Abstract:
An automobile tire having fluid-tight internal partitions to form discrete internal compartments includes bead-like sub-structures provided within internal partitions having contact with a road during use of the tire, the bead sub-structures including a pressure-sensitive sealant in which a rapid change in air pressure in the tire induces activation of the sealant; and a tire wheel having a lateral surface complemental to an inner radial geometry of the tire, including, at an interface between the wheel and the tire, a pump for selectable inflation of at least one of the compartments. The system may also include inflatable wheel sealing ridges formed integrally within the tire, the ridges including circumferential annular fluid tight channels inflatable independently of inflation of the internal wheel partitions.

Description:
CROSS REFERENCES TO RELATED APPLICATIONS 
     This application claims the benefit of PCT International Publication No. WO 01/28787 A1, published 26 Apr. 2001. 
     BACKGROUND OF THE INVENTION 
     1. Area of Invention 
     The invention relates to systems of self-repair of auto tires. 
     2. Description of Related Art 
     Relevant to the present invention are U.S. Pat. No. 4,078,597 to Noda 1978 entitled Tire and Wheel Assemblies. This invention includes an inflatable tubular ring, which is substantially flexible, and lodged in the rim well and when inflated acts as a bed locking, ring. 
     Multi-compartment tires are known in the art as is shown by U.S. Pat. No. 1,354,984 (1920), to T. J. McCaffrey; U.S. Pat. No. 2,196,814 (1940) to McClay, and showing a multiple chamber or compartment tire structures, provided with some structural points of reinforcement; U.S. Pat. No. 3,616,831 to LaFuento; French Patent No. 635,355 (1928) to Costa; and French Patent No. 1,015,528 (1952) to M. Di Pasquale. The present invention employs a T-joint within integral partitions within a circumferential tire surface contacting the ground. This provides for joint distribution of road pressures to all partitions with the inner structure of the tire, and prevents further rupture by an external object from responsible for an initial rupture. Other relevant patents include U.S. Pat. No. 4,237,952 to Chutard, Pneumatic Tire with Sealing Lining Comprising Thermosetting Resin and Isolated Resin Cross Linking Agents which teaches tire repair with epoxy resin for long term tire repair. 
     The present invention employs epoxies, resins and hardeners, encapsulating the epoxy in balls of approximately one-half to 2 inches in diameter and up to tennis ball size for larger tires. The round shaped balls include internal flexible thin elastic membranes enabling tire repair to be effected with high air pressure from a portable air pump or an air source. 
     The present invention responds to the long felt need in the art for a practical system for a self-repair of auto tires that have been ruptured during on-road use. 
     SUMMARY OF THE INVENTION 
     The invention relates to a system for self-repair of a tire comprising an automobile tire having fluid-tight internal partitions to form discrete internal compartments therein; bead-like sub-structures provided within said internal partitions having contact with a road during use of the tire, said bead sub-structures including a pressure-sensitive sealant in which a rapid change in air pressure in the tire induces activation of said sealant; and a tire hub having a lateral surface complemental to an inner radial geometry of said tire, including, at an interface between said hub and said tire means for selectable inflation of at least one of said compartments. The system may also include inflatable hub sealing ridges formed integrally within said tire, said hub sealing ridges comprising circumferential annular fluid tight channels inflatable independently of inflation of said internal wheel partitions. 
     After a certain air reduction and some weight shifting to other tire compartments, a rupture is sealed by said automatic tire repair system which at least slows down the deflation of the rupture. This is achieved by a dynamic resilient round spongy sealing bead sub-structures by the effect of an air pressure gradient from said partitions to the atmosphere. Also provided is a flat tire compartment bypassing capability, so the ruptured compartment, after some air reduction, will remain resilient and the tire, after a weight shifting, will remain steady and operative notwithstanding rupture of the exterior wall thereof. 
     The objects of the present invention are: 
     (1) To provide a self-sustained wheel system having a removable radial steel belted, stretchable inflatable wheel flanges or flanges composed of a steel belted solid hard robber made for easy do-it yourself tire mounting and dismounting, especially for a multi-compartment tire which is harder to mount or dismount, thereby making the multi-compartment tire useful and easy to repair from its interior. 
     (2) To provide a dynamically flexible rupture-withstanding joint multi-compartment tire and multi-surface of diameter automotive tire system with tread design with three distinct patterns and complementary proportional inflation pressures in the said compartments for all season standout. The said tire having enhanced safety so a flat thereof will be, effectively dealt with by shifting the weight on the tire to the additional tire joint compartments. 
     (3) To provide a tire repair system which in general during and after rupture will remain operative and notwithstanding also rupture of the exterior tire wall thereof. 
     (4) To provide a tire for a wheel easy assembly changeable with a spare tire at a selected time or in the nearest garage automatically comfortably and professionally, at the same time the rupture can be repaired by a professionally preferred methods and tooling. 
     (5) To provide an enhanced safety, integrated joint superstructure tire. 
     (6) To provide a wheel compartment integrated tire superstructures which externally and optionally includes substantially integrated tire walls, forming triple or double tire for mounting on integrated triple or double axle wheel, to withstand several ruptures and instant automatic tire repair therefore, such as to prolong the functionality and performance in avoiding as long as possible the need for a spare tire, and for increasing mobility on hazardous roads. 
     (7) To provide a flat withstanding joint tire system by, a joint insert which is a multi-compartment tire joint structural combination for any wheel, and for any, externally, combinable, tire structure. 
     (8) To provide a tire and a wheel system especially for the front wheels of military vehicles, buses, trailers and trucks. 
     (9) To provide integrated rupture withstanding joint spare tire compartments affecting internal automatic tire repair because the tire structure after rupture will not collapse on the road. Therefore, the automatic tire repair system can be especially effective, also the sharp obstacle if remaining in the rupture could be removed and the internal automatic tire repair can take effect with high air pressure from a portable air pump or air source and with external sharp stick to puncture manually the automatic tire repair element membranes which are, folding within adhesive that is spread and mixed on the rupture therefore, resultantly, bonding, and repairing, the tire. 
     (10) To provide inflatable tire beds by integral sealing radial inflatable tubes forming wheel sealing ridges for especially easy safe tire mounting and smooth demounting. 
     The above and yet other objects and advantages of the present invention will become clear and comprehensible from the herein after described Brief Description of the Drawings, Detailed Description of the Invention and Claims appended herewith. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a radial cross-section of the inventive tire, including the wheel thereof showing, in breakaway view, the sealing bead substructures of the system. 
         FIG. 1A  is an exploded view showing the relationship between the tire and its internal compartments, on the one hand, and the tire hub of the invention on the other. 
         FIG. 2  is a radial cross-section of the inventive tire, including the hub thereof showing, in breakaway view, the sealing bead substructures of the system. 
         FIG. 3  is a vertical diametric view taken along Line 3 - 3  of  FIG. 2 . 
