Attachment for a vehicle wheel

Abstract

Attachment (10) for a vehicle wheel (12) to enable driving operation with limited tire function, comprising a base body (20) and a fastening device (32) for attaching the attachment (10) to a rim (13) of the vehicle wheel (12), wherein the base body (20) is circular or largely annular in an axial direction (A) and includes a clamping attachment (70) for the fastening device (32), characterized in that the clamping attachment (70) is designed to be attached radially outside around the fastening device (32) to the attachment (10) and, in the attached state, to contact the road surface in such a way that a locking mechanism (72) of the clamping attachment (70) is clamped in such a way that it exerts radial inward pressure on the fastening device (32).

Description

[0001] The present invention relates to an attachment for a vehicle wheel according to the preamble of claim 1. Such an attachment is known from DE 32 08 373 A1.

[0002] A vehicle wheel, in this context, refers to the wheel of a motor vehicle. Axial direction refers to the direction of the wheel's axis of rotation. Radial direction refers to the direction perpendicular to this axis of rotation. The tire of the vehicle wheel is therefore located radially outside the rim. The wheel's bolt circle, for example, is located radially inside. Circumferential direction refers to the wheel's circumference. An intact tire is thus closed in the circumferential direction.

[0003] The attachment according to the invention is designed with a base body comprising a mounting section and a tread section, wherein the mounting section is closed in the circumferential direction in the assembled state. From German patent application DE 19 38 182 A, a device for preventing the slippage of motor vehicle tires is known, which has two toothed segments designed to tension an anti-slip band incrementally by means of rotatable retaining rings.

[0004] The term "assembly state" refers to the state in which the attachment is fitted to the vehicle wheel; that is, the state the attachment is in before it is permanently fixed to the wheel, but in which assembly can begin. For example, the assembly section may consist of multiple parts. Once the assembly section is assembled, it is closed in the circumferential direction, and the attachment can be fitted to the vehicle wheel. Therefore, the assembly state refers to the state in which the fitting to the vehicle wheel can begin.

[0005] In this assembly state, the tread section has a break in the circumferential direction. This makes it possible to attach the mounting section and the tread section to the vehicle wheel without removing the wheel from the vehicle or lifting the vehicle with a jack. To do this, simply align the break towards the ground and carry out the assembly.

[0006] Once the mounting section and the running surface section are attached to the vehicle wheel, the vehicle can be moved slightly. The interruption then moves away from its ground-facing position due to the rotation of the vehicle wheel. For example, if the vehicle is moved forward by half a wheel rotation, the interruption is no longer facing the ground but points upwards. An insert section can then be placed into or picked up from the interruption. The attachment then has a circular running surface that is closed in the circumferential direction. The installation of the attachment is then complete, and the vehicle is ready to drive.

[0007] The base body is preferably designed as a steel disc. However, other materials are also conceivable.

[0008] The attachment according to the invention can be used as a compact alternative to a spare wheel.

[0009] It is advantageous if the insert section is detachable from the tread section and / or connected to it in a pivotable or slidable manner. For example, the insert section can be easily removable or detachably connected to the tread section. The insert section can be connected to the tread section via a detachable or non-detachable pivot joint. Alternatively, it can be designed or attached in a slidable (detachable or non-detachable) manner relative to the tread section.

[0010] Advantageously, the interruption extends over at least 1 / 8, preferably at least 1 / 6, and preferably at least 1 / 4 of the total circumference of the tread section. This ensures sufficient clearance to attach the fitting to the vehicle wheel without having to remove the wheel or lift the vehicle with a jack.

[0011] It is also preferred if the interruption extends over at most half, preferably at most 1 / 3, of the total circumference of the tread section. This allows the interruption to be moved away from the ground by simply rotating the wheel, so that the insert section can be easily received, inserted, folded, or slid into the tread section.

[0012] It is also preferred if the running surface section is formed as a single piece with the mounting section. This makes the entire attachment particularly robust and easy to handle.

[0013] It is also preferred if the running surface section can be detached from the mounting section. This makes the attachment easy to store and allows for particularly compact storage.

