WO2024007927A1 - 一种爆胎安全轮毂 - Google Patents

一种爆胎安全轮毂 Download PDF

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Publication number
WO2024007927A1
WO2024007927A1 PCT/CN2023/103530 CN2023103530W WO2024007927A1 WO 2024007927 A1 WO2024007927 A1 WO 2024007927A1 CN 2023103530 W CN2023103530 W CN 2023103530W WO 2024007927 A1 WO2024007927 A1 WO 2024007927A1
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WO
WIPO (PCT)
Prior art keywords
ring
tire
rim
detachment
diameter
Prior art date
Application number
PCT/CN2023/103530
Other languages
English (en)
French (fr)
Inventor
王保花
Original Assignee
深圳市安特伦智能科技有限公司
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Filing date
Publication date
Application filed by 深圳市安特伦智能科技有限公司 filed Critical 深圳市安特伦智能科技有限公司
Publication of WO2024007927A1 publication Critical patent/WO2024007927A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B21/00—Rims
    • B60B21/10—Rims characterised by the form of tyre-seat or flange, e.g. corrugated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • 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
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction 

Definitions

  • the present application relates to the field of automotive technology, and in particular to a tire puncture safety wheel hub.
  • the rolling resistance of the punctured tire will increase significantly.
  • the rolling resistance consists of tire deformation, road surface deformation, and friction between the tire and the road surface, which will cause damage to the left and right sides of the vehicle.
  • the force is unbalanced, resulting in the problem of out-of-control yaw.
  • the tire bead will detach from the wheel bead seat and slide into the wheel groove, which can easily cause the wheel rim to land on the ground, causing the vehicle to drift, brake and steer out of control, causing traffic accidents, and in serious cases, vicious traffic accidents such as rollovers.
  • reducing the rolling resistance of the punctured tire can reduce the yaw degree of the punctured vehicle; if the yaw of the vehicle after the puncture is small, it will not cause the driver to be overly nervous, which can reduce or avoid the phenomenon of turning the steering wheel suddenly. , reduce or prevent the tire bead from detaching from the wheel bead seat and sliding into the wheel groove, causing the wheel rim to land on the ground, thereby reducing the incidence of accidents after a tire blowout.
  • the groove on the rim of the existing wheel hub is close to the outer structure of the wheel hub.
  • the outer diameter of the groove is smaller than the inner diameter of the rubber tire bead.
  • the function of this groove is to use the groove when installing the rubber tire. Straight on the outside Only when the diameter is small can the rubber tire be installed on the wheel hub, but this groove also brings hidden dangers to car tire blowouts.
  • This application provides a tire puncture safety wheel hub to solve the problem of the tire detaching after the tire punctures during high-speed driving, causing the vehicle to yaw.
  • the present application provides a tire puncture safety wheel hub, which includes a wheel hub body.
  • the wheel hub body has an outer ring surface and first and second side surfaces relatively arranged on both sides of the outer ring surface.
  • the second side surface is formed with an allowable A through hole through which the automobile half shaft passes, and a connecting seat adapted to the automobile half shaft is formed on the first side;
  • a first rim and a second rim are arranged opposite each other on both sides of the outer ring surface.
  • a tire mounting seat is formed between the first rim and the second rim.
  • the tire mounting seat is provided with an anti-separation device.
  • the anti-detachment ring is an annular convex ring arranged along the outer ring surface
  • the anti-detachment ring is concentrically arranged with the outer ring surface
  • the surface of the anti-detachment ring is provided with a tooth-shaped structure
  • the tooth-shaped structure includes a plurality of protruding teeth and tooth slots, the protruding teeth are spaced apart from the tooth slots, the protruding teeth are protrusions extending outward from the surface of the anti-detachment collar, and the teeth
  • the groove is a groove recessed inward from the surface of the anti-detachment ring, and the outer diameter of the protruding teeth is larger than the diameter of the tire lip that is
  • the first rim is located on the first side
  • the second rim is located on the second side
  • the automobile half shaft passes through the second side and the first side. connected to the center.
  • the anti-detachment ring is close to the first rim and forms a first bead seat between the first rim and the first bead seat.
  • the diameter of the first bead seat is smaller than the anti-detachment ring. The diameter of the surface.
  • a first convex ring is provided on the outer ring surface of the hub body, and the first convex ring is close to
  • the second rim, the first flange and the second rim form a second bead seat, and the first bead seat and the second bead seat are based on the calibrated width of the hub body.
  • the center line of the bead seat is arranged symmetrically about the axis, and the diameter of the first bead seat is equal to the diameter of the second bead seat.
  • an outer groove surface of the hub is formed between the first convex ring and the anti-detachment ring.
  • the anti-detachment collar is close to the second rim, and forms a mounting seat for mounting the bead on one side of the tire with the second rim, and all the mounting seats for mounting the bead on one side of the tire are formed.
  • the diameter of the mounting seat is smaller than the diameter of the surface of the anti-detachment collar.
  • two anti-detachment rings are arranged opposite each other on the tire mounting base, and one anti-detachment ring is close to the first rim and formed between it and the first rim for installation.
  • a mounting seat for the bead on one side of the tire; the other anti-detachment ring is close to the second rim, and forms a mounting seat for mounting the bead on the other side of the tire with the second rim;
  • the diameter of the mounting seat for mounting the tire bead is smaller than the diameter of the anti-detachment collar surface.
  • the convex teeth are arranged on the side of the anti-detachment collar close to the outer groove surface of the hub.
  • the tooth groove is a groove with one end open, and the open end of the tooth groove faces the outer groove of the hub. noodle.
  • the inner diameter of the tooth groove bottom is smaller than the diameter of the first bead seat.
  • protruding teeth and tooth grooves are evenly arranged along the surface of the anti-detachment collar.
