Rim and vehicle

Abstract

The embodiment of the application relates to the technical field of vehicle equipment, and discloses a wheel rim, an inner side mounting seat of the wheel rim is arranged on the outer periphery of a wheel rim body, an outer side mounting seat is arranged on the outer periphery of the wheel rim body, the outer side mounting seat is used for mounting the outer edge of a tire, at least one middle mounting seat is arranged between the inner side mounting seat and the outer side mounting seat, the middle mounting seat is arranged in a spaced mode with the inner side mounting seat and the outer side mounting seat, the middle mounting seat is arranged in a close mode to the inner side mounting seat relative to the outer side mounting seat, and one of the middle mounting seat and the inner side mounting seat is used for mounting the inner edge of the tire. The wheel rim provided by the application has the middle mounting seat, can be matched with at least two tires of different widths, and has strong compatibility.

Description

Technical Field

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

[0002] The wheel rim (also known as the wheel hub) is an important component of a car wheel hub. Together with the tire and the center portion of the hub (spokes), it forms a complete wheel. The primary function of the wheel rim is to support the tire. It provides a mounting platform for the tire, allowing it to be securely fixed to the rim and maintain its correct shape and position. The shape and size of the wheel rim determine the tire's mounting method and stability.

[0003] However, the rims in the aforementioned technologies can only accommodate tires of one width, resulting in poor rim compatibility. Utility Model Content

[0004] In view of this, the present application provides a wheel rim and a vehicle to solve the technical problem in the above-mentioned related technologies that wheel rims can only be fitted with tires of one width, resulting in poor wheel rim compatibility.

[0005] To achieve the above objectives, the technical solution of this application embodiment is implemented as follows:

[0006] A first aspect of this application provides a wheel rim, comprising:

[0007] Wheel rim body;

[0008] The inner mounting seat is disposed on the outer periphery of the rim body;

[0009] An outer mounting seat is disposed on the outer periphery of the rim body, and the outer mounting seat is used to mount the outer edge of the tire;

[0010] At least one intermediate mounting seat is disposed between the inner mounting seat and the outer mounting seat, the intermediate mounting seat being spaced apart from both the inner and outer mounting seats, the intermediate mounting seat being disposed closer to the inner mounting seat relative to the outer mounting seat, and one of the intermediate mounting seats and the inner mounting seat being used to mount the inner edge of the tire.

[0011] This application provides a wheel rim that achieves the function of adapting a single rim to tires of different widths through an innovative multi-level mounting structure design. The rim body serves as the basic support structure, with the outer mounting seat fixing the outer edge of the tire to maintain the rim's aesthetic integrity. The middle mounting seat forms an optional tire inner edge mounting point between the inner and outer mounting seats. Its layout near the inner mounting seat retains the aesthetics of the outer mounting seat while creating multiple tire width adaptation positions through spacing. When installing a narrow tire, the middle mounting seat can be used in conjunction with the outer mounting seat; when installing a wide tire, the inner mounting seat and outer mounting seat are combined. This dynamic selection mechanism breaks through the limitations of a single mounting position on a traditional rim. The strategy of choosing between the middle mounting seat and the inner mounting seat allows the tire's inner edge to be flexibly fixed according to width requirements, ensuring installation stability while achieving universal rim adaptability.

[0012] In some embodiments of this application, a first disassembly groove is provided between the inner mounting base and the intermediate mounting base.

[0013] In some embodiments of this application, the depth of the first disassembly groove is greater than or equal to 5 mm.

[0014] In some embodiments of this application, the intermediate mounting base includes two intermediate mounting bases, which are spaced apart along the direction from the inner mounting base to the outer mounting base.

[0015] In some embodiments of this application, a second disassembly groove is provided between the two intermediate mounting bases.

[0016] In some embodiments of this application, the inner mounting base has a first seasonal identifier, and the middle mounting base has a second seasonal identifier, wherein the first seasonal identifier and the second seasonal identifier indicate different seasons.

[0017] In some embodiments of this application, the intermediate mounting base is provided with a reinforcing structure.

[0018] In some embodiments of this application, the reinforcing structure includes a plurality of reinforcing ribs;

[0019] The reinforcing rib extends radially along the rim body;

[0020] The reinforcing ribs are arranged at intervals along the circumference of the intermediate mounting base.

[0021] In some embodiments of this application, the rim body, the inner mounting seat, the middle mounting seat, and the outer mounting seat are integrally formed structures.