[0014] It is also preferred if the mounting section is detachable or foldable. This allows for compact storage of the attachment, e.g., in the glove compartment of a vehicle.

[0015] It is also preferred if the assembly section is rigid and cannot be disassembled. This makes the attachment particularly easy to handle and gives it high stability.

[0016] It is also preferred if the mounting section includes a positioning device for positioning the attachment on a rim of the vehicle wheel. This allows the attachment to be easily positioned centrally on the vehicle wheel, thus facilitating further fastening in a simple manner.

[0017] It is also preferred if the mounting section includes a fastening device for attaching the attachment to the rim of the vehicle wheel. The attachment can then be fully secured using this fastening device.

[0018] It is also preferred if the fastening device can be operated independently of the positioning device. To attach the attachment to the vehicle wheel, the attachment is first positioned in the intended position on the vehicle wheel using the positioning device. However, positioning via the positioning device is not sufficient to ensure driving operation, but merely serves to correctly position the attachment on the vehicle wheel. Once the attachment is positioned in the desired position on the vehicle wheel using the positioning device, it is then firmly connected to the vehicle wheel via the fastening device, preferably by clamping. Advantageously, the positioning device remains free of tension relative to the rim of the vehicle wheel, even when the attachment is finally fastened to the vehicle wheel.The positioning device is designed in such a way that it enables a centered arrangement of the attachment on the vehicle wheel, wherein the fastening device can be actuated independently of the positioning device, and wherein, by actuating the fastening device, the attachment can be firmly fastened to the vehicle wheel, preferably by clamping.

[0019] It is also preferred if at least the tread section, and preferably also the mounting section, comprises a rim-side section and a detachable rim-away section, wherein the rim-side section and the rim-away section of the tread section, in the assembled state, form a receiving section in which a tread body is positively engaged, in particular via a positive-engaging rear grip. This allows a tread body to be securely attached to the mounting in a simple manner.

[0020] Preferably, this tread body is made of an elastic rubber or polymer material. The positive-locking retention, or positive-locking rear grip, of the tread body can be achieved by a dovetail-shaped groove formed between the two sections, wherein the tread body has a corresponding section complementary to this groove that can be positively received in this groove.

[0021] It is also advantageous if the tread body is designed to absorb shock, preferably being made of an elastically resilient material and / or having an elastically resilient structure, in particular a structure comprising cavities and / or holes. This allows the tread body to cushion road surface irregularities. However, an air-filled tread body similar to a tire is also conceivable. A tread body made of a polymer material with openings extending substantially in the axial direction, resulting in an elastically damping property, is also conceivable. Other structures of the tread body that lead to the resilient properties are also conceivable; in particular, cavities, which can be closed or open, within the tread body are conceivable.

[0022] It can be advantageous if the base body has openings. These openings can serve, firstly, to reduce the weight of the base body and thus of the attachment. Secondly, these openings can allow the attachment to be easily folded or collapsible. In the folded or collapsible state, preferably at least one element protruding from the surface of the base body, such as the fastening device or a part thereof, can project into such an opening.

[0023] It is also preferred if the fastening device includes at least one, and possibly several, detachable fasteners. For this purpose, the fastener can, for example, be detachably attached to a mounting bracket of the fastening device, or be detachably attachable. Such a detachable fastening can be achieved, for example, via a screw connection.

[0024] It is also advantageous if the fastening device is designed such that the detachable fastener can be connected to the mounting section in at least two radially offset positions, each adapted to a specific rim diameter. For example, the fastening device can comprise at least two radially offset retaining brackets, so that, depending on the rim diameter of the vehicle wheel onto which the attachment is to be mounted, the fastener can be secured via the corresponding retaining bracket and thus connected to the base body or its mounting section. This allows one and the same attachment to be used, for example, for 17-inch and 18-inch rims.

[0025] It is also preferred if the fastening device includes a coupling mechanism that couples the movement of at least two movable, preferably all movable, fastening elements when the fastening device is actuated, preferably clamped, in the radial and / or axial direction, preferably wherein the coupling mechanism is designed such that the movement of the coupled movable fastening elements is uniform. This ensures uniform and centering clamping of the mounting section during fastening.

