CN114435030A - Self-adaptive inflation-free tire - Google Patents

Abstract

An adaptive non-pneumatic tire comprising: the tire body is provided with a tire tread, an inner wheel ring and a plurality of spokes, and each spoke is provided with a first section corresponding to the tire tread and a second section corresponding to the inner wheel ring; an adjustable damper, which is combined between the first section and the second section of the spoke, between the first section of the spoke and the tread, and between the second section of the spoke and the inner rim or the combination thereof; a sensing unit for measuring a pressed state of the tire body; and the sensing unit transmits the pressure state to the control unit, and the control unit changes the damping of the adjustable damper according to the pressure state, so that the driving condition is met.

Description

Adaptive airless tires

technical field

The present invention relates to a tire, in particular to an adaptive non-pneumatic tire.

Background technique

At present, it has been widely used in active adjustable damping structures in the fields of civil construction shock absorption, machine tool vibration reduction, vehicle suspension, etc. It mainly uses the sensor to measure the current vibration data and feed it back to the central computer, and the central computer automatically controls the active adjustable damping structure. Adjustable damping structure to make appropriate response and achieve significant vibration reduction effect. Especially in the application of vehicle active suspension, because the actively adjustable damping structure can adjust the damping size, under different driving conditions, the actively adjustable damping structure can make performance that emphasizes comfort or handling.

US Patent Publication No. US 10288145 B2 provides a rotary damper, which mainly includes a damper housing, an electromagnetic damping motor, a coupling rod, and is used to transmit and/or convert the relative rotation between the masses to the damper motor to Vibration-reducing gear mechanism.

However, the aforementioned patent case is mainly applied to vehicle chassis suspension, and is still equipped with traditional pneumatic tires. Traditional pneumatic tires are usually functionally fixed, and are not easy to meet all driving conditions, and there is a risk of loss of pressure and tire blowout. For example, traditional pneumatic tires vibrate strongly when driving on rough roads, but when driving at high speed, traditional pneumatic tires will rapidly and repeatedly deform and generate heat, which reduces the fatigue life of traditional pneumatic tires, and traditional pneumatic tires often have carcass resonance and cavity resonance. phenomenon, causing steering wheel shake and noise. The aforementioned patent case cannot directly change the damping of the tire, so it cannot improve the vibration and noise of the tire.

SUMMARY OF THE INVENTION

Therefore, the present inventor proposes an adaptive air-free tire, comprising: a tire body, including a tread, an inner rim and a plurality of spokes, each spoke has a first segment corresponding to the tread and a plurality of spokes. Corresponding to a second segment of the inner rim; an adjustable damper, combined between the first segment and the second segment of the spoke, combined between the first segment of the spoke and the tread between, and one or a combination thereof combined between the second segment of the spokes and the inner rim; a sensing unit corresponding to the tire body, the sensing unit measuring a pressurized state of the tire body; and a control unit for changing the damping of the adjustable damper according to the pressure state.

Further, when the adjustable damper is combined between the second segment of the wheel spoke and the inner rim, the damping of the adjustable damper can be changed to meet the driving conditions.

Further, the adjustable damper includes: an electromagnetic coil and a damping oil, the damping oil flows and fills the adjustable damper, and the damping oil includes a magnetic body; the control unit changes the electromagnetic coil according to the pressure state The generated electromagnetic field is used to control the arrangement of the magnetic body of the damping oil, thereby changing the damping of the adjustable damper.

Further, the first section of the spokes is pivotally connected to the tread, the second section is pivotally connected to the inner rim, and the adjustable damper is coupled to the first section and the second section by pivoting One or a combination of between segments, between the first segment of the spokes and the tread, and between the second segment of the spokes and the inner rim, or a combination thereof, and the spokes are The first section and the second section are bent relative to each other to form an angle.

Further, the adjustable damper includes: a rotating shaft, a stator disposed on the rotating shaft, a rotor disposed in the stator, an electromagnetic coil disposed in the stator, and a damping oil flow filled in the stator and Separating the rotor and the stator, the damping oil includes a magnetic body; the control unit changes the electromagnetic field generated by the electromagnetic coil according to the pressurized state to control the arrangement of the magnetic body of the damping oil, thereby changing the adjustable damper. damping.

