Nowadays, an expressive number of vehicles is equipped at the manufacturing process or adapted in the future with wheel hubs made of materials known as"light alloys", i. e., alloys of metals such as Titanium, magnesium, and aluminum.

Systems used for structuring tires that use these high superficial hardness and/or high mechanical resistance materials, such as steel, carbon fiber, engineering plastics (Nylon, Teflon, etc. ) and others, imply in serious risk of fracture of the material basis of"light alloy"wheels, due to the impacts, unfortunately quite common, resulted from the precarious conditions of conservation of our roads.

The state of the technique currently reveals the following examples: a) Steel band: the product fixes only the lateral strap of the tire to the wheel hub, preventing it from not detaching off the wheel when the tire is flat, not aggregating any additionally structure to the tire, making impossible to drive the vehicle with a flat tire and, especially, without the tire. b) Carbon fiber or engineering plastics band: this equipment allows the sustentation of the tire whenever it looses pressure, so that the vehicle may count on a satisfactory drivability. However, the structure of the tire shall obligatorily function as an adherence appendix, which limits its efficiency, since once without the structure of the tire (loss of wheel), this product will be ineffective due to the lack of adherence to the pavement. As previously mentioned, due to the fact that this product is extremely hard, it represents serious risk of breaking the wheel in case of strong impact. c) Sealing Gel : as it regards to a gel, this product has its performance limited to small holes, not aggregating any additional structure to the tire, making impossible to drive with a flat tire and, especially, without the tire. Additionally, since it regards to a body in constant movement, it seriously affects the balancing of the set wheel-tire, also contributing to the oxidation of the steel wheels.

After having analyzed these problems, the Petitioner developed this invention, which consists in a rubber belt that is attached around the wheel and under the tire, forming a sub-tire, with diameter smaller than the tire's diameter and larger than the diameter of the wheel.

Steel structural reinforcements guarantee stability to the system, considering that there is a ratchet-type device that allow to wind the steel cable that tractions the belt around the wheel, attaching it to the wheel very firmly.

This protective belt is made of elastomer of characteristics similar to those used in the industrial manufacturing of tires. Its internal reinforcements are made of improved plow steel, according to the international standard ASTM, which guarantees the mechanical resistance necessary to the impacts and strengths resulting from the transfers of torque and force of friction and cornering resulted from the natural dynamics of a conventional passenger vehicle in use.

The protective belt made of material of high resilience and tenacity counts on particular characteristics in the absorption of energy of impacts, without transferring them directly to the wheel hubs and suspension.

Since it presents characteristics practicable identical to conventional tires, it ensures an easy and safe driving of the vehicle, even without the tire.

Its dimensioning includes the dimensions of conventional wheel hubs, which makes possible to drive the vehicle even without the tire, and without contact between the wheel hub and the pavement, or without critically affecting the wheel hub at the extent of breaking.

This provides an additional safety to the driver and all other passengers in the vehicle, since, considering that it is quite unlikely for a tire to detach off the wheel hub, if it occurs, the vehicle will be able to be driven easily and safely for many kilometers, without damage to the vehicle or its passengers, considering that the problem has occurred to its traction wheels or wheels under traction.

Tests demonstrated that this protective belt to Wheels and tires ran above 100 Km/h (one hundred kilometers per hour) for various minutes, with and without the tire, at tractions wheels and wheels under traction, without significant damages to the vehicle and its drivability.

Technically, the vehicle without air in the tire, or even without tire, may be driven for dozens of kilometers without critical damages to the running material or to the vehicle.

In a common situation of flat tire, it is possible to drive at up to 40 Km/h in the average without affecting the structure of the tire, until reaching a safe place where the tire can be exchanged or repaired.

In another tactical circumstance of escaping from an emergency situation, such as in an attempt of approach aiming any criminal action, the vehicle will be able to pull off and accelerate normally even with 4 flat tires (for instance, due to firearm shooting or other contingency) in speeds up to 100 Km/h or more, without significant damages to the drivability of the vehicle, ensuring an important guarantee of safety to its passengers.

According to the tests performed, we suppose that the useful life of this protective belt is equivalent to the life of any conventional tire, as if running normally.

In normal conditions of use (as the additional structuring system of tires), its useful life may be considered as unlimited.

The protective belt mentioned herein is perfectly interchangeable between vehicles with the same nominal wheel diameter (same RIM), regardless of the width of the tread.

Additionally to the benefits listed above, the protective belt invented herein further guarantees: Perfect balancing; Highly satisfactory drivability when the tire is flat, since the product maintains the tire structured in its position; Maintains the. drivability condition even without the tire, since the material in which it is made has characteristics similar to any conventional tire, allowing the adherence necessary for the vehicle to transfer the power necessary for its locomotion; It is important to stress that some ballistic tests performed with the shooting the firearms, as of the norm NIJ 0108. 01, presented satisfactory results, without any expressive reduction in its original mechanical properties; The equipment counts on a locking system through double steel cable, providing more safety to its users if the equipment is the object of any firearm shooting and the projectile eventually breaks one of the locking cables.

The risk of causing a possible rupture of the wheel is inexistent, since its resilient characteristic absorbs almost all the energy generated by the impacts, transferring small part of the energy to the center of the wheel hub, its weaker part; The equipment may be reused in other vehicle, provided that the rim of the wheel is equal to the nominal diameter, regardless of the width of the tread; It does not oxidize steel wheels, since it is made of rubber and stainless steel ; Easy to install, being installed and uninstalled by any conventional tire fitter.

Therefore, in light of the benefits presented and its singularity, the invention herein deserves privilege.

Thus, in order to facilitate the comprehension of the model, references shall be made to the drawings attached hereto, where: Figure 1 demonstrates the front and size views of the wheel of a vehicle with the protective belt.

Figure 2 demonstrates only the protective belt already assembled.

Figure 3 demonstrates the detail"A"of figure 2, with partial cut, referring to the joint device of the ends of the belt on the wheel.

"PROTECTIVE BELT TO WHEELS AND TIRES", pursuant to the drawings attached hereto, constituted by a double steel cable system [1], made of rubber or similar, with trunks [2], therefore consisting of a rectilinear profile assembled around the wheel [3] of steel of light alloy.

The belt [1] is inserted into the interior of the groove or original channel of the wheel [3], and the superior profile of this belt [1] configures a tread, which is in contact with the tire (not demonstrated) if it becomes flat.

One of the ends of the double steel cable system is attached to the rear of the locking ratchet, crossing the system until that it reaches the front of the ratchet, where the system is finally locked and attached, guaranteeing its structure.

One of the ends of the belt [1] counts on a support [6] with two brims [7] forming an"U", these brims being trespassed by an axle [8] that on one side counts on an Allen head [9] attached to a ratchet [10]; this ratchet is locked by a pin [11] that trespasses supports [12] over an extension [13] of one of the brims [7].

One or more steel cables [14] are anchored to the axle [8], on its turn anchored to a hook [15], which is attached to a basis [16] attached to the steel cables [5].

With an Allen wrench, turn the axle [8] to pull the cable [14] and then approximate the ends of the belt [1] onto the wheel [3].