[0026] It is also preferred if the fastening device, preferably at least one of the fastening means, preferably several, in particular all fastening means, comprise a hook section designed to engage behind a section, in particular a rim flange, of the rim of the vehicle wheel. This allows for a particularly secure fastening.

[0027] It is also preferred that the fastening device is designed such that, particularly via contact sections preferably arranged on the fastening means, it contacts the rim, especially the rim flange, over at least one-sixth, preferably one-quarter, preferably one-third, preferably half of its circumference when the mounting section is attached to the vehicle wheel. This distributes the fastening force over as large an area as possible and minimizes the risk of damage to the rim.

[0028] It is also preferred if the fastening device is designed such that the mounting section is pressed axially towards the rim of the vehicle wheel during fastening and clamping. This ensures a particularly secure fastening to the rim.

[0029] It is also preferred if the fastening device comprises a clamping surface that slopes radially inwards in the axial direction, preferably linearly or arcuately, wherein the fastening device is designed such that the clamping surface moves radially inwards, in particular shifts, when the attachment is fastened and clamped to the rim, and the clamping surface is designed such that the mounting section is pressed axially towards the rim when fastened and clamped to the rim of the vehicle wheel. This causes the attachment to clamp itself against the rim when the actuating device is tightened and the actuating device is activated.

[0030] The mounting device can also be designed so that the attachment can be mounted within the bolt circle of the original wheel. For example, the original wheel bolts can be replaced with bolts that have an internal thread, allowing the attachment to be screwed into this internal thread, or the original wheel bolts can be replaced with special bolts that secure both the attachment and the original wheel.

[0031] On wheelsets with a center lock, this can be removed and replaced with a suitable fastening device, such as a threaded sleeve. The attachment can then be fastened in this threaded sleeve.

[0032] However, a preferred embodiment is one in which the base body is essentially circular in shape and, when viewed in the axial direction, essentially covers the outline of the tire, preferably and the rim bed, when the attachment is mounted on the vehicle wheel.

[0033] For particularly quick and secure mounting of a generic attachment for a vehicle wheel as described above, the clamping attachment is designed according to the invention to be attached radially outside around the fastening device on the attachment and, in the fastened state, to contact the road surface in such a way that a locking mechanism of the clamping attachment is tensioned in such a way that it exerts radial inwards pressure on the fastening device.

[0034] For this purpose, the clamping attachment has, for example, a locking mechanism that allows clamping radially inwards, but prevents this clamping from being released radially outwards.

[0035] For this purpose, the locking mechanism can have a spring-loaded engagement element that engages with a pressure element with corresponding recesses. This engagement occurs in such a way that the pressure element is freely movable radially inwards. Using a suitable release tool, the engagement element can be retracted, allowing the pressure element to move radially outwards and the attachment to be detached from the vehicle wheel. Other designs of the locking mechanism are conceivable; the crucial point is that the locking mechanism can exert pressure freely radially inwards on the fastening device or fasteners and is prevented from being released or from moving radially outwards. Alternatively, release or movement can only occur after the locking mechanism has been released, preferably using a suitable tool.

[0036] Further features, applications, and advantages of the invention will become apparent from the following description of exemplary embodiments of the invention, which are explained with reference to the drawings. The features can be essential to the invention both individually and in various combinations, without this being explicitly stated again. The drawings show: Fig. 1 a first embodiment of an attachment in the assembled state; Fig. 2 of the essay from Fig. 1 in the state in which it is finally attached to the vehicle wheel, in perspective from two views; Fig. 3 another embodiment of an attachment; Fig. 4 another embodiment of an attachment without an insert section; Fig. 5 a detailed view of a section around a positioning device in the state positioned on the vehicle wheel; Fig. 6 a detailed view of a section around a fastening device in the state attached to the vehicle wheel; Fig. 7 an excerpt from Fig. 6; Fig. 8 an alternative fastening device; Fig. 9 another embodiment of an attachment; and Fig. 10 another embodiment of an attachment according to the invention with a clamping attachment.

