Flexible rim, semi-high rim hub, and hub assembly

Abstract

A flexible rim, a semi-high rim hub, and a hub assembly. The flexible rim is mounted on a semi-high rim of the semi-high rim hub; the flexible rim has a vertical edge structure; the vertical edge structure is located between a tire and a corresponding semi-high rim in the direction of the hub axis; the wall thickness of the vertical edge structure of the flexible rim is greater at a position close to the axis of the semi-high rim than at a position distant from the axis; and at the contact surface between the vertical edge structure and the semi-high rim, a protruding inverted snap-fit structure having a "C"-shaped or ">"-shaped cross section is formed, thereby preventing accidental detachment of the flexible rim during tire mounting.

Description

A flexible rim, a half-high rim hub, and a hub assembly Technical Field

[0001] This invention belongs to the field of wheel and aircraft wheel technology, and relates to a flexible rim, a half-high rim hub and a hub assembly for use with pneumatic tires. Background Technology

[0002] The flexible rim hub technology provided in existing literature (2023202408683) has revealed many problems in actual testing: (I) Assembly problems of flexible rim and half-height rim.

[0003] 1. Assembly difficulties and risk of damage

[0004] There is a positive and negative deviation of about 0.25mm in the diameter direction of the half-high flange (machining process deviation of the half-high flange). When the flexible flange with skeleton structure is not easy to stretch and deform, it is extremely difficult to install the flexible flange with skeleton structure onto the half-high flange, which can easily damage the flexible flange and the half-high flange hub, resulting in low assembly efficiency.

[0005] 2. Flexible rim detachment problem

[0006] Similarly, given the aforementioned processing deviations in the half-height rim diameter, flexible rims with a skeleton structure are prone to stretching and deformation, making them more likely to detach and fly off when the wheel rotates under stress. Flexible rims without a skeleton structure are even more prone to stretching and deformation, and are also more likely to detach and fly off when the wheel rotates under stress. Furthermore, flexible rims are prone to detachment during tire installation and removal.

[0007] (II) Problems with Flexible Flanges During Use

[0008] To maintain a reliable fit with the tire, the vertical edge structure of the flexible rim needs high dimensional stability and low compressive deformation; however, the flexible rim requires greater compressive deformation at impact points to cushion the impact force. This necessitates resolving this contradiction through material or manufacturing processes. Summary of the Invention

[0009] The present invention solves the technical problem by adopting the following technical solution: a flexible rim, which is installed on the half-high rim of a half-high rim hub; the flexible rim has a vertical edge structure, and the vertical edge structure is located between the tire and the corresponding half-high rim in the direction of the hub axis; based on the Rockwell hardness B scale, the hardness of at least one material of the flexible rim does not exceed 60% of the hardness of the half-high rim material; characterized in that the wall thickness of the vertical edge structure of the flexible rim near the axis of the half-high rim is greater than the wall thickness away from the axis, and the contact surface between the vertical edge structure and the half-high rim forms a protruding inverted structure with a cross-section of "C" or ">".

[0010] Optionally, in the protruding undercut structure, the height of the protruding undercut structure is ≥0.5mm.

[0011] Optionally, the vertical side structure extends along the direction close to the half-height rim axis to form a bead seat, which is used to fix the tire.

[0012] Optionally, a flange protrusion structure is provided on the opposite side of the flexible rim vertical edge structure near the tire, wherein the flange protrusion structure has a height ≥1mm and a width ≥2mm.

[0013] Optionally, at a room temperature of 20°C, the compressive elastic modulus of the vertical edge structure of the flexible rim is greater than that of the non-vertical edge region of the flexible rim body; the vertical edge structure is pre-compressed before use.

[0014] Optionally, a hollow structure is provided on the flexible rim on the outer circumference side of the half-height rim. The flexible rim is prepared by extrusion molding and then wound around the hub axis to form a closed ring structure. The closed ring structure can be made by ultrasonic welding, high-frequency welding, hot melt welding, or by setting a plastic / metal insert (fixed by interference fit or adhesive) that is compatible with the main material of the flexible rim in the hollow position to connect the two ends. The closed ring structure is compatible with the outer circumferential contour of the half-height rim.

[0015] Optionally, the main material of the flexible rim is a thermoplastic material or a thermosetting material.

