CN114643815A - Run flat tire-preventing safety hub - Google Patents
Run flat tire-preventing safety hub Download PDFInfo
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- CN114643815A CN114643815A CN202111592816.4A CN202111592816A CN114643815A CN 114643815 A CN114643815 A CN 114643815A CN 202111592816 A CN202111592816 A CN 202111592816A CN 114643815 A CN114643815 A CN 114643815A
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- Prior art keywords
- tire
- run
- angle peak
- angle
- wheel
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- 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
- B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
- B60C23/001—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving
- B60C23/003—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres
- B60C23/00309—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres characterised by the location of the components, e.g. valves, sealings, conduits or sensors
- B60C23/00318—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres characterised by the location of the components, e.g. valves, sealings, conduits or sensors on the wheels or the hubs
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- 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
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- 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
- B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
- B60C23/001—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving
- B60C23/004—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving the control being done on the wheel, e.g. using a wheel-mounted reservoir
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
The utility model provides a run flat and prevent taking off child safety wheel hub, includes tire, wheel, sensor and transmitter, wheel air vent, switching pipe, trachea, wheel, and sensor and transmitter and switching pipe are connected respectively to the both ends of wheel air vent, and sensor and transmitter setting are on wheel outer rim, and the other end and the trachea of switching pipe are connected, still include adaptation adjustment tire pressure system and prevent taking off child system. The run-flat tire-drop-preventing safety hub disclosed by the invention can automatically adjust the tire pressure according to different road conditions, so that the vehicle can be ensured to run in the best state.
Description
Technical Field
The invention relates to the technical field of casting, in particular to a run-flat tire-drop-preventing safety hub.
Background
The automobile is an outstanding creation of the industrial development of human society, and wheels always support the travel of human beings no matter driven by traditional fuel oil or by electric power and hydrogen energy which are rising. In recent years, technological advances have brought about a wide variety of wheel manufacturing techniques, such as coextrusion, semi-solid casting, multidirectional forging, etc., which can be roughly classified into three categories, i.e., one, cast molding type processes; secondly, a shaping process; three-pile forming type processes, such as 3D printing. Among them, the low-pressure casting process is widely used because of its cost performance advantage. Most of low-pressure casting adopts a center pouring mode, and the size of a center pouring gate is limited by the product model of an automobile main engine plant and cannot be changed. This is very disadvantageous for the production of large-size small-gate wheel products, and because the gates cannot provide sufficient feeding capacity, the die-casting efficiency and the yield are greatly reduced, and for a certain 19-inch phi 50 gate, the efficiency is only 10 pieces/hour, and the yield is only 80%, so that the profit rate of the product is extremely low. Therefore, a low-pressure casting riser local capacity-increasing mold structure is specially designed, and a new process and a new mold thought are combined for verification, so that the efficiency and the yield of small-sprue products are improved to 15 pieces/hour and 95%, and the profit margin of the products is guaranteed.
Disclosure of Invention
In view of the above, the invention aims to provide a run-flat tire-drop-preventing safety hub, which can improve the efficiency and yield of small gate products to 15 pieces/hour and 95%, so that the profit margin of the products is guaranteed. In order to achieve the purpose, the technical scheme of the invention is realized as follows:
a run flat tire-drop prevention safety hub comprises a tire, a wheel, a sensor and a transmitter, a wheel vent hole, a switching tube, an air tube and the wheel, wherein two ends of the wheel vent hole are respectively connected with the sensor, the transmitter and the switching tube;
the adaptive tire pressure adjusting system can detect the tire pressure in the tire cavity, send the detected data to the vehicle control system in real time, judge whether the tire pressure needs to be adjusted or not by comparing the tire pressure information matched with a preset road surface, and then control a channel formed by the vehicle-mounted air pump air pipe and the switching pipe through the vehicle control system to adjust the air pressure between the tire and the wheel to adapt to the road condition requirement;
the tire removal system comprises an outer right-angle peak and an inner right-angle peak design structure, wherein when a wheel is subjected to lateral force from the outer side of a vehicle to the inner side of the vehicle, the outer right-angle peak is used for preventing a tire from moving inwards to a hub groove from an outer rim of a hub, so that the tire removal safety accident is prevented; when the wheel is subjected to a lateral force from the inner side of the vehicle to the outer side of the vehicle, the inner right-angle peak prevents the tire from moving outwards from the inner rim of the hub to the inclined surface of the rim, and the safety accident of tire removal is prevented.
