profile tire 200, and the stiffness of the second low-profile tire 300 is greater than that of the first low-profile tire 200; wherein, when the sidewall of the first low-profile tire 200 is deformed by an external impact, the second low-profile tire 300 is configured to provide support to the sidewall of the first low-profile tire 200, so as to transmit and disperse the shear impact force acting on the sidewall of the first low-profile tire 200 to the tread area of ​​the first low-profile tire 200.

[0067] Therefore, in this embodiment, by setting a first low-profile tire 200 and a second low-profile tire 300, and coaxially accommodating the second low-profile tire 300 within the inflation cavity of the first low-profile tire 200, an annular gap 220 is formed between the inner walls of the second low-profile tire 300 and the first low-profile tire 200. Furthermore, the stiffness of the second low-profile tire 300 is greater than that of the first low-profile tire 200. Thus, when the sidewall of the first low-profile tire 200 is deformed by an external impact, the second low-profile tire 300 can provide support for the sidewall of the first low-profile tire 200, thereby reducing the force originally concentrated on the first low-profile tire 200. The shear impact force of the sidewall area of ​​the low-profile tire 200 is effectively transferred and dispersed to the tread area of ​​the first low-profile tire 200. Since the tread area of ​​the first low-profile tire 200 has high structural strength, that is, the tread is less likely to be damaged than the sidewall, its impact resistance is far superior to that of the sidewall area of ​​the first low-profile tire 200. This method of transferring the shear impact force can significantly enhance the overall impact resistance of the first low-profile tire 200, thereby effectively suppressing the problem of easy bulging or cracking of the sidewall of the first low-profile tire 200, and thus improving the safety and reliability of the wheel assembly 10.

[0068] In addition, by setting an annular gap 220 between the first low-profile tire 200 and the second low-profile tire 300, sufficient deformation buffer space can be provided when the first low-profile tire 200 is impacted, avoiding premature contact between the two tires and ensuring that comfort is not significantly affected, thereby improving the comfort of the user when riding in the vehicle. On the other hand, by setting the second low-profile tire 300 inside the inflation cavity of the first low-profile tire 200, the cavity volume of the first low-profile tire 200 is reduced, which can effectively reduce tire cavity noise, that is, reduce tire noise, thereby further improving the comfort of the user when riding in the vehicle.

[0069] The first low-profile tire 200 and the second low-profile tire 300 are both standard tire models. The only difference is that the first low-profile tire 200 is larger than the second low-profile tire 300. This way, if either of the two tires is damaged and needs to be replaced, only the same model tire needs to be replaced, without the need for special customization, thus reducing the overall cost.

[0070] It is understandable that standard tire models refer to tire products that conform to specific regional, industry, or national standards, have standardized definitions in key parameters such as size, performance, and structure, and can be mass-produced and adapted to specific vehicle models or scenarios.

[0071] In addition, in order to make the stiffness of the second low-profile tire 300 greater than that of the first low-profile tire 200, for example, the material hardness of the second low-profile tire 300 is greater than that of the first low-profile tire 200, thereby making the stiffness of the second low-profile tire 300 greater than that of the first low-profile tire 200, so that the second low-profile tire 300 can provide reliable support to the sidewall of the first low-profile tire 200.

[0072] In another example, the first low-profile tire 200 is made of the same material as the second low-profile tire 300. The second low-profile tire 300 has a second inflation chamber 310, and the tire pressure of the second low-profile tire 300 is greater than that of the first low-profile tire 200, so that the stiffness of the second low-profile tire 300 is greater than that of the first low-profile tire 200. In this way, the stiffness relationship between the two tires is actively controlled by the inflation pressure difference between the first low-profile tire 200 and the second low-profile tire 300. The structure is simple and highly reliable.

[0073] In addition, the aspect ratios of the first low-profile tire 200 and the second low-profile tire 300 are both 30 to 50. This means that the two tires are made of the same material, which reduces the compatibility complexity of the two tires and avoids internal stress caused by differences in the thermal expansion coefficient or aging performance of the materials, thereby improving the overall reliability of the tire assembly. Furthermore, by keeping the aspect ratios of the two tires within the same range, it is possible to ensure a low sidewall and sensitive handling response, while ensuring that the second low-profile tire 300 has sufficient internal space to effectively construct the annular gap 220 and achieve its support function.