[0016] Optionally, the main material of the flexible rim is one of thermoplastic vulcanized rubber (TPV), thermoplastic polyurethane (TPU), thermoplastic polyester elastomer (TPEE), or rubber, and all of these materials have flexibility and elasticity that are compatible with half-height rims.

[0017] Optionally, a half-high flange wheel hub is provided, wherein a flexible flange is installed on the half-high flange of the half-high flange, and the vertical edge structure of the flexible flange is located between the tire and the corresponding half-high flange in the direction of the wheel hub axis. The half-high flange surface in contact with the vertical edge structure of the flexible flange is provided with a grooved undercut structure surrounding the wheel hub axis, and the grooved undercut structure is used to cooperate with the protruding undercut structure of the flexible flange for positioning.

[0018] Optionally, a plurality of protrusions and grooves are spaced apart on the half-height rim surface in contact with the vertical edge structure, the protrusions and grooves being prepared by a physical rolling process or a chemical etching process.

[0019] Optionally, a recessed platform structure is provided on the opposite side of the grooved inverted structure of the half-height rim.

[0020] Optionally, a hub assembly consisting of a flexible rim and a half-high rim hub, wherein the hub assembly is assembled from the flexible rim and the half-high rim hub, characterized in that the protruding overlock structure of the vertical side structure of the flexible rim cooperates with the grooved overlock structure of the half-high rim for positioning.

[0021] Optionally, the flexible rim is provided with a flange protrusion structure, and the half-height rim is provided with a recessed platform structure. The flange protrusion structure and the recessed platform structure cooperate with each other to limit the relative displacement of the flexible rim and the half-height rim in the direction of the hub axis.

[0022] Optionally, a low-temperature resistant (-40℃) to high-temperature resistant (120℃) bonding adhesive is provided between the contact surfaces of the flexible rim and the half-height rim. The adhesive is cured and softens at 130℃–150℃ to facilitate replacement of the flexible rim. The adhesive bonding strength is ≥5MPa.

[0023] Optionally, the height of the flexible rim buckle protrusion is set between 0.5mm and 5mm. To effectively prevent detachment, it is preferred to be 1mm to 2mm. If the height of the flexible rim buckle protrusion is too high, the strength of the half-height rim will be too low.

[0024] Optionally, the thickness of the vertical side structure is less than the thickness of the flexible outer rim of the half-height rim.

[0025] Optionally, the hardness of the vertical edge structural material is greater than that of the flexible outer rim material of the half-height rim. Generally, higher hardness results in better wear resistance.

[0026] Optionally, the friction coefficient of the vertical side structure in close contact with the half-high rim is greater than that of the vertical side structure in close contact with the tire. The surface of the vertical side structure in close contact with the half-high rim is coated with a coating with a higher friction coefficient, or the material of the vertical side structure in close contact with the half-high rim is different from that of the vertical side structure in close contact with the tire, which is achieved through co-extrusion.

[0027] To maintain a reliable fit with the tire, the vertical edge structure of the flexible rim needs to maintain high dimensional stability and a large compressive modulus to prevent excessive compression during tire rolling. The non-vertical edge areas of the flexible rim body require a smaller compressive modulus to effectively absorb tire impact and protect the tire. Therefore, before use, the vertical edge structure can be compressed using either room temperature high pressure or high temperature high pressure (pre-compression process); for example, maintaining it at 125℃ and 2MPa pressure for 24 hours (other conditions can also be used). This process is particularly suitable for products with a single main material, such as rubber compression molding and thermoplastic polyurethane (TPU) injection molding products. Rubber and TPU can generate significant compressive deformation at impact points to buffer the impact force received by the tire. Extrusion processes can create hollow structures in the non-vertical edge areas of the flexible rim, increasing deformation and providing a buffering effect, while compression molding and injection molding processes struggle to create hollow ring structures.

[0028] On the opposite side of the flexible rim's vertical edge structure closest to the tire, a raised flange structure is provided. Where the wheel hub dimensions allow, the height of this raised flange structure should ideally be ≥1.5mm (radial height). A higher height, combined with adhesive, can effectively prevent the flexible rim from detaching during tire installation. The width should ideally be ≥3mm (axial width) to effectively cushion impacts during a 45° crossbeam impact test. (The minimum size requirements for the raised flange structure are a height ≥1mm and a width ≥2mm, assuming limited space.)