  • the outer groove surface of the hub is provided with a second convex ring, a third convex ring and a groove ring disposed between the second convex ring and the third convex ring, wherein: the second convex ring and The anti-detachment rings are arranged adjacently, the second convex ring and the anti-detachment ring are transitionally connected through a first transition ring, the first transition ring is a slope ring, and the diameter of the second convex ring is Less than the inner diameter of the alveolar bottom;
  • the third convex ring is arranged adjacent to the first convex ring, the third convex ring is a sloped ring, and the first convex ring and the groove ring are transitionally connected through the third convex ring, so The diameter of the first convex ring is larger than the maximum diameter of the groove ring.
  • the groove ring includes a second transition ring and a third transition ring, the second transition ring and the third transition ring are slope rings respectively, and the junction of the second transition ring and the third transition ring forms a The minimum diameter of the groove ring and the maximum diameter of the second transition ring are equal to the maximum diameter of the third transition ring.
  • junction of the second transition ring and the third transition ring is located at the mark of the hub body. center line of constant width.
  • the outer diameters of the first rim and the second rim are equal, and the outer diameter of the convex teeth is smaller than the outer diameter of the first rim.
  • the hub body includes a plurality of spokes arranged radially on the first side, and a connecting seat adapted to the automobile axle is formed at the center of the plurality of spokes, and several installation seats are provided on the connecting seat. through hole.
  • spokes are in a long strip shape, one end of the spokes is connected to the connecting seat, and the other end is connected to the first rim.
  • the tire puncture safety wheel hub provided by this application is provided with an anti-detachment collar.
  • the anti-detachment collar is provided with a toothed structure that can trap the tire so that the tire continues to rotate with the wheel hub.
  • the toothed structure includes several convex portions arranged at intervals. Teeth and tooth grooves, the outer diameter of the convex teeth is larger than the diameter of the tire lip that matches the tire mounting seat.
  • the bead of the tire (which can be a rubber tire) will fall directly from the first bead seat to the anti-detachment ring position, and the protruding teeth on the anti-detachment ring can The tire is stuck and the bead of the tire is supported at the same time, so that the flat tire can continue to rotate with the wheel hub, which greatly reduces the distance difference between the left and right wheels, and also reduces the extent of the car's direction deviation, allowing the car to rotate in the event of a flat tire. Still maintaining the direction, the driver can decelerate and brake calmly, thereby effectively avoiding various problems caused by tire blowouts at high speeds, effectively reducing the incidence of accidents caused by car tire blowouts, and protecting the safety of drivers and passengers.
  • Figure 1 is a schematic three-dimensional structural diagram of a tire puncture safety wheel hub provided by the present application from one perspective in one embodiment
  • Figure 2 is a schematic three-dimensional structural diagram of the tire puncture safety wheel hub provided by the present application from another perspective in one embodiment
  • Figure 3 is a schematic side structural view of a tire puncture safety wheel hub provided by the present application in one embodiment
  • Figure 4 is a schematic rear structural view of a tire puncture safety wheel hub provided by the present application in one embodiment
  • Figure 5 is a schematic cross-sectional structural diagram of the A-A section in Figure 4.
  • Figure 6 is a schematic front structural view of a tire puncture safety wheel hub provided by the present application in one embodiment.
  • the “calibrated width of the hub body” mentioned in this application is the linear distance between the outer edge of the first rim and the outer edge of the second rim.
  • Tire blowout accidents are accidental and unpredictable. Once a tire blowout occurs, drivers often panic and make operational mistakes because of their inexperience, making the consequences of the accident disastrous. According to statistics, when a car is traveling at a high speed of 140mhp/hour, the mortality rate in a tire blowout accident is close to 100%.
  • this application provides a tire blowout safety wheel hub to solve the problem of the tire detaching after a tire blowout during high-speed driving, thereby causing the vehicle to yaw.
  • the results of the impact vibration test and real vehicle simulated tire puncture test show that the tire puncture safety wheel hub provided by this application can reduce the incidence of traffic accidents caused by tire puncture by about 95% in terms of safety performance, and exceeds the requirements of tire puncture safety standards. It has exceeded the national standard by about 30%, which can effectively reduce the accident rate caused by car tire blowout and protect the safety of drivers and passengers.
  • the tire puncture safety wheel hub provided by this application has an integrated structure and can be applied to any motor vehicle. It is easy to process and install, making it easier and more worry-free for users to use and maintain.
  • the tire puncture safety wheel hub provided by the present application includes a hub body 1.
  • the hub body 1 has an outer ring surface 11 and a first side 12 and a second side 13 arranged oppositely on both sides of the outer ring surface 11.
  • the first side 12 is an inner concave surface that is concave toward the second side 13.
  • a through hole is formed on the second side 13 to allow the automobile axle to pass through.
  • a hole is formed on the first side 12 to adapt to the automobile axle.
  • the connecting seat 121 of the automobile half shaft passes through the second side 13 and is connected to the center of the first side 12 .
  • a first rim 123 and a second rim 131 are arranged oppositely on both sides of the outer ring surface 11 of the hub body 1 .
  • a tire mounting seat is formed between the first rim 123 and the second rim 131 .
  • the first rim 123 and the second rim 131 have the same diameter, and the diameter of the first rim 123 or the second rim 131 is called the calibrated diameter of the hub body 1 .
  • the above-mentioned tire mounting seat is provided with an anti-detachment ring 111.
  • the anti-detachment ring 111 is an annular convex ring provided along the outer ring surface 11.
  • the anti-detachment ring 111 111 is arranged concentrically with the outer ring surface 11, and the surface of the anti-detachment collar 111 is provided with a tooth-shaped structure.
  • the tooth structure includes a plurality of protruding teeth 1111 and tooth grooves 1112. The protruding teeth 1111 and the tooth grooves 1112 are spaced apart.
  • the protruding teeth 1111 are protrusions extending outward from the surface of the self-preventing detachment ring 111.
  • the tooth grooves 1112 are self-preventing detachment rings.