[0074] In some embodiments, the annular gap 220 formed between the inner wall of the second low-profile tire 300 and the first low-profile tire 200 is 40mm to 50mm. This provides sufficient deformation buffer space when the first low-profile tire 200 is impacted, preventing the two tires from contacting too early and ensuring that comfort is not significantly affected. At the same time, when the first low-profile tire 200 undergoes significant deformation, the second low-profile tire 300 can promptly play an effective supporting role, effectively transmitting and dispersing the impact force, and significantly suppressing excessive deformation of the sidewall of the first low-profile tire 200.

[0075] In addition, in this embodiment, by setting a second flat tire 300 in the inflation chamber of the first flat tire 200, a dual-tire structure is formed. If the sidewall of the first flat tire 200 ruptures under extreme working conditions, the second flat tire 300 can serve as a support for the vehicle so that the vehicle can drive normally, thereby avoiding the safety hazards to passengers caused by the rupture and blowout of the first flat tire 200, and thus improving the safety and reliability of the whole vehicle.

[0076] In some embodiments, the sidewall stiffness of the first low-profile tire 200 is less than the tread stiffness of the first low-profile tire 200. This can improve the sidewall flexibility of the first low-profile tire 200, thereby reducing the rolling resistance of the tire, reducing the overall energy consumption of the vehicle, and reducing carbon emissions.

[0077] In addition, the sidewall thickness of the first low-profile tire 200 is less than the tread thickness of the first low-profile tire 200. This allows the sidewall thickness of the first low-profile tire 200 to be made thinner, thereby further improving the flexibility of the sidewall, further reducing the rolling resistance of the tire, and further reducing the overall energy consumption of the vehicle and reducing carbon emissions.

[0078] For example, the sidewall thickness of the first low-profile tire 200 is 4.5mm to 7mm. For example, the sidewall thickness of the first low-profile tire 200 is 4.5mm, 5mm, 5.5mm, 6mm, 6.5mm, 7mm, etc. In this way, while improving the overall impact resistance of the first low-profile tire 200, the flexibility of the sidewall of the first low-profile tire 200 can be improved, thereby reducing the rolling resistance of the tire.

[0079] Please refer to Figure 4 As shown, the rim 100 has a first air hole 150 and a second air hole 160; the first air hole 150 is connected to a first inflation chamber 210 and is used to inflate the first low-profile tire 200; the second low-profile tire 300 has a second inflation chamber 310, and the second air hole 160 is connected to the second inflation chamber 310 and is used to inflate the second low-profile tire 300. In this way, the first low-profile tire 200 and the second low-profile tire 300 can be inflated separately, so that the tire pressures of the first low-profile tire 200 and the second low-profile tire 300 are different, thus improving the tire pressure of the second low-profile tire. The stiffness of the second low-profile tire 300 is greater than that of the first low-profile tire 200, which enables the second low-profile tire 300 to effectively provide support when the sidewall of the first low-profile tire 200 is impacted. This effectively transfers and disperses the shear impact force that was originally concentrated on the sidewall area of ​​the first low-profile tire 200 to the tread area of ​​the first low-profile tire 200, thereby enhancing the overall impact resistance of the first low-profile tire 200. This effectively suppresses the problem of easy bulging or cracking of the sidewall of the first low-profile tire 200, and thus improves the safety and reliability of the wheel assembly 10.

[0080] Please refer to Figure 4 As shown, the rim 100 has a first wheel seat assembly 110 and a second wheel seat assembly 120 on its peripheral wall; as Figure 5 , Figure 6 , Figure 7 and Figure 8 As shown, the first wheel seat assembly 110 includes two opposing and spaced-apart first wheel seats 111, which are used to install and fix the bead of the first low-profile tire 200; the second wheel seat assembly 120 includes two opposing and spaced-apart second wheel seats 121, which are used to install and fix the bead of the second low-profile tire 300; wherein, the two second wheel seats 121 are located between the two first wheel seats 111 in the axial direction of the rim 100, so as to ensure the installation reliability of the first low-profile tire 200 and the second low-profile tire 300.

