KR200242674Y1 - Protecting apparatus for tire - Google Patents

Abstract

The present invention is a device for preventing tire loss. It is equipped with a moving support on the wheel of the tire and a cover at the end of the support, so that the tire bursts and pressures when the tire rotates at high speed. In the event of a loss, the support quickly extends outward near the wheels, allowing the cover to support it from the inside of the tire or directly to the ground, providing a suitable bearing effect, which can prevent traffic accidents due to tire rupture or pressure loss at high speeds. To prevent it.

Description

Protective apparatus for tire

The present invention is a device for preventing the loss of control of the vehicle, which is mounted on the wheel inside the tire, and at the time of the high speed rotation of the tire, the tire loss prevention device is extended outward from the wheel to provide an adequate support effect, thereby reducing the frequency of accidents. .

Looking at the evolution of tire design, from the early solid tires to today's pneumatic tires, we see a lot of progress. Because pneumatic tires can not only provide an excellent anti-vibration effect, but also solved the technical problem of rubber emulsification in the production of solid tires, and overcome the material aging problem caused by the accumulation of calories due to long-term use of solid tires. Of course, from a professional angle it can offer many more excellence, which is why most vehicles now use pneumatic tires.

However, due to the continuous development of transportation, the rotational speed of the tires has been improved day by day, resulting in a problem called "fast burst", another problem that cannot be solved by pneumatic tires. In general pneumatic tires, a tire cover made mainly of rubber is mounted on the outside of the wheel, and a pneumatic space is formed between the tire and the wheel so that when the high-pressure gas is injected into the pneumatic space, the elasticity of the tire material provides an adequate support effect for transportation. It will be able to provide the anti-vibration effect with. However, when the vehicle uses pneumatic tires, a situation such as a tire rupture or a loss of air pressure may occur. At low speeds of transportation, the risk of this phenomenon is low, but at high speeds, the risk increases significantly.

In the analysis of the highway driving conditions of ordinary compact cars, it is clear that if a tire breaks down when driving at 100 kilometers per hour, the tires will fall to the ground. Will be different. At this time, if the tire of the rear wheel is ruptured, the rear part of the vehicle may be shaken, and in the case of the front wheel, a dangerous accident such as the car overturning may occur.

In addition to the general compact car, an accident such as a vehicle crash or driveway off due to a tire rupture may also occur during the highway driving of a van or passenger car. In addition, high-speed train system using pneumatic tires and aircraft may also have the same problem, which is a problem that must be solved.

Taiwan Utility Model Application No. 87213473 "Tyre Safety Rescue" has been proposed to solve the risk of tire rupture or loss of air pressure. This structure is also derived from Taiwan Utility Model Application No. 87214934 "Tyre Safety Structure 1" and 87216150 "Tyre Safety Structure 2", both of which incorporate a liner inside the tire. The liner is made of nylon, plastic, or metal of appropriate strength in one piece, and a proper distance is formed between the liner and the inner surface of the tire tube. When the tire of the driving vehicle is suddenly damaged due to the air leakage, the liner has a moderate elasticity on the outside and reinforces the force on the inside to support the vehicle body and keep the vehicle running.

The above design is effective in air leakage due to tire breakage. Because this liner must be mounted on the outside of the tire to be effective, if the tire ruptures at high speeds, the liner loses its tire restraint function from the outside. In this situation, the liner doesn't have any supportive effect on the car body and just rubs against the ground like a wheel. If the tire ruptures at high speeds of the vehicle, the liner is separated from the wheel like the tire, so the practical effect is not great.

Taiwan Utility Model Application No. 86105693 `` Tyre safety tire in tire continuous running device '' has been proposed. As another typical safety design, the tire is equipped with a main structure showing several `` 工 '' shaped cross sections, and each main structure. By connecting them to each other in the tire, this main structure approaches the ground when the tire is ruptured, protecting the wheel and the tire. In addition, by maintaining the continuous running of the vehicle can prevent the back shake or overturning accident due to the loss of the center of gravity of the vehicle during high-speed driving. Conceptually, however, it may be feasible, but its main structure is mounted on the surface around the inner wheel of the tire, causing assembly problems between the tire and the wheel.

In order to solve the above-described assembly problem between the tire and the wheel, the inventor proposed a Taiwan Utility Model Application No. 87110429, "Installation and disassembly tool group of a tire continuous running device." Not only is the structure of the installation and disassembly tool set complicated, but also the operation method is different from the existing equipment, and it is only used for tires with continuous driving equipment, so the tire makers will not want to purchase the equipment exclusively for the tire. In other words, the owner of this type of tire can install and disassemble the tire only in a specific place. This will not only cause inconvenience to consumers but also make it difficult to spread the market.

