WO2011009388A1 - 车辆防爆安全轮胎 - Google Patents

车辆防爆安全轮胎 Download PDF

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Publication number
WO2011009388A1
WO2011009388A1 PCT/CN2010/075247 CN2010075247W WO2011009388A1 WO 2011009388 A1 WO2011009388 A1 WO 2011009388A1 CN 2010075247 W CN2010075247 W CN 2010075247W WO 2011009388 A1 WO2011009388 A1 WO 2011009388A1
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WO
WIPO (PCT)
Prior art keywords
rim
tire
support ring
tyre
vehicle
Prior art date
Application number
PCT/CN2010/075247
Other languages
English (en)
French (fr)
Inventor
吴小寅
吴大钟
Original Assignee
Wu Xiaoyin
Wu Dazhong
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Wu Xiaoyin, Wu Dazhong filed Critical Wu Xiaoyin
Priority to JP2012520899A priority Critical patent/JP5475884B2/ja
Priority to SG2012012589A priority patent/SG178542A1/en
Priority to US13/386,033 priority patent/US8684055B2/en
Publication of WO2011009388A1 publication Critical patent/WO2011009388A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C17/00—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor
    • B60C17/04—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor utilising additional non-inflatable supports which become load-supporting in emergency
    • B60C17/06—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor utilising additional non-inflatable supports which become load-supporting in emergency resilient
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C17/00—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor
    • B60C17/04—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor utilising additional non-inflatable supports which become load-supporting in emergency
    • B60C17/041—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor utilising additional non-inflatable supports which become load-supporting in emergency characterised by coupling or locking means between rim and support
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C17/00—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor
    • B60C17/04—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor utilising additional non-inflatable supports which become load-supporting in emergency
    • B60C17/06—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor utilising additional non-inflatable supports which become load-supporting in emergency resilient
    • B60C17/066—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor utilising additional non-inflatable supports which become load-supporting in emergency resilient made-up of plural spherical elements provided in the tyre chamber
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C17/00—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor
    • B60C17/04—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor utilising additional non-inflatable supports which become load-supporting in emergency
    • B60C17/06—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor utilising additional non-inflatable supports which become load-supporting in emergency resilient
    • B60C2017/063—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor utilising additional non-inflatable supports which become load-supporting in emergency resilient comprising circumferentially extending reinforcements
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T152/00—Resilient tires and wheels
    • Y10T152/10—Tires, resilient
    • Y10T152/10036—Cushion and pneumatic combined
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T152/00—Resilient tires and wheels
    • Y10T152/10—Tires, resilient
    • Y10T152/10036—Cushion and pneumatic combined
    • Y10T152/10054—Enclosed cushion

Definitions

  • the present invention relates to a tire proof technology for a vehicle, and more particularly to a vehicle explosion-proof safety tire.
  • the tire 10 includes a tire casing 1 , a rim 12 disposed outside the tire casing 1 , a support ring 13 disposed in the tire casing 1 1 and placed on the rim, and a pressure alarm connected to the tire. Valve core (not shown).
  • the tire 10 can still travel 200 km at a speed of 80 km when puncture or rupture occurs. However, at the moment of piercing or rupture, it is easy to cause the vehicle to suddenly lose control and deviate, which may cause traffic accidents, especially during high-speed driving. The reason is mainly because the tire 10 is limited by its overall structure, so that the size of the support ring 13 can only be made small, otherwise the tire 11 will not be mounted on the rim 12, resulting in normal tire pressure. The distance h between the force receiving surface in the horizontal direction of the inner wall of the tire casing 1 and the outer circular surface of the support ring 13 is excessively large.
  • the vehicle can be continued to travel through the support of the support ring 13, but since the tire tire 11 is at the moment of the puncture, the tire tire 1 has zero internal pressure and no effective support of the support ring 13 is obtained.
  • the rapid contraction causes the tire 10 to have a radius of action (i.e., the radius of the tire that maintains normal driving under the specified tire pressure and load state) becomes small, and the original basic performance of the tire 10 cannot be maintained, thereby directly causing a sudden jump in the direction of the vehicle. Loss of control, eventually causing the vehicle to deviate from the normal direction of travel.