[0029] When the wheel is rolling, the vertical side structure is subjected to high-frequency pressure impact. The thickness of the vertical side structure is less than the thickness of the flexible rim outside the half-height rim, which can reduce the compression deformation size of the vertical side structure, resulting in less internal heat generation and better heat dissipation due to its smaller thickness. The thickness of the flexible rim outside the half-height rim is larger, which can increase the compression deformation size and help to buffer the impact force.

[0030] The flexible rim is formed by extrusion molding and then wound into a closed ring. The extrusion production efficiency is high and it can be combined into products with different circumferences. The flexible rim is made of thermoplastic material and can be made into a closed ring by ultrasonic welding, high frequency welding, or hot melt welding. Alternatively, inserts can be set in the hollow position to connect the two ends. After connection, a vent is reserved to keep the air pressure of the hollow structure consistent with the outside.

[0031] This invention utilizes interlocking inverted structures on the flexible rim and the half-high rim. These inverted structures are C-shaped or ">" shaped. Under the pressure of the tire and the half-high rim, they effectively prevent the flexible rim from detaching and increase the contact area between their sidewalls, providing greater friction and preventing slippage. The bead seat formed by the extended vertical structure secures the tire, and the elasticity of the flexible rim reduces tire noise and improves vehicle comfort.

[0032] The semi-solid adhesive is applied to the inverted structure of the half-high rim groove, preventing it from flowing freely and facilitating installation. It cures after installation. The cured adhesive softens at high temperatures, making it easy to replace the flexible rim.

[0033] Currently, after modification, the polyether TPU material from the material supplier has a Vicat softening temperature ≥130℃ (ASTM D3418), abrasion resistance and tear strength ≥100kN / m (ASTM D624) that are higher than those of tire bead rubber (tear strength <50 / m), while also having excellent hydrolysis resistance and lower cost.

[0034] The flexible rim and semi-high rim hub assembly of this invention conforms to the GB / T 3487 external dimension standard in terms of maximum diameter, facilitating widespread adoption. After the tire is installed and properly inflated, its external dimensions also conform to the GB / T 3487 external dimension standard.

[0035] The flexible rim of the present invention is provided on either one or both sides of the two rims of the hub.

[0036] The purpose of this invention is as follows:

[0037] By using the interlocking structure of the raised flange on the flexible rim and the recessed structure on the half-high rim, bonded together with adhesive, the flexible rim can be prevented from detaching during tire installation. The adhesive mainly serves as a temporary fixation. Through the interlocking positioning of the raised undercut structure on the vertical edge of the flexible rim and the recessed undercut structure on the half-high rim, the flexible rim will not detach under normal use, even without adhesive.

[0038] 1. Knurling is applied to the half-high rim to prevent the flexible rim from sliding relative to the half-high rim, thus ensuring braking safety.

[0039] 2. A hollow structure is set on the flexible rim to increase the amount of compression deformation when the wheel goes over a pothole or bump, effectively buffering the impact force and protecting the tire, flexible rim and half-height rim; at the same time, it helps to reduce weight.

[0040] 3. Using colored TPU or TPEE materials to enhance the appearance, according to the GB / T 14625.2-2022 standard, the color difference ΔE of colored TPU materials is ≤1.5, and the gloss (60° angle) is ≥80GU; the color difference ΔE of colored rubber materials is ≤3.0, and the gloss (60° angle) is ≥50GU. The color and texture of colored TPU or TPEE materials are significantly better than those of colored rubber. Attached Figure Description

[0041] Figure 1 is a schematic cross-sectional view of the wheel rim of the wheel hub assembly of the present invention;

[0042] Figure 2 is a cross-sectional schematic diagram of the flexible flange and half-height flange of the present invention;

[0043] Figure 3 is a schematic diagram of the cross-section of the flexible rim of the present invention;

[0044] Figure 4 is a cross-sectional schematic diagram of the half-height rim of the present invention;

[0045] Figure 5 is another cross-sectional schematic diagram of the flexible flange and half-height flange of the present invention;

[0046] Figure 6 is another cross-sectional schematic diagram of the flexible flange and half-height flange of the present invention;

[0047] Figure 7 is a schematic diagram of the tire and the flexible flange and half-height flange of the present invention;

[0048] Figure 8 is another cross-sectional schematic diagram of the flexible flange and half-height flange of the present invention;

[0049] Figure 9 is a cross-sectional schematic diagram of the flexible rim and half-height rim of the present invention under 45° impact;

[0050] Figure 10 is another cross-sectional schematic diagram of the flexible rim and half-height rim impact at 45° according to the present invention;

[0051] Figure 11 is a schematic diagram of a vehicle tire impacting a 45° crossbeam.