In view of the various cases described above, the tire design should not only perform the basic functions such as the load and vibration prevention that a pneumatic tire should have, but also reduce the risk of an accident by providing appropriate safety protection performance when the tire is ruptured. In addition, the design of the tire should also take into account the convenience of installation and disassembly, and the existing related design may not be ideal.

The present invention is designed to overcome the shortcomings of the existing tires, by mounting a support on the wheel of the tire and assembling the cover at the end of the support, the support is closer to the original wheel in case of rupture or loss of air pressure due to the high-speed rotation of the tire Tire control extends quickly out of position and the cover can be supported from the inside of the tire or directly approaching the ground to provide a moderate support effect, helping to prevent accidents due to tire rupture or loss of air pressure at high speeds in transportation It is an object of the present invention to provide a loss prevention device.

The accompanying drawings and embodiments are described in detail below for a detailed understanding of the above objects and configurations of the subject innovation.

1 is a structural explanatory diagram of the present invention,

Figure 2 is an explanatory view of the side of the support and the cover when the assembly of the present invention,

3 is an explanatory view of a control accessory structure arrangement when completing the assembly of the present invention,

4 is a state explanatory diagram of the moment when the control accessory of the present invention is released,

5 is an explanatory view of the operation when the operating ring position movement of the present invention,

Figure 6 is a side explanatory view when the support of the present invention pushed the cover to the extended position,

Figure 7 is a three-dimensional explanatory diagram when the support of the present invention pushed the cover to the extended position,

8 is an explanatory diagram of the anatomy when the support of the present invention pushes the cover to the extended position,

9 is an explanatory diagram of a working ring structure of the present invention.

※ Explanation of symbols for main parts of drawing

2: code 10: wheel

12: fixed seat 14: shaft hole

16: spring clamp 20: operating ring

22: working chain 24: spring clamp

26: control piece 260: locked groove

28: assembly unit 280: assembly hole

30: support 32: fixed chain

34: defective chain 36: working hole

40: cover 42: coupling seat

44: engaging hole 46: rubber packing

50: working spring 60: resilient accessory

600: assembly chamber 62: T-shaped rod

620: pressure bar 622: induction bar (導 桿)

624: wheat plate 64: spring

66: cap 70: pressure accessory

700: assembly chamber 72: T-shaped rod

720: pressure bar 721: locked protrusion

722: guide bar 724: plate

74: spring 76: cap

78: sealed washer 79: air hole (透氣孔)

80: tire

1 is a structural explanatory diagram of the present invention, and the tire control loss prevention device of the present invention is mounted on the outer surface of the wheel 10 circumference (located in the tire inner space at the time of assembling the pneumatic tire and the wheel). A plurality of fixed seats 12 are fixed on the outer surface of the wheel 10 circumferentially (hereinafter abbreviated as 'outer circumferential surface'), which fixed the wheel 10 to both sides along the centerline of the outer circumferential surface. It can be arranged in a cross, forming two axial holes (14) on each of the fixing seats 12 at appropriate distances along the center line of the outer peripheral surface of the wheel (10) and integral spring clamps in the appropriate portion of the outer surface of the wheel (10) Put (16).

The outer circumferential surface of the wheel 10 is mounted to the operating ring 20 along its center line, the operating ring 20 may rotate around the outside of the wheel 10 and rotate about the wheel 10. On both sides of the actuating ring 20, the actuating chain 22 protruding to the side corresponding to the position of the fixed seat 12 shaft hole 14 is formed, and an integral spring clamp 24 is formed at a proper position on the actuating ring 20. ).

A pair of supports 30 are mounted on each of the fixed seats 23 corresponding to the wheel 10. Inside the support 30 has a fixed chain 32 that can be mounted to the wheel 10, the fixed seat 12, the shaft hole 14, respectively, the outer side of the support 30, respectively, the coupling chain 34 Puts. In addition, in the middle of each support 3, the operation hole 36 used for the passage of the operation ring 20 and the operation chain 22 is formed.

The cover 40 is mounted on the outside of the support 30, and the inner side of each cover 40 has an integral coupling seat 42. On each coupling seat 42, two coupling holes 44 used for mounting the support chain 30 and the coupling chain 34 are formed, respectively, and an integral rubber packing 46 is placed outside each cover 40.