  • the surface of clamp ring 111 faces As shown in Figure 3, the outer diameter of the convex tooth 1111 is larger than the diameter of the tire lip that is adapted to the tire mounting seat. Therefore, when a tire bursts, the anti-detachment ring 111 on the wheel hub body 1 provided by the present application can support and grasp the tire through the convex teeth 1111 on the wheel hub body 1 and the groove. In particular, the convex teeth 1111 can jam the tire and prevent the tire from bursting.
  • the tire is stuck on the anti-detachment ring 111 and rotates synchronously with the wheel hub, which can greatly reduce the driving distance difference between the left and right wheels and at the same time reduce the direction deviation of the car.
  • the above-mentioned first rim 123 is located on the first side 12
  • the second rim 131 is located on the second side 13 .
  • the illustrated anti-detachment ring 111 is close to the first rim 123 and is connected with the first rim 123 .
  • a first bead seat 112 is formed between the rims 123 , and the diameter of the first bead seat 112 is smaller than the diameter of the surface of the anti-detachment ring 111 .
  • the groove on the rim of the existing wheel hub is close to the outer structure of the wheel hub.
  • the outer diameter of the groove is smaller than the inner diameter of the rubber tire bead.
  • the function of this groove is to use the groove when installing the rubber tire. Only when the outer diameter is small can the rubber tire be installed on the wheel hub, but this groove also brings hidden dangers to car tire blowouts.
  • the rubber tire lip directly comes out of the groove inward, causing the rubber tire and the wheel hub to be unable to rotate synchronously, resulting in the wheel hub spinning and the rubber tire not rotating due to friction with the ground.
  • the anti-detachment ring 111 of the puncture safety wheel hub provided by this application is close to the first rim 123 of the wheel hub body 1.
  • the first bead seat 112 is formed between the anti-detachment ring 111 and the first rim 123.
  • the diameter of the seat 112 is smaller than the diameter of the surface of the anti-detachment ring 111.
  • a first flange 113 is provided on the outer ring surface 11 of the hub body 1.
  • the first flange 113 is close to the second rim 131, and the first flange 113 is connected to the second flange 131.
  • a second bead seat 114 is formed between the two rims 131.
  • the first bead seat 112 and the second bead seat 114 are arranged symmetrically with the center line of the calibrated width of the hub body 1 as the axis of symmetry.
  • the diameter is equal to the diameter of the second bead seat 114 .
  • the outer groove surface of the hub is formed between the first convex ring 113 and the anti-detachment ring 111 .
  • convex teeth 1111 and tooth grooves 1112 are arranged along the anti-detachment collar 111 The surface is set evenly.
  • the convex teeth 1111 are arranged on the side of the anti-detachment collar 111 close to the outer groove surface of the hub.
  • the tooth groove 1112 is a groove with one end open, and the open end of the tooth groove 1112 faces the outer groove surface of the wheel hub.
  • the inner diameter of the groove bottom of the tooth groove 1112 is smaller than the diameter of the first bead seat 112 .
  • the diameter of the first convex ring 113 is smaller than the diameter of the outer circle of the convex teeth 1111 .
  • a second flange 115 , a third flange 116 and a groove ring 118 disposed between the second flange 115 and the third flange 116 are provided on the outer groove surface of the hub. in:
  • the second convex ring 115 is arranged adjacent to the anti-detachment ring.
  • the second convex ring 115 and the anti-detachment ring are transitionally connected through the first transition ring 117.
  • the first transition ring 117 is a slope ring.
  • the diameter of the second convex ring 115 Less than the inner diameter of the groove bottom of the tooth groove 1112;
  • the third convex ring 116 is arranged adjacent to the first convex ring 113.
  • the third convex ring 116 is a slope ring.
  • the first convex ring 113 and the groove ring 118 are transitionally connected through the third convex ring 116.
  • the diameter of the first convex ring 113 Greater than the maximum diameter of the groove ring 118;
  • the groove ring 118 includes a second transition ring 1181 and a third transition ring 1182.
  • the second transition ring 1181 and the third transition ring 1182 are slope rings respectively.
  • the junction of the second transition ring 1181 and the third transition ring 1182 forms a groove ring. 118 minimum diameter.
  • the maximum diameter of the second transition ring 1181 is equal to the maximum diameter of the third transition ring 1182 .
  • the intersection of the second transition ring 1181 and the third transition ring 1182 is located on the center line of the calibrated width of the hub body 1 .
  • the outer diameters of the first rim 123 and the second rim 131 are equal, and the outer diameter of the convex teeth 1111 is smaller than the outer diameter of the first rim 123 .
  • the hub body 1 includes a plurality of spokes 14 radially arranged on the first side 12 , and the centers of the plurality of spokes 14 form a connecting seat adapted to the automobile axle shaft. 121.
  • the connecting base 121 is provided with several mounting through holes 122.
  • the above-mentioned spokes 14 are elongated, one end of the spokes 14 is connected to the connecting seat 121 , and the other end is connected to the first rim 123 .
  • the tire burst safety wheel hub provided by the present application is provided with an anti-detachment collar 111.
  • the anti-detachment collar 111 is provided with a toothed structure that can block the tire so that the tire continues to rotate with the wheel hub.
  • the toothed structure The structure includes a plurality of protruding teeth 1111 and tooth grooves 1112 arranged at intervals. The outer diameter of the protruding teeth 1111 is larger than the diameter of the tire lip that is adapted to the tire mounting seat.
  • the bead of the tire (which can be a rubber tire) will fall directly from the first bead seat 112 to the position of the anti-detachment ring 111, and the anti-detachment ring 111
  • the convex teeth 1111 can block the tire and support the tire lip at the same time, so that the punctured tire can continue to rotate with the wheel hub, greatly reducing the distance difference between the left and right wheels, which also reduces the extent of the car's direction deviation, allowing the car to move in the right direction.
  • the tire puncture safety wheel hub provided in the embodiment of the present application includes a wheel hub body 1.