[0052] The markings in the diagram represent: 10-Hub assembly of flexible flange and half-high flange hub; 11-Half-high flange; 12-Hub assembly rim; 13-Rim groove; 14-Aluminum alloy bead seat; 15-Concave platform structure; 16-Groove inverted structure; 20-Flexible flange; 21-Contact surface between flexible flange and tire; 22-Contact surface between the vertical edge structure of flexible flange and half-high flange; 23-Height of raised inverted structure; 24-Raised inverted structure; 25-Flange protrusion structure; 26-Hollow structure; 27-Easily tearable area; 28-Impact fracture area; 29-Flexible flange bead seat; 30-Pneumatic tire; F1-Compression pressure on flexible flange; F2-Impact force of 45° crossbeam; 40-Impact deformation zone of 45° crossbeam; 50-Vehicle; 51-Wheel; 60-45° crossbeam (100mm high); Detailed Implementation

[0053] After the wheels are mounted on the vehicle, the outer rim is defined as the rim located on the outer side of the vehicle that is easily visible to the naked eye, while the inner rim is the rim located on the inner side of the vehicle that is not easily visible to the naked eye. The tires used in this example are from the same manufacturer, have the same specifications, parameters, and batch number. After inflation, the wheel rims in this example conform to the GB / T 3487 dimensional standard, the maximum diameter of the inner and outer rims is the same (within the tolerance range allowed by GB / T 3487), the wheel rim is 18X7.5J, the tire is 225 / 45R18, the tire pressure is 2.5 bar, and the test vehicle weighs 1.9 tons.

[0054] Extensive impact tests with a 45° crossbeam (100mm high) revealed that the radius (R) of the impact point significantly affects the test results. A smaller R angle results in a greater impact force, necessitating a flexible rim material with lower hardness. For example, for a flexible rim without a hollow structure, a 40D hardness rim provides good tire protection when R = 15mm. However, when the R angle is ≤ 5mm, a Shore A hardness of 82A-90A is required to effectively prevent tire bulges, as Shore A 40D is too hard. A flexible rim's greater impact compression deformation and higher tear strength provide better tire protection.

[0055] The technical solution of the present invention will be further described below with reference to the embodiments and accompanying drawings.

[0056] Example

[0057] 1. Option 1: Wheels

[0058] Referring to Figures 1-5, 7, and 10, the hub assembly (10) of the flexible rim and half-high rim hub, the half-high rim (11) and the rim of the hub assembly (12) are integrally formed and the material is aluminum alloy. The flexible rim is a TPU elastomer material with a Shore 94A hardness, which is formed by extrusion process and then joined together to form a circle.

[0059] The height (23) of the raised inverted structure is 1.2mm. The wear resistance of the contact surface (21) between the flexible rim and the tire is not lower than that of the tire bead rubber. The flexible rim (20) includes the raised inverted structure (24) on the vertical side structure and the hollow structure (26). The peripheral wall thickness of the hollow structure (26) is not less than 2mm. If the wall thickness is too thin, it is easy to be damaged in the tire bulge impact test.

[0060] Referring to Figures 10 and 11, the vehicle (50) travels at a speed of V, and the wheel (51) impacts the 45° crossbeam (100mm high) (60). After the flexible wheel flange (20) is equipped with a hollow structure (26), the hollow structure (26) is conducive to deformation when impacted. Therefore, the 45° crossbeam impact deformation zone (40) is large, which can effectively buffer the impact force F2 of the 45° crossbeam.

[0061] To prevent the contact surface 22 between the vertical edge structure of the flexible rim and the half-height rim from sliding, multiple protrusions and grooves are provided on the surface of the half-height rim that contacts the vertical edge structure. This increases the friction between the contact surface (22) between the vertical edge structure of the flexible rim and the half-height rim, thus preventing sliding. The multiple protrusions and grooves are achieved by mechanical knurling or embossing on a lathe.