         FIG. 4  is a view, sequential to that of  FIG. 2 , showing the effect of said sealing substructures on impact of the tire with an external object on the road. 
         FIG. 4A  is a view further sequential to that of  FIG. 4 . 
         FIG. 4B  is a principle, dynamic partial, cross sectional view of  FIG. 4 . 
         FIG. 5  is a vertical diametric view taken along Line  5 - 5  of  FIG. 4 . 
         FIG. 5A  is a conceptual view of the lowermost portion of  FIG. 5  showing, in concept, the function of the self-sealing bead substructures in response to a rupture of the tire. 
         FIG. 6  is a view sequential of that of  FIG. 4A  and also a diametric view taken through Line  6 - 6  of  FIG. 7 . 
         FIG. 6A  is a radial cross-sectional, partial breakaway view sequential to the view of  FIG. 6 . 
         FIG. 8  is a perspective breakaway diametric view of a further embodiment of the invention, first shown in  FIG. 1 . 
         FIG. 8A  is an enlarged detailed view of  FIG. 8 . 
         FIG. 9  is an axial, diametric cross-sectional breakaway view of the embodiment of  FIG. 9 . 
         FIG. 9A  is an enlarged detailed view of  FIG. 9 . 
         FIG. 10  is a schematic, axial diametric cross-sectional view 
         FIG. 11  is an operational view of the structure of  FIG. 10 . 
         FIG. 12  is an axial diametric cross-sectional view of the embodiment of  FIGS. 8-11 . 
         FIG. 12A  is a view, similar to that of  FIG. 12 , however showing the use of self-sealing substructures within the partitions. 
         FIG. 13  is a view, similar to that of  FIG. 12 , however showing a different configuration of internal partitions. 
         FIG. 13A  is an enlarged view of  FIG. 13 , however showing the use of self-sealing substructures within the partitions thereof. 
         FIG. 14  is a perspective view of a wheel structure in accordance with the embodiments of  FIGS. 8-15 . 
         FIG. 14A  is an enlarged view of  FIG. 14 , however showing the use of the self-sealing bead and substructure thereof within the partitions of the tire. 
         FIG. 15  is a diametric cross-sectional view of the structure of  FIG. 14 . 
         FIG. 16  is a perspective view of the wheel of  FIG. 15 . 
         FIGS. 17 ,  17 A and  17 B are conceptual views of different embodiments of the self-sealing substructures employed within the tire partitions. 
         FIG. 18  is a perspective diametric cutaway view of a third embodiment of the invention. 
         FIG. 18A , is a further view of the structure of  FIG. 18  showing the self-sealing substructures therein. 
         FIG. 18B , is a perspective view of a further embodiment showing a dual tire system having redundancy of internal tire structure similar to the individual tire structure shown in the embodiment of  FIGS. 1 ,  1 A and  3 . 
         FIG. 19  is a perspective view showing the tire structure of  FIG. 20  attached thereto. 
         FIG. 20  is a polar cross-sectional view of the internal partition structures. 
         FIG. 21  is a detailed view of the right end piece of the structure of  FIG. 19 . 
         FIG. 22  is an enlarged detailed view of  FIG. 19 . 
         FIG. 23  is a detailed perspective view of the ring structure shown to the left of  FIG. 22 . 
         FIG. 24  is a perspective view of a yet further embodiment of the invention. 
         FIG. 25  is a radial cross-sectional view of the circumferential bracket structure shown in  FIG. 24 . 
         FIG. 26  is a perspective view of a yet further embodiment of the invention. 
         FIG. 27  is a perspective view of a still further embodiment thereof. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     The wheel system includes a wheel or rim having inflatable shoulders for ease of mounting and dismounting of most sizes of tires. Built, also, for the purpose of handling a flat tire when driving. Inflatable wheel or rim shoulders also function after a flat has occurred, so the vehicle&#39;s wheel will remain operative. 
     A tire of a bicycle can be removed simply from a rim that is basically a C-clamp in cross-section. A C-clamp can include a flange-belt for mounting/dismounting by first pulling of the bicycle tire in a circumferential direction and then pulling 90 degrees to the side. The tire us readily removed by using appropriate pressure in one radial direction and an appropriate twist of 90 degrees to the side. If the 90 degrees or other side pressure is used randomly on the bicycle tire side portion or side wall, the tire will not come off the bicycle rim. However, if one way insert, a radial hard rubber solid belt, or a radial hard rubber steel-belted solid tube, inside the said bicycle tire, at one side of the bicycle wall already mounted on the bicycle rim, or a suitable C-clamp ring. After completing the mounting of the bicycle tire, one can stretch mainly in the direction of the inner internal circumferential diameter of the bicycle tire, when pressed evenly from the side. Because of an external structural system of limited flexibility, one must employ hook-clamp shaped groove, a C-clamp rim, or an appropriate bicycle rim. Said solid hard rubber flange belt of a bicycle tire structure forms a structural system. Mounted as a flange or flanges on said groove or grooves is a C-clamp shape or a circumferential torodial clamp within an automotive wheel rim, optionally made for a wheel of low air pressure, and built according to requirements. Most rims of vehicle wheels bend the metallic shoulders or wheel flanges after a flat occurs. To address this problem, when the wheel rim has inflatable flanges which are strong enough to withstand the road pressure after a flat tire has occurred. 
     Rubber tires are fitted and welded on a cylindrical wheel-rim having the same diameter as the bicycle rim, to form two or double inflatable wheel-rims having the same diameter to form two double inflatable wheel-rim shoulders or flanges for mounting and dismounting automotive tires. The invention includes an inflatable sealing tube, extending the diameter of the conventional metal practical wheel-rim flange for safety purposes. Wheel sizes and the sizes of the interior proportions of a tire insert for tires include air pressure relative to wheel organizations of available sizes. The wheel proportional structures are diverse and accordingly are correlated to rupture handling wheel structures shown in the drawings and to general road handling and all season braking and traction. 