  • an object of the present invention is to provide a vehicle explosion-proof safety tire which can effectively avoid a sudden change in the traveling direction of the vehicle during the tire bursting, thereby ensuring the driving safety of the vehicle.
  • the vehicle explosion-proof safety tire includes a tire casing, a rim disposed outside the tire casing, a support ring disposed in the tire casing and sleeved on the rim, and a valve core communicating with the tire, the support ring being used for normal tire pressure
  • a combined support ring that minimizes the distance between the inner wall of the outer casing and the outer wall of the support ring.
  • the combined support ring includes a plurality of support rings, and the plurality of support rings are layered and fixed to the rim.
  • the rim is a split rim, and includes a main rim and a secondary rim.
  • the auxiliary rim is sleeved on the main rim and is fixed by bolts to the main rim.
  • the number of layers of the support ring is two or more layers, and each set of support rings is provided with a set of concave and convex grooves, and the adjacent two support rings are fixedly fixed by corresponding concave and convex grooves; the main rim is provided with a set of convex grooves The innermost support ring is fixed and fixed by the four slots of the main rim.
  • the sealing ring is further disposed between the main rim and the auxiliary rim, and the outer wall of the sealing ring has an "L" shape, and includes two sealing faces of radial and axial directions, and the axial sealing surface is sleeved on the ring of the auxiliary rim
  • the inner wall of the groove is fastened and fixed, and the radial sealing surface is opposite to the main rim.
  • the main rim and the auxiliary rim respectively have a set of card slots, and the two sides of the tire are uniformly provided with a pair of anti-slip blocks connected with the inner ring of the tire bead, wherein one set of anti-slip blocks and the main rim
  • the corresponding card slot is fixedly connected, and the other set of anti-slip blocks are fixedly connected with the corresponding card slots on the auxiliary rim.
  • the number of layers of the support ring is three.
  • Vent holes are formed on the IS grooves of the support rings of the layers.
  • the card slot of the main rim is in communication with the inner portion of the tire, and the valve core is disposed on the card slot of the main rim and communicates with the card slot.
  • the annular groove of the auxiliary rim is in communication with the inner portion of the tire, and the valve core is disposed on the ring of the auxiliary rim On the groove, and communicate with the annular groove.
  • the valve core is further provided with a pressure loss alarm.
  • the vehicle explosion-proof safety tire of the present invention comprises a tire casing, a split rim provided on the outer side of the tire casing, an L-shaped seal ring, a support ring disposed in the tire casing and sleeved on the rim, and a valve core communicating with the tire.
  • the combined support ring includes a plurality of support rings, and the plurality of support rings are layered and fixed to the rim.
  • the combined support ring can be increased in size to minimize the distance between the inner wall of the outer casing and the outer wall of the combined support ring under normal tire pressure.
  • the combined support ring can effectively support the tire tire quickly, and control the variation of the tire radius of action to the smallest possible range, thereby ensuring the original basic performance of the tire and preventing the vehicle from being
  • the driving direction is out of control and causes accidents, which eliminates safety hazards.
  • the split rim it facilitates the layered installation of large-sized modular support rings, and also greatly facilitates the loading and unloading process, enabling the use of general tools to complete Repair and replacement of the tire.
  • Figure 1 is a prior art
  • Figure 22 is a schematic view showing the structure of a knot structure of an anti-explosion-proof, explosion-proof safety all-wheel tire of a vehicle vehicle according to the present invention.
  • Figure 33 is a cross-sectional view along the line AA--AA in Figure 22;
  • Figure 44 is a schematic view showing the structure of a knot structure of a group combination-type support support ring of the present invention.
  • Figure 55aa, Figure 55bb, Figure 55cc, and Figure 55dd are respectively along the AA--AA line, BB--BB line, CC line, , a cross-sectional view of the DD--DD line;
  • Figure 66 is a partial partial exploded view of the assembled combination support support ring of the present invention.
  • Figure 77 is a schematic view showing the structure of the structure of the main main wheel rim of the present invention.