[0081] For easy replacement of the first low-profile tire 200 and the second low-profile tire 300, please refer to... Figures 4 to 8 As shown, each of the two first wheel seats 111 has a first clearance groove 130 between itself and its adjacent second wheel seat 121, and the two second wheel seats 121 have a second clearance groove 140 between them; Figure 7 and Figure 8 As shown, each first wheel seat 111 has a first mounting notch 1111 open to the first clearance groove 130. The bead of the first low-profile tire 200 is engaged in the first mounting notch 1111, and the outer wall of the bead of the first low-profile tire 200 abuts against the side wall of the first mounting notch 1111. Each second wheel seat 121 has a second mounting notch 1211 open to the second clearance groove 140. The bead of the second low-profile tire 300 is engaged in the second mounting notch 1211, and the outer wall of the bead of the second low-profile tire 300 abuts against the side wall of the second mounting notch 1211. Thus, when it is necessary to remove the tire, it is only necessary to release the air from the first low-profile tire 200 and the second low-profile tire 300 to allow the tire to be removed. The outer wall of the bead of the first low-profile tire 200 disengages from the side wall of the corresponding first mounting notch 1111, and the outer wall of the bead of the second low-profile tire 300 disengages from the side wall of the corresponding second mounting notch 1211. The operator only needs to apply an inward force to the outer wall of the tire, and the bead of the first low-profile tire 200 can move into the first clearance groove 130, and the bead of the second low-profile tire 300 can move into the second clearance groove 140, thereby realizing the removal of the first low-profile tire 200 and the second low-profile tire 300. It can be seen that the first clearance groove 130 and the second clearance groove 140 can effectively reduce the difficulty of replacing the first low-profile tire 200 and the second low-profile tire 300 and improve the ease of operation for users.

[0082] In other words, the first clearance groove 130 provides clearance space for the removal of the first low-profile tire 200, and the second clearance groove 140 provides clearance space for the removal of the second low-profile tire 300.

[0083] This application also provides a vehicle, including but not limited to sedans, SUVs, sports cars, Formula One cars, etc., and the vehicle includes the aforementioned wheel assembly.

[0084] In summary, the wheel assembly and vehicle provided in this application embodiment, by setting a first low-profile tire and a second low-profile tire, and coaxially accommodating the second low-profile tire within the inflation chamber of the first low-profile tire, forms an annular gap between the inner walls of the second low-profile tire and the first low-profile tire. Furthermore, the second low-profile tire has a higher stiffness than the first low-profile tire. Thus, when the sidewall of the first low-profile tire deforms due to external impact, the second low-profile tire can provide support for the sidewall of the first low-profile tire, effectively transferring and dispersing the shear impact force originally concentrated on the sidewall area of ​​the first low-profile tire to the tread area of ​​the first low-profile tire. Because the tread area of ​​the first low-profile tire has high structural strength, its impact resistance is far superior to that of the sidewall area. This method of transferring the received shear impact force significantly enhances the overall impact resistance of the first low-profile tire, thereby effectively suppressing the problem of easy bulging or cracking of the sidewall of the first low-profile tire, and thus improving the safety and reliability of the wheel assembly.

[0085] The terms "an embodiment," "embodiment," "exemplary embodiment," and "some embodiments" used herein indicate that the described embodiment may include a specific feature, structure, or characteristic, but not every embodiment necessarily includes that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not, is within the knowledge scope of those skilled in the art.

[0086] Generally speaking, terms should be understood at least in part by their use in context. For example, at least in part by context, the term "one or more" as used in the text can be used to describe any feature, structure, or characteristic of the singular meaning, or a combination of features, structures, or characteristics of the plural meaning. Similarly, at least in part by context, terms such as "a" or "the" can also be understood to convey either singular or plural usage.

[0087] It should be readily understood that the terms “on,” “above,” and “on top of” in this application should be interpreted in the broadest possible sense, such that “on” means not only “directly on something” but also “on something” with an intermediate feature or layer therebetween, and that “above” or “on top of” means not only “on top of something” but also “on top of something” without an intermediate feature or layer therebetween (i.e., directly on something).