  • the wheel hub body 1 has an outer ring surface 11 and a first side 12 and a second side 13 arranged oppositely on both sides of the outer ring surface 11.
  • a first rim 123 and a second rim 131 are also arranged oppositely on both sides of the outer ring surface 11 of the hub body 1.
  • the first rim 123 is located on the first side 12, and the second rim 131 is located on the second side 13.
  • a tire mounting seat is formed between the first rim 123 and the second rim 131, and an anti-detachment ring 111 is provided on the tire mounting seat.
  • the anti-detachment ring 111 provided in this embodiment is close to the second rim 131 and forms a gap between the second rim 131 and the second rim 131 for installing the bead on one side of the tire.
  • the diameter of the mounting seat for mounting the bead on one side of the tire is smaller than the diameter of the surface of the anti-detachment collar 111 .
  • the tire puncture safety wheel hub provided in the embodiment of the present application includes a wheel hub body 1.
  • the wheel hub body 1 has an outer ring surface 11 and a first side 12 and a second side 13 arranged oppositely on both sides of the outer ring surface 11.
  • a first rim 123 and a second rim 131 are also arranged oppositely on both sides of the outer ring surface 11 of the hub body 1.
  • the first rim 123 is located on the first side 12, and the second rim 131 is located on the second side 13.
  • a tire mounting seat is formed between the first rim 123 and the second rim 131, and an anti-detachment collar 111 is provided on the tire mounting seat.
  • the tire puncture safety wheel hub provided in this embodiment has two anti-detachment clamping rings arranged oppositely, one anti-detachment clamping ring is close to the first rim, and A mounting seat is formed between the first rim and the first rim for mounting the bead on one side of the tire; the other anti-detachment ring is close to the second rim, and is formed between the second rim and the second rim for mounting the bead on the other side of the tire.
  • mounting base used to mount the wheel The diameter of the mounting seat of the tire bead is smaller than the diameter of the anti-detachment collar surface.
  • the puncture safety wheel hub provided by this application can support and hold the punctured tire tightly through the anti-detachment collar provided on it, so that the punctured tire can continue to rotate with the wheel hub, greatly reducing the left and right wheel rotation.