  • Figure 88 is a cross-sectional view along the line AA--AA in Figure 77;
  • Figure 99 is a schematic view showing a structure of a knot structure of a sub-sub-wheel rim of the present invention.
  • Figure 1100 is a cross-sectional view along the line AA--AA in Figure 99;
  • Figure 11 11 is a rear rear view of the secondary and secondary wheel rims in Figure 99;
  • Figure 1122 is a cross-sectional view of the sealed seal ring of the present invention.
  • Figure 1144 is a cross-sectional view along the line AA--AA in Figure 1133;
  • Figure 15 is a cross-sectional view taken along line BB of Figure 14;
  • Figure 16 is a schematic view showing the structure of the valve core of the present invention disposed on the auxiliary rim;
  • Figure 17 is an enlarged view of a portion of the structure of Figure 16; detailed description
  • the vehicle explosion-proof safety tire 20 of the present invention is basically the same as the prior art, and also includes a tire casing 21, a rim 22 disposed on the outer side of the tire casing 21, and is disposed in the tire casing 21 and placed on the rim.
  • the support ring is a combined support ring 23, and the combined support ring 23 includes several layers of support rings.
  • the rim 22 is a split rim, and includes a main rim 221 and a sub rim 222.
  • the sub rim 222 is sleeved on the main rim 221 and is pressed and fixed by the main rim 221 by bolts 223 to form a fixed whole.
  • the number of layers of the support ring 231 is two or more layers, and the support ring 231 can be selected according to the specifications and size of the tire 20 itself. The number of layers, thus minimizing the spacing h. For example, if the tire 20 has a small sidewall height, two layers of support rings 231 can be used. If the tire 20 has a large sidewall height, three or more layers can be used, and after repeated calculations and tests, the support is used. It is preferable that the number of layers of the circle 231 is designed to be three layers.
  • Each of the support rings 231 is provided with a set of concave-convex grooves 232, 233, and the adjacent two-layer support rings 231 are fitted and fixed by the corresponding concave-convex grooves 232, 233 of the layers.
  • a set of convex grooves 221 1 (see FIGS. 7 and 8 ) is also disposed on the main rim 221 , and the innermost support ring 231 is fixedly fitted with the convex groove 221 1 of the main rim 221 through a set of grooves 232 thereof.
  • the outermost support ring 231 can only provide the groove 232, and the groove except the innermost support ring 231
  • the concave and convex grooves 232 and 233 of the remaining layers have a cross-shaped structure for convenient fitting and installation, and play a role of two-way fixing. Also provided on the concave and convex grooves 232, 233 of each layer of the support ring 231 There is a vent 234 for discharging the interlayer air when the support ring 231 is layered.
  • a sealing ring 25 is further disposed between the main rim 221 and the auxiliary rim 222.
  • the outer wall of the sealing ring 25 has an "L" shape, including two axial directions and a radial direction.
  • the sealing faces 251, 252, the axial sealing faces 251 are sleeved on the inner wall of the annular groove 2221 of the secondary rim 222, and are clamped and fixed, and the radial sealing surface 252 abuts against the main rim 221, thereby effectively sealing the tire 20 after being inflated. The role.
  • a plurality of card slots 2212 and 2222 are respectively formed on the main rim 221 and the sub rim 222, and a pair of anti-slips are evenly disposed on the two sides of the tire casing 21 respectively.
  • Block 21 1 a, 21 1 b, two sets of anti-slip blocks 21 1 a, 21 1 b-ends are respectively fixed with the wire loop 212 on the bead of the tire casing 21, wherein the other end of the set of anti-slip blocks 21 1 a and the main rim 221
  • the corresponding card slots 2212 are connected and fixed, and the other end of the other group of anti-slip blocks 21 1 b is connected and fixed to the corresponding card slot 2222 on the sub-rim 222.
  • the two sets of anti-slip blocks 21 1 a, 21 1 b prevent the tire casing 21 from being displaced relative to the rim 22 at the moment of the puncture, thereby ensuring the fixing of the tire casing 21 and the rim 22.