Further, the tread is connected to a first support portion, the inner rim is connected to a second support portion, the first segment of the spoke is pivotally connected to the first support portion, and the second segment of the spoke is pivotally connected on the second support portion.

Further, each of the first support portion and the second support portion has a groove, and each has a fixing member disposed in the groove, so that the first support portion and the second support portion are respectively combined with the tread and the inner on the rim.

Further, there is a first fixing layer on the tread, a second fixing layer on the inner rim, and the first supporting portion and the second supporting portion are respectively combined with the first fixing layer and the second fixing layer.

Wherein, the first fixing layer and/or the second fixing layer have rough surfaces.

Wherein, the size of the angle is between 30 degrees and 150 degrees.

Wherein, the bending direction of each wheel spoke is one of a counterclockwise direction or a clockwise direction.

The inner and outer sides of the tire body are provided with the spokes and the adjustable damper, and the inner and outer spokes are bent in opposite directions.

Further, an elastic body is coupled to the wheel spoke, one end of the elastic body is connected to the first segment of the wheel spoke, and the other end of the elastic body is connected to the second segment of the wheel spoke.

According to the above technical features, the following effects can be achieved:

1. With the adjustable damper, the damping of the adaptive air-free tire can be adjusted in time to meet the driving conditions.

2. When the tire body chooses to use non-pneumatic tires, the problems of pressure loss, tire blowout, carcass resonance and cavity resonance of traditional pneumatic tires can be avoided.

3. When driving on rough roads, the adaptive air-free tires can increase damping in a timely manner after being impacted, quickly attenuate shocks, and improve comfort and tranquility.

4. When driving at high speed, the adaptive air-free tire can reduce the electromagnetic field, reduce the damping of the damper, reduce the energy consumption caused by rolling, and reduce the temperature rise of the tire, delay the fatigue aging of the material, and improve the durability; properly adjust the damping , when the damping is low, the resonance frequency of the tire body can be raised, and when the damping is high, the resonance frequency of the tire body can be reduced, so as to avoid the resonance of the carcass caused by driving, thereby improving comfort and quietness.

5. When the damping of the adaptive air-free tire is reduced, the rolling resistance will also be directly reduced to achieve the effect of energy saving.

6. The spokes on the inside and outside of the tire body face each other in opposite directions. During driving and braking, the tread and the inner rim can be prevented from being misaligned and the overall structural stability of the tire body can be increased.

Description of drawings

FIG. 1 is a perspective external view of a first embodiment of the present invention.

FIG. 2 is a system block diagram of the first embodiment of the present invention.

FIG. 3 is a partial enlarged view of the first embodiment of the present invention.

FIG. 4 is an external view of the adjustable damper according to the first embodiment of the present invention.

5 is a cross-sectional view of the adjustable damper according to the first embodiment of the present invention.

6 is a cross-sectional view of the first embodiment of the present invention in an operating state.

FIG. 7 is a perspective external view of a second embodiment of the present invention.

FIG. 8 is a perspective external view of a third embodiment of the present invention.

FIG. 9 is an external view of a fourth embodiment of the present invention.

FIG. 10 is a schematic diagram 1 of the operation of the fourth embodiment of the present invention, which shows the state of the damping oil when the magnetic field has not yet acted.

FIG. 11 is a second schematic diagram of the operation of the fourth embodiment of the present invention, which shows the state of the damping oil after the magnetic field is actuated.

FIG. 12 is a first implementation schematic diagram of the fifth embodiment of the present invention, showing that the elastic body is combined with the wheel spoke.

FIG. 13 is a second implementation view of the fifth embodiment of the present invention, illustrating the appearance of the elastic body.

Description of reference numerals: 100, 100a, 100b, 100c: adaptive airless tires

1: Tire body

11, 11a, 11c: Tread

12, 12b, 12c: inner rim

13, 13a, 13b, 13c, 13d: spokes

131, 131a, 131b, 131c, 131d: first paragraph

132, 132a, 132b, 132c, 132d: Second paragraph

14: The first fixed layer

141: The first accommodating slot

15: The first support part

151: First groove

16: Second fixed layer

161: The second holding slot

17: Second support part

171: Second groove

18: The first fixing piece

19: Second Fixture

2, 2a, 2b, 2c, 2d: Adjustable dampers

21: Rotary axis

22: Stator

23: Rotor

24, 24c: Solenoid coil

25,25c: Damping oil

251, 251c: Magnetic body

3: Perception unit

4: Control unit

5d: Elastomer

51d: Through hole.