     Furthermore, an inflatable when compartment assembly of integrated tire structure, combining an automatic tire repair, with a joint tire structure. Alternatively, with a multi-compartment automotive tire (mostly, practical by external modern approach to tire repair). Generally any joint, compartment number, in various kinds of tires, or within integrated, triple and double tire structures, for mounting upon an axle wheel-rim or integrated triple or double axle wheel rim duplicating the same principles as shown in reference to tire mounting on one axle wheel-rim. The inventive tire extends into contact with the wheel-rim in the tire wall circumferential surface which includes integral, inflatable wheel-rim surrounding radial tubes which form polar wheel-rim sealing ridges along a line defined by contact between said sealing ridges, internal circumferential surface and said wheel-rim surface about the axis of said wheel-rim. The inventive tire further includes an interior bladder, which may use tire tubing extending completely about said wheel-rim, having an inner surface thereof defined by said lateral surface of said wheel-rim and, at its axial extent, comprising said polar wheel rim sealing inflatable tire “beads.” The self-repair tire further includes axially opposing outer bladders. Define by the interior volume, not occupied by said interior bladder and each of said opposing outer bladders having a common joint wall with said interior bladder. Resultant reduction in air pressure in any one of said bladders will permit limited joint corresponding expansion of the outer bladders of the system into a limited part of the volume occupied by such one bladder. And therefore also shifting the weight to the most air pressurized compartment. Within each of said compartments, may be provided spongy resilient dynamic tire sealing round ball super-structures, non-adhesive externally and immiscible relative to the interior surface material of said tire. For the effect to enter any rupture or breach in the surface of said tire to repair, thereby. Or, al leas seal the rupture through the effect of air pressure gradient from the ruptured bladder to the atmosphere. Said exiting air pressure is affected; also, through air pressure compressible interior bladder limited T-joint expansion into a ruptured bladder, in reference to air pressure and vacuum principles. 
       FIGS. 1 to 10  show optional provision of tire tubing in the central compartment having safety joint there is shown an internal perspective views showing the automatic tire repair properties and the safety joint compartment shape of the tire which is joint bladder or an insert which is forming inventive multi-compartment automotive tire super structure for joint rupture withstanding safety response. The inventive automatic tire repair or self-bonding repair within safety joint tire structure includes a circumferential surface  10  which extends symmetrically to define sidewalls which further extend to circumferential optionally air pressure inflatable and table tire beds forming sealing ridges  14 . Particularly for easy access to the tire interior structure or the tire interior insert structure after a rupture. In  FIG. 1A  unfolding from the tire beds to touch and to seal the wheel. Air channels  5  and  6  drive air to wheel sealing ridges  14  through connecting channel  8  which extend to valve  95  on wheel  64 . As shown in schematic  FIG. 3 , said optionally inflatable wheel-sealing ridges  14  define a circular line of contact with wheel  16  about the axis of the wheel and a plane of symmetry  18  (see dotted vertical line in  FIG. 3 ). As may be further noted in  FIGS. 1 to 10 , an interior bladder  20  extends completely about wheel  16 . Also, can be pressurized with a tire tube. Thereby, the inner surface of bladder  20  is defined by a lateral surface  22  of wheel  16 , see  FIG. 3  and, at its circumferential radial extent, is defined by central wall portion joint partition  24  and the circumferential line  24  in integral joint co-extensively with a tire central interior surface  26 . At its axial extent it is defined by said air pressure inflatable and -table tire bed forming wheel sealing ridges  14  that are structured to unfold through air pressure principles to the direction of their internal diameters unfolding from the tire to touch and pressure grip the external wheel structure by reduction of their internal diameter. 
       FIG. 2  is a cross sectional, wheel integrated tire view, of a dynamic schematic perspective view of an outer compartment of  FIG. 1 . Before the occurrence of the puncture or rupture, and also a partial internal cutaway perspective view of the central backing interior compartment of the embodiment of  FIG. 1 , in which a spongy resilient dynamic sealing automatic tire repair substructures are substantially, externally “non-adhesive” and externally immiscible, in relation to the tire interior surface. The dynamic immiscible substructures have been added ad shown in the outer compartments backed up by the inner central compartment shown in  FIG. 1 . 
       FIG. 4  is an automotive wheel general schematic internal perspective view. Moreover, an automatic sealing, dynamic perspective view. Shown from  FIGS. 4 to 5A  otherwise similar to the view of  FIG. 2 , showing the occurrence of a rupture of the circumferential tire surface, corresponding to the interior bladder expansion and weight shifting, dynamically keeping the resilience of the rupture compartment and backing the automatic sealing. Also, showing in general reference from  FIGS. 4 to 5A , the dynamic transition of the sealing materials, to the rupture, and the correlation of the occurrence that begins a sealing automatically, on the rupture. Such that further automatic tire repair will take effect in the second in order of occurrence, taking effect, according to the kind of rupture and obstacle size. In general, if the obstacle is stuck in the rupture, the probability is that the rupture may be compressed or sealed by the sealing material or thereafter, if not sealed, by-passed with the joint interior bladder wall. If the obstacle is not stuck in the tire rupture, the probability is that the puncture or rupture, will be sealed by the dynamic substructures, for the effect of the automatic tire repair to take place in the next stage in order. 
       FIG. 4A  is an internal wheel perspective of a dynamic schematic view, of the area of the tire puncture and rupture explained, and shown, in  FIG. 4 . Corresponding to further possible interior bladder, expansion and further weight shifting. Keeping pressure in backing the automatic sealing, and the resilience of the rupture compartment. But reducing pressure on the obstacle and the rupture area. Also, showing the dynamic transition of the sealing material to the rupture area. And, the instant correlation further comprising the occurrence of a sealing automatically on the rupture, which has very good probability to take effect according to the kind and size of the rupture and the obstacle and if is stuck in the rupture as explained in  FIG. 4 . 
       FIG. 4B  is a principle, dynamic partial, cross sectional view of  FIG. 4 . With the tire sealing and bonding light substructures showing along the arrows, the transition of the tire repair substructures to the puncture or rupture areas, and showing the instant automatic sealing, on the rupture area for the automatic tire repair further in time occurrence, which takes effect after several minutes following the said automatic tire sealing.  FIG. 4B  is a further showing a T-joint in the middle of the circumferential tire surface in touch with the ground, and the interior T-joint flat by-passing structure, of the tire compartment system include the further extending T-joint connection interior tire walls. 
       FIG. 5  is a dynamic perspective axial cross-sectional view taken along Line  5 - 5  of  FIG. 4 . 
       FIG. 5A  is a partial cross sectional, internal, principles, dynamic perspective view of  FIG. 4B , tire compartment. And the area of the tire puncture or rupture. Showing the dynamic transition of the sealing material to the puncture or rupture area. Further simultaneously showing the tire compartment internal central T-joint, tire wall, further extending and if sealing did not occur, comprising after releasing some air, from the flat compartment, the automatic occurrence of a flat tire compartment by-passing the said T-joint compartments system. 
       FIG. 6  is a schematic cross-sectional general internal dynamic further perspective view, similar to the explained views of  FIGS. 2 and 4 , showing the tire structure after either or both coordinated, first, self-sealing and second, rupture withstanding has occurred. Which the second in order is bypassing the rupture area. With a joint compartments, and a wall partition, of interior joint compartment limited expansion. And the first by a dynamic automatic possible tire repair if automatically happen to occur first. Slowing down rapid deflating of the tire compartment by the rupture compartment sealing with the round ball shape substructures by the effect of air pressure gradient from one of the rupture, outer bladders to the atmosphere. In schematic functional range that is in general, proportional to the limit of the T-joint bladder expansion shown in  FIG. 5A  which is the limit schematic range for the automatic sealing probable occurrence according to the volume of the air pressure remaining within the rupture compartment. The probably general schematic automatic sealing range in correlation to the air pressure intensity remaining in the rupture compartment is shown from  FIGS. 2 to 6A . 