  • the card slot 2212 of the main rim 221 is connected to the inner portion of the tire, and the valve core can be disposed on the card slot 2212 of the main rim 221 and communicate with the card slot.
  • the valve core 24 can also be disposed on the annular groove 2221 of the auxiliary rim 222 and communicate with the annular groove 2221, and the annular groove 2221 is in communication with the tire, and the latter is good. This is convenient for routine maintenance.
  • the bolts 223 for fixing the main rim 221 and the sub rim 222 can also be installed in reverse (see Fig. 16).
  • a pressure loss alarm can be installed on the valve core 24 to detect the air pressure in the tire in real time and provide a safety alarm function.
  • the tire 20 is simple in structure and convenient to load and unload. In daily maintenance, it is not necessary to replace it in a professional place, through a professional and using special assembly equipment, but only by using a general tool.
  • the corresponding size and number of layers of the combined support ring 23 are selected according to the design requirements of the size and spacing h of the tire casing 21. Taking the three layers as an example, the outermost support ring 231 is first placed inside the tire casing 21, and then the intermediate layer support ring 231 is placed in the outermost support ring 231 and passed through the outermost layer and the intermediate layer support ring. Corresponding to the IHI convex grooves 232, 233 for mating connection, and then the innermost support ring 231 is coupled with the intermediate layer support ring 231 in the same manner, and compacted into a whole Body.
  • the anti-slip block 21 1 a on the other side of the tire casing 21 and the groove 232 of the innermost support ring 231 are aligned in the coaxial direction, and then pushed toward the card slot 2212 of the main rim 221 and the groove 2111 of the main rim 221 as a whole. Fit until it is pushed to the top of the other side of the main rim 221 .
  • the seal ring 25 is mounted on the auxiliary rim 222, and the valve core 24 is mounted on the auxiliary rim 222.
  • auxiliary rim 222 is mounted on the main rim 221, and is fixed by the bolt 223, and at the same time, the tire casing 21 —
  • the corresponding side anti-slip block 21 1 b is also fixed in the card slot 2222 of the sub-rim 222, and thus the tire 20 is installed after the tire 20 is inflated according to the tire pressure standard.
  • the tire 20 works as follows:
  • the overall size can be increased, thereby minimizing the distance h between the outer wall of the combined support ring 23 and the inner wall of the tire casing 21, so that the tire 20 has a puncture , the outer tire 21 and the vehicle body can be effectively supported by the combined support ring 23 in an instant, and the radius of action of the tire 20 can be controlled within a variation range as small as possible, thereby maintaining the original basic performance of the tire 20, which can not only make the vehicle Continue to drive at a certain speed, and more importantly, it can prevent the vehicle from suddenly losing control and causing accidents, thus preventing the occurrence of safety hazards.
  • the large-sized modular support ring 23 can be advantageously installed in layers, and the loading and unloading process is greatly facilitated.
  • the vehicle explosion-proof safety tire 20 of the invention can prevent the vehicle from running out of control in the moment of the tire explosion, and provides an effective guarantee for the vehicle driving safety, and has the advantages of simple structure, convenient maintenance and replacement, and the like. .