When the operation spring 50 is mounted between the spring clamp 16 of the wheel 10 and the spring clamp 24 of the operating ring 20 as shown in the side explanatory drawing of FIG. The inner fixing chain 32 is mounted in the fixed seat 12 shaft hole 14, and the coupling chain 34 outside the support 30 and the coupling hole 44 of the cover 40 coupling seat 42 are mutually supported. In connection with the shaft, the operating chain 22 of the operating ring 20 passes through the operating hole 36 of the support (30). The long side of the support 30 is attached to the outer peripheral surface of the wheel 10 in parallel, the operating spring 50 is stretched.

3, the control accessory structure arrangement in the assembled state of the present invention of FIG. 3 includes one resilient accessory 60 and one pressure accessory 70. Resilient accessory 60 is installed in the assembly chamber 600 portion of the wheel 10, the assembly chamber 600 is an installation space formed on the outer peripheral surface of the wheel (10). The resilient accessory 60 includes one T-shaped rod 62, one spring 64 and one cap 66. The T-shaped rod 62 is integrally mounted on the induction bar 622 and the induction bar 622 extended along the radial direction of the wheel 10 and one pressure bar 620 extending along the wheel 10 tangent. It has a close plate 624. The spring 64 is mounted on the induction bar 622, the cap 66 covers the induction bar 622, and the end of the induction bar passes through the assembly chamber 600 so that the plate 624 and the spring 64 are connected. To be placed in the assembly chamber 600. The cap 66 is covered outside the assembly chamber 600, and the spring 64 is sandwiched between the cap 66 and the mill 624.

The pressure fitting is installed in the assembly chamber 700 of the wheel 10 and includes one T-shaped bar 72, one spring 74, one cap 76 and one sealing washer 78. do. The T-shaped bar 72 is integrally mounted on one pressure bar 720 extending along the tangential direction of the wheel 10 and the guide bar 722 extending in the radial direction of the wheel 10 and the guide bar 722. It has a close plate 724. On one side of the pressure bar 720 a locking protrusion 721 is mounted, a spring 72 is mounted over the guide bar 722 and a cap 76 covers over the guide bar 722. The end of the guide bar 722 passes through the assembly chamber 700 so that the spring 74 and the plate 724 are placed in the assembly chamber 700. The cap 76 covers the outside of the assembly chamber, the spring 74 is fitted between the plate 724 and the assembly chamber 700, and the sealing washer 78 has the plate 724 and the assembly chamber 700 inlet number. Is not given). This assembly chamber 700 has an air hole 79 passing through the wheel 10 wall thickness.

In Figure 3 it can be seen that the integral control piece 26 is mounted on the operating ring 20. Above this control piece 26 is formed a locking recess 26 which is provided in the locking projection 721 on the pressure bar 720 of the pressure fitting 70 T-shaped bar 72.

With the assembly completed, the locking protrusion 721 on the pressure fitting 70 and the pressure bar 620 is locked to the locking recess 260 of the control piece 26 of the operating ring 20, thereby turning the operating ring. Maintain the position shown in 2 · 3. In addition, the spring of the resilient fitting 60 is pushed between the cap 600 and the sealing plate 624, so that the pressure bar 620 is pressed over the pressure rod 720 of the pressure fitting 70, so that the spring 64 is The force applied to the T bar 62 and pushed in the direction of the wheel 10 is an actuating spring applied to the operating ring 20 by a force of the spring 74 being applied to the T-shaped bar 72 to push the wheel 10. The pulling force of (50) is greater than the sum of the forces applied to the T-shaped bar (72). Because of this, when the assembly is completed, the position shown in Figure 3 can be maintained. After the tire is filled with air, the pressure fitting 70 receives the action of the pressure difference between the inside and the outside of the tire so that the sealing plate 724 compresses the sealing washer 78 and the spring 74 is compressed. The control piece 26 of 20 is to be locked securely.

At high speed of rotation of the tire, the T-shaped rod 62 of the resilient fitment 60 changes position due to centrifugal force and causes the spring 64 to be compressed. In addition, the position changes to the position indicated by the dotted line in FIG. 3. The pressure bar 620 of the T-shaped bar 62 no longer exerts pressure on the pressure bar 720 of the pressure fitting 70. However, the pressure fitting 70 is maintained by the pressure difference between the inside and outside of the tire to maintain the position shown in FIG. If the tire ruptures and the high pressure inside the tire is lost, the T-shaped bar 72 of the pressure fitting 70 immediately appears in FIG. 3 due to the double influence of the pushing force and the centrifugal force of the spring 74. Is moved to the position shown in FIG. At this time, the locking protrusion 721 on the pressure bar 720 of the T-shaped bar 72 is separated from the locking recess 260 of the control piece 26 of the operating ring 20 to release the control piece 26.