Detailed ways

Combining the above technical features, the main effects of the self-adaptive air-free tire of the present invention will be clearly presented in the following embodiments.

Referring to FIGS. 1 to 3 , a first embodiment of an adaptive air-free tire 100 of the present invention is disclosed, comprising: a tire body 1 , an adjustable damper 2 , a sensing unit 3 and a control unit 4 . The tire body 1 is a non-pneumatic tire to avoid the problems of decompression, blowout, carcass resonance and cavity resonance of the pneumatic tire.

The tire body 1 includes a tread 11 , an inner rim 12 , and a plurality of spokes 13 . The spokes 13 are disposed inside and outside the tire body 1 , and each spoke 13 has A first section 131 of the tread 11 is pivotally connected, and a second section 132 of the inner rim 12 is pivotally connected. More specifically, there is a first fixed layer 14 on the tread 11. The first fixed layer 14. A first accommodating groove 141 accommodates a first supporting portion 15, the inner rim 12 has a second fixing layer 16, and the second fixing layer 16 has a second accommodating groove 161 accommodating a second supporting portion 17. Said The first segment 131 of the spoke 13 is pivotally connected to the first support portion 15 , and the second segment 132 of the spoke 13 is pivotally connected to the second support portion 17 . The first support portion 15 has a first groove 151 , the second support portion 17 has a second groove 171 , a first fixing member 18 is disposed in the first groove 151 , and a second fixing member 19 Set in the second groove 171 so that the first support portion 15 and the second support portion 17 are respectively fixed to the first fixed layer 14 of the tread 11 and the second fixed layer of the inner rim 12 16 on. The first fixing member 18 and the second fixing member 19 can be C-rings or belts, etc. The first fixing layer 14 and/or the second fixing layer 16 have rough surfaces, and the first fixing layer 14 can be During vulcanization, it is formed integrally with the tread 11 , or can be combined with the tread 11 in a sleeved manner like the second fixing layer 16 and the inner rim 12 . The inner rim 12 may also be a conventional rim, or directly integrally formed with the tire body 1 . In actual implementation, the tire body 1 may also include an outer cover (not shown) adjacent to the spokes 13 . By means of the outer cover, the spokes 13 can be protected like a shield from being invaded and damaged by foreign objects. The running safety of the tire body 1 is maintained.

The adjustable damper 2 is pivotally connected to the first segment 131 and the second segment 132 of the spoke 13 , so that the first segment 131 and the second segment 132 can be bent relative to each other to form an angle, and the angle can be Change between 30 degrees and 150 degrees. The bending directions of the spokes 13 on one side of the tire body 1 are either counterclockwise or clockwise, while the bending directions of the spokes 13 on the other side of the tire body 1 are all directed counterclockwise The other is the clockwise direction or the clockwise direction. The spokes 13 on the inside and the outside of the tire body 1 face in opposite directions. When driving and braking, the tread 11 and the inner wheel can be avoided. The dislocation of the ring 12 increases the overall structural stability of the tire body 1 .

The sensing unit 3 corresponds to the tire body 1. For example, an accelerometer can be arranged at the joint of the spokes 13, the inner surface of the tread 11, or on an axle (not shown) of a vehicle (not shown), such as The six-component force meter can accurately measure the force and moment in three directions. The sensing unit 3 first measures a pressure state of the tire body 1 under various road conditions by means of an accelerometer. If the road surface is bumpy, rough, or stagnant, the accelerometer can keenly detect the difference; or by means of vehicle images The sensing unit 3 such as a sensor detects the road condition in advance, and then transmits the pressure state or road condition to the control unit 4 for judgment by means of wireless signal transmission, and can ensure that all joints operate normally through the accelerometer . In actual implementation, the electric power of the adjustable damper 2 and the sensing unit 3 can come from the vehicle on which the adaptive pneumatic tire 100 is installed, and the electric power can be supplied in a wired or wireless manner.