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Description

车辆防爆安全轮胎 技术领域
本发明涉及车辆的防爆胎技术， 更具体地说， 涉及一种车辆防爆安全 轮胎。 说
背景技术
目前， 在已知的车辆无内胎轮胎中有一类所谓跑气保用轮胎 （ RSC ) , 该类轮胎可在车辆行驶中出现轮胎刺穿、 破裂等爆胎现象， 而导致胎内气 压降到零时， 仍能以设定的速度行驶一定距书离。 由米其林公司开发的中子 式（ PAX SYSTEM )跑气保用轮胎就是其中的一种。 请参阅图 1所示， 该轮 胎 10包括外胎 1 1、 设于外胎 1 1 外侧的轮辋 12、 设于外胎 1 1 内并套置于 轮辋上的支撑环 13以及与胎内相通的带有气压报警器的气门芯（图中未示 出）。该轮胎 10在发生刺穿或破裂时，仍可以以 80km的时速行驶 200km。 但是， 在刺穿或破裂的瞬间， 易导致车辆行使方向骤然失控而发生偏离， 从而引发交通事故， 特别是在高速行驶过程中， 其后果尤为严重。 其原因， 主要是由于该轮胎 10受其整体结构的限制， 使其支撑环 13的尺寸只能做 得很小， 否则外胎 1 1将无法装在轮辋 12上， 从而导致在正常胎压下， 外 胎 1 1 内壁水平方向的受力面与支撑环 13外圆面之间的距离 h过大。因此， 当发生爆胎后， 车辆虽然可通过支撑环 13的支撑来保证继续行驶， 但由于 在爆胎的瞬间，外胎 1 1 因胎内气压降为零且得不到支撑环 13的有效支撑， 而发生迅速收缩， 使得轮胎 10作用半径（即在规定胎压和负载状态下保持 正常行驶时的轮胎半径）瞬间变小， 无法保持轮胎 10原有的基本性能， 从 而直接导致车辆行驶方向的骤然失控， 最终造成车辆偏离正常行驶方向。
目前， 能够防止车辆在爆胎瞬间发生行驶方向突变的轮胎及相关技术 还未出现， 使得车辆在行驶过程中仍存在严重的安全隐患。 为此， 迫切需 要一种新的防爆轮胎， 用以在发生爆胎时不但能够保证车辆继续行驶， 而 发明内容
针对现有技术中存在的上述缺点， 本发明的目的是提供一种车辆防爆 安全轮胎， 该轮胎在爆胎时能够有效避免车辆行驶方向发生突变， 从而保 证车辆的行驶安全。
为实现上述目的， 本发明釆用如下技术方案：
该车辆防爆安全轮胎包括外胎、 设于外胎外侧的轮辋、 设于外胎内并 套置于轮辋上的支撑环以及与胎内相通的气门芯， 所述的支撑环为一用于 在正常胎压下最大限度地缩短外胎内壁与支撑环外壁之间距离的组合式支 撑环， 该组合式支撑环包括数层支撑圈， 数层支撑圈层层相套并与轮辋相 固定。
所述的轮辋为分体式轮辋， 包括主轮辋和副轮辋， 副轮辋套设于主轮 辋上， 并通过螺栓与主轮辋压紧固定。
所述的支撑圈的层数为两层以上， 每层支撑圈上设有一组凹凸槽， 相 邻两层支撑圈通过相应的凹凸槽配合安装固定； 所述的主轮辋上设有一组 凸槽， 最内层的支撑圈通过其四槽与主轮辋的凸槽配合安装固定。
所述的主轮辋与副轮辋之间还设有密封圈，该密封圈的外壁截面呈" L" 形， 包括径向和轴向两个密封面， 轴向密封面套设在副轮辋的环形槽内壁 上， 并卡紧固定， 径向密封面与主轮辋相抵。
所述的主轮辋与副轮辋上分别开有一组卡槽， 所述的外胎两侧分别均 匀设有一组与外胎胎缘内钢丝环相连接的防滑块， 其中一组防滑块与主轮 辋上相对应的卡槽连接固定， 另一组防滑块与副轮辋上相对应的卡槽连接 固定。
所述的支撑圈的层数为三层。
所述的各层支撑圈的 IS凸槽上均设有排气孔。
所述的主轮辋的卡槽与胎内连通，所述的气门芯设于主轮辋的卡槽上， 并与卡槽相通。
所述的副轮辋的环形槽与胎内连通， 所述的气门芯设于副轮辋的环形 槽上， 并与环形槽相通。