[0037] In the following figures, corresponding components and elements bear the same reference symbols. For the sake of clarity, not all reference symbols are shown in every figure.

[0038] Fig. Figure 1 shows a schematic representation of an essay 10 for a in Fig. 1 vehicle wheel 12 not shown with a rim 13 to enable driving with a flat tire 14.

[0039] The attachment 10 comprises a mounting section 16 and a running surface section 18. The mounting section 16 and the running surface section 18 are part of a base body 20 of the attachment 10.

[0040] Assembly section 16 is closed in the circumferential U direction when assembled. In the present case, Fig. In the embodiment shown in Figure 1, the assembly section 16 is rigid and cannot be disassembled.

[0041] However, embodiments in which the assembly section 16 is designed to be disassembled or foldable are also within the scope of the invention (see Fig. 4).

[0042] The term "assembly state" refers to the state in which the attachment 10 is fitted to the vehicle wheel 12; that is, the state in which the attachment 10 is located before it is finally fastened to the vehicle wheel 12, but in which assembly can begin. If the assembly section 16 is multi-part, it is first assembled and is then closed in the circumferential direction. After the assembly section 16 has been assembled, the attachment 10 can then be fitted to the vehicle wheel 12.

[0043] The assembly state therefore refers to the state in which assembly on the vehicle wheel 12 can begin.

[0044] In this assembled state, as it appears in Fig. As shown in Figure 1, the tread section 18 has a break 22 in the circumferential direction U. The attachment 10, or rather its tread section 18, comprises an insert section 24. The insert section 24 is designed to be complementary to the break 22.

[0045] In the exemplary embodiment of Fig. 1. The insert section 24 is detachable from the running surface section 18 and can be screwed to it for fastening. However, it is also conceivable to design the insert section 24 to be pivotably or slidably connected to the running surface section 18, whereby these connections can be detachable or non-detachable.

[0046] The interruption 22 makes it possible to attach the mounting section 16 and the tread section 18 to the vehicle wheel 12 without removing the vehicle wheel 12 from the vehicle or lifting the vehicle with a jack.

[0047] To mount the attachment 10 to the vehicle wheel 12, simply align the interruption 22 towards the ground and attach the mounting section to the vehicle wheel 12. This mounting process will be described in more detail below.

[0048] In the exemplary embodiment of Fig. 1. The tread section 18 is formed integrally with the mounting section 16. Tread section 18 and mounting section 16 are therefore mounted simultaneously on the vehicle wheel 12.

[0049] In embodiments where the running surface section 18 is detachable from the mounting section 16 (see Fig. 3) First, the mounting section 16 can be mounted on the vehicle wheel 12, and then the tread section 18 can be attached to the mounting section 16. The tread section 18 can be easily attached to the mounting section 16, which is already attached to the vehicle wheel 12, because the break 22 provides sufficient space to the ground.

[0050] When the mounting section 16 and the tread section 18 are attached to the vehicle wheel 12, the vehicle can be moved slightly. The interruption 22 then moves away from its orientation towards the ground due to the rotation of the vehicle wheel 12. For example, if the vehicle is moved forward by half a rotation of the vehicle wheel 12, the interruption 22 is then no longer oriented towards the ground, but points upwards.

[0051] Now the insert section 24 can be inserted or received into the interruption 22. The attachment 10, or rather its running surface section 18, then has a circular running surface 26 that is closed in the circumferential direction U (see Fig. 2) The assembly of attachment 10 is then complete and the vehicle is ready to drive.

[0052] This state, in which operational section 24 is deployed into interruption 22, is in Fig. 2 shown. For clarity, the vehicle wheel 12 is shown in Fig. 2 not shown.

[0053] The interruption 22 advantageously extends over at least 1 / 8, preferably over at least 1 / 6, preferably as shown in Fig. 1 shown, at least over 1 / 4 of the total extent of the tread section 18.

[0054] The interruption advantageously extends over at most half, preferably at most 1 / 3, of the total extent of the running surface section 18.

