CN114312152A - Non-pneumatic tire and vehicle - Google Patents
Non-pneumatic tire and vehicle Download PDFInfo
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- CN114312152A CN114312152A CN202111648551.5A CN202111648551A CN114312152A CN 114312152 A CN114312152 A CN 114312152A CN 202111648551 A CN202111648551 A CN 202111648551A CN 114312152 A CN114312152 A CN 114312152A
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Abstract
The invention discloses a non-pneumatic tire and a vehicle, and relates to the technical field of tires, wherein the non-pneumatic tire comprises a hub, a rim, an outer tire and a support body, wherein the hub is used for being mounted on an axle of the vehicle; the rim is sleeved on the periphery of the hub and is arranged coaxially with the hub, a connecting part is arranged on the periphery of the rim and is connected with the hub through a telescopic damping structure, so that the connecting part can be movably arranged along the radial direction; the outer tire is sleeved on the periphery of the rim; the supporting body is located between the rim and the outer tire, two ends of the supporting body are respectively connected with the connecting portion and the outer tire, and the supporting body is arranged in a manner of elastic expansion along the radial direction, so that when the outer tire is impacted by the outside, the supporting body drives the connecting portion to move along the radial direction in an elastic expansion manner. The invention can adjust the radial rigidity of the non-pneumatic tire, improve the capability of absorbing impact energy and greatly improve the running smoothness of the vehicle.
Description
Technical Field
The invention relates to the technical field of tires, in particular to a non-pneumatic tire and a vehicle.
Background
The tire is the only part of the automobile contacted with the road surface, and the tire not only supports the automobile body and transmits stress, but also relieves the impact of the road surface, thereby ensuring the safety, the maneuverability, the comfort and other performances of the automobile. In the tire technology field, the damping performance of a tire is expressed by the load amount required by unit radial deformation, namely the radial rigidity of the tire, the radial rigidity of a traditional pneumatic tire can be adjusted by adjusting the inflation pressure, but a non-pneumatic tire is generally a support body structure, and once the non-pneumatic tire is formed, the radial rigidity of the non-pneumatic tire is difficult to adjust, so that the rigidity of the non-pneumatic tire cannot be adjusted according to vibration excitation of different road conditions. In addition, conventional pneumatic tires and non-pneumatic tires suffer severe road impacts and have poor ride comfort.
Disclosure of Invention
The invention mainly aims to provide a non-pneumatic tire and a vehicle, and aims to solve the problems that the rigidity of the tire cannot be automatically adjusted according to different road conditions, and the impact force on the tire cannot be completely absorbed when the tire is severely impacted, so that the vehicle is severely bumpy and the smoothness is poor in the prior art.
To achieve the above object, the present invention proposes a non-pneumatic tire comprising:
a hub;
the rim is sleeved on the periphery of the hub and is coaxially arranged with the hub, a connecting part is arranged on the periphery of the rim and is connected with the hub through a telescopic damping structure, so that the connecting part can be movably arranged along the radial direction;
the outer tire is sleeved on the periphery of the rim; and the number of the first and second groups,
the supporting body is located between the rim and the outer tire, two ends of the supporting body are respectively connected with the connecting portion and the outer tire, and the supporting body is arranged in a manner of elastic expansion along the radial direction, so that when the outer tire is impacted by the outside, the supporting body drives the connecting portion to move along the radial direction in an elastic expansion manner.
Optionally, the connecting parts are sequentially arranged along the circumferential direction of the hub;
the support body one-to-one the connecting portion is provided with a plurality of.
Optionally, the non-pneumatic tire still includes a plurality of flexible damping structure, and is a plurality of flexible damping structure is with a plurality of connecting portion one-to-one, each flexible damping structure install in wheel hub, flexible damping structure has the orientation and corresponds the pars contractilis that connecting portion extend, pars contractilis with the correspondence connecting portion are connected, and the pars contractilis radially movable the setting, in order to drive connecting portion radially move about.