[0088] Furthermore, for ease of explanation, spatially relative terms such as "below," "below," "under," "above," and "above" may be used to describe the relationship of one element or feature relative to other elements or features as shown in the figures. Spatially relative terms are intended to encompass different orientations of the device in use or operation other than those shown in the figures. The device may have other orientations (rotated 90° or in other orientations), and the spatially relative descriptive terms used herein may be interpreted accordingly.

[0089] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A wheel assembly characterized by, include: Wheel rim (100); A first flat tire (200) is mounted on the peripheral wall of the rim (100), and the first flat tire (200) has a first inflation chamber (210); The second flat tire (300) is coaxially mounted on the rim (100) with the first flat tire (200). The second flat tire (300) is housed in the first inflation chamber (210) of the first flat tire (200). An annular gap (220) is formed between the second flat tire (300) and the inner wall of the first flat tire (200). The stiffness of the second flat tire (300) is greater than that of the first flat tire (200). When the sidewall of the first flat tire (200) is deformed by an external impact, the second flat tire (300) is configured to provide support to the sidewall of the first flat tire (200) to transmit and disperse the shear impact force acting on the sidewall of the first flat tire (200) to the tread area of ​​the first flat tire (200).

2. The wheel assembly of claim 1, wherein, The second flat tire (300) has a second inflation chamber (310), and the tire pressure of the second flat tire (300) is greater than that of the first flat tire (200) so that the stiffness of the second flat tire (300) is greater than that of the first flat tire (200).

3. The wheel assembly of claim 2, wherein, The second low-profile tire (300) and the first low-profile tire (200) are made of the same material, and the aspect ratio of the first low-profile tire (200) and the second low-profile tire (300) is 30 to 50.

4. The wheel assembly of any one of claims 1-3, wherein, The sidewall stiffness of the first low-profile tire (200) is less than the tread stiffness of the first low-profile tire (200).

5. The wheel assembly of claim 4, wherein, The sidewall thickness of the first flat tire (200) is less than the tread thickness of the first flat tire (200).

6. The wheel assembly of claim 5, wherein, The sidewall thickness of the first low-profile tire (200) is 4.5 mm to 7 mm.

7. The wheel assembly of any one of claims 1-3, wherein, The spacing of the annular gap (220) is 40mm to 50mm; and / or, The rim (100) has a first air hole (150) and a second air hole (160); The first air hole (150) is connected to the first inflation chamber (210) and is used to inflate the first flat tire (200); The second flat tire (300) has a second inflation chamber (310), and the second air hole (160) is connected to the second inflation chamber (310) for inflating the second flat tire (300).

8. The wheel assembly of any one of claims 1-3, wherein, The rim (100) has a first wheel seat assembly (110) and a second wheel seat assembly (120) on its peripheral wall; The first wheel seat assembly (110) includes two opposing and spaced-apart first wheel seats (111), which are used to mount and fix the bead of the first flat tire (200); The second wheel seat assembly (120) includes two opposing and spaced-apart second wheel seats (121), which are used to mount and secure the bead of the second flat tire (300); The two second wheel seats (121) are located axially between the two first wheel seats (111) of the rim (100).

9. The wheel assembly of claim 8, wherein, Each of the two first wheel seats (111) has a first clearance groove (130) between it and its adjacent second wheel seat (121), and the two second wheel seats (121) have a second clearance groove (140) between them; Each of the first wheel seats (111) has a first mounting notch (1111) that faces the first clearance groove (130), the bead of the first flat tire (200) is engaged in the first mounting notch (1111), and the outer wall of the bead of the first flat tire (200) abuts against the side wall of the first mounting notch (1111). Each of the second wheel seats (121) has a second mounting notch (1211) facing the second clearance groove (140), the bead of the second flat tire (300) is engaged in the second mounting notch (1211), and the outer wall of the bead of the second flat tire (300) abuts against the side wall of the second mounting notch (1211).

10. A vehicle characterized by comprising: include: The wheel assembly as described in any one of claims 1-9.

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