[0055] In Fig. Figure 3 shows an embodiment in which the running surface section 18 is detachable from the mounting section 16. The Fig. The attachment 10 shown in Figure 3 therefore has a separation joint 28. The running surface section 18 and the mounting section 16 can be fastened together, for example, by means of a screw, plug and / or hook connection.

[0056] In Fig. Figure 4 shows an embodiment in which the assembly section 16 or the attachment 10 is designed to be foldable. The assembly section 16 has two folding mechanisms 30 for this purpose.

[0057] The folding mechanisms 30 in Fig. 4 are also detachable, so that the assembly section 16 or the attachment 10 can also be disassembled.

[0058] To attach the attachment 10 to the vehicle wheel 12, the instructions in the Fig. 1, Fig. 2, Fig. 3, Fig. 4 to Fig. The attachments shown in Figure 5 include a fastening device 32 and a positioning device 34. The fastening device 32 and the positioning device 34 are arranged on the mounting section 16.

[0059] The positioning device 34 is advantageously designed such that it can be placed on the rim flange 52 and centers the attachment 10 relative to the vehicle wheel 12. For example, the positioning device 34 can comprise several spring-loaded positioning elements 35 for this purpose.

[0060] The fastening device 32 can be operated independently of the positioning device 34.

[0061] The tread section 18 and also the mounting section 16 have a rim-side section 36 and a detached, rim-away section 38 (see Fig. 5, Fig. 6 and Fig. 7).

[0062] The rim-side section 36 and the rim-away section 38 of the tread section 18 form a receiving section 40 in the assembled state, in which a tread body 42 is held by a positive locking rear grip.

[0063] It is preferred if the fastening device 32 comprises at least one, possibly several, preferably detachable, fastening means 44.

[0064] It is also advantageous if the fastening device 32 has a coupling mechanism 46 (schematically shown in Fig. 1 shown) comprises a movement of at least two movable, preferably all movable, fastening means 44 when actuating, preferably clamping, the fastening device 32 in radial direction R and / or in axial direction A, preferably wherein the coupling mechanism 46 is designed such that the movement of the coupled movable fastening means 44 is uniform.

[0065] Such a coupling mechanism 46 can, for example, be designed via a gear connection of the individual fastening elements 44. Alternatively, it can be designed as a clamping ring which, when the fastening device 32 is actuated, pulls all fastening elements 44 evenly inwards. Further embodiments of the coupling mechanism 46 are also possible within the scope of the invention.

[0066] Preferably, the fastening device 32, preferably at least one of the fastening means 44, preferably several, in particular all, fastening means 44, comprises a hook section 48 which is designed to engage behind a section 50, in particular a rim flange 52, of the rim 13 of the vehicle wheel 12. Fig. 6 and Fig. Figure 7 shows this backstabbing in detail.

[0067] The fastening device 32 is preferably designed such that the mounting section 16 is pushed in axial direction A towards the rim 13 when fastening and clamping it to the rim 13 of the vehicle wheel 12.

[0068] Preferably, the fastening device 32 has a clamping surface 54 that slopes radially inwards in the axial direction A, preferably linearly or arcuately, wherein the fastening device 32 is designed such that the clamping surface 54 moves radially inwards, in particular shifts, when the attachment 10 is fastened and clamped to the rim 13, and the clamping surface 54 is designed such that the mounting section 16 is pressed towards the rim 13 in the axial direction A when it is fastened and clamped to the rim 13 of the vehicle wheel 12.

[0069] The Fig. 5, Fig. 6 and Fig. Figures 7 each show a section of the attachment as it is mounted on the vehicle wheel 12. Fig. Figure 5 shows a section along line VV. Fig. 2. In Fig. 5 therefore shows how the positioning device 34 rests on the rim flange 52.

[0070] Fig. Figure 6 shows a representation accordingly Fig. However, 5 is a cut along line VI-VI from Fig. 4 shown. In Fig. 6 and also Fig. 7, which comprise an enlarged sub-area of ​​the Fig. Figure 6 shows the function of the fastening device 32 clearly visible.