[0022] A second aspect of this application provides a vehicle including a vehicle body and a wheel rim as described above. Attached Figure Description

[0023] Figure 1 This application provides a schematic diagram of the structure of a wheel rim according to an embodiment of the present application;

[0024] Figure 2 This is a structural schematic diagram of a wheel rim from another angle, provided as an embodiment of this application.

[0025] Figure 3 This application provides a schematic diagram of the rim structure when a tire is mounted on an intermediate mounting seat.

[0026] Figure 4 A schematic diagram of the rim structure from another perspective when a tire is mounted on a center mount, provided as an embodiment of this application;

[0027] Figure 5 This application provides a schematic diagram of the structure of a wheel rim when a tire is mounted on an inner mounting seat.

[0028] Figure 6 This is a structural schematic diagram of a wheel rim from another perspective when a tire is mounted on an inner mounting seat, as provided in an embodiment of this application.

[0029] Figure label:

[0030] 100. Wheel rim body;

[0031] 110. First disassembly slot; 120. Third disassembly slot;

[0032] 200. Inner mounting bracket;

[0033] 300. External mounting bracket;

[0034] 400. Intermediate mounting bracket;

[0035] 500, First Season Logo;

[0036] 600, Second Season Logo. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the specific technical solutions of this application will be further described in detail below with reference to the accompanying drawings of the embodiments of this application. The following embodiments are used to illustrate this application, but are not intended to limit the scope of this application.

[0038] In the embodiments of this application, 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 indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0039] Furthermore, in the embodiments of this application, directional terms such as "upper," "lower," "left," and "right" are defined relative to the positions in which the components are schematically placed in the accompanying drawings. It should be understood that these directional terms are relative concepts, used for relative description and clarification, and can change accordingly depending on the position of the components in the accompanying drawings.

[0040] In the embodiments of this application, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, "connection" can mean a fixed connection, a detachable connection, or an integral part; it can mean a direct connection or an indirect connection through an intermediate medium.

[0041] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0042] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0043] The aforementioned related technologies use rims that can only accommodate tires of one width, resulting in poor rim compatibility. This problem arises because tire width selection in automotive tire use often presents a dilemma. While wider tires offer better handling stability, they increase tire material consumption and costs; conversely, narrower tires improve wet performance, reduce noise, and are less expensive, but reduce handling. Existing rims typically only accommodate tires of a single width range. When users need to change tire specifications, the entire rim must be replaced, increasing operating costs and wasting resources.

[0044] Traditional rim designs also present challenges in tire removal. Due to the simplistic design of the mounting bracket, there's a lack of specialized disassembly aids when tires need replacing, leading to inefficient maintenance. Furthermore, the single mounting bracket structure cannot meet the specific performance requirements of tires in different seasons, preventing users from flexibly adjusting tire configurations according to seasonal changes.

[0045] To address the aforementioned issues, this application provides a wheel rim and vehicle. This technical solution achieves the function of adapting a single wheel rim to tires of different widths through an innovative multi-level mounting structure design. The wheel rim body serves as the basic support structure, with the outer mounting seat fixing the outer edge of the tire to maintain the integrity of the wheel rim's appearance. The middle mounting seat forms an optional tire inner edge mounting point between the inner and outer mounting seats. Its layout near the inner mounting seat retains the aesthetics of the outer mounting seat while creating multiple tire width adaptation positions through spacing. When installing a narrow tire, the middle mounting seat can be used in conjunction with the outer mounting seat; when installing a wide tire, the inner mounting seat is used in combination with the outer mounting seat. This dynamic selection mechanism breaks through the limitations of the traditional single mounting position on the wheel rim. The strategy of choosing between the middle mounting seat and the inner mounting seat allows the tire inner edge to be flexibly fixed in a position according to width requirements, ensuring installation stability while achieving universal wheel rim adaptability.

[0046] The wheel rim and vehicle provided in this application will now be described with reference to the accompanying drawings and specific embodiments.

[0047] Reference Figure 1 and Figure 2 This application provides a wheel rim, which may include a wheel rim body 100, an inner mounting seat 200 and an outer mounting seat 300.

[0048] The rim body 100 refers to the ring-shaped main body that supports the tire mounting structure. It can be made of aluminum alloy casting or steel stamping and is used to provide structural support.