       FIG. 6A  is a schematic further in time dynamic perspective cutaway view of an outer flat compartment and radial cross-sectional cutaway internal view of the joint central compartment and joint interior wall, shown in  FIG. 1-6  corresponding to a complete release of air in the joint flat outer compartment. therefore, the central compartment is bypassing the puncture or rupture area and the flat compartment with the joint spare compartments. 
     The inventive tire also includes axially opposing outer bladders  28  and  30  which are defined by the interior volume of said tire arch surface  10  which is not occupied by said interior central bladder. As may be noted, each of said joint opposing outer bladders  28  and  30  exhibit common walls  32  and  34  which extend to central joint wall portion  24  or joint partition  24  respectively with said interior bladder  20 . See  FIGS. 1 to 12 . Exhibiting automatic expansion after puncture or rupture which is bypassing jointly the rupture compartment. 
     As may be noted from  FIG. 3  a reduction in air pressure in any one of said bladders will permit limited joint partitions corresponding expansion of the other bladders into a part of the volume occupied by the bladder experiencing range of reduction in air pressure. See  FIGS. 4 to 6A . In general reference to the tire superstructure. A principal dynamic self-sealing test was done. The light substructures having an integral egg shape of Styrofoam flow to, then shield and seal the rupture. So it is proven for the dynamic randomized sealing light super structures to take sealing effect through air-compression and vacuum principles. As already shown and proven in prior art in reference to simple tire self-sealing material. Further the present invention is extending the tire self-sealing prior art into a tire automatic repair as further inventive steps. There is with reference to  FIG. 3  shown the usage of the rupture withstanding re-inflatable compartment of  FIGS. 1 and 8  with a round ball shaped sealing resilient dynamic substructures  36 , in the outer tire bladders  28  and  30 . The automatic tire repair sealing dynamic resilient structures marked with the principal numerical symbol  36  which is also a symbol for any functional tire sealing and bonding combination within frangible membrane separation of elastic thin stretchable partitions folding within tire repair materials. 
     The said sealing automatic tire repair structure further having within a central interior structure, (see  FIG. 17  element  102 ), made from meshed metal or hard rubber which is covered with egg shape spongy elastic polymeric structure, (see  FIG. 17 , element  103 ) to withstand overpressure interaction with road surface  42  (see  FIG. 5A ). 
     The said automatic tire repair system further having a range of pressure sensitive non adhesive immiscible membrane folds or elastic shells on the automatic tire repair structure external diameter (see  FIG. 17 , element  104 ,  105  and  110 ) including internally three or two intersections of epoxy components bonding combination of resins and hardeners liquid sealant, (see  FIG. 17 , element  106  and  107 ) (and  FIG. 17B , element  111 ) in which element  106  is the epoxy hardener, element  107  is the epoxy resin and element  111  is the epoxy hardener or resin mixed with Styrofoam granules. 
     Further the said elements  106   107  and  111  comprising within said membrane folds of airtight sealed thin elastic partitions any two or three tire bonding adhesive components. The inventor after experiencing with a variety of tire adhesives found to be effective in particular with tire materials of rubber the adhesive “super thin penetrating instant adhesive” under the name “hot cyanoacrylate” or a “very thin penetrating instant curing adhesive” under the name “cyanoacryalte”. 
     The tire rupture area was repaired internally and bonded using the said adhesive together with spongy light semi-hard round rubber balls especially effective tire bond was created with the interior tire rupture area using round nylon balls from one to two inches in diameter together with the said adhesive “cyanoacryalate” or “cyanoacryalte”. 
     Also the said adhesive is available in the market and provided with a non-adhesive immiscible pen sized tube made from non-adhesive immiscible plastic. The said tube is having pointed outlet which can be inserted to the rupture and by squeezing the adhesive out it will enter the tire rupture pressure seal area of contact effecting tire repair thereof. 
     The said tire repair structures will peel or stretch-off after the automatic tire repair structures air pressurized pocket  108 , (see  FIGS. 17 , and  17 A, valve  112 ) is punctured on the rupture area through friction with the road surface or externally manually with a sharp stick through air compression principles by the effect of a pressure gradient from said rupture bladder to the atmosphere. Resultantly mixing the two or three component bonding combination of epoxy resins and hardeners upon the rupture. 
     In the event of a rupture of surface  10 , see  FIGS. 2 to 7 , including sidewalls  12  thereof, the tire will be sealed by said sealing super-structures  36  by the effect of a pressure gradient from said outer bladders to the atmosphere. When this occurs the backing joint inner bladder  20  will expand in correlation to the air pressures within the ruptured tire and will exhibit a T-joint response as is shown in  FIGS. 4 to 6A  (see arrows  44 ) such that the areas occupied by either outer bladders  28  or  30  will to a limited level correspondingly reduced. Automatic tire repair Randomized dynamic sealing light substructures  36  will to a limited extent flow, then enter puncture or rupture  38  until a sealing has been effected from all possible directions and angles opposite to road surface  42  or rupture tire surface exterior. Thereby a puncture or rupture withstanding and automatic sealing in the surface of said toroidal tire body will be at least first partially functional after certain air reduction sealed and shielded by said automatic system or at least slowing down rapid deflating of the puncture or rupture compartment by said sealing dynamic resilient structures by the effect of the air pressure gradient from one of said rupture bladders to the atmosphere and, secondly, rupture withstanding and partially functional by the randomized joint spare compartments and by the pressure after rupture from the backing T-joint and inner central bladder on said flat tire compartment bladder to a limited integrated joint extend, and therefore forming a flat tire compartment bypassing system so the rupture compartment after some possible range of air reduction will remain resilient and the tire will remain steady and operative notwithstanding also rupture of the tire exterior wall thereof. (Usage of a portable air pump until a sealing has been effected is optional). See  FIGS. 4 to 5A . The sealed tire is shown in general in the range of the views of  FIGS. 4 to 5A . Also it is to be appreciated to note that through limited expansion of inner joint bladder  20  which is bypassing the rupture area whether or not the automatic tire repair structure  36  or the sealing resilient substructures  36  are used within outer bladders  28  or  30 . However, as may be appreciated, the general structural integrity of the system after the said rupture will be enhanced through the usage of the said resilient substructures  36 . So the puncture or rupture compartment after possible range of air reduction and a flat will remain resilient. See  FIG. 6A , arrow  44 . For some time. This time will allowed safety in moving off from dangerous roads. 