After the control piece 26 of the operation ring 20 is released, the operation ring 20 receives a pushing force of the operation spring 50 to make a relative position change between the wheel 10 and the wheel 10 (FIG. 5). While the operating ring 20 changes its position relative to the wheel 10, the operating chain 22 changes position in the center of the operating hole 36 of the support 30, and the support 30 is fixed to the fixed chain 32. ), The cover 40 is pushed from the position shown in FIG. 2 to the extended position shown in FIG. The moment the control piece 26 of the actuating ring 20 is released, the actuating ring 20 receives the pushing force of the actuating spring 50 as well as the support 30 extends out due to the centrifugal force exerted by the cover 40. By applying a force to the operating chain 22 of the operating ring 20 through the operating hole 36 of the support 30, the position of the operating ring 20 is changed, thereby preventing the loss of control device of the present invention. To reach the operating position.

When the support 30 of the present invention pushes up the cover 40 to the extended position, the cover 40 is attached close to the inner surface of the wheel (80). Alternatively, when the tire 80 breaks out of the wheel 10 due to rupture, the rubber packing 46 of the cover 40 directly approaches the ground, thereby avoiding the risk of loss of control due to rupture of the fire.

In the schematic design diagram of the present invention operating ring 20 of Figure 9 it can be seen that the operating ring 20 of the present invention is coupled by two semi-circular rods. At both ends of the semi-circular rods there is an assembly portion 28 which engages with each other, and the assembly portion 28 has an assembly hole 280 that can be used for assembly. This assembly can be assembled with screws or similar parts and can provide adequate assembly convenience.

The present invention provides a good loss control device of a tire through proper structural arrangement. When the device is assembled, the device is approached on the outer circumferential surface of the wheel 10 so that the assembly and disassembly of the tire 80 and the wheel 10 are not affected. If the tire is stopped or ruptured or torn at low speeds, and the air pressure is lost, the present invention does not extend under the pressure of the resilient accessory 60 in the design because there is no risk. Therefore, the user can disassemble and repair or install the tire 80 as a general facility. In this situation, the present invention can be operated like a normal tire. In addition, when the tire ruptures at high speed, the present invention allows the support 30 to quickly expand the lid 40 to the extended position, and further causes each lid 40 to be annular out of the wheel 10 circumference. It is equipped with advancement and practicality in forming a supporting structure to ensure that the vehicle body is properly supported to prevent loss of control. Of course, after the present invention is expanded, the tire cannot be dismantled according to the general procedure, and must be detached from the outside of the wheel 10 after earning or cutting the ruptured tire 80. After that, the device of the present invention should be recovered. Due to the use of the present invention, the tire 80 cannot be used and must be replaced again after use like an airbag. However, in terms of stability, a car accident occurs due to the replacement of one tire 80 and a loss of control situation. Comparing them, we can fully appreciate the practical value of the present invention.

As described above, the present invention has been described with respect to only one preferred embodiment, but it is apparent to those skilled in the art that various modifications and changes are possible within the technical spirit of the present invention based on the above embodiments. Of course, it belongs to the utility model registration claim attached to the modification.

Claims (18)