[0062] Referring to Figure 8, when the tire is in normal driving condition, the flexible rim (20) is subjected to a pressure F1. The TPU material with a hardness of 94A has a large hardness and compressive modulus, which can produce small deformations and maintain the stability of the tire under stress. Compared with aluminum alloy rims, the small deformation of the flexible rim (20) can fit more tightly with the tire bead rubber and the pressure distribution is more uniform.

[0063] 2. Option 2: Wheels

[0064] Referring to Figure 9, the difference from the wheel in Scheme 1 is that the flexible rim (20) does not have a hollow structure (26). The main material is tire bead rubber (rubber material with added anti-aging agents to improve the UV resistance of sunlight) molded with a hardness of 88A. Due to its poor fluidity, the defect rate of 88A rubber during molding is much higher than that of 88A TPU (which has good fluidity at injection temperature).

[0065] 3. Option 3: Wheels

[0066] Referring to Figure 9, the difference from the wheel of Scheme 1 is that the flexible rim (20) does not have a hollow structure (26), the TPU has a hardness of 88A, and it is formed by injection molding.

[0067] Example 1

[0068] Scheme 3 wheel, refer to Figures 1-4, 7, and 8; the flexible rim (20) is injection molded from Shore 88A polyether TPU (tear strength of polyether TPU material ≥100kN / m, ASTM D624; elongation at break ≥300%, ASTM D412; Vicat softening temperature ≥130℃, ASTM D3418). The circumference of the flexible rim 20 is 1% smaller than that of the half-height rim (11) it matches. This difference is determined based on the technical requirement of ensuring that the flexible rim can fit tightly against the half-height rim after stretching and avoiding damage from excessive stretching. By stretching the flexible rim (20), its circumference can be easily extended and installed on the half-height rim (11). The diameter of the half-height rim is less than the deviation ±0.25mm, and the circumference deviation is ±0.785mm. The 1% circumference difference (corresponds to the processing deviation) can cover the processing deviation.

[0069] The raised undercut structure (24) and the recessed undercut structure (16) are positioned in cooperation with each other. The height (23) of the raised undercut structure is 1.2mm. Under the pressure of the pneumatic tire (30), even without adhesive, the flexible rim (20) will not fall off from the half-height rim (11) when the wheel is driving normally (including over some ordinary potholes). This can prevent the flexible rim (20) from falling off when the adhesive fails.

[0070] The raised edge structure (25) and the recessed platform structure (15) cooperate with each other, and adhesive is provided at the cooperation position to fix them, which can prevent the flexible rim (20) from falling off during the tire installation process.

[0071] The first pre-compression of the vertical side structure of the flexible rim (20) (stress release and modulus improvement stage): held at 125℃ and 2MPa pressure for 24 hours. This stage aims to release the internal stress of the vertical side structure through directional compression, while improving the compressive elastic modulus of the material. The compression permanent deformation rate is controlled to be >20%, which can effectively enhance the dimensional stability of the vertical side structure and prevent the vertical side structure from failing due to excessive compression during tire rolling. The second pre-compression of the vertical side structure of the flexible rim (20) (shaping and deformation rate optimization stage): After the first pre-compression is completed, no additional temperature and pressure parameters need to be adjusted. It is held at 125℃ and 2MPa pressure (similar to the pressure of passenger car tires on the rim) for 24 hours. This stage further optimizes the molecular arrangement of the vertical side structure through continuous compression, stabilizes the structural shape, and reduces the compression permanent deformation rate to ≤5%. Finally, it achieves the dual performance requirements of "high elastic modulus + low permanent deformation" of the vertical side structure, taking into account both dimensional stability and long-term reliability. According to the test results, the dimensional stability of the vertical side structure of the flexible flange (20) was improved after the first pre-compression, which can meet the usage requirements. (Pre-compression can also be achieved by other temperature, pressure and other conditions).

[0072] Referring to Figure 6, the vertical side structure extends along the direction close to the half-height rim axis to form a flexible rim bead seat (29), which is bonded to the rim of the hub assembly by adhesive. The tire is mounted on the flexible rim bead seat (29). Through the elastic deformation of the flexible rim bead seat (29), the comfort of the vehicle can be improved and the noise can be reduced.