In some embodiments, the outer right angle peak is configured such that the right angle peak is at an angle α with respect to the wheel axis of 75 ° α 100 °.
In some embodiments, the outer right-angle peak is configured such that the right-angle peak is at an angle α with the wheel axis of 90 ° ≦ α ≦ 95 °.
In some embodiments, the lower R-angle radius of the outer right angle peak (23) structure is 3mm or greater and 15mm or less.
In some embodiments, the lower R-angle radius of the outer right angle peak (23) structure is 3.5mm or greater and 6mm or less.
In some embodiments, the outer right angle peak has a height H based on the outer right angle peak of the bead seat, 3mm ≦ H ≦ 10 mm.
In some embodiments, the outer right angle peak has an outer right angle peak height H based on the bead seat, 4.5m ≦ H ≦ 5.5 mm.
In some embodiments, the interior right angle peak has an angle β with the wheel axis of 80 ≦ β ≦ 105.
In some embodiments, the interior right angle peak has an angle β with the wheel axis of 85 ≦ β ≦ 90.
In some embodiments, the lower r-radius of the internal right angle peak (28) structure is 3mm or greater and 15mm or less.
In some embodiments, the lower r-radius of the internal right angle peak (28) structure is 3.5mm or greater and 6mm or less.
In some embodiments, the inner right angle peak has a height h based on the inner right angle peak of the bead seat, 3mm ≦ h ≦ 10 mm.
In some embodiments, the inner right angle peak has an inner right angle peak height h based on the bead seat, 3.5mm ≦ h ≦ 5 mm.
Compared with the prior art, the run-flat tire-drop-preventing safety hub has the following advantages that:
the run-flat tire-drop-preventing safety hub disclosed by the invention can be suitable for complicated and changeable road conditions, and the vehicle can be ensured to run in the best state all the time by automatically adjusting the tire pressure of the automobile tire. Meanwhile, the tire drop preventing structure mainly comprises an outer right-angle peak and an inner right-angle peak design structure, the tire mounting structure of the traditional wheel hub bead seat is reserved, the right-angle peak structure is used for replacing a traditional round hump, when a tire burst is subjected to lateral force, the right-angle peak prevents the tire from moving laterally, and the safety effect of tire drop prevention during run-flat is achieved. And, under the condition of not additionally increasing the manufacturing cost of the wheel hub, the safety protection performance after the vehicle runs and has a tire burst is improved, and the vehicle can safely continue to run for a certain distance even under the condition of zero tire pressure.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
fig. 1 is a schematic view of a run-flat tire-drop-preventing safety hub according to the present invention.
FIG. 2 is a schematic diagram of an outer right-angle peak and an inner right-angle peak of the run-flat tire-drop-preventing safety hub.
Fig. 3 is a schematic view of an external right-angle peak of the run-flat tire-drop-preventing safety hub of the invention.
Fig. 4 is a schematic view of an inner right-angle peak of the run-flat tire-drop-preventing safety hub of the invention.
Description of the reference numerals
1-tire, 2-wheel, 3-sensor and transmitter, 4-wheel vent, 5-adapter, 6-air tube, 7-wheel, 21-outer rim, 22-outer rim bead seat, 23-outer right angle peak, 25-hub groove, 26-inner rim, 27-inner rim bead seat, 28-inner right angle peak, 29-rim inclined plane.
Detailed Description
It should be noted that the embodiments and features of the embodiments of the present invention may be combined with each other without conflict.
The technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings and embodiments, and it is to be understood that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
A run-flat tire runout preventing safety hub according to an embodiment of the present invention will be described with reference to fig. 1 to 4 in conjunction with the embodiment.