Please refer to FIGS. 3 to 5 , the adjustable damper 2 includes a rotating shaft 21 , a stator 22 , a rotor 23 , an electromagnetic coil 24 and a damping oil 25 . The adjustable damper 2 is pivotally connected with the first segment 131 and the second segment 132 of the spoke 13 , so that the first segment 131 and the second segment 132 can be bent relative to each other to form an angle. In practical implementation, the angle can be changed from 30 degrees to 150 degrees. The stator 22 is disposed on the rotating shaft 21 . The rotor 23 is disposed in the stator 22 and sleeved on the rotating shaft 21 . The electromagnetic coil 24 is arranged in the stator 22 . The damping oil 25 flows and fills the stator 22 and separates the rotor 23 and the stator 22 . The damping oil 25 includes a magnetic body 251 , and the magnetic body 251 in the drawings is only a simple illustration. Bearings or other auxiliary structures may be added between the rotating shaft 21 , the stator 22 , the rotor 23 and the electromagnetic coil 24 according to actual conditions to reduce wear and prolong the service life of the adjustable damper 2 .

Please refer to FIG. 5 and FIG. 6 , in conjunction with FIG. 2 , the control unit 4 judges the pressurized state according to the acceleration change obtained by the sensing unit 3 , or senses the vehicle image, detects the road condition in advance, and the control unit 4 determines the The pressure state or road condition detection result, for example, by changing the electromagnetic field in the adjustable damper 2 by wireless control to control the arrangement of the magnetic body 251 of the damping oil 25. In actual implementation, the sensing unit 3 itself There may also be a microprocessor or the like that can judge the pressure state, directly judge the pressure state on the sensing unit 3 , and then transmit the pressure state to the control unit 4 to control the adjustable damper 2 . More specifically, the electromagnetic field in the adjustable damper 2 refers to the magnetic field generated by the electromagnetic coil 24 . When the magnetic field of the electromagnetic coil 24 does not act, the magnetic body 251 will be randomly dispersed in the damping oil 25; when the control unit activates the magnetic field of the electromagnetic coil 24, the magnetic body 251 will be arranged along the direction of the magnetic field lines, Then, the damping of the damping oil 25 is changed.

Please refer to FIG. 1 and FIG. 6 , by means of the adjustable damper 2 , the damping of the self-adaptive air-free tire 100 can be adjusted timely to meet the driving conditions. For example, since the road surface is often bumpy, when driving on a rough road, the adaptive air-free tire 100 can increase the damping in a timely manner after being impacted, quickly attenuate the vibration, and improve the comfort and quietness; When driving at high speed, for example, the speed is above 80 kilometers per hour, the self-adaptive air-free tire 100 can reduce the damping of the damper by reducing the electromagnetic field, reduce the energy consumption of the tire body 1 due to rolling, and reduce the tire body 1. 1. The rise of temperature delays the fatigue and aging of the material of the tire body 1 and improves the durability; adjust the damping appropriately, when the damping is low, the resonance frequency of the tire body 1 can be raised, and when the damping is high, the resonance frequency of the tire body 1 can be reduced. Resonance frequency, avoid driving resonance, improve comfort and quietness. When the damping of the adaptive air-free tire 100 is reduced, the rolling resistance will also be directly reduced, thereby achieving an energy saving effect.

Referring to FIG. 7 , a second embodiment of the self-adapting air-free tire of the present invention is disclosed. The difference between this embodiment and the first embodiment is that in the first embodiment [please refer to FIG. 3 for the first embodiment], The adjustable damper 2 is pivotally connected between the first section 131 and the second section 132 of the spoke 13; and in this embodiment, the adjustable damper 2a is pivotally connected to the first section 131 of the spoke 13a Between the first segment 131a and the tread 11a.

The first segment 131a and the second segment 132a of the spoke 13a are pivotally connected to each other. Similar to the first embodiment, the first segment 131a and the second segment 132a of the spoke 13a can be bent relative to each other to form the angle. By means of the adjustable damper 2a, the damping of the self-adaptive pneumatic-free tire 100a can also be adjusted in a timely manner to meet the driving conditions. However, the rest of the structure is the same as that of the first embodiment, and will not be repeated here.