Optionally, the telescopic damping structure comprises:
the cylinder barrel is arranged on the hub and provided with a piston cavity, and an opening communicated with the piston cavity is formed in the outer end of the cylinder barrel;
the piston rod comprises a rod body and a piston head arranged at one end of the rod body, the piston head is movably arranged in the piston cavity along the radial direction of the hub, the piston head divides the piston cavity into a first cavity and a second cavity which are communicated with the opening, one end of the rod body extends out of the piston cavity from the opening, the piston rod and the piston head form the telescopic part, and one end, far away from the piston head, of the rod body is connected with the corresponding connecting part;
and a damping medium filled in the first chamber and the second chamber.
Optionally, the piston head is provided with a first medium passage and a second medium passage, both of which communicate the first chamber and the second chamber;
the telescopic damping structure further comprises a first one-way valve and a second one-way valve, the first one-way valve is arranged in the first medium channel, the second one-way valve is arranged in the second medium channel, the first one-way valve is used for enabling the damping medium in the first cavity to flow to the second cavity, and the second one-way valve is used for enabling the damping medium in the second cavity to flow to the first cavity.
Optionally, the piston head is provided with a third medium passage communicating the first and second chambers;
the telescopic damping structure further comprises:
the electromagnetic valve is arranged in the third medium channel; and the number of the first and second groups,
and the controller is electrically connected with the electromagnetic valve and used for controlling the on-off of the electromagnetic valve.
Optionally, the telescopic damping structure further comprises a detection device, the detection device is arranged on the supporting body, and the detection device is used for detecting the deformation of the supporting body;
the controller is electrically connected with the detection device to control the on-off of the electromagnetic valve according to the received deformation of the support body.
Alternatively, the non-pneumatic tire includes a plurality of rim pieces arranged in sequence in a circumferential direction of a hub, each of the rim pieces constituting the connecting portion, the plurality of rim pieces collectively enclosing the rim.
Optionally, the support body is detachably connected with the outer tire; and/or the presence of a gas in the gas,
the supporting body is detachably connected with the rim sheet.
The invention also provides a vehicle comprising the non-pneumatic tire of the above technical scheme.
In the technical scheme of the invention, the non-pneumatic tire comprises a hub, a rim, an outer tire and a support body, wherein the hub is used for being connected with an axle of a vehicle, the rim is sleeved on the periphery of the hub and is coaxially arranged with the hub, the periphery of the rim is provided with a connecting part, the connecting part is connected with the hub through a telescopic damping structure so as to enable the connecting part to be movably arranged along the radial direction, one end of the support body is connected with the connecting part, the other end of the support body is connected with the outer tire, the support body is elastically and telescopically arranged along the radial direction, when the outer tire is impacted, the support body is inwards contracted to drive the connecting part to also inwards contract, the external impact energy on the outer tire is absorbed through the support body and the connecting part together, the radial rigidity of the non-pneumatic tire is reduced, and the smoothness of vehicle running is improved, when the supporting body is far away from the ground, the supporting body drives the connecting part to move outwards under the action of the elastic force of the supporting body, so that the supporting body and the connecting part return to the initial position. The invention can adjust the radial rigidity of the non-pneumatic tire, improve the capability of absorbing impact energy and greatly improve the running smoothness of the vehicle.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the structures shown in the drawings without creative efforts.
FIG. 1 is a perspective view of one embodiment of a non-pneumatic tire of the present invention;
FIG. 2 is an exploded view of the non-pneumatic tire of FIG. 1;
FIG. 3 is a schematic front view of the non-pneumatic tire of FIG. 1;
FIG. 4 is an enlarged view of a portion A of FIG. 3;
FIG. 5 is a cross-sectional view of the non-pneumatic tire of FIG. 1;
FIG. 6 is a perspective view of the hub of FIG. 1;
FIG. 7 is a cross-sectional view of the telescoping damping structure and rim plate of FIG. 1;
FIG. 8 is a partial cross-sectional view of the telescoping damping structure of FIG. 7;
FIG. 9 is a partial cross-sectional view of a telescoping damping structure of another embodiment of a non-pneumatic tire of the present invention;
FIG. 10 is a perspective view of yet another embodiment of a non-pneumatic tire of the present invention.