  • the distance difference reduces the extent of the car's direction deviation.

Abstract

一种爆胎安全轮毂，包括轮毂本体（1），轮毂本体（1）具有外环面（11）及相对设置在外环面（11）两侧的第一侧面（12）和第二侧面（13）；外环面（11）的两侧相对设置有第一轮缘（123）和第二轮缘（131），第一轮缘（123）和第二轮缘（131）之间形成轮胎安装座，轮胎安装座上设置有防脱卡圈（111），防脱卡圈（111）为沿外环面（11）设置的环状凸圈，防脱卡圈（111）与外环面（11）同心设置，防脱卡圈（111）的表面设置有齿形结构，齿形结构包括若干个间隔设置的凸齿（1111）和齿槽（1112），凸齿（1111）为自防脱卡圈（111）表面向外延伸的凸起，齿槽（1112）为自防脱卡圈（111）表面向内凹陷的凹槽，凸齿（1111）外圆直径大于与轮胎安装座适配的轮胎胎唇的直径。该爆胎安全轮毂的轮胎在被爆胎时，防脱卡圈可以卡住轮胎，同时撑住轮胎胎唇，使得爆胎轮胎可随轮毂继续转动，减少汽车偏航幅度。

Description

一种爆胎安全轮毂
本申请要求于2022年7月4日提交中国专利局、申请号为CN202221702322.7、申请名称为“一种爆胎安全轮毂”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及汽车技术领域，尤其涉及一种爆胎安全轮毂。
背景技术
车辆一侧的无内胎无侧壁支撑的轮胎发生爆胎时，爆胎轮胎的滚动阻力会大幅增加，滚动阻力由轮胎变形、路面变形、轮胎与路面的摩擦三部分组成，会导致车辆左右受力不平衡，进而出现偏航失控问题。
车辆在高速行驶过程中，若其中一个无内胎无侧壁支撑的轮胎突然爆胎，驾驶员一般需要2-3s时间才能反应过来，待驾驶员反应过来后，车辆已经发生较大程度的偏航，如：车辆驶入相邻车道、冲入对向车道等；此时，驾驶员会出现紧张现象，一部分驾驶员由于过度紧张会急打方向盘进行方向矫正，如果驾驶员急打方向盘，爆胎轮胎胎圈会从轮毂胎圈座脱离滑入轮毂轮槽，容易导致轮毂轮缘着地，造成车辆甩尾、刹车转向失控现象，造成交通事故，严重时会发生翻车等恶性交通事故。
由此可见，降低爆胎轮胎滚动阻力可以降低爆胎车辆的偏航程度；如果爆胎后车辆的偏航较小，就不会导致驾驶员过度紧张，这样可以减少或避免急打方向盘的现象，减少或避免轮胎胎圈从轮毂胎圈座脱离滑入轮毂轮槽而造成轮毂轮缘着地，从而降低爆胎后事故发生率。
现有轮毂的轮辋上面的凹槽是靠近轮毂的外侧结构的，凹槽槽內的外直径比橡胶胎胎唇的内直径小，这凹槽起的作用是当安装橡胶胎时利用凹槽的外直 径小才能把橡胶胎安装到轮毂上，但是这个凹槽也给汽车爆胎带来隐患。当汽车爆胎时橡胶胎胎唇直接向内脱出凹槽，造成橡胶胎与轮毂不能同步转动，进而出现轮毂空转、橡胶胎在与地面摩擦作用下不转的情况，并且由于爆胎(不管左轮还是右侧轮)那一侧橡胶胎直径变小很多，造成爆胎那一侧与另一侧轮行驶距离偏差很大，这就造成哪一侧轮爆胎汽车方向就朝那一侧抢偏，交通亊故就由此而发生。
因此，亟需提出一种新的技术方案来解决现有技术中存在的问题。
实用新型内容
本申请提供一种爆胎安全轮毂，以解决车辆在高速行驶中轮胎爆胎后轮胎脱圈进而导致车辆偏航的问题。
为了实现上述目的，本申请提供如下技术方案：
本申请提供一种爆胎安全轮毂，包括轮毂本体，所述轮毂本体具有外环面及相对设置在所述外环面两侧的第一侧面和第二侧面，所述第二侧面上形成允许汽车半轴穿过的通孔，所述第一侧面上形成与汽车半轴适配的连接座；
所述外环面的两侧相对设置有第一轮缘和第二轮缘，所述第一轮缘和第二轮缘之间形成轮胎安装座，所述轮胎安装座上设置有防脱卡圈，所述防脱卡圈为沿所述外环面设置的环状凸圈，所述防脱卡圈与所述外环面同心设置，所述防脱卡圈的表面设置有齿形结构，所述齿形结构包括若干个凸齿和齿槽，所述凸齿与所述齿槽间隔设置，所述凸齿为自所述防脱卡圈表面向外延伸的凸起，所述齿槽为自所述防脱卡圈表面向内凹陷的凹槽，所述凸齿外圆直径大于与所述轮胎安装座适配的轮胎胎唇的直径。
上述技术方案进一步的，所述第一轮缘位于所述第一侧面，所述第二轮缘位于所述第二侧面，所述汽车半轴穿过所述第二侧面与所述第一侧面的中心相连。
进一步的，所述防脱卡圈靠近所述第一轮缘，且与所述第一轮缘之间形成第一胎圈座，所述第一胎圈座的直径小于所述防脱卡圈表面的直径。
进一步的，所述轮毂本体的外环面上设置有第一凸圈，所述第一凸圈靠近 所述第二轮缘，所述第一凸圈与所述第二轮缘之间形成第二胎圈座，所述第一胎圈座和第二胎圈座以所述轮毂本体的标定宽度的中心线为对称轴对称设置，所述第一胎圈座的直径与第二胎圈座的直径相等。
进一步的，所述第一凸圈和所述防脱卡圈之间形成轮毂外槽面。
进一步的，所述防脱卡圈靠近所述第二轮缘，且与所述第二轮缘之间形成用以安装轮胎一侧胎唇的安装座，用以安装轮胎一侧胎唇的所述安装座的直径小于所述防脱卡圈表面的直径。
进一步的，所述轮胎安装座上相对设置有两个所述防脱卡圈，一个所述防脱卡圈靠近所述第一轮缘，且与所述第一轮缘之间形成用以安装轮胎一侧胎唇的安装座；另一个所述防脱卡圈靠近所述第二轮缘，且与所述第二轮缘之间形成用以安装轮胎另一侧胎唇的安装座；用以安装轮胎胎唇的安装座的直径小于所述防脱卡圈表面的直径。
进一步的，所述凸齿设置在所述防脱卡圈靠近所述轮毂外槽面的一侧，所述齿槽为一端开口的凹槽，所述齿槽的开口端朝向所述轮毂外槽面。