所述的气门芯上还设有失压报警器。
在上述技术方案中， 本发明的车辆防爆安全轮胎包括外胎、 设于外胎 外侧的分体式轮辋、 L形密封圈、 设于外胎内并套置于轮辋上的支撑环以 及与胎内相通的气门芯。 该组合式支撑环包括数层支撑圈， 数层支撑圈层 层相套并与轮辋相固定。 通过该组合式支撑环能够增大其尺寸， 从而在正 常胎压下最大限度地缩短外胎内壁与组合式支撑环外壁之间的距离。 当发 生爆胎瞬间， 组合式支撑环能够迅速地对外胎进行有效支撑， 将轮胎作用 半径的变化控制在尽可能小的范围内，从而既保证了轮胎原有的基本性能， 又防止了车辆的行驶方向发生失控而造成事故， 杜绝了安全隐患； 另外， 通过分体式轮辋， 有利于大尺寸的组合式支撑环进行分层安装， 同时也大 大方便了装卸过程， 使得釆用一般工具便能完成该轮胎的维修和更换。 附图说明
图 1是现有技术
Figure imgf000005_0001
图图 22是是本本发发明明的的车车辆辆防防爆爆安安全全轮轮胎胎的的结结构构示示意意图图；；
图图 33是是沿沿图图 22中中 AA--AA线线的的剖剖视视图图；；
图图 44是是本本发发明明的的组组合合式式支支撑撑环环的的结结构构示示意意图图；；
图图 55aa、、 图图 55bb、、 图图 55cc、、 图图 55dd分分别别是是沿沿图图 44中中 AA--AA线线、、 BB--BB线线、、 CC线线、、 DD--DD线线的的剖剖视视图图；；
图图 66是是本本发发明明的的组组合合式式支支撑撑环环的的局局部部分分解解图图；；
图图 77是是本本发发明明的的主主轮轮辋辋的的结结构构示示意意图图；；
图图 88是是沿沿图图 77中中 AA--AA线线的的剖剖视视图图；；
图图 99是是本本发发明明的的副副轮轮辋辋的的结结构构示示意意图图；；
图图 1100是是沿沿图图 99中中 AA--AA线线的的剖剖视视图图；；
图图 11 11是是图图 99中中的的副副轮轮辋辋的的后后视视图图；；
图图 1122是是本本发发明明的的密密封封圈圈的的剖剖视视图图；；
Figure imgf000005_0002
图图 1144是是沿沿图图 1133中中 AA--AA线线的的剖剖视视图图；; 图 15是沿图 14中 B-B线的剖视图；
图 16是本发明的气门芯设于副轮辋上的结构示意图；
图 17是图 16中的 a部结构放大图。 具体实施方式
下面结合附图和实施例进一步说明本发明的技术方案。
请参阅图 2〜图 3所示， 本发明的车辆防爆安全轮胎 20与现有技术基 本相同， 同样也包括外胎 21、 设于外胎 21 外侧的轮辋 22、 设于外胎 21 内并套置于轮辋 22上的支撑环以及与胎内相通的气门芯 24。 与之不同的 是， 该支撑环为一组合式支撑环 23, 该组合式支撑环 23包括数层支撑圈
231 , 数层支撑圈 231 层层相套并与轮辋 22相固定。 釆用这种组合式分层 相套的安装方式， 与现有技术相比， 可大大增加组合式支撑环 23的整体尺 寸， 从而在正常胎压下， 最大限度地缩短外胎 21 内壁与组合式支撑环 23 外壁之间的距离 h , 如此， 当车辆发生爆胎瞬间， 组合式支撑环 23就能够 迅速对外胎 21及车体进行有效支撑。 所述的轮辋 22为分体式轮辋， 包括 主轮辋 221 和副轮辋 222, 副轮辋 222套设于主轮辋 221上， 并通过螺栓 223与主轮辋 221压紧固定， 从而形成一固定的整体。