[0073] Example 2

[0074] Durability test

[0075] 1. Wear of flexible rim: The flexible rim (20) of the tire bead rubber of the wheel in Scheme 2 has the greatest wear, while that in Scheme 1 has the least wear.

[0076] 2. Tear condition of flexible rim: Referring to Figure 11, in the Scheme 2 wheel, the flexible rim (20) of the rubber is in the easily tearable area (27). Due to the low tear strength of the rubber (tear strength of the rubber <50KN / m, ASTM D624), tearing occurred. The other schemes were not torn. The rubber needs to be modified to meet the requirements.

[0077] Example 3

[0078] Tire 45° bulge impact test

[0079] Referring to Figures 9-11, the vehicle (50) travels at speed V, and the wheel (51) impacts the 45° crossbeam (100mm high) (60). The outer rim, closest to the rim groove 13, is impacted first, so the outer rim mainly bears the impact force. Tests are performed four times at each speed, with the speed gradually increasing. As the vehicle speed increases, the impact force F2 of the 45° crossbeam gradually increases. When damage occurs due to the impact, the impact force F2 of the 45° crossbeam can reach more than five times the compressive pressure F1 of the flexible rim. The impact force is shown in Figures 9 and 10.

[0080] a) Option 2 wheels

[0081] Referring to Figure 5, during the test, the tire in Scheme 2 developed a bulge at 30 km / h (compared to a tire bulge at 25 km / h for a standard wheel hub). For the flexible rubber flange (20) in this scheme, it was the first to fracture upon impact in the impact fracture zone (28). Analysis of the fracture revealed that the point where the impact fracture zone (28) contacted the aluminum alloy wheel hub was the first to develop a crack, which then gradually spread until complete fracture, leading to test failure. This result indicates that selecting a flexible flange with higher tear strength helps improve impact resistance.

[0082] b. Wheels of Option 1 and Option 3

[0083] As the speed continued to increase, at 35 km / h, no tire bulges appeared in either type of tire. However, at 40 km / h, tire bulges appeared in both types of tires.

[0084] Example 4

[0085] Referring to Figure 6, the aluminum alloy bead seat (14) has been replaced with a flexible rim bead seat (29), which provides the best comfort and the least wheel noise.

[0086] When a vehicle turns at high speeds, centrifugal force causes the vehicle body to tilt outwards. The outer wheels (the side furthest from the center of the curve) bear a greater load, and the tires deflect towards the inner rim. This alters the stress state of the wheel hub: 1) The axial pressure on the inner rim increases, and the downforce at the top of the inner rim increases; 2) The lateral pressure on the outer rim decreases, and the downforce at the top of the outer rim also decreases accordingly. Based on these characteristics, a) a flexible rim is only installed on the outer rim of the wheel hub, and not on the inner rim (tire bulges mainly occur at the outer rim). b) The hardness of the flexible rim on the outer rim is less than that on the inner rim, and the compressive deformation of the flexible rim on the outer rim is greater than that on the inner rim. This allows the flexible rim on the outer rim to provide good cushioning, while the flexible rim on the inner rim ensures dimensional stability and reduces the probability of bulges on the inner rim.

[0087] Example 5

[0088] Compared with existing literature (2023202408683), the following are the advantages of the present invention: 1. The assembly efficiency of the flexible rim (20) of the present invention is improved by more than 5 times; 2. When the flexible rim (20) is subjected to a 45° bulge impact, the flexible rim in existing literature (2023202408683) falls off after an impact of 25 km / h. In the present invention, due to the mutual positioning of the protruding undercut structure (24) and the groove undercut structure (16), the flexible rim (20) will not fall off after an impact of 40 km / h. 3. The flexible rim in existing literature (2023202408683) is prone to falling off during tire installation. It will fall off after the tire is repeatedly installed twice. The flexible rim of the present invention will not fall off even after the tire is repeatedly installed five times. 4. Existing literature (2023202408683) shows that if an elastic material with a high compressive modulus is used, bulges will occur at low speeds in the 45° bulge impact test; if an elastic material with a low compressive modulus is used (bulges will only occur at higher tire speeds), the vertical edge structure will be over-compressed by more than 20%, resulting in poor dimensional stability. This invention adopts a scheme in which the compressive modulus of the vertical edge structure of the flexible rim (20) is greater than that of the non-vertical edge region of the flexible rim (20), which can effectively solve this contradiction.