[0049] The inner mounting seat 200 is disposed on the outer periphery of the rim body 100. The inner mounting seat 200 refers to a raised structure located axially inside the rim body 100, which can be machined into a continuous flange to define the mounting reference for the inner edge of the tire. When the rim is mounted on a vehicle, in the width direction of the vehicle, the inner mounting seat 200 faces the center of the vehicle, and the outer mounting seat 300 can face the outer side of the vehicle; for example, the mounting seat that can be directly observed by a person standing on the side of the vehicle is the outer mounting seat 300.

[0050] The outer mounting seat 300 is disposed on the outer periphery of the rim body 100 and is used to mount the outer edge of the tire. The outer mounting seat 300 refers to a protruding structure located on the axial outer side of the rim body 100. It can be constructed symmetrically with the inner mounting seat 200 and is used to fix the outer edge of the tire and maintain the appearance of the rim.

[0051] At least one intermediate mounting seat 400 is disposed between the inner mounting seat 200 and the outer mounting seat 300. The intermediate mounting seat 400 is spaced apart from both the inner mounting seat 200 and the outer mounting seat 300. The intermediate mounting seat 400 is disposed closer to the inner mounting seat 200 than the outer mounting seat 300. One of the intermediate mounting seat 400 and the inner mounting seat 200 is used to mount the inner edge of the tire.

[0052] The intermediate mounting base 400 refers to the auxiliary protrusion structure set between the inner and outer mounting bases 300. It can form multiple mounting positions through a segmented design, and its axial position is determined according to the width of the target tire.

[0053] Specifically, when installing narrow-width tires, the inner edge of the tire is fixed to the intermediate mounting bracket 400, and the outer edge is fixed to the outer mounting bracket 300. The distance between the intermediate mounting bracket 400 and the outer mounting bracket 300 is used to accommodate the smaller tire width. When installing wide-width tires, the inner edge of the tire is moved to the inner mounting bracket 200, while the outer edge remains fixed to the outer mounting bracket 300. The increased distance between the inner and outer mounting brackets accommodates the larger tire width. The layout of the intermediate mounting bracket 400 close to the inner mounting bracket 200 retains the original appearance and function of the outer mounting bracket 300, while also creating a transition mounting position through the intermediate mounting bracket 400. The intervals between the mounting brackets create natural disassembly space, facilitating the operation of installation tools.

[0054] This application provides a wheel rim that achieves the function of adapting a single wheel rim to tires of different widths through an innovative multi-level mounting structure design. The wheel rim body 100 serves as the basic support structure, and the outer mounting seat 300 fixes the outer edge of the tire to maintain the integrity of the wheel rim's appearance. The middle mounting seat 400 forms an optional tire inner edge mounting point between the inner and outer mounting seats 300. Its layout near the inner mounting seat 200 retains the aesthetics of the outer mounting seat 300 while creating multiple tire width adaptation positions through spacing. When installing a narrow tire, the middle mounting seat 400 can be selected to cooperate with the outer mounting seat 300; when installing a wide tire, the inner mounting seat 200 and the outer mounting seat 300 are used in combination. This dynamic selection mechanism breaks through the limitation of a single mounting position in traditional wheel rims. The strategy of choosing between the middle mounting seat 400 and the inner mounting seat 200 allows the inner edge of the tire to be flexibly fixed according to width requirements, achieving universal wheel rim adaptation capability while ensuring installation stability.

[0055] Reference Figure 1 and Figure 2 In some embodiments, a first disassembly groove 110 is provided between the inner mounting base 200 and the intermediate mounting base 400.

[0056] The first disassembly groove 110 refers to the annular groove structure formed between the inner mounting seat 200 and the intermediate mounting seat 400, which can be directly formed on the rim body 100 by machining or casting. The axial width of the groove is set to accommodate the insertion end of a standard tire removal tool, and its depth is optimized according to the strength of the rim material to form an effective operating space while ensuring structural integrity.

[0057] A first removal groove 110 is provided between the inner mounting seat 200 and the intermediate mounting seat 400, providing operating space for tire removal tools. The physical clearance of the removal groove allows tools (such as pry bars) to be effectively inserted into the contact area between the tire and the mounting seat, thus overcoming the problem of tools being unable to apply force effectively due to the lack of clearance between mounting seats in traditional rims. The groove's layout directly corresponds to the mounting area of ​​the tire's inner edge, which neither affects the overall structural strength of the rim nor fails to address the technical challenge of concentrated removal resistance.

[0058] Reference Figure 3 and Figure 4 In some embodiments, the depth of the first disassembly groove 110 is (e.g.) Figure 4 The depth of h) is greater than or equal to 5mm. For example, the depth of the first disassembly groove 110 can be 6mm, 7mm or 8mm.