     With reference to  FIGS. 4 and 4A  light sealing substructures  36  will flow to and integrate into the area of tire rupture  38  which, in  FIG. 4A , is seen to include obstacle or sharp object  40  which has become embedded within the area of tire rupture  38  as shown in  FIG. 4A , randomized dynamic automatic tire repair structures  36  in a simple structural internal version are preferably selective from a polymer that will bond substantially with the tire material after puncturing peeling and disposing of the said external non-adhesive immiscible membrane of the external said automatic tire repair structure. 
     Accordingly as randomized dynamic light sealing super structures  36  flow to the area of puncture or rupture  38  they will be subjected to substantially enhanced pressure also by friction through their interaction with the road surface  42  and obstacle  40 . Further the expansion of inner bladder  20  (see  FIGS. 4 to 7 ) will operate for backing air pressure to sealing substructures  36  from a direction and angle opposite to road surface  42  or a direction and angle opposite to the tire puncture and rupture surface exterior. Arrows  44  (in  FIG. 4 to 7 ) are correlated to the external pressure of between circumferential surface  10  of the toroidal tire body and road surface  42 . Further turn the puncture or rupture intersection to the six o&#39;clock position, such as to optionally use a portable air pump to re-inflate a rupture compartment to effect a tire sealing. 
     Accordingly subjecting randomized dynamic automatic tire repair structures  36  to substantially enhance air pressure to insure complete tire sealing and further in order and time to effect automatic tire repair. In  FIG. 8 through 12  are shown various tire arrangements with air channels, and valves arrangements of the multi-compartment automatic tire as above described including the inflatable tire beds forming the integral sealing ridges  14 . Wheel integrating through air pressure into the wheel  64  and therefore to wheel shoulder  65  (see  FIG. 18  and  FIG. 1A ) in  FIG. 8  to  FIG. 9A  there is shown an arrangement wherein three inlet channels  46 ,  48  and  50  are shown in connection with bladder  20  and inflatable outer bladder  28  and  30 . Further in connection wheel integrating said sealing ridges  14  (see  FIG. 8A  and  FIG. 9A ) which are inflatable through channel  51  and channel  53  which connect to air channel  50 . An axial cross sectional view appears in  FIG. 9A . There from optionally derivative from organized gaseous multi valve input  52 , the bladders and sealing ridges of the tire compartment system may be filled with air. 
     Note also effecting in correlation to the air pressure volume the multi-surface external tire diameters principally shown by arrows  33  in  FIG. 11 . In reference to the tire insert of  FIG. 8  an optional joint tire insert structure for do-it yourself people may be integrated with an external tire for safety performance and simplicity. 
     In  FIG. 12  is shown an optional multi-valve arrangement for the above-described embodiments of  FIGS. 1 through 7 . Therein is shown a multi-valve air inlet  54  positioned upon wheel  16  in a simple fashion, that is, in the same fashion that an air inlet valve would be positioned in a regular automobile wheel. However, from said multi-valve inlet  54 , pressurized air is inputted directly to central internal bladder  20  and, through channels  56  and  58 , to outer tire bladders  28  and  30  respectively. 
     The embodiment of  FIG. 12 , including the multi-valve air inputs therefore, is shown with the described sealing light substructures  36  in  FIG. 12A . 
     With reference to  FIGS. 13 and 13A , there is shown in  FIGS. 13 to 15  further embodiments of the said invention comprising a tire defining a hollow toroidal body which includes an arched circumferential surface  60  including sidewalls  62  which extend axially symmetrically into contact with wheel  64  (see  FIG. 16 ) in which circles of contact are defined by polar air inflatable tire beds forming the wheel sealing ridges  66  which are optionally air pressure inflatable and deflatable particularly for easy access to the joint interior tire structure after a rupture, and for smooth assembly and safe mounting principally shown in the above described embodiment. See  FIG. 14A  wheel sealing ridges  66  are filled with air through channels  78  and  79  which communicate with air channel  75  in the organization of the valve air input. The embodiments of  FIGS. 13 to 15  are symmetric about a plane of symmetry  68 . See  FIG. 15 . 
     Further there is provided an interior joint bladder  70 , see  FIGS. 13A and 14A  which also can be pressurized with a tire tube, and extends completely about said wheel  64  with an interior circumferential surface  74  thereof bladder  70  is defined and limited by the lateral surface of wheel  64 . And said interior bladder  70 , at its greatest axial extent, is defined by an interior solid circumferential surface  74 , see  FIG. 13A . 
     The tire versions of the embodiments of  FIGS. 13 to 15  further includes a joint central axial bladder  76 , which is disposed about said axial plane of symmetry  68 . Said bladder  76 . (See  FIG. 13A ) exhibits a radial inner surface  78  in common with said interior solid circumferential surface  74  and, further, exhibits a radial joint outer surface  80  in common with an interior surface of said radial arched surface  60 . The joint structure thereof further includes first and second opposing joint bladders  82  and  84  on respective opposite axial sides of said central joint bladder  76 . Radial joint inner surfaces  86  and  88  of opposing joint bladders  82  and  84  respectively are defined by said inner solid circumferential surface  74  of said inner bladder  70 , while outer surfaces  90  and  92  of said opposing joint bladders  82  and  84  respectively are defined in common by the interior surface of said arched circumferential surface  60  of the toroidal tire. The said multi-compartment joint tire structure having a tire stress alternating proportional inflation pressures which distribute tire stress evenly, or distinct air pressures for outer joint marginal stress distribution to surfaces  80 ,  90  and  92  having optionally three distinct tread patterns for all season braking and traction. The tire insert variations of  FIG. 14  can be mounted in any external tire on an axle wheel. The variations of a multi-compartment joint independent tire insert  FIGS. 1 and 14  are integrated in general reference, one or a few combinations of the shown structures: internally within a regular tire or customized exterior tire. See  FIGS. 10 and 14 . In  FIG. 10  insert-surfaces  29  and  31  are air pressure-integrated with outer tire internal surface  10  and distribute distinct proportional air pressures. The multi-compartment tire is having an optional insert version for low pressure tire which is analogous to a multi-compartment inflatable light tire dressing the wheel with compartment extending to the wheel surface air pressure gripping the complete wheel surface. One or a few combinations of shown  FIG. 15  with integrated valves can be mounted on the axle wheel internally within the external tire, air pressure integrating with the external tire and pressurizing the complete wheel surface with the inflatable internal circumferential surface  74  (see  FIG. 15 ). This version is effective mostly for low-pressure tire, like small motorcycles and bicycles. 
     The operation of the second embodiment is analogous to the first embodiment of the invention thereof include general joint marginal stress distribution in compartment reference to the stress alternating embodiment of  FIGS. 1 through 10 , so that a compartment blow-out will be effectively handled, and manual tire repair on the highway rendered unnecessary. 