The reference numbers illustrate:
| reference numerals | Name (R) | Reference numerals | Name (R) |
| 100 | Non-pneumatic |
51 | |
| 1 | |
512 | The |
| 11 | Hub |
513 | |
| 12 | Hub auxiliary disc | 52 | Piston |
| 13 | |
521 | |
| 2 | |
522 | Piston |
| 21 | |
5221 | |
| 3 | |
5222 | |
| 31 | Tread | 5223 | |
| 32 | Buffer layer | 53 | |
| 4 | Support body | 531 | First |
| 41 | Mounting boss | 54 | |
| 42 | Groove | 541 | Second |
| 5 | Telescopic damping structure | 55 | Electromagnetic valve |
The implementation, functional features and advantages of the objects of the present invention will be further explained with reference to the accompanying drawings.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that, if directional indications (such as up, down, left, right, front, and back … …) are involved in the embodiment of the present invention, the directional indications are only used to explain the relative positional relationship between the components, the movement situation, and the like in a specific posture (as shown in the drawing), and if the specific posture is changed, the directional indications are changed accordingly.
In addition, if there is a description of "first", "second", etc. in an embodiment of the present invention, the description of "first", "second", etc. is for descriptive purposes only and is not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In addition, the meaning of "and/or" appearing throughout includes three juxtapositions, exemplified by "A and/or B" including either A or B or both A and B. In addition, technical solutions between various embodiments may be combined with each other, but must be realized by a person skilled in the art, and when the technical solutions are contradictory or cannot be realized, such a combination should not be considered to exist, and is not within the protection scope of the present invention.
The tire is the only part of the automobile contacted with the road surface, and the tire not only supports the automobile body and transmits stress, but also relieves the impact of the road surface, thereby ensuring the safety, the maneuverability, the comfort and other performances of the automobile. In the tire technology field, the damping performance of a tire is expressed by the load amount required by unit radial deformation, namely the radial rigidity of the tire, the radial rigidity of a traditional pneumatic tire can be adjusted by adjusting the inflation pressure, but a non-pneumatic tire is generally a support body structure, and once the non-pneumatic tire is formed, the radial rigidity of the non-pneumatic tire is difficult to adjust, so that the rigidity of the non-pneumatic tire cannot be adjusted according to vibration excitation of different road conditions. In addition, conventional pneumatic tires and non-pneumatic tires suffer severe road impacts and have poor ride comfort.
In view of this, the present invention provides a non-pneumatic tire and a vehicle, and aims to solve the problem that when a non-pneumatic tire in the prior art is subjected to a severe impact, a support body cannot completely absorb the impact force applied to the tire, so that the vehicle jolts severely, and the smoothness is poor, and fig. 1 to 9 are embodiments of the non-pneumatic tire provided by the present invention.
Referring to fig. 1 to 3, the non-pneumatic tire 100 includes a hub 1, a rim 2, a casing 3, and a support body 4, the hub 1 being adapted to be mounted to an axle of a vehicle; the rim 2 is sleeved on the periphery of the hub 1 and is arranged coaxially with the hub 1, a connecting part is arranged on the periphery of the rim 2, and the connecting part is connected with the hub through a telescopic damping structure 5 so as to be movably arranged along the radial direction; the outer tire 3 is sleeved on the periphery of the rim 2; and the support body 4 is positioned between the rim 2 and the outer tire 3, two ends of the support body are respectively connected with the connecting part and the outer tire 3, and the support body 4 is elastically and telescopically arranged along the radial direction so that when the outer tire 3 is impacted by the outside, the support body 4 elastically and telescopically drives the connecting part to move along the radial direction.