Claims

1. A flexible rim, mounted on the half-rim of a half-rim hub; the flexible rim having a vertical edge structure, wherein the vertical edge structure is located between the tire and the corresponding half-rim in the direction of the hub axis; based on the Rockwell B hardness scale, at least one material of the flexible rim has a hardness not exceeding 60% of the hardness of the half-rim material; characterized in that, The wall thickness of the flexible rim vertical edge structure near the half-height rim axis is greater than the wall thickness away from the axis, and the contact surface between the vertical edge structure and the half-height rim forms a protruding inverted structure with a "C" or ">" shaped cross section.

2. The flexible rim according to claim 1, characterized in that, In the protruding undercut structure, the height of the protruding undercut structure is ≥0.5mm.

3. The flexible rim according to claim 1, characterized in that, The vertical side structure extends along the direction close to the half-height rim axis to form a bead seat, which is used to fix the tire.

4. A flexible rim according to claim 1, characterized in that, On the opposite side of the flexible rim vertical edge structure near the tire, a flange protrusion structure is provided, the flange protrusion structure having a height ≥1mm and a width ≥2mm.

5. A flexible rim according to claim 1, characterized in that, At room temperature of 20℃, the compressive elastic modulus of the vertical edge structure of the flexible rim is greater than that of the non-vertical edge area of ​​the flexible rim body; the vertical edge structure is pre-compressed before use.

6. A flexible rim according to claim 1, characterized in that, A hollow structure is provided on the flexible rim on the outer circumference side of the half-height rim. The flexible rim is prepared by extrusion molding and then wound around the hub axis to form a closed ring structure. The closed ring structure can be made by ultrasonic welding, high-frequency welding, hot melt welding, or by setting a plastic / metal insert (fixed by interference fit or adhesive) that is compatible with the main material of the flexible rim in the hollow position to connect the two ends. The closed ring structure is compatible with the outer circumferential contour of the half-height rim.

7. A flexible rim according to any one of claims 1-6, characterized in that, The main material of the flexible rim is a thermoplastic material or a thermosetting material.

8. A flexible rim according to claim 7, characterized in that, The main material of the flexible rim is one of thermoplastic vulcanized rubber (TPV), thermoplastic polyurethane (TPU), thermoplastic polyester elastomer (TPEE) or rubber, and all of these materials have the flexibility and elasticity to match the half-height rim.

9. A half-high flange wheel hub, wherein a flexible flange as described in claim 1 is mounted on the half-high flange of the half-high flange, and the vertical edge structure of the flexible flange is located between the tire and the corresponding half-high flange in the direction of the wheel hub axis, characterized in that, A grooved undercut structure surrounding the hub axis is provided on the half-height rim surface that contacts the vertical edge structure of the flexible rim. The grooved undercut structure is used to cooperate with the protruding undercut structure of the flexible rim for positioning.

10. A semi-high flanged wheel hub according to claim 9, characterized in that, Multiple protrusions and grooves are spaced apart on the half-height rim surface that contacts the vertical edge structure. The protrusions and grooves are formed by physical rolling or chemical etching processes.

11. A semi-high flanged wheel hub according to claim 9, characterized in that, On the opposite side of the grooved inverted structure of the half-height rim, there is a recessed platform structure.

12. A wheel assembly comprising a flexible rim and a half-high rim hub, the wheel assembly being assembled from the flexible rim of claim 1 and the half-high rim hub of claim 9, characterized in that, The protruding undercut structure of the vertical edge of the flexible rim and the grooved undercut structure of the half-height rim cooperate with each other for positioning.

13. A wheel hub assembly according to claim 12, characterized in that, The flexible rim is provided with a flange protrusion structure, and the half-height rim is provided with a concave platform structure. The flange protrusion structure and the concave platform structure cooperate with each other to limit the relative displacement of the flexible rim and the half-height rim in the direction of the hub axis.

14. A wheel hub assembly according to claim 12 or 13, characterized in that, The contact surfaces of the flexible rim and the half-high rim are provided with a low temperature resistance of -40℃ to a high temperature resistance of 120℃, and the two are bonded and fixed by the adhesive. After the adhesive is cured, it can soften at a high temperature of 130℃ to 150℃ to facilitate the replacement of the flexible rim.

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