     With reference to  FIG. 13A , the above-described embodiment is shown and provided with automatic tire repair dynamic light sealing substructures which are non adhesive and immiscible having externally immiscible membrane separation folding within said areas of separation varieties of epoxy mixed with tire bonding polystyrofoam or polyurethane in size correlation to tire size and air pressure volume as well, provided with an organized optional multi-valve  94  optional for use with the described embodiment. But, in  FIG. 16 , valves on hub wheel  64  are air inlets  95  to  98 . In connection with the compartments  70 ,  76 ,  82  and  84  of the tire. See  FIG. 14 to 15 . See in reference compartments  20 ,  28  and  30  in  FIG. 8 . The use of the said multi compartment structure is in connection with the temporary removable tire compartment air channels removing the air channels for selective filling of the compartments in the air inlet points with said sealing automatic tire repair structures. To protect the tire air valves and air channels from clogging by said light sealing super-structures, a screen shield is mounted in the air outlet of the said tire compartment which are having screen shield in outlet points shown by arrows  99 ,  100  and  101 . See  FIGS. 13A and 14A . 
     In reference to any number of clog preventive air valve and air inlets or air outlets organized and integrated into the said wheel.  FIGS. 1 and 13  are optionally mounted as an insert in any tire or in the same principle in walls integrated triple tire or double tire on multi-compartment integrated triple or double axle wheel. Also the embodiment of  FIG. 1 , can be combined with in the embodiment of  FIG. 13  and vice versa in one or a few combinations for any customized joint multi compartment tire requirements. In  FIG. 18  it is shown a schematic perspective view of a double tire mounting principle on a double axle wheel with a cross-sectional central cut-away view of a wheel c-clamp partition,  112 . Shown in c-clamp point  89  integrated with the inflatable tire beds which are forming inflatable sealing ridges inserted inside (C)-clamp  89  shown by inflatable element  122  which extends from the end of central tire wall  117  and is optionally inflatable from internal valve  83  which is mounted on wall  117 . Valve  96  inflates compartment  118  which includes tire wall  115  and said inflatable wheel sealing ridge  125 . Valve  95  inflates compartment  119  through air channel  120  and which includes compartment tire wall  116 , pressing tire wall  116  into wheel  64  and wheel shoulder  65  with the wall  116  extending inflatable wheel sealing ridge  126 . Sealing ridge  126  in point  81  is inflatable through air channel  87  connected to air valve  97 . Sealing ridge  125  is inflatable through channel  85  which is connected to valve  98 . The circumferential c-clamp wheel partition  113  is functional for both sides of the tire which shared central tire wall  117 . Air channels  120  and  87  cross the c-clamp circumferential wheel partition  113  near the wheel  64  surface and are mounted to valve  95  and valve  97 . The c-clamp circumferential partition structure  113  is an integral part of the wheel  64  or it is welded to the wheel  64 . 
       FIG. 18A  is adapted for light sealing automatic tire repair.  FIG. 18B  is a view of  FIG. 18  with the use of the tire insert versions of  FIG. 1 ,  2  or  8  integrated within the tire compartments as already shown in  FIG. 10 . And with optional tubing in the tire insert central compartment as already shown in  FIGS. 8 and 9 . The insert central compartment connects to valve  96  in the first front view compartment perspective, and to valve  95  through channel  120  in the second in order following tire back compartment perspective view of the two shown external tire compartment  118  and  119 , see  FIG. 18  Valve  144  and  145  through channels  134  and  135  inflates the said joint tire compartments which are inserted in the first front view perspective tire compartment between wall  115  and wall partition  117 . In the second in order following tire compartment perspective view. Valve  142  through channel  132  inflates the said insert tire compartment near wall  116 , and valve  143  through channel  133  inflates the said insert tire compartment near wall partition  117 , so this tire structure which can be mounted and installed in exterior tire variations together with the automatic tire repair light sealing structures  36  is optional for hazardous tough roads or for additional safety requirements. In general reference the internal tire structures are assembled first in order by inflating the central compartment which is closer to the wheel surface and therefore the following in order compartment and disassembles in the opposite order. Further it should be noted that the external tire insert structures which internally includes the automatic tire repair system are much easier to maintain when using the present invention wheel assembly, having a radial steel belt and optionally inflatable, removable rim flanges or inflatable integral wheel flanges. 
     The tire mounting system may include optional integral inflatable tire beads that are formed wheel sealing and locking sealing ridges. 
       FIG. 18B  is a schematic view of  FIG. 18  with a use of the showing joint, structural trigonal or trihedral.  FIGS. 1 to 12  integrated as an insert within the shown compartments of  FIG. 18 , as is in the reference shown in  FIG. 10 . The said joint insert having optional tubing in the central insert compartment as shown in reference in  FIGS. 8 and 9  and with the reference, general, possibility as well to integrate with quadruplet  FIG. 14A , which can be installed within the compartment of  FIG. 18 . 
     With reference to  FIGS. 19-27 , the invention may include a related safety mechanism. Include modeling example and custom made procedure broad in scope, through safety joint mechanism and safety bearings particulars. Which are showing united, combinatory detailed, practical view, regarding the wheel-rim system in  FIGS. 1A to 18B . Described embodiments include a parts variations. The tire assembling wheel rim system modeling safety mechanism broad in scope is shown and described in  FIGS. 1A ,  18 ,  8 A  18 B, and  19 - 27 , and is in reference to  FIG. 27 . The inventive practical modeling of the tire retaining combinatory wheel-rim system in  FIG. 19  is shown with the spirally or cross-spirally belted mounted and dismounted flange-belt organization  13 . Composed from variety of materials, such as nylon, rubber, plastic, and general tire materials. Which are having a degree of practical stretch-ability, as to form the shown flange-belt together with an optionally cross-spiraled belting merged structures, for compatible stretch-ability. 
     The belt-flange core cross-spiraled safety mechanism is designed to stretch only lengthwise, in the circumference, but remain tough and hard crosswise, from the sides, for mounted tire-wall interfacing. Belt flange  13  is mounted and dismounted on groove  17  shown having, wheel rim in-curved circumferential diagonal angle of 45 degrees of angled in-curved hook-claim shape. 