[0071] In the Fig. In the embodiment of the fastening device shown in 1-7, the fastening means 44 are each designed as hook-like elements which are movably attached to retaining blocks 56 via a screw connection.

[0072] To actuate the fastening device 32, the fastening elements 44 are actuated such that they move radially inwards. In doing so, they engage behind the rim flange 52 with their hook sections 48. Actuation can be effected, for example, by tightening a clamping screw.

[0073] Alternatively, a fastening device 32 is also conceivable which has fastening means 44 which are movable via a lever mechanism 60, preferably lockable, which advantageously also include a hook section 48 which is designed to engage behind the rim flange 52.

[0074] The fastening device 32 can also be designed such that the attachment 10 can be fastened in the area of ​​the bolt circle 62 of the original wheel. For example, the original screws of the vehicle wheel 12 can be replaced by screws 64 with an internal thread 66, so that the attachment 10 can be screwed into this internal thread 66, or the original screws of the vehicle wheel 12 can be replaced by special screws by which both the attachment 10 and the original wheel are fastened. Such an embodiment is shown in Fig. Figure 9 illustrates the attachment 10 in the state removed from the vehicle wheel 12. The attachment via the screws 64 with internal thread 66 in the area of ​​the bolt circle 62 represents in Fig. 9 represents an additional fastening device 32, but it can also be the only fastening device 32 of the attachment.

[0075] On vehicle wheels with a center lock, this can be removed and replaced by a suitable fastening device, for example a threaded sleeve. The attachment 10 can then be fastened in this threaded sleeve.

[0076] Fig.Figure 10 shows an attachment 10 according to the invention for a vehicle wheel 12 for enabling driving operation with limited tire function, comprising a base body 20 and a fastening device 32 for fastening the attachment 10 to the rim 13 of the vehicle wheel 12, wherein the base body 20 is circular or largely annular in an axial direction A, wherein the attachment 10 comprises a clamping attachment 70 for the fastening device 32, which is designed to be attached radially outside around the fastening device 32 to the attachment 10 and, in the fastened state, to contact the road surface in such a way that a locking mechanism 72 of the clamping attachment 70 is clamped in such a way that it exerts radial inward pressure on the fastening device 32.

[0077] The clamping attachment 70 has a locking mechanism 72 which allows clamping radially inwards, but prevents this clamping from being released radially outwards.

[0078] For this purpose, the locking mechanism 72 can have a spring-loaded engagement element 74 that can engage in a pressure element 76 with corresponding recesses. This engagement occurs in such a way that the pressure element 76 is freely movable radially inwards. With a suitable release tool, the engagement element 74 can be retracted so that the pressure element 76 can also be moved radially outwards and the attachment 10 can be released from the vehicle wheel 12.

Claims

[1] Attachment (10) for a vehicle wheel (12) to enable driving operation with limited tire function, comprising a base body (20) and a fastening device (32) for attaching the attachment (10) to a rim (13) of the vehicle wheel (12), wherein the base body (20) is circular or largely annular in an axial direction (A) and includes a clamping attachment (70) for the fastening device (32), characterized by , that the clamping attachment (70) is designed to be attached radially outside around the fastening device (32) on the attachment (10) and, in the attached state, to contact the roadway in such a way that a locking mechanism (72) of the clamping attachment (70) is clamped in such a way that it exerts radial inward pressure on the fastening device (32). [2] Article (10) according to claim 1, characterized by, that the locking mechanism (72) allows tension to be applied radially inwards and prevents this tension from being applied radially outwards. [3] Article (10) according to claim 2, characterized by , that the locking mechanism (72) has a spring-loaded engagement element (74) designed to engage in a pressure element (76) with corresponding recesses. [4] Article (10) according to claim 3, characterized by , that the pressure element (76) is freely movable radially inwards. [5] Appendix (10) according to claim 3 or 4, characterized by , that the engagement element (74) can be retracted by means of a release tool and then the pressure element (76) can be moved radially outwards to release the attachment (10) from the vehicle wheel (12).

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