进一步的，所述齿槽槽底的内圆直径小于所述第一胎圈座的直径。
进一步的，若干个所述凸齿和齿槽沿所述防脱卡圈的表面均匀设置。
进一步的，所述轮毂外槽面上设置有第二凸圈、第三凸圈及设置在所述第二凸圈和第三凸圈之间的槽圈，其中：所述第二凸圈与所述防脱卡圈相邻设置，所述第二凸圈与所述防脱卡圈通过第一过渡圈过渡相连，所述第一过渡圈为坡面圈，所述第二凸圈的直径小于所述齿槽槽底的内圆直径；
所述第三凸圈与所述第一凸圈相邻设置，所述第三凸圈为坡面圈，所述第一凸圈和所述槽圈通过所述第三凸圈过渡相连，所述第一凸圈的直径大于所述槽圈的最大直径。
进一步的，所述槽圈包括第二过渡圈和第三过渡圈，所述第二过渡圈和第三过渡圈分别为坡面圈，所述第二过渡圈和第三过渡圈的交界处形成所述槽圈的最小直径，所述第二过渡圈的最大直径与所述第三过渡圈的最大直径相等。
进一步的，所述第二过渡圈和第三过渡圈的交界处位于所述轮毂本体的标 定宽度的中心线上。
进一步的，所述第一轮缘和第二轮缘的外圆直径相等，所述凸齿的外圆直径小于第一轮缘的外圆直径。
进一步的，所述轮毂本体包括呈放射状设置在所述第一侧面上的多个轮辐，多个轮辐的中心处形成与汽车半轴适配的连接座，所述连接座上设置有若干个安装通孔。
进一步的，所述轮辐为长条状，所述轮辐的一端与所述连接座相连，另一端与所述第一轮缘相连。
相比现有技术，本申请具有以下有益效果：
本申请提供的爆胎安全轮毂上设置有防脱卡圈，该防脱卡圈上设置有可以卡住轮胎使得轮胎随轮毂继续转动的齿形结构，该齿形结构包括若干个间隔设置的凸齿和齿槽，凸齿外圆直径大于与轮胎安装座适配的轮胎胎唇的直径。使用本申请提供的爆胎安全轮毂的轮胎在被爆胎时，轮胎(可以是橡胶胎)胎唇会自第一胎圈座直接掉到防脱卡圈位置，防脱卡圈上的凸齿可以卡住轮胎，同时撑住轮胎胎唇，使得爆胎轮胎可随轮毂继续转动，大幅度缩小了左右轮转动行驶距离差距，也就减少汽车方向抢偏的幅度，能让汽车在爆胎情况下依旧保持方向，让驾驶员从容减速刹车，从而有效避免在高速行驶情况下爆胎带来的各种问题，有效降低因汽车爆胎带来的事故发生率，保护司乘人员安全。
附图说明
为了更清楚地说明本申请实施例中的技术方案，下面将对实施例中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其它附图。应当理解，附图中所示的具体形状、构造，通常不应视为实现本申请时的限定条件；例如，本领域技术人员基于本申请揭示的技术构思和示例性的附图，有能力对某些单元(部件)的增/减/归属划分、具体形状、位置关系、连接方式、尺寸比例关系等容易作出常规的调整或进一步的优化。
图1为一种实施例中本申请提供的爆胎安全轮毂在一种视角下的立体结构示意图；
图2为一种实施例中本申请提供的爆胎安全轮毂在另一种视角下的立体结构示意图；
图3为一种实施例中本申请提供的爆胎安全轮毂的侧视结构示意图；
图4为一种实施例中本申请提供的爆胎安全轮毂的后视结构示意图；
图5为图4中A-A截面处的剖面结构示意图；
图6为一种实施例中本申请提供的爆胎安全轮毂的前视结构示意图。
附图标记说明：
1、轮毂本体；
11、外环面；111、防脱卡圈；1111、凸齿；1112、齿槽；112、第一胎圈座；113、第一凸圈；114、第二胎圈座；115、第二凸圈；116、第三凸圈；117、第一过渡圈；118、槽圈；1181、第二过渡圈；1182、第三过渡圈；
12、第一侧面；121、连接座；122、安装通孔；123、第一轮缘；
13、第二侧面；131、第二轮缘；
14、轮辐。
具体实施方式
以下结合附图，通过具体实施例对本申请作进一步详述。
在本申请的描述中：除非另有说明，“多个”的含义是两个或两个以上。本申请中的术语“第一”、“第二”、“第三”等旨在区别指代的对象，而不具有技术内涵方面的特别意义(例如，不应理解为对重要程度或次序等的强调)。“包括”、“包含”、“具有”等表述方式，同时还意味着“不限于”(某些单元、部件、材料、步骤等)。
本申请中所引用的如“上”、“下”、“左”、“右”、“中间”等的用语，通常是为了便于对照附图直观理解，而并非对实际产品中位置关系的绝对限定。在未脱离本申请揭示的技术构思的情况下，这些相对位置关系的改变，当亦视为本申请表述的范畴。
本申请中提及的“轮毂本体的标定宽度”为第一轮缘的外缘与第二轮缘的外缘之间的直线距离。
爆胎事故具有偶然性和不可预见性，一旦发生爆胎驾驶员往往因为没有经验而导致惊慌失措，操作失误，使得事故所造成的后果惨不忍睹。据统计，汽车在140mhp/小时高速行驶的情况下，发生爆胎事故死亡率接近100％。
为了防止车辆爆胎后车辆严重偏航，本申请提供一种爆胎安全轮毂，以解决车辆在高速行驶中轮胎爆胎后轮胎脱圈进而导致车辆偏航的问题。经冲击振动试验和实车模拟爆胎测试的结果显示，本申请提供的爆胎安全轮毂在安全性能方面可降低由于爆胎而引发的交通事故发生率约95％，并且爆胎安全标准要求超越了国家标准的30％左右，能有效降低因汽车爆胎带来的事故发生率，保护司乘人员安全。本申请提供的爆胎安全轮毂为一体式结构，可适用于任何机动车辆，便于加工和安装，用户使用和维护更简便、省心。
实施例一
参见图1，本申请提供的爆胎安全轮毂包括轮毂本体1，轮毂本体1具有外环面11及相对设置在外环面11两侧的第一侧面12和第二侧面13。在一种实施例中，第一侧面12为朝向第二侧面13凹陷的内凹面，第二侧面13上形成允许汽车半轴穿过的通孔，第一侧面12上形成与汽车半轴适配的连接座121，汽车半轴穿过第二侧面13与第一侧面12的中心相连。
参见图2，轮毂本体1的外环面11的两侧还相对设置有第一轮缘123和第二轮缘131，第一轮缘123和第二轮缘131之间形成轮胎安装座。第一轮缘123和第二轮缘131的直径相同，第一轮缘123或第二轮缘131的直径称为轮毂本体1的标定直径。