     The wheel-rim-groove angled, hook-claim circumferential shape, is optionally only on the groove side of polar wise hook side, which is supposed to form integrated belt-flange fastening, safety mechanism or tire wall interfacing pressure, to withstand the tire wall pressure of the tire mounted upon wheel-rim  64  shown. In  FIG. 27 , the tire wall pressure stretch-interject the groove mounted belt flange to completely settle into the circumferential hook-clamp shaped groove. The opposite circumferential in-curved groove side, of in-curve, belt flange dismounting, reversing, side, embracing an diagonal in-curved shape, for releasing the belt flange  13  easily form the diagonal groove circumferential border line  11  showing in  FIG. 27 . For dismounting after releasing the air from the tire therefore.  FIG. 19  is similar to the wheel-rim systems  64  shown in  FIG. 1A  and to wheel-rim system  16  shown in  FIGS. 2-7 .  FIG. 1A  showing the wheel rim system  64  modeling view that is made by cutting off the metal flange or shoulder from the general conventional wheel-rim having two metal shoulders. Then welding circumferentially the wheel-rim extension cylinder  151  having a compatible length and width to the internal wheel rim cylinder of wheel rim  64  in the wheel-rim cylinder  64  internal circumferential surface of wheel rim cylinder polar wise, circular line  150 . For purpose of in curving wheel-rim integrated, rim grooves diagonal angles bearing shapes. The wheel rim extension  151  is extending groove  17  upon wheel-rim  64 . Wheel rim extension  151  is further extending from wheel-rim  64  in point  164 . For safety and experiencing with a variety of rim-grooves and belt-flanges mounted upon the wheel-rim cylinder extension  151 . Only the hook-clamp shaped grooves including the mounted flange-belt are proven to safety hold the 30-50 “psi” tire pressure interfacing belt flange, include reference to tire pressure of “41 psi” tire extra load pressure.  FIG. 19  modeling approach offers a number of options to make safety customizing incredibly practically mostly for achieving safety and mostly for achieving the final product. Wheel-rim extension  151  is welded optionally on both sides of the wheel rim cylinder  64  after cutting off optionally the other metal wheel rim shoulder from wheel-rim  64 . On wheel-rim cylinder  64  circumferential border in internal circumferential line  150 .  FIG. 20  is showing the dismounted belt flange, otherwise shown mounted in  FIG. 19  on groove  17 . The belt flange  13  is dismounted from groove  17  by pulling the structurally cord stretch limited flange belt  13  in  FIG. 19  to the wheel-rim cylinder surface  64 . Lubrication is optional for smoother dismounting. The dismounting approach is to stretch flange belt  13  from the groove  17 , over the wheel-rim cylinder surface  64 . Otherwise structurally, cord-stretch level limited flange belt  13  is manual stretch dismounted in the direction of the groove  17 , border line  11  shown in  FIGS. 26 and 27 . 
     The circumferential hook-clamp shaped groove opposite side is supposed to be a diagonal in-curved smooth and flat for releasing the structurally stretch-limited flange-belt flange  13  easily from the groove  17  circumferentially border line  11  shown in  FIGS. 26 and 27 . For the complete dismounting from wheel-rim  64 , and wheel-rim extension  151  which is a tire mounting and dismounting related, to the wheel extension  151  external circumferential diameters, compared to wheel-rim  64 , circumferential external diameter. The shown belt-flange  13  in  FIG. 20  is a flange-belt organization that is structurally circumferentially lengthwise, cord-stretch limited and of crosswise hardness. The flange-belt is having within cross-spiral belted pattern shown circumferentially internally within belt flange  13  at point  3 . The belt flange  13  in  FIG. 20  incorporates internally, additionally internal patterns, forming circumferential lengthwise structurally limited stretch-ability of cross-spiral patterns smaller in diameter, shown in Line  2 , but are analogous to the spiral pattern shown in line point  3  circumferentially. The additional belted smaller, cross-spiral schematic patterns, are otherwise analogous to the circumferential pattern shown in spiral line  3  in  FIG. 20 . The semantic pattern in flange belt flange  13  is shown circumferentially internally in structurally stretch-ability-limited line  2  within flange belt  13 . Line  2  pattern includes optionally additionally internal shapes having circumferential air cavities within the cross spiral line  2 . For using the flange-belt structure in air inflatable form. The flange belt is having within extreme air pressure verities, above 100 “psi” for additional stability, hardness, strength, and toughness to withstand the interfacing wheel-rim mounted tire wall-side pressure, but to promote practical limited circumferential lengthwise stretch-ability. For easy mounting and dismounting the wheel-rim organization  64  shown in  FIG. 19 . Further, the shown belt flange embodiment organization in  FIG. 10  is functioning simultaneously with the tire retaining, wheel rim flange belt function, as emergency wheel after a flat tire situation.  FIG. 21  is showing the wheel-rim extension  151  includes compact length and width. For a compact wheel-rim-grooves safety angle bearings foundation and simple understood approach of a wheel system compatible length and width having screw aperture inlets  152  for mounting and dismounting upon the rim  154  in  FIG. 23 . Including within hook-clamp shaped groove having angled in-curved shape varieties. Wheel-rim extension  151  in  FIG. 21  having optional valve aperture inlet  159  for inflating the belt flange mounted upon the proper deep enough wheel rim angled rim-groove. Nevertheless, flange-belt  13  schematic pattern shown in  FIG. 20  is most suitable. The wheel-rim system in  FIG. 22  is similar to the system shown in  FIG. 19 . Shown in the wheel-rim extension  151  in  FIG. 21  welded to the opposite sides of wheel-rim  64 , in the wheel rim  64  internal surface shown in circumferential line  150  in reference to the practical modeling range safety approach.  FIG. 23  showing rim  154  having inner curved shaped groove. The rim  154  internal circumferential diameter is having nut aperture inlet  155  for mounting the rim  154  upon wheel wheel-rim extension  151  shown in  FIG. 21  with screw. Optional air valve inlet is shown in point  158  in  FIG. 23 . The rim  154  within a hook clamp-shaped groove variations. 
     The hook-clamp shaped groove is having a wide flat interface bottom, for a fasten mounting and dismounting wider range then the groove inner curved circular entrance for secure stretched mounting and dismounting of regard to shown belt flange  13  in  FIG. 20 .  FIG. 25  shows rim  154  of  FIG. 23 , mounted upon a circumferential structure  154 B having external circular shape and internal hexagon shape. The structure  154 B having circular external size of equal diameter to the internal diameter of rim  154  shown in  FIG. 23 . To match rim  154  upon the circumferential external surface  154 B. The mounted rim  154  in  FIG. 23  is including the hook-clamp shaped groove within rim wall  154 A in  FIG. 25 . 
     The rim wall  154 A can be extended by customizing the rim wall circumferential diameter range and its angled inner curved hooked-clamp shaped groove. The rim wall  154 A circumferential diameter range is meant for customizing hook-clamp shaped grooves to mount and dismount upon securely the belt-flange  13  shown in  FIG. 20  according to requirements.  FIG. 25  shows screws  153  integrate rim  154  shown in  FIG. 23  with hexagon structure  154 B mounted on hexagon shaped wheel-rim extension  151 B with integrating screws  153 . The hexagon shaped rim mounting system included the compatible belt-flange  13  shown in  FIG. 20  is for showing practical options for wheel-rim system  64  to withstand high vehicle speed and safety braking, especially in regard to flat tire situation. Otherwise dynamic view correlated to rim-groove of the wheel-rim system shown in  FIG. 1A  and with wheel-rim  16  in  FIGS. 2-7 . The wheel rim system safety belt-flange and rim mounting organization shown in  FIG. 25  will increase safety on the road. 