[0059] The depth of the first disassembly groove 110 refers to the vertical distance from the rim surface to the bottom of the groove. This depth can be achieved by machining or casting to form a groove of a predetermined depth. The selection of this depth parameter is based on a balance between tool operation requirements and the mechanical properties of the rim, ensuring sufficient insertion space for the disassembly tool while avoiding structural failure due to excessive material weakening. Structural strength refers to the rim's resistance to deformation under load, specifically achieved by controlling the ratio between the groove depth and the rim body thickness 100, ensuring disassembly functionality while maintaining the overall load-bearing capacity of the rim.

[0060] By limiting the depth range of the first disassembly groove 110, a balance is established between ensuring tire removal functionality and rim structural strength. Specifically, the depth of the first disassembly groove 110 is set to be no less than 5mm. This ensures that the disassembly tool can be effectively inserted into the groove to complete the tire removal operation, while avoiding excessive weakening of the rim body 100 structural strength due to excessive depth. This depth parameter is set based on a comprehensive consideration of tool operating space requirements and rim mechanical properties, satisfying the requirements for disassembly convenience in actual use while maintaining the reliability of the overall rim structure.

[0061] Reference Figure 4 In some embodiments, the intermediate mounting base 400 may include two (not shown in the figure), and the two intermediate mounting bases 400 are spaced apart along the direction from the inner mounting base 200 to the outer mounting base 300.

[0062] The intermediate mounting base 400 comprises two independent structural supports located between the inner mounting base 200 and the outer mounting base 300. These supports can be implemented using a segmented flange structure, with each support forming an independent tire edge engagement surface. The intermediate mounting bases 400 are spaced apart along the direction from the inner mounting base 200 to the outer mounting base 300, meaning they are distributed at a predetermined distance along the axial direction of the rim body 100. This spacing can be equidistant or non-equidistant, and the distance range is set according to tire installation requirements.

[0063] This technical solution significantly improves the rim's ability to accommodate tires of different widths by setting two intermediate mounting seats 400 between the inner mounting seat 200 and the outer mounting seat 300 of the rim body 100, and arranging them at intervals along the axial direction of the rim body 100. Specifically, the number of intermediate mounting seats 400 is set to two, allowing the inner edge of the tire to be installed at either the inner mounting seat 200 or either of the two intermediate mounting seats 400, thus forming three different tire mounting reference surfaces. The layout of the two intermediate mounting seats 400, spaced apart from the inner to the outer side, ensures that the spacing between the mounting seats meets the physical requirements for tire installation, and also optimizes the space utilization of the rim structure through axial distribution.

[0064] This directional, spaced-out design ensures that the outermost mounting bracket 300 always serves as the outermost fixed mounting reference, maintaining the integrity of the rim appearance even when adapting to wide tires. Meanwhile, the stepped distribution of the middle mounting brackets 400 provides progressively expanding mounting support surfaces for tires of different widths.

[0065] Reference Figure 5 and Figure 6 In some embodiments, a second disassembly groove is provided between the two intermediate mounting bases 400.

[0066] The intermediate mounting base 400 refers to the tire mounting structure located between the inner mounting base 200 and the outer mounting base 300. Specifically, it can be implemented using an annular protrusion structure to accommodate tires of different widths. The second removal groove refers to the recessed area formed between the two intermediate mounting bases 400. Specifically, it can be implemented using an annular groove structure, with its width and depth designed according to the operating space requirements of the tire removal tool.

[0067] A second removal groove is provided between the two intermediate mounting brackets 400, offering operational space for tire removal tools. When the tire is mounted in the corresponding position on the intermediate mounting bracket 400, the second removal groove allows the removal tool to be easily inserted and force applied, overcoming the removal difficulties caused by the continuous structure in the middle area of ​​the traditional rim. Compared to a structure with only a single removal groove, the addition of the second removal groove specifically addresses the removal needs when multiple intermediate mounting brackets 400 coexist, ensuring convenient removal for tires of different widths.

[0068] In some embodiments, if there is one intermediate mounting seat 400, a third disassembly groove 120 may also be provided between the intermediate mounting seat 400 and the outer mounting seat 300 to facilitate tire disassembly when the tire is mounted to the intermediate mounting seat 400 and the outer mounting seat 300.

[0069] Reference Figure 1 In some embodiments, the inner mounting base 200 has a first season identifier 500 (e.g., Figure 1 (circular logo in the middle), the middle mounting base 400 has a second season logo 600 (such as...) Figure 1 The triangle markers (500 and 600) indicate different seasons.