Referring to FIG. 8 , a third embodiment of the self-adapting air-free tire of the present invention is disclosed. The difference between this embodiment and the first embodiment is that in the first embodiment [please refer to FIG. 3 for the first embodiment], The adjustable damper 2 is pivotally connected between the first segment 131 and the second segment 132 of the spoke 13; and in this embodiment, the adjustable damper 2b is pivotally connected to the segment of the spoke 13b. between the second segment 132b and the inner rim 12b.

The first segment 131b and the second segment 132b of the spoke 13b are pivotally connected to each other. Similar to the first embodiment, the first segment 131b and the second segment 132b of the spoke 13b can be bent relative to each other to form the angle. With the adjustable damper 2b, the damping of the adaptive air-free tire 100b can also be adjusted in a timely manner to meet the driving conditions. However, the rest of the structure is the same as that of the first embodiment, and will not be repeated here.

Please refer to FIG. 9 and FIG. 10 , which reveal the fourth embodiment of the self-adapting air-free tire of the present invention. The difference between this embodiment and the first embodiment is that in the first embodiment [please match the drawings for the first embodiment] 3 and FIG. 5], the adjustable damper 2 is pivotally connected between the first segment 131 and the second segment 132 of the spoke 13, and the adjustable damper 2 includes a rotating shaft 21, a stator 22 , a rotor 23, an electromagnetic coil 24 and a damping oil 25; and in this embodiment, the adjustable damper 2c is combined between the second section 132c of the spoke 13c and the inner rim 12c, and The adjustable damper 2c includes the electromagnetic coil 24c and the damping oil 25c.

The damping oil 25c flows and fills the adjustable damper 2c, and the damping oil 25c also contains the magnetic body 251c. The first segment 131c of the spoke 13c is connected to the tread 11c. By changing the electromagnetic field generated by the electromagnetic coil 24c to control the arrangement of the magnetic body 251c of the damping oil 25c, the damping of the adjustable damper 2c can be changed to meet the driving conditions.

When the electromagnetic coil 24c does not generate an electromagnetic field, the magnetic body 251c is randomly distributed in the damping oil 25c. At this time, the damping of the adjustable damper 2c will return to the normal state.

Please refer to FIG. 9 and FIG. 11. After the electromagnetic coil 24c generates an electromagnetic field, the magnetic body 251c is affected by the electromagnetic field, and the magnetic body 251c is arranged along the magnetic field lines. At this time, the damping of the adjustable damper 2c will be larger.

Similar to the first embodiment, by means of the adjustable damper 2c, the damping of the adaptive airless tire 100c can also be adjusted timely to meet the driving conditions.

Please refer to FIG. 12 and FIG. 13 , which reveal a fifth embodiment of the self-adapting air-free tire of the present invention. The difference between this embodiment and the first embodiment is that compared with the first embodiment, this embodiment has one more The elastic body 5d is bonded to the spokes 13d.

The elastic body 5d may be a spring, one end of the elastic body 5d is connected to the first segment 131d of the spoke 13d, the other end of the elastic body 5d is connected to the second segment 132d of the spoke 13d, and the elastic body 5d corresponds to this angle. In the present embodiment, the elastic body 5d has a plurality of through holes 51d, which can be passed through the through holes 51d by a combination such as a screw (not shown), so that the elastic body 5d can be combined with the through holes 51d. The wheel spoke 13d is not limited in the present invention. In this embodiment, in addition to the adjustable damper 2d, the elastic body 5d can also provide the fixed rigidity of the spokes 13d, so as to solve the problem in the first embodiment [please refer to FIG. 5 for the first embodiment], the adjustable damper 2 It only contains damping oil 25, and is limited by the size of the adjustable damper 2, so it is impossible to set up a mechanism to provide rigidity, so as to better meet the driving conditions.

When the fourth embodiment is actually implemented [see FIG. 9 for the fourth embodiment], the elastic body 5d such as a spring can also be used to provide the fixed rigidity of the spokes 13c, but this situation is not depicted in the drawings.