       FIG. 24  is the wheel-rim system view having safety belt-flange  147  mounted upon rim  154 , otherwise similar to the view shown in  FIG. 22 .  FIG. 24  is showing the cross-sectional cutaway view of rim  154  shown otherwise in  FIGS. 23 and 25 . Rim  154  is mounted upon the rim-groove angle bearing hug-rim extension cylinder system which is extending wheel-rim cylinder  64  from circular line  11  in  FIG. 24 . Rim  154  is integrated to wheel-rim extension with screws  153 . Screws  153  integrate rim  154  through aperture inlets  152  within the wheel-rim extension. The rim  154  is showing a hook-clamp shaped rim wall, otherwise showing a hook-clamp shaped groove with cross-section cutaway view within rim  154 . The hook-clamp shaped groove within rim  154  prove effective for mounting and dismounting belt-flange  13  shown in  FIG. 20  whether in solid form or in inflatable form.  FIG. 24  showing the “omega” shaped cross spiraled flange-belt structure show in inner flange-belt  147  dotted line, regard general safety, approximate diameter range. Mounted safety interposed upon rim  154 , and shown in safety correlated diameter range in inner flange-belt  147  dotted lines. The belted “omega” shaped flange-belt mounted upon rim  154  in  FIG. 24  is shown mounted in the rim  154  hook-clamp shaped groove with cross-sectional cutaway view of rim  154 . 
     Flange-belt  147  including within very high air pressure 100-300 psi analogous to the inflatable belt-flange  13  having the inflatable form shown and explained in  FIGS. 1A ,  19  and  20 , the shown circumferential cross-sectional cutaway view of the “omega” shaped belt-flange  147  in  FIG. 24  is mounted within the shown shape correlated rim groove in circumferential cross sectional cutaway view shown in rim  154 . Rim  154  in  FIG. 24  having a hook-clamp shaped groove and “omega” shaped belt-flange  147  of cross sectional cutaway view prove to withstand flat tire situations and very high side pressure including from the primary tire wall interfacing, double belt-flange  147  in  FIG. 24  is in regard to the wheel-rim safety system  64  extra safety approach. Further an optional interchangeable safety method for the tire retaining double-belt-flange shown in  FIG. 24  if slipping and flipping from the shown wheel-rim  64  double grooves  17 , (shown in angled approximate dotted line of 45 degrees) after a flat tire situation or extreme road pressure. 
     The double-belt-flange in  FIG. 24  is mounted superimposed within wheel-rim  64  in a diagonal angled in curve, double grooves  17 . Shown in an angled curved, approximate diagonal dotted line of 45 degrees, relative to the wheel-rim surface,  64  in  FIG. 24 . The double-groove  17  is diagonal in curved from circumferential border line  11  within wheel-rim  64  in  FIG. 24 . The belt-flange structure  13  of structural variations; (for example “omega” shaped belt-flange  147  in  FIG. 24 ) shown in  FIGS. 20 and 24  mounted on wheel-rim  64  and upon rim  154  in  FIG. 24  is inflatable from valve  148  up to approximately 100 to 300 psi or according to requirements. In regard to the safety wheel-rim system  64  modeling shown in  FIG. 24 . Further, also in reference to the interchangeable groove system variations upon wheel-rim  64 . 
       FIG. 26  is the wheel-rim system interchangeable groove angles schematic perspective partial cross sectional cutaway view showing the angled hook-clamp shaped groove in a mark dotted line of 45 degrees, relative to the wheel-rim surface within wheel-rim system  64 , otherwise similar to the view shown and explained in  FIG. 24 . The wheel-rim system in  FIG. 26  is showing distinguished hook-clamp shaped rim groove system mounted upon wheel-rim extension  151  in  FIG. 26 . 
     The shown diagonal, approximate in mark dotted line, circumferential primary, hook-clamp shaped groove  17 , of wheel-rim in curved approximate 45 degrees includes several smaller shallow grooves shown in an approximate mark dotted line, of a circumferential hook-clamp shaped shallow grooves within the groove  17  diagonal in curved approximate of 45 degrees circumferential in curved surface. For the better stability of the belt-flange structure  13  which is matched mounted upon circumferential groove  17 . The circumferential hook-clamp shaped groove, within the wheel-rim  64  of polar wise rim  154  in  FIG. 26  is to further safeguard the wheel with the said of a polar wise rim  154  which is to include suitable belt-flange structure  147  shown in  FIG. 24 . The reference wheel-rim system  64  including belt-flange  147  is shown in  FIG. 24 . Otherwise in regard to safety wheel-rim system  64  proper practical modeling shown in  FIGS. 24 and 26  in reference to  FIG. 27 .  FIG. 27  shows a corresponding primary tire  157  mounted upon wheel-rim system  64 . The tire  157  is retained by belt-flange  13  which is mounted on hook-clamp shaped circumferential wheel-rim groove  17  shown in dotted line, about diagonal in curved approximate of 45 degrees. Wheel system  64  further showing “omega” shaped safety belt-flange  147  mounted upon the hook-clamp shaped groove within circumferential rim  154 . The circumferential “omega” shaped belt flange  147 , is the structure analogous to the circumferential belt-flange  13  shown in  FIG. 20 , which has a circumferential “omega” shape. Belt-flange  13  embodiment has grooves having suitably modified diameters shapes and sizes, according to the grooves diameters shape and size. The interchangeable rims-groove system variety mounted within the wheel-rim system  64  is supposed to have in general, equal external groove surface diameters, to the external surface diameter of said wheel-rim system  64 . For fast mounting and demounting of the tire and the primary tire retaining belt-flange  13  upon the wheel-rim system  64  in circumferential groove  17  about diagonal in curved approximate of 45 degrees.  FIG. 27  practical modeling approach offers a number of further options to make safety customizing incredibly practical, mostly for achieving the final product approaches. For example the primary tire  157  connected integrally to the primary belt-flange  13  in their parallel interfacing circumference on the wheel-rim  64  external surface. In other words, described, the tire  157  wall external side, which is pressurizing the tire retaining groove  17  superimposed belt-flange  13 , in the belt-flange  13  groove superimposed external wall side, are connected integrally in the circumferential parallel interfacing area. 
     The tire  157  “beads” combining belt-flange  13  further structure-wise extending tire integral “beads” with belt-flange  13 . Otherwise, for describing the options practically further forming, extending, replacing, or substituting integrally within the tire system the tire “beads.” For mounting and dismounting the complete flange-belt  13  integral tire organization on the suitable circumferential hook-clamp shaped groove  17  within the shown wheel-rim system  64  in  FIG. 27 . 
     Accordingly while there has been shown and described the preferred embodiment of the present invention. It is to be appreciated, that the invention may be embodied otherwise than is herein specifically shown and described and that, within said embodiments certain changes may be made in the size, proportions, form and in the arrangement of the parts without departing from the underlying idea or principles of this invention within the scope of the Claims appended herewith.