In the technical scheme of the invention, the connecting portion is movably arranged along the radial direction, one end of the supporting body 4 is connected with the connecting portion, the other end of the supporting body 4 is connected with the outer tire 3, and the supporting body 4 is elastically and telescopically arranged along the radial direction, when the outer tire 3 is impacted, the supporting body 4 contracts inwards to drive the connecting portion to contract inwards as well, so that the sinking amount of the tire at the ground is increased, namely, the formula F = k h shows that F is the impact force, h is the sinking amount of the tire at the ground, and k is the structural rigidity, when the impact force is not changed, the sinking amount of the tire at the ground is increased, so that the structural rigidity of the tire is reduced, thus the external impact energy of the outer tire 3 is absorbed by the supporting body 4 and the connecting portion together, the radial rigidity of the non-pneumatic tire 100 is reduced, the running smoothness of the vehicle is improved, and when the supporting body 4 is far away from the ground, at this time, the support body 4 drives the connecting part to move outwards under the action of the elastic force of the support body 4, so that the support body 4 and the connecting part are restored to the initial position. The present invention can adjust the radial stiffness of the non-pneumatic tire 100, improve the ability to absorb impact energy, and greatly improve the ride comfort of the vehicle.
Since the outer tire 3 is circular, the outer side of the outer tire 3 can contact with the ground during the running of the vehicle, and the outer tire can be impacted, in this embodiment, the support body 4 is filled in the annular gap between the rim 2 and the outer tire 3, so that the support body 4 can elastically stretch and contract along the radial direction of the hub 1 at any position in the circumferential direction.
The specific form of the supporting body 4 is not limited herein, the supporting body 4 may be an annular supporting body 4 arranged in an annular shape, and the material of the annular supporting body 4 is an elastic material, so that the annular supporting body 4 is arranged in an elastic and telescopic manner; correspondingly, the connecting parts are sequentially arranged along the circumferential direction of the hub 1, and the connecting parts are all connected with the annular supporting body 4, so that when any position of the outer tire 3 is impacted, the annular supporting body 4 and the connecting parts can stretch and contract to absorb impact energy.
Certainly can also be, connecting portion along a plurality of that wheel hub 1's circumferential direction laid in proper order, flexible damping structure 5 is provided with a plurality ofly equally, and is a plurality of flexible damping structure is with a plurality of connecting portion one-to-one, supporter 4 also is provided with a plurality ofly, and is a plurality of supporter 4 is with a plurality of connecting portion one-to-one, and is a plurality of supporter 4 is followed wheel hub 1's circumference interval is laid, each the corresponding supporting part is connected to the inner of supporter 4 the cover tyre 3 when receiving the impact, correspond with it 4 elastic shrinkage of supporter to the drive corresponds connecting portion is inside movable, in order to absorb the impact that cover tyre 3 received, guarantees the ride comfort of vehicle.
The connection mode between the rim 2 and the hub 1 is not particularly limited, and may be any mode as long as the mode can move in the radial direction of the hub 1 to absorb the impact applied to the outer tire 3. In this embodiment, the non-pneumatic tire 100 further includes a plurality of telescopic damping structures 5, the telescopic damping structures 5 are connected to the connecting portions in a one-to-one correspondence, and the telescopic damping structures 5 are configured to retard the inward movement of the connecting portions, so as to consume the elastic energy of the supporting body 4, thereby achieving the purpose of adjusting the radial stiffness of the non-pneumatic tire 100. In other embodiments, the non-pneumatic tire 100 further includes a plurality of elastic members, the elastic members correspond to the connecting portions one by one, and two ends of each elastic member are respectively connected to the connecting portions and the hub 1, so that the connecting portions are elastically and telescopically arranged in the radial direction.
Specifically referring to fig. 3, in this embodiment, the non-pneumatic tire 100 further includes a plurality of telescopic damping structures 5, the plurality of telescopic damping structures 5 correspond to the plurality of connecting portions one to one, each telescopic damping structure 5 is mounted on the hub 1, each telescopic damping structure 5 has a telescopic portion extending toward the corresponding connecting portion, the telescopic portion is connected to the corresponding connecting portion, and the telescopic portion is movably disposed in the radial direction to drive the connecting portion to move in the radial direction, so that when the support body 4 elastically contracts, the connecting portion pushes the telescopic portion to move inward, and impact energy is consumed while moving, thereby achieving the purpose of reducing the radial stiffness of the non-pneumatic tire 100.