The utility model provides a complicated road conditions tire pressure self-adaptation system, includes tire 1, wheel 2, sensor and transmitter 3, wheel air vent 4, switching pipe 5, trachea 6, 7 isotructures of wheel, wherein, the both ends of wheel air vent 4 connect sensor and transmitter 3 and switching pipe 5 respectively, sensor and transmitter 3 are at 7 outer rims of wheel, the other end and the trachea 6 of switching pipe 5 are connected. The invention also comprises a system for adaptively adjusting the tire pressure and a tire drop prevention system, wherein the system comprises:
the adaptive adjustment tire pressure system comprises a sensor and a transmitter 3 which are arranged on an outer rim of a wheel 7, can detect the tire pressure in a tire cavity, sends detected data to a vehicle control system in real time, compares preset tire pressure information matched with a road surface, judges whether the tire pressure needs to be adjusted, then controls a channel formed by an air pipe 6 and a switching pipe 5 through a vehicle-mounted air pump through the vehicle control system, and adjusts the requirement that the air pressure between the tire 1 and the wheel 7 adapts to road conditions.
The anti-tire-drop system comprises an outer right-angle peak 23 structure designed on one side of an outer rim and a bead seat 22, wherein a tire skin on the outer side of a tire 1 is clamped between an outer rim 21 and the outer right-angle peak 23, when a tire burst occurs during the running of an automobile and a lateral force from the outer side of the automobile to the inner side of the automobile is applied to a wheel, the outer right-angle peak 23 is used for preventing the tire 1 from moving inwards from the outer rim 21 of the hub to a hub groove 25, and the anti-tire-drop safety accident is prevented; meanwhile, an inner right-angle peak 28 structure is designed on one side of the inner rim bead seat 27, when a tire burst happens in the running process of the automobile and the wheel is subjected to a lateral force from the inner side of the automobile to the outer side of the automobile, the tire is prevented from moving inwards from the hub outer rim 21 to the rim inclined surface 29 through the inner right-angle peak 28, and the safety accident of tire falling is prevented.
According to the run-flat tire drop-preventing safety hub of the present invention, the outer angular peak 23 is structurally designed on the side of the outer rim bead seat 22, and the included angle α between the angular peak and the wheel axis has an influence on preventing the tire from moving inward, and the less preferred angle of the included angle α is in the range of 75 ° to 100 °, and more preferably in the range of 90 ° to 95 °.
According to the run-flat tire-drop-preventing safety hub provided by the invention, the lower R angle of the structure of the outer right-angle peak 23 has the function of solving the possible stress concentration problem under the condition of fatigue use of the hub, and the R angle is less preferably within the range of 3mm to 15mm, and more preferably within the range of 3.5mm to 6 mm.
According to the run-flat tire-drop-preventing safety hub provided by the invention, the outer right-angle peak 23 is structurally designed on one side of the outer rim bead seat 22, the height H of the outer right-angle peak 23 based on the bead seat is also important for preventing the tire from moving inwards, and the less preferred height H is in the range of 3mm to 10mm, and the more preferred height is in the range of 4.5mm to 5.5 mm.
According to the run-flat tire-drop-preventing safety hub provided by the invention, the inner right-angle peak 28 is structurally designed on one side of the inner rim bead seat 27, the included angle beta between the inner right-angle peak 28 and the wheel axis influences to prevent the tire from moving outwards, and the less-preferred included angle beta is in the range of 80-105 degrees, and the more-preferred included angle is in the range of 85-90 degrees.
According to the run-flat tire-drop-preventing safety hub provided by the invention, the lower r angle of the structure of the inner right-angle peak 28 also plays a role in solving the possible stress concentration problem under the fatigue use of the hub, and the r angle is preferably within the range of 3mm to 15mm, and is preferably within the range of 3.5mm to 6 mm.
According to the run-flat tire-drop-preventing safety hub provided by the invention, the inner right-angle peak structure is designed on one side of the outer rim and the bead seat 22, the height h of the inner right-angle peak 28 based on the bead seat is also important for preventing the tire from moving outwards, and the suboptimal height h is in the range of 3mm to 10mm, and the suboptimal height h is in the range of 3.5mm to 5 mm.
In some embodiments, the sensor and transmitter 3 is installed on an outer rim of the wheel 7, can detect the tire pressure in the tire cavity, and send the detected data to the vehicle control system in real time, compare the preset tire pressure information matched with the road surface, determine whether the tire pressure needs to be adjusted, and then adjust the air pressure between the tire 1 and the wheel 7 to meet the requirement of the road condition by the vehicle control system through the channel formed by the vehicle-mounted air pump control air pipe 6 and the adapter pipe 5.