请结合图 4〜图 6所示， 在此需要说明的是， 所述的支撑圈 231 的层 数为两层或两层以上， 可根据轮胎 20本身的规格以及尺寸， 来选择支撑圈 231 的层数， 从而最大限度地缩短间距 h。 例如， 若轮胎 20胎侧高度较小， 可釆用两层支撑圈 231 , 若轮胎 20胎侧高度较大， 可釆用三层或更多层， 并且经过多次反复计算和试验， 该支撑圈 231 的层数设计成三层为较佳。 每层支撑圈 231 上设有一组凹凸槽 232、 233, 相邻的两层支撑圈 231 通 过其层间对应的凹凸槽 232、 233配合安装固定。 在主轮辋 221 上也设有 一组凸槽 221 1 (见图 7、 图 8 ) , 而最内层的支撑圈 231则通过自身一组 凹槽 232与主轮辋 221 的凸槽 221 1 配合安装固定。 在此需要说明的是， 最外层支撑圈 231 可只设置凹槽 232, 并且除最内层支撑圈 231 的凹槽
232, 其余各层的凹凸槽 232、 233均呈十字形结构， 用以方便配合安装， 并起到双向固定的作用。 在各层支撑圈 231 的凹凸槽 232、 233上还均设 有排气孔 234, 用于在支撑圈 231 层层相套时， 将层间空气排出。
请结合图 7〜图 12所示， 所述的主轮辋 221 与副轮辋 222之间还设有 密封圈 25, 该密封圈 25的外壁截面呈 " L" 型， 包括轴向和径向两个密封 面 251、 252, 轴向密封面 251套设在副轮辋 222的环形槽 2221 内壁上， 并卡紧固定， 径向密封面 252与主轮辋 221 相抵， 从而在轮胎 20充气后 起到有效密封的作用。
请再结合图 8〜图 15所示， 所述的主轮辋 221 与副轮辋 222上分别开 有一组卡槽 2212、 2222, 所述的外胎 21 的两侧胎缘上还分别均匀设有一 组防滑块 21 1 a、 21 1 b, 两组防滑块 21 1 a、 21 1 b—端分别与外胎 21 胎缘 上的钢丝环 212固定， 其中一组防滑块 21 1 a的另一端与主轮辋 221 上相 对应的卡槽 2212连接固定，另一组防滑块的 21 1 b另一端与副轮辋 222上 相对应的卡槽 2222连接固定。 通过这两组防滑块 21 1 a、 21 1 b可防止外胎 21 在爆胎瞬间与轮辋 22产生相对位移， 从而保证外胎 21 与轮辋 22的固 定。
请再结合图 3所示， 所述的主轮辋 221 的卡槽 2212与胎内连通， 所 述的气门芯可设于主轮辋 221 的卡槽上 2212, 并与卡槽相通。 请参阅图 16、 图 17所示， 当然， 该气门芯 24也可设于副轮辋 222的环形槽 2221 上， 并与环形槽 2221相通， 而环形槽 2221则与胎内相通， 并且以后者为 较佳。如此可方便日常维护。用于固定主轮辋 221 与副轮辋 222的螺栓 223 还可反向安装 （见图 16 ) 。 另外， 还可在气门芯 24上安装失压报警器， 用于实时检测胎内气压， 提供安全报警功能。
该轮胎 20结构简单、装卸十分方便，在日常维护中，无需在专业场所、 通过专业人员并使用专用装配设备进行更换， 而只需使用一般工具通过个 人便可完成。 在此简单介绍该轮胎 20的安装过程：
首先根据外胎 21 的尺寸及间距 h的设计要求，选择确定组合式支撑环 23的相应尺寸和层数。 以选择三层为例， 则先将最外层支撑圈 231装入外 胎 21 内侧， 然后将中间层支撑圈 231 设于最外层支撑圈 231 内， 并通过 最外层与中间层支撑圈上的对应 IHI凸槽 232、 233 进行配合连接， 再将最 内层支撑圈 231按同样方式与中间层支撑圈 231 配合连接， 并压实成一整 体。 然后再将外胎 21 另一侧的防滑块 21 1 a以及最内层支撑圈 231 的凹槽 232在同轴方向上对齐后，整体推向主轮辋 221的卡槽 2212及其凸槽 221 1 相配合固定， 直到推至主轮辋 221 另一侧的顶端为止。 此时再将密封圈 25 安装在副轮辋 222上， 并在副轮辋 222上安装好气门芯 24, 最后将副轮辋 222安装在主轮辋 221 上， 并通过螺栓 223压紧固定， 同时， 外胎 21 — 侧相应的防滑块 21 1 b也被嵌入副轮辋 222的卡槽 2222内固定， 至此对轮 胎 20按胎压标准进行充气后， 即完成轮胎 20的安装。