为了实现爆胎后对轮胎的支撑定位，上述轮胎安装座上设置有防脱卡圈111，参见图3，防脱卡圈111为沿外环面11设置的环状凸圈，防脱卡圈111与外环面11同心设置，防脱卡圈111的表面设置有齿形结构。该齿形结构包括若干个凸齿1111和齿槽1112，凸齿1111与齿槽1112间隔设置，凸齿1111为自防脱卡圈111表面向外延伸的凸起，齿槽1112为自防脱卡圈111表面向 内凹陷的凹槽，参见图3，凸齿1111外圆直径大于与轮胎安装座适配的轮胎胎唇的直径。因此，当轮胎爆胎时，本申请提供的轮毂本体1上的防脱卡圈111可通过其上的凸齿1111合凹槽实现对轮胎的支撑抓紧，尤其凸齿1111可以卡住轮胎，爆胎轮胎卡在防脱卡圈111上随轮毂同步转动，可大幅度缩小左右轮转动的行驶距离差，同时减小汽车方向抢偏程度。
在一种实施例中，上述的第一轮缘123位于第一侧面12，第二轮缘131位于第二侧面13，图示的防脱卡圈111靠近第一轮缘123，且与第一轮缘123之间形成第一胎圈座112，第一胎圈座112的直径小于防脱卡圈111表面的直径。
现有轮毂的轮辋上面的凹槽是靠近轮毂的外侧结构的，凹槽槽內的外直径比橡胶胎胎唇的内直径小，这凹槽起的作用是当安装橡胶胎时利用凹槽的外直径小才能把橡胶胎安装到轮毂上，但是这个凹槽也给汽车爆胎带来隐患。当汽车爆胎时橡胶胎胎唇直接向内脱出凹槽，造成橡胶胎与轮毂不能同步转动，进而出现轮毂空转、橡胶胎在与地面摩擦作用下不转的情况。本申请提供的爆胎安全轮毂的防脱卡圈111靠近轮毂本体1的第一轮缘123，防脱卡圈111与第一轮缘123之间形成第一胎圈座112，第一胎圈座112的直径小于防脱卡圈111表面的直径，当爆胎时，轮胎自第一胎圈座112中脱出后，卡在防脱卡圈111上，实现了紧急抱胎，使得爆胎轮胎随轮毂同步转动，减小车辆偏航幅度，提高安全性。
在一种实施例中，参见图3和图5，轮毂本体1的外环面11上设置有第一凸圈113，第一凸圈113靠近第二轮缘131，第一凸圈113与第二轮缘131之间形成第二胎圈座114，第一胎圈座112和第二胎圈座114以轮毂本体1的标定宽度的中心线为对称轴对称设置，第一胎圈座112的直径与第二胎圈座114的直径相等。第一凸圈113和防脱卡圈111之间形成轮毂外槽面。轮胎的胎圈两侧分别有一圈胎唇，因此，将轮胎安装在轮毂上时，第一胎圈座112和第二胎圈座114内分别安装有一圈胎唇。
在一种实施例中，参见图3，若干个凸齿1111和齿槽1112沿防脱卡圈111 的表面均匀设置。凸齿1111设置在防脱卡圈111靠近轮毂外槽面的一侧，齿槽1112为一端开口的凹槽，齿槽1112的开口端朝向轮毂外槽面。齿槽1112槽底的内圆直径小于第一胎圈座112的直径。第一凸圈113的直径小于凸齿1111外圆的直径。
在一种实施例中，参见图3，轮毂外槽面上设置有第二凸圈115、第三凸圈116及设置在第二凸圈115和第三凸圈116之间的槽圈118。其中：
第二凸圈115与防脱卡圈相邻设置，第二凸圈115与防脱卡圈通过第一过渡圈117过渡相连，第一过渡圈117为坡面圈，第二凸圈115的直径小于齿槽1112槽底的内圆直径；
第三凸圈116与第一凸圈113相邻设置，第三凸圈116为坡面圈，第一凸圈113和槽圈118通过第三凸圈116过渡相连，第一凸圈113的直径大于槽圈118的最大直径；
槽圈118包括第二过渡圈1181和第三过渡圈1182，第二过渡圈1181和第三过渡圈1182分别为坡面圈，第二过渡圈1181和第三过渡圈1182的交界处形成槽圈118的最小直径。
在一种实施例中，第二过渡圈1181的最大直径与第三过渡圈1182的最大直径相等。
在一种实施例中，第二过渡圈1181和第三过渡圈1182的交界处位于轮毂本体1的标定宽度的中心线上。
在一种实施例中，第一轮缘123和第二轮缘131的外圆直径相等，凸齿1111的外圆直径小于第一轮缘123的外圆直径。
在一种实施例中，参见图4和图6，轮毂本体1包括呈放射状设置在第一侧面12上的多个轮辐14，多个轮辐14的中心处形成与汽车半轴适配的连接座121，连接座121上设置有若干个安装通孔122。上述的轮辐14为长条状，轮辐14的一端与连接座121相连，另一端与第一轮缘123相连。
由上可知，本申请提供的爆胎安全轮毂上设置有防脱卡圈111，该防脱卡圈111上设置有可以卡住轮胎使得轮胎随轮毂继续转动的齿形结构，该齿形结 构包括若干个间隔设置的凸齿1111和齿槽1112，凸齿1111外圆直径大于与轮胎安装座适配的轮胎胎唇的直径。使用本申请提供的爆胎安全轮毂的轮胎在被爆胎时，轮胎(可以是橡胶胎)胎唇会自第一胎圈座112直接掉到防脱卡圈111位置，防脱卡圈111上的凸齿1111可以卡住轮胎，同时撑住轮胎胎唇，使得爆胎轮胎可随轮毂继续转动，大幅度缩小了左右轮转动行驶距离差距，也就减少汽车方向抢偏的幅度，能让汽车在爆胎情况下依旧保持方向，让驾驶员从容减速刹车，从而有效避免在高速行驶情况下爆胎带来的各种问题，有效降低因汽车爆胎带来的事故发生率，保护司乘人员安全。
实施例二
本申请实施例提供的爆胎安全轮毂包括轮毂本体1，轮毂本体1具有外环面11及相对设置在外环面11两侧的第一侧面12和第二侧面13。轮毂本体1的外环面11的两侧还相对设置有第一轮缘123和第二轮缘131，第一轮缘123位于第一侧面12，第二轮缘131位于第二侧面13，第一轮缘123和第二轮缘131之间形成轮胎安装座，轮胎安装座上设置有防脱卡圈111。与实施例一提供的爆胎安全轮毂不同，本实施例提供的防脱卡圈111靠近所述第二轮缘131，且与第二轮缘131之间形成用以安装轮胎一侧胎唇的安装座，用以安装轮胎一侧胎唇的安装座的直径小于防脱卡圈111表面的直径。
实施例三