The run-flat tire-run-flat safety hub mainly comprises an outer right-angle peak 23 and an inner right-angle peak 28, as shown in fig. 2, the outer right-angle peak 23, an outer rim 21 and an outer rim bead seat 22 clamp a tire 1, and when a lateral force from the outer side of a vehicle to the inner side of the vehicle is applied to the wheel, the outer right-angle peak 23 prevents the tire 1 from moving inwards from the outer rim of the hub to a hub groove 25; the inner square peak 28 and the inner rim 26 and the inner rim bead seat 27 clamp the tire 1, and when the wheel is subjected to a lateral force from the inner side of the vehicle to the outer side of the vehicle, the inner square peak 28 prevents the tire 1 from moving inwards from the inner rim of the hub to the rim inclined surface 29, thereby playing a role of tire release prevention in the structural design.
Fig. 3 to 4 are key parameters of a straight peak structure of a run-flat tire-off-preventing safe hub of the invention, and fig. 3 is a schematic diagram of key parameters of an outer straight peak structure, wherein an included angle alpha between the outer straight peak and a wheel axis influences prevention of inward movement of a tire, a lower R angle of the outer straight peak structure has a function of solving a possible stress concentration problem under fatigue use of the hub, and the right peak height H based on a bead seat plays a role in prevention of inward movement of the tire.
Fig. 4 is a schematic diagram of key parameters of an inner right-angle peak structure, wherein an included angle β between the inner right-angle peak and a wheel axis influences prevention of outward movement of a tire, a lower r angle of the inner right-angle peak structure has a function of solving a possible stress concentration problem under fatigue use of a wheel hub, and the right-angle peak height h based on a bead seat plays a role in prevention of outward movement of the tire.
Compared with the prior art, the run-flat tire-drop-preventing safety hub has the following advantages that:
the run-flat tire-drop-preventing safety hub disclosed by the invention can be suitable for complicated and changeable road conditions, and the vehicle can be ensured to run in an optimal state always by automatically adjusting the tire pressure of the automobile tire. Meanwhile, the tire drop preventing structure mainly comprises an outer right-angle peak and an inner right-angle peak design structure, the tire mounting structure of the traditional wheel hub bead seat is reserved, the right-angle peak structure is used for replacing a traditional round hump, when a tire burst is subjected to lateral force, the right-angle peak prevents the tire from moving laterally, and the safety effect of tire drop prevention during run-flat is achieved. And, under not additionally increasing wheel hub manufacturing cost, improved the safety protection performance after the vehicle goes and takes place to blow out, can safely continue a journey a distance even under zero tire pressure.
Meanwhile, the hub keeps the tire mounting position of the traditional hub bead seat, and the existing dismounting method and equipment can still be used; the right-angle peak structure design of the tire drop preventing safety hub is based on the traditional original hump structure position improvement, the product weight is not substantially increased, and the fuel consumption of the whole vehicle is not influenced; the anti-drop tire wheel hub with the right-angle peak structure only needs to update the die allowance and the machining stroke in the machining and manufacturing process, and the whole manufacturing efficiency and cost are not influenced.
In the description of the present invention, it is to be understood that the terms "central", "longitudinal", "lateral", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate orientations or positional relationships based on those shown in the drawings, and are used only for convenience in describing the present invention and for simplicity in description, and do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be considered as limiting the scope of the present invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise explicitly stated or limited, the terms "mounted," "connected," "fixed," and the like are to be construed broadly, e.g., as being permanently connected, detachably connected, or integral; can be mechanically connected, electrically connected or can communicate with each other; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
The present invention is not limited to the above preferred embodiments, and any modifications, equivalent substitutions, improvements, etc. within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (13)
1. The run-flat tire-drop-preventing safety hub is characterized by comprising a tire (1), a wheel (2), a sensor and emitter (3), a wheel vent hole (4), a switching tube (5), an air tube (6) and a wheel (7), wherein the two ends of the wheel vent hole (4) are respectively connected with the sensor and emitter (3) and the switching tube (5), the sensor and emitter (3) are arranged on an outer rim of the wheel (7), the other end of the switching tube (5) is connected with the air tube (6), and the run-flat tire-preventing safety hub further comprises a tire pressure adaptive adjustment system and a tire drop-preventing system;
the adaptive tire pressure adjusting system can detect the tire pressure in the tire cavity, sends the detected data to the vehicle control system in real time, judges whether the tire pressure needs to be adjusted or not by comparing the detected tire pressure with the tire pressure information matched with a preset road surface, controls a channel formed by the vehicle-mounted air pump air pipe (6) and the switching pipe (5) through the vehicle control system, and adjusts the air pressure between the tire (1) and the wheel (7) to meet the requirement of road conditions;
the tire removal system comprises an outer right-angle peak (23) and an inner right-angle peak (28) design structure, wherein when a wheel is subjected to a lateral force from the outer side of a vehicle to the inner side of the vehicle, the outer right-angle peak (23) prevents a tire from moving inwards from an outer rim of a hub to a hub groove, and the tire removal safety accident is prevented; when the wheel is subjected to a lateral force from the inner side of the vehicle to the outer side of the vehicle, the inner right-angle peak (28) prevents the tire from moving outwards from the inner rim of the hub to the inclined surface of the rim, and the safety accident of tire removal is prevented.