该轮胎 20的工作原理如下：
在车辆行驶过程中， 由于釆用了组合式支撑环 23 , 能够增大其整体尺 寸，从而最大限度地缩短了组合式支撑环 23外壁与外胎 21 内壁的间距 h , 因此一旦轮胎 20发生爆胎， 即可瞬间通过组合式支撑环 23对外胎 21及 车体进行有效支撑， 将轮胎 20作用半径控制在尽可能小的变化范围内， 从 而保持该轮胎 20原有的基本性能， 不但能够使车辆按一定车速继续行驶， 而且更重要的是还能够防止车辆的行驶方向骤然失控而造成事故， 杜绝了 安全隐患的发生。 而在轮胎 20装卸过程中， 通过釆用分体式轮辋 22, 能 够有利于大尺寸的组合式支撑环 23进行分层安装，同时也大大方便了装卸 过程。
综上所述， 釆用本发明的车辆防爆安全轮胎 20 , 能够在爆胎瞬间防止 车辆行驶方向发生失控， 为车辆行驶安全提供了有效的保证， 并且还具有 结构简单、 维护更换方便等诸多优点。
本技术领域中的普通技术人员应当认识到， 以上的实施例仅是用来说 明本发明， 而并非用作为对本发明的限定， 只要在本发明的实质精神范围 内， 对以上所述实施例的变化、 变型都将落在本发明的权利要求书范围内。

Claims

权 利 要 求 书
1. 一种车辆防爆安全轮胎， 包括外胎、 设于外胎外侧的轮辋、 设于外 胎内并套置于轮辋上的支撑环以及与胎内相通的气门芯， 其特征在于： 所述的支撑环为一用于在正常胎压下最大限度地缩短外胎内壁与支撑 环外壁之间距离的组合式支撑环， 该组合式支撑环包括数层支撑圈， 数层 支撑圈层层相套并与轮辋相固定。
2. 如权利要求 1所述的车辆防爆安全轮胎， 其特征在于：
所述的轮辋为分体式轮辋， 包括主轮辋和副轮辋， 副轮辋套设于主轮 辋上， 并通过螺栓与主轮辋压紧固定。
3. 如权利要求 2所述的车辆防爆安全轮胎， 其特征在于：
所述的支撑圈的层数为两层以上， 每层支撑圈上设有一组凹凸槽， 相 邻两层支撑圈通过相应的凹凸槽配合安装固定； 所述的主轮辋上设有一组 凸槽， 最内层的支撑圈通过其四槽与主轮辋的凸槽配合安装固定。
4. 如权利要求 2所述的车辆防爆安全轮胎， 其特征在于：
所述的主轮辋与副轮辋之间还设有密封圈，该密封圈的外壁截面呈" L" 形， 包括径向和轴向两个密封面， 轴向密封面套设在副轮辋的环形槽内壁 上， 并卡紧固定， 径向密封面与主轮辋相抵。
5. 如权利要求 2所述的车辆防爆安全轮胎， 其特征在于：
所述的主轮辋与副轮辋上分别开有一组卡槽， 所述的外胎两侧分别均 匀设有一组与外胎胎缘内钢丝环相连接的防滑块， 其中一组防滑块与主轮 辋上相对应的卡槽连接固定， 另一组防滑块与副轮辋上相对应的卡槽连接 固定。 所述的支撑圈的层数为三层。
7. 如权利要求 3所述的车辆防爆安全轮胎， 其特征在于：
所述的各层支撑圈的 IS凸槽上均设有排气孔。
8. 如权利要求 5所述的车辆防爆安全轮胎， 其特征在于：
所述的主轮辋的卡槽与胎内连通，所述的气门芯设于主轮辋的卡槽上, 并与卡槽相通。
9. 如权利要求 4所述的车辆防爆安全轮胎， 其特征在于：
所述的副轮辋的环形槽与胎内连通， 所述的气门芯设于副轮辋的环形 槽上， 并与环形槽相通。
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