本申请实施例提供的爆胎安全轮毂包括轮毂本体1，轮毂本体1具有外环面11及相对设置在外环面11两侧的第一侧面12和第二侧面13。轮毂本体1的外环面11的两侧还相对设置有第一轮缘123和第二轮缘131，第一轮缘123位于第一侧面12，第二轮缘131位于第二侧面13，第一轮缘123和第二轮缘131之间形成轮胎安装座，轮胎安装座上设置有防脱卡圈111。
与实施例一及实施例二提供的爆胎安全轮毂均不同，本实施例提供的爆胎安全轮毂的具有相对设置的两个防脱卡圈，一个防脱卡圈靠近第一轮缘，且与第一轮缘之间形成用以安装轮胎一侧胎唇的安装座；另一个防脱卡圈靠近第二轮缘，且与第二轮缘之间形成用以安装轮胎另一侧胎唇的安装座；用以安装轮 胎胎唇的安装座的直径小于防脱卡圈表面的直径。
综上所述，本申请提供的爆胎安全轮毂通过其上设置的防脱卡圈实现对爆胎轮胎的支撑抱紧，使得爆胎轮胎可随轮毂继续转动，大幅度缩小了左右轮转动行驶距离差距，减少汽车方向抢偏的幅度。
以上实施例的各技术特征可以进行任意的组合(只要这些技术特征的组合不存在矛盾)，为使描述简洁，未对上述实施例中的各个技术特征所有可能的组合都进行描述；这些未明确写出的实施例，也都应当认为是本说明书记载的范围。
上文中通过一般性说明及具体实施例对本申请作了较为具体和详细的描述。应当理解，基于本申请的技术构思，还可以对这些具体实施例作出若干常规的调整或进一步的创新；但只要未脱离本申请的技术构思，这些常规的调整或进一步的创新得到的技术方案也同样落入本申请的权利要求保护范围。

Claims (9)

  1. 一种爆胎安全轮毂，其特征在于，包括轮毂本体，所述轮毂本体具有外环面及相对设置在所述外环面两侧的第一侧面和第二侧面，所述第二侧面上形成允许汽车半轴穿过的通孔，所述第一侧面上形成与汽车半轴适配的连接座；
    所述外环面的两侧相对设置有第一轮缘和第二轮缘，所述第一轮缘和第二轮缘之间形成轮胎安装座，所述轮胎安装座上设置有防脱卡圈，所述防脱卡圈为沿所述外环面设置的环状凸圈，所述防脱卡圈与所述外环面同心设置，所述防脱卡圈的表面设置有齿形结构，所述齿形结构包括若干个凸齿和齿槽，所述凸齿与所述齿槽间隔设置，所述凸齿为自所述防脱卡圈表面向外延伸的凸起，所述齿槽为自所述防脱卡圈表面向内凹陷的凹槽，所述凸齿外圆直径大于与所述轮胎安装座适配的轮胎胎唇的直径。
  2. 根据权利要求1所述的爆胎安全轮毂，其特征在于，所述第一轮缘位于所述第一侧面，所述第二轮缘位于所述第二侧面，所述汽车半轴穿过所述第二侧面与所述第一侧面的中心相连；
    所述防脱卡圈靠近所述第一轮缘，且与所述第一轮缘之间形成第一胎圈座，所述第一胎圈座的直径小于所述防脱卡圈表面的直径；
    所述轮毂本体的外环面上设置有第一凸圈，所述第一凸圈靠近所述第二轮缘，所述第一凸圈与所述第二轮缘之间形成第二胎圈座，所述第一胎圈座和第二胎圈座以所述轮毂本体的标定宽度的中心线为对称轴对称设置，所述第一胎圈座的直径与第二胎圈座的直径相等；
    所述第一凸圈和所述防脱卡圈之间形成轮毂外槽面。
  3. 根据权利要求1所述的爆胎安全轮毂，其特征在于，所述防脱卡圈靠近所述第二轮缘，且与所述第二轮缘之间形成用以安装轮胎一侧胎唇的安装座，用以安装轮胎一侧胎唇的所述安装座的直径小于所述防脱卡圈表面的直径。
  4. 根据权利要求1所述的爆胎安全轮毂，其特征在于，所述轮胎安装座上 相对设置有两个所述防脱卡圈，一个所述防脱卡圈靠近所述第一轮缘，且与所述第一轮缘之间形成用以安装轮胎一侧胎唇的安装座；另一个所述防脱卡圈靠近所述第二轮缘，且与所述第二轮缘之间形成用以安装轮胎另一侧胎唇的安装座；用以安装轮胎胎唇的安装座的直径小于所述防脱卡圈表面的直径。
  5. 根据权利要求2所述的爆胎安全轮毂，其特征在于，所述凸齿设置在所述防脱卡圈靠近所述轮毂外槽面的一侧，所述齿槽为一端开口的凹槽，所述齿槽的开口端朝向所述轮毂外槽面；
    所述齿槽槽底的内圆直径小于所述第一胎圈座的直径；
    若干个所述凸齿和齿槽沿所述防脱卡圈的表面均匀设置。
  6. 根据权利要求2所述的爆胎安全轮毂，其特征在于，所述轮毂外槽面上设置有第二凸圈、第三凸圈及设置在所述第二凸圈和第三凸圈之间的槽圈，其中：所述第二凸圈与所述防脱卡圈相邻设置，所述第二凸圈与所述防脱卡圈通过第一过渡圈过渡相连，所述第一过渡圈为坡面圈，所述第二凸圈的直径小于所述齿槽槽底的内圆直径；
    所述第三凸圈与所述第一凸圈相邻设置，所述第三凸圈为坡面圈，所述第一凸圈和所述槽圈通过所述第三凸圈过渡相连，所述第一凸圈的直径大于所述槽圈的最大直径。
  7. 根据权利要求6所述的爆胎安全轮毂，其特征在于，所述槽圈包括第二过渡圈和第三过渡圈，所述第二过渡圈和第三过渡圈分别为坡面圈，所述第二过渡圈和第三过渡圈的交界处形成所述槽圈的最小直径，所述第二过渡圈的最大直径与所述第三过渡圈的最大直径相等；
    所述第二过渡圈和第三过渡圈的交界处位于所述轮毂本体的标定宽度的中心线上。
  8. 根据权利要求1所述的爆胎安全轮毂，其特征在于，所述第一轮缘和第 二轮缘的外圆直径相等，所述凸齿的外圆直径小于第一轮缘的外圆直径。
  9. 根据权利要求1所述的爆胎安全轮毂，其特征在于，所述轮毂本体包括呈放射状设置在所述第一侧面上的多个轮辐，多个轮辐的中心处形成与汽车半轴适配的连接座，所述连接座上设置有若干个安装通孔；
    所述轮辐为长条状，所述轮辐的一端与所述连接座相连，另一端与所述第一轮缘相连。
PCT/CN2023/103530 2022-07-04 2023-06-29 一种爆胎安全轮毂 WO2024007927A1 (zh)

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