2. Run-flat tire runout prevention safety hub according to claim 1, wherein the outer right-angle peak (23) has a structural design in which the angle α between the right-angle peak and the wheel axis is 75 ° or more and 100 ° or less.
3. The run-flat tire runout prevention safety hub according to claim 2, wherein the outer right-angle peak (23) has a structural design in which the angle α between the right-angle peak and the wheel axis is 90 ° or more and 95 ° or less.
4. Run-flat tire runout prevention safety hub according to claim 1, wherein the lower R-angle radius of the outer right-angle peak (23) structure is 3mm or more and 15mm or less.
5. Run flat tire safety hub according to claim 4, wherein the lower R-angle radius of the outer right angle peak (23) structure is equal to or greater than 3.5mm and equal to or less than 6 mm.
6. Run-flat runflat tire runflat safety hub according to claim 1, wherein the outer right-angle peak (23) has an outer right-angle peak height H based on the bead seat, 3mm ≦ H ≦ 10 mm.
7. Run-flat runflat tire safety hub according to claim 6, wherein the outer right-angle peak (23) has an outer right-angle peak height H based on the bead seat, H being 4.5 m.ltoreq.H.ltoreq.5.5 mm.
8. Run-flat tire runout prevention safety hub according to claim 1, wherein the angle between the inner right-angle peak (28) and the wheel axis is β, β being 80 ° or more and 105 ° or less.
9. Run-flat tire runout prevention safety hub according to claim 8, wherein the angle between the inner right-angle peak (28) and the wheel axis is β, β being 85 ° or more and 90 ° or less.
10. Run flat tire safety hub according to claim 1, wherein the lower r-radius of the inner right angle peak (28) structure is equal to or greater than 3mm and equal to or less than 15 mm.
11. Run flat tire safety hub according to claim 10, wherein the lower r-radius of the inner right angle peak (28) structure is equal to or greater than 3.5mm and equal to or less than 6 mm.
12. Run-flat runflat tire runflat safety hub according to claim 1, wherein the inner right-angle peak (28) has an inner right-angle peak height h based on the bead seat of 3mm ≦ h ≦ 10 mm.
13. Run-flat runflat tire safety hub according to claim 12, wherein the inner right-angle peak (28) has an inner right-angle peak height h based on the bead seat of 3.5mm ≦ h ≦ 5 mm.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111592816.4A CN114643815A (en) | 2021-12-24 | 2021-12-24 | Run flat tire-preventing safety hub |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111592816.4A CN114643815A (en) | 2021-12-24 | 2021-12-24 | Run flat tire-preventing safety hub |
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| Publication Number | Publication Date |
|---|---|
| CN114643815A true CN114643815A (en) | 2022-06-21 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202111592816.4A Pending CN114643815A (en) | 2021-12-24 | 2021-12-24 | Run flat tire-preventing safety hub |
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| CN110962509A (en) * | 2019-12-26 | 2020-04-07 | 正新橡胶（中国）有限公司 | Run-flat tire |
| CN212242802U (en) * | 2019-12-27 | 2020-12-29 | 中信戴卡股份有限公司 | Improved motor vehicle aluminum alloy hub |
| CN214873979U (en) * | 2020-08-06 | 2021-11-26 | 兴民力驰有限责任公司 | Section steel rim and wheel |
| CN213261815U (en) * | 2020-10-21 | 2021-05-25 | 江苏珀然股份有限公司 | Double convex peak wheel capable of preventing tyre from sliding to inner side after tyre burst |
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