A tire loss prevention device comprising: a support mounted on a wheel outer circumference of a tire and having a cover at the end of the support so that the support is mounted near the wheel outer circumference through a control accessory, resulting in high speed rotation of the tire. In case of rupture or loss of air pressure, the control accessory releases the support so that the support can quickly expand outward from the original wheel, and the cover supports the inside of the wheel or directly approaches the ground for a support effect. Tire loss prevention device. The device of claim 1, wherein a plurality of fixed seats are mounted on an outer surface of the wheel circumference, and the above-described moving support is mounted to the fixed seats in an axial mounting manner. 3. The device of claim 2, wherein the fixed seats are arranged in both sides along the centerline of the outer surface of the wheel circumference. 4. The apparatus of claim 3, wherein the fixed seats are arranged at regular intervals along the center line position of the outer circumferential surface of the wheel. 3. The tire control loss preventing device according to claim 2, wherein a shaft is disposed on each of the fixing seats, and a fixing chain is coupled to the shaft hole on one side of each support. The apparatus of claim 1, wherein the coupling seat is axially coupled to one side of the support with an integral coupling seat inside each cover. 7. The tire control loss preventing device according to claim 6, wherein a coupling hole is formed on each coupling seat, and a coupling chain is axially coupled to the coupling hole on one side of each support. 7. The tire control loss prevention device according to claim 1 or 6, wherein an integral rubber packing is attached to the outside of the cover. The method of claim 2, wherein each of the fixing seats with two axial holes, each cover has an integral coupling seat on the inside of each cover, and each coupling seat has two coupling holes on each support seat, and one support shaft shaft hole on each side. The other side of each support has a fixed chain connected to the cover coupling seat coupling hole and the coupling chain axially connected to each other, the tire control loss characterized in that one cover is mounted with two supports on each fixed seat. Prevention device. According to claim 1, wherein one wheel is mounted on the outer peripheral surface of the wheel along the center line portion, the ring is mounted to rotate out of the wheel through a method of changing the rotational position with respect to the wheel and protrude inward on both sides of the ring And an operating hole used for mounting the operating ring operating chain, respectively, of each support. 11. The tire control according to claim 10, wherein an integral spring clamp is provided on the outer circumferential surface of the wheel, an integral spring clamp is mounted on the operating ring, and one operating spring is mounted between the spring lock of the wheel and the lock of the operating ring. Loss prevention device. 2. The device of claim 1, wherein the control accessory comprises one resilient accessory and one pressure accessory. 13. The T-rod according to claim 12, wherein an assembly chamber is provided on the outer circumferential surface of the wheel and an air hole is passed through the wall thickness of the assembly chamber, and a pressure accessory is mounted at the assembly chamber position of the wheel, and the T-shaped bar is provided. , A spring, one cap, and one sealing washer, the T-bars extending along the wheel tangential direction to engage the support, one guide bar extending in the radial direction of the wheel And a pusher plate mounted on the guide rod, one side of the pressure bar having a locking protrusion, a spring cover on the guide rod, a cap covering the guide rod, and the end of the guide rod passing through the assembly chamber The plate is placed in the assembly chamber, the cap covers the outside of the assembly chamber, a spring is fitted between the assembly plate and the assembly chamber, and a washer washer is installed in the assembly chamber. Thai control loss prevention device, characterized in that interposed between the inlet chamber. According to claim 13, the outer peripheral surface of the wheel is equipped with one operating ring along the centerline position, the operating ring is mounted to rotate the outside of the wheel in a rotational position change manner with respect to the wheel, the operating chain protruding inward on both sides of the operating ring In the middle of each support, there is formed an operation hole for mounting the operating ring operating chain, and an integral control piece is mounted on the operating ring, and the locking protrusion on the pressure bar of the T-shaped bar of the pressure accessory is mounted on the control piece. A device for preventing the loss of tire control, characterized by having a locking recess used for locking. 13. The assembly according to claim 12, further comprising: an assembly chamber having an installation space on the outer circumferential surface of the wheel; a resilient accessory mounted at the assembly chamber position; the resilient accessory includes a T-shaped rod, a spring and a cap; The T-shaped bar extends along the tangential direction of the wheel and has one pressure bar used to engage the support, one guide bar extending in the radial direction of the wheel, and one push plate mounted on the guide bar, the spring cover Is mounted on the guide rod, the cap covers the guide rod, the tip of the guide rod passes through the assembly chamber so that the mill and spring are located in the assembly chamber, the cap covers the outside of the assembly chamber, and the spring is sandwiched between the gap and the mill. Tire control loss prevention device characterized in that the mounting. 15. The assembly according to claim 13 or 14, having an assembly chamber having an installation space on the outer circumferential surface of the wheel, wherein the resilient accessory is mounted at the assembly chamber position, wherein the resilient accessory is one T-shaped rod, one spring, and one A cap, wherein the T-shaped bar extends in a tangential direction of the wheel and is compressed onto a T-shaped bar pressure bar of the pressure accessory, one pressure bar extending in the radial direction of the wheel, and as long as it is mounted on the guide bar. With two plates, the spring cover is mounted on the guide bar, the cap covers the guide bar, the tip of the guide bar passes through the assembly chamber so that the plate and spring are placed in the assembly chamber, the cap covers the outside of the assembly chamber, and the spring A tire control loss prevention device, characterized in that is fitted between the cap and the contact plate. 15. The apparatus for preventing tire loss of control according to claim 10 or 14, wherein the operating ring is composed of two semicircular rod couplings. 18. The apparatus for preventing tire loss of control according to claim 17, wherein the coupling rods engaged with each other are disposed at both ends of the radial rod, and the assembly holes used for assembly are provided.