Based on the descriptions of the above embodiments, the operation, use and effects of the present invention can be fully understood. However, the above-mentioned embodiments are only preferred embodiments of the present invention, which should not limit the scope of the present invention. , that is, simple equivalent changes and modifications made according to the scope of the patent application of the present invention and the contents of the description of the invention are all within the scope of the present invention.

Claims (13)

1. An adaptive air-free tire, comprising: a tire body, comprising a tread, an inner rim and a plurality of spokes, and each spoke has a first section corresponding to the tread and a pair of spokes. A second segment of the inner rim; an adjustable damper, combined between the first segment and the second segment of the spoke, and between the first segment of the spoke and the tread , and one or a combination thereof combined between the second segment of the spoke and the inner rim; a sensing unit corresponding to the tire body, the sensing unit measuring a pressurized state of the tire body; and a The control unit transmits signals to the sensing unit and the adjustable damper, and the control unit changes the damping of the adjustable damper according to the pressure state. 2 . The self-adaptive pneumatic tire of claim 1 , wherein when the adjustable damper is combined between the second segment of the spoke and the inner rim, the adjustable damper is changed by changing the adjustable damper. 3 . damping to meet the driving conditions. 3 . The self-adaptive pneumatic tire of claim 2 , wherein the adjustable damper comprises: an electromagnetic coil and a damping oil, the damping oil flows and fills the adjustable damper, and the damping oil A magnetic body is included; the control unit changes the electromagnetic field generated by the electromagnetic coil according to the pressure state, so as to control the arrangement of the magnetic body of the damping oil, thereby changing the damping of the adjustable damper. 4 . The self-adaptive pneumatic tire as claimed in claim 1 , wherein the first segment of the spoke is pivotally connected to the tread, the second segment is pivotally connected to the inner rim, and the adjustable damper utilizes the By pivoting, it is combined between the first segment and the second segment, combined between the first segment of the spoke and the tread, and combined with the second segment of the spoke and One or a combination between the inner rims, and the first segment and the second segment of the spoke are bent relative to each other to form an angle. 5. The self-adaptive pneumatic tire of claim 4, wherein the adjustable damper comprises: a rotating shaft, a stator disposed on the rotating shaft, a rotor disposed in the stator, an electromagnetic coil Disposed in the stator, and a damping oil flow fills the stator and separates the rotor and the stator, the damping oil includes a magnetic body; the control unit changes the electromagnetic field generated by the electromagnetic coil according to the pressure state to control the The arrangement of the magnetic body of the damping oil changes the damping of the adjustable damper. 6 . The self-adaptive pneumatic tire of claim 4 , wherein the tread is connected to a first support portion, the inner rim is connected to a second support portion, and the first segment of the spoke is pivotally connected. 7 . In the first support portion, the second segment of the spoke is pivotally connected to the second support portion. 7 . The self-adaptive pneumatic tire of claim 6 , wherein the first support portion and the second support portion both have a groove, and each has a fixing member disposed in the groove, so that the first support The support portion and the second support portion are respectively combined with the tread and the inner rim. 8 . The self-adaptive pneumatic tire of claim 7 , wherein the tread has a first fixed layer, the inner rim has a second fixed layer, the first support portion and the second support The parts are respectively combined on the first fixed layer and the second fixed layer. 9 . The self-adaptive pneumatic tire as claimed in claim 8 , wherein the first fixing layer and/or the second fixing layer has a rough surface. 10 . 10 . The adaptive non-pneumatic tire of claim 4 , wherein the angle is between 30 degrees and 150 degrees. 11 . 11 . The self-adaptive pneumatic-free tire of claim 4 , wherein the bending direction of each spoke is directed toward one of a counterclockwise direction or a clockwise direction. 12 . 12 . The self-adapting air-free tire of claim 4 , wherein the wheel spokes and the adjustable damper are disposed on the inside and outside of the tire body, and the inside (inside) And the bending directions of the spokes on the outside face the opposite direction. 13 . The self-adaptive pneumatic tire of claim 1 , wherein an elastic body is coupled to the wheel spoke, one end of the elastic body is connected to the first segment of the wheel spoke, and the other end of the elastic body is connected to the wheel spoke. 14 . the second segment of the spoke.

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