[0070] The first seasonal identifier 500 refers to a visual mark set on the surface of the inner mounting base 200, which can be implemented using a colored coating or raised symbols, and is used to indicate the seasonal usage scenario corresponding to the mounting base. The second seasonal identifier 600 refers to a differentiated mark set on the surface of the middle mounting base 400, which can be implemented using graphics or text that contrast with the first identifier, and is used to establish the correspondence between the installation location and the season.

[0071] By incorporating seasonal markings on the inner mounting bracket 200 and the intermediate mounting bracket 400, the applicable scenarios for each mounting bracket are clearly distinguished. The differentiated design of the first-season marking 500 and the second-season marking 600 directly links the tire mounting position with seasonal usage requirements. For example, the inner mounting bracket 200 is used for narrow tires in winter, while the intermediate mounting bracket 400 is used for wide tires in summer. This marking system simplifies the user's selection process, avoids compatibility issues caused by incorrect mounting positions, and improves operational efficiency through visual guidance, ensuring the accuracy and safety of tire replacement.

[0072] Reference Figure 5 and Figure 6 In some embodiments, a reinforcing structure (not shown) is provided on the intermediate mounting base 400.

[0073] The reinforced structure refers to the construction used to enhance the mechanical strength of the intermediate mounting base 400. Specifically, it can be achieved by using reinforcing ribs. The reinforcing ribs extend radially along the rim body 100 and are arranged at axial intervals in the intermediate mounting base 400. Through the arrangement design of the reinforcing ribs, the load generated during tire installation can be evenly distributed, avoiding structural failure caused by local stress concentration.

[0074] By incorporating a reinforcing structure in the center mount 400, its mechanical strength when bearing tires is effectively enhanced. As a key support component adaptable to tires of different widths, the structural strength of the center mount 400 directly affects the overall service life of the rim. The reinforcing structure acts directly on the center mount 400 body, compensating for stress concentration issues caused by the multi-tire mount design through localized reinforcement, ensuring the structural integrity of the rim is maintained even with frequent tire width changes. This technique specifically addresses the inherent weaknesses of multi-tire mount rims, enabling the center mount 400 to not only fulfill its tire mounting and positioning function but also possess load-bearing capacity comparable to traditional single-tire mounts.

[0075] Reference Figure 5 and Figure 6 In some embodiments, the reinforcing structure may include a plurality of reinforcing ribs (not shown in the figure) extending radially along the rim body 100 and spaced circumferentially along the intermediate mounting base 400.

[0076] The reinforcing ribs refer to the strip-shaped protrusions on the intermediate mounting base 400, which can be achieved by casting simultaneously with the rim body 100, forming a locally thickened area through linearly arranged protrusions. Radial extension means that the length direction of the reinforcing ribs is perpendicular to the rim's rotation axis, which can be achieved by a radial straight-line layout, ensuring that the direction of the reinforcing ribs aligns with the direction of centrifugal force during rim rotation. Circumferential spacing means that multiple reinforcing ribs are evenly distributed along the circumference of the rim, which can be achieved by an equiangular interval arrangement, forming spaced support points along the circumference.

[0077] This technical solution achieves the reinforcement effect of the intermediate mounting base 400 through a specific structural design. Firstly, an array of multiple reinforcing ribs is employed, forming a distributed support network through sheer numbers, effectively dispersing the radial load from the tire mounting. The reinforcing ribs are positioned to extend radially along the rim body 100, aligning the force direction with the structural extension direction and conforming to the mechanical transmission path under rim rotation conditions. Through circumferential spacing, a regular stress buffer zone is formed while maintaining structural continuity, avoiding weight increases caused by excessive material accumulation and ensuring synergistic effects among the reinforcing ribs.

[0078] This combination of specific orientation and arrangement design enhances structural strength while maintaining the lightweight characteristics of the rim, and is easy to implement using conventional casting processes, avoiding increased costs due to complex machining procedures.

[0079] Reference Figure 5 and Figure 6 In some embodiments, the rim body 100, the inner mounting seat 200, the middle mounting seat 400, and the outer mounting seat 300 are integrally formed structures.

[0080] The integrated molding structure refers to a solid structure where the rim body 100 and various functional components are seamlessly connected through a single manufacturing process, specifically achieved through casting or forging. This structure directly reduces the number of parts by eliminating the assembly process for independent components. The rim body 100, as the basic load-bearing structure, forms a continuous material distribution with the mounting base during the molding process, thereby enhancing the overall structural integrity. The intermediate mounting base 400, as an additional functional structure, forms a connection interface with the body through material extension, achieving consistent mechanical properties.

[0081] This technical solution achieves integrated structural design by integrally molding the wheel rim body 100 with each functional component. The wheel rim body 100, as the basic load-bearing structure, is integrally molded with the inner mounting seat 200, the middle mounting seat 400, and the outer mounting seat 300, eliminating the traditional process of separately manufacturing mounting seats and then assembling them. This integrated structural design directly reduces the independent processing steps of parts, avoids assembly errors between the mounting seats and the body, and enhances the structural continuity between components. The integral molding process ensures a seamless connection between each mounting seat and the wheel rim body 100, improving the overall structural strength. This manufacturing method simplifies the production process while ensuring the functionality of multiple tire mounts, effectively reducing the time and labor costs associated with assembling multiple components.

[0082] This application also provides a vehicle that may include a vehicle body and the aforementioned wheel rims.

[0083] This technical solution integrates a rim with multiple intermediate mounting seats 400 into the vehicle, enabling the vehicle to adapt to tires of various widths. The vehicle body, as the main structure of the vehicle, forms an integral load-bearing relationship with the rim, while the special design of the rim includes a multi-layered structure of inner mounting seats 200, outer mounting seats 300, and intermediate mounting seats 400, allowing the inner edge of the tire to be selectively mounted on mounting seats at different positions.

[0084] This design allows the vehicle to accommodate tires of different widths without changing the rims. For example, wider tires can be used in summer to improve handling, while narrower tires can be used in winter to improve wet performance. Through the synergy between the vehicle body and the rims, the compatibility of traditional rim mounting interfaces is preserved while expanding the range of tire compatibility, ultimately achieving flexibility and economy for the vehicle in different usage scenarios.

[0085] In some embodiments, the vehicle may be a gasoline-powered vehicle, or it may be a new energy vehicle, such as a pure electric vehicle (PEV / BEV), a range-extended electric vehicle (REEV), a hybrid electric vehicle (HEV), or a fuel cell electric vehicle. The vehicle may also be any vehicle equipped with a battery.

[0086] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made based on the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A wheel rim, characterized in that, include: Wheel rim body (100); An inner mounting seat (200) is disposed on the outer periphery of the rim body (100); An outer mounting seat (300) is disposed on the outer periphery of the rim body (100), and the outer mounting seat (300) is used to mount the outer edge of the tire; At least one intermediate mounting base (400) is disposed between the inner mounting base (200) and the outer mounting base (300), the intermediate mounting base (400) being spaced apart from both the inner mounting base (200) and the outer mounting base (300), the intermediate mounting base (400) being disposed closer to the inner mounting base (200) relative to the outer mounting base (300), and one of the intermediate mounting base (400) and the inner mounting base (200) being used to mount the inner edge of the tire.

2. The wheel rim according to claim 1, characterized in that, A first disassembly groove (110) is provided between the inner mounting base (200) and the intermediate mounting base (400).

3. The wheel rim according to claim 2, characterized in that, The depth of the first disassembly groove (110) is greater than or equal to 5 mm.

4. The wheel rim according to claim 1, characterized in that, The intermediate mounting base (400) includes two, and the two intermediate mounting bases (400) are spaced apart along the direction from the inner mounting base (200) to the outer mounting base (300).

5. The wheel rim according to claim 4, characterized in that, A second disassembly groove is provided between the two intermediate mounting bases (400).

6. The wheel rim according to claim 1, characterized in that, The inner mounting base (200) has a first seasonal identifier (500), and the middle mounting base (400) has a second seasonal identifier (600), the first seasonal identifier (500) and the second seasonal identifier (600) indicating different seasons.

7. The wheel rim according to claim 1, characterized in that, The intermediate mounting base (400) is provided with a reinforcing structure.

8. The wheel rim according to claim 7, characterized in that, The reinforced structure includes multiple reinforcing ribs; The reinforcing rib extends radially along the rim body (100); The reinforcing ribs are arranged at circumferential intervals along the intermediate mounting base (400).

9. The wheel rim according to claim 1, characterized in that, The rim body (100), the inner mounting seat (200), the middle mounting seat (400), and the outer mounting seat (300) are integrally formed.

10. A vehicle, characterized in that, Includes the vehicle body and the wheel rim as described in any one of claims 1 to 9.

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