Further, referring to fig. 7 to 8, the telescopic damping structure 5 includes a cylinder 51, a piston rod 52 and a damping medium, the cylinder 51 has a piston cavity, the piston cavity extends along the radial direction of the hub 1, and an opening communicating with the piston cavity is arranged at the outer end of the cylinder 51; the piston rod 52 comprises a rod body 521 and a piston head 522 arranged at one end of the rod body 521, the diameter of the rod body 521 is matched with the opening, the piston head 522 is matched with the piston cavity, the piston head 522 is movably arranged in the piston cavity along the radial direction of the hub 1, the piston head 522 divides the piston cavity into a first cavity 512 and a second cavity 513, the first cavity 512 and the second cavity are communicated with the opening, one end of the rod body 521 extends out of the piston cavity from the opening, the piston rod 52 and the piston head 522 form a telescopic part, and one end, far away from the piston head 522, of the rod body 521 is connected with the corresponding connecting part; and a damping medium filled in the first chamber 512 and the second chamber 513. When the supporting body 4 contracts, the elastic force of the supporting body 4 drives the connecting part to move inwards, the connecting part drives the piston head 522 to move in the piston cavity through the rod body 521, and the purpose of adjusting the radial rigidity is achieved due to the fact that the damping medium is arranged in the piston cavity while the piston head 522 moves.
The specific shape of the piston cavity is not limited herein, and may be a cylinder, an elliptic cylinder, or a polygon, and in this embodiment, the piston cavity is disposed in a cylinder.
The specific form of the damping medium is not limited, the damping medium may be gas or liquid, and in this embodiment, the damping medium is oil.
In this embodiment, referring to fig. 6, the hub 1 comprises a hub main disc 11 and a hub auxiliary disc 12, the hub main disc 11 and the hub auxiliary disc 12 are arranged at intervals along the axis of the non-pneumatic tire 100, the side of the hub main disc 11 facing the hub auxiliary disc 12 is provided with a plurality of first grooves 42, the plurality of first grooves 42 are arranged at intervals along the circumferential direction of the hub 1, the side of the hub auxiliary disk 12 facing the hub main disk 11 is provided with a plurality of second grooves 42, the plurality of second grooves 42 are arranged at intervals along the circumferential direction of the hub 1, the plurality of first grooves 42 and the plurality of second grooves 42 are in one-to-one correspondence, the first groove 42 and the second groove 42 together constitute a mounting groove 42, the cylinder 51 is mounted in the mounting groove 42, and the rod 521 extends out of the hub 1 from the gap between the hub main disc 11 and the hub sub-disc 12.
The hub 1 further comprises a plurality of screw connection pieces 13, the hub main disc 11 and the hub auxiliary disc 12 are provided with a plurality of through holes, the screw connection pieces 13 correspond to the through holes one to one, and the screw connection pieces 13 penetrate through the through holes to connect the hub main disc 11 and the hub auxiliary disc 12.
Specifically, the rim 2 may be formed integrally or by combining a plurality of components, in this embodiment, the non-pneumatic tire 100 includes a plurality of rim sheets 21 sequentially arranged in the circumferential direction of the hub 1, each of the rim sheets 21 forms the connecting portion, the plurality of rim sheets 21 collectively enclose the rim 2, and the rod 521 is connected to the middle portion of the rim sheet 21.
In this embodiment, the rod 521 and the rim sheet 21 are integrally formed
Specifically, the specific form of the supporting body 4 is not limited herein, in one embodiment, the supporting body 4 is provided in a plate shape, the two ends of the supporting body 4 are provided with connecting structures, the supporting body 4 is connected with the rim sheet 21 and the tire casing 3 respectively through the connecting structures, in another embodiment, referring to fig. 10, the supporting body 4 includes a first connecting portion and a second connecting portion which are arranged at intervals from the outside to the inside, and a rib portion which connects the first connecting portion and the second connecting portion, the first connecting portion and the second connecting portion are both provided in an arc plate shape, the first connecting portion is connected with the inner side of the tire casing 3, the second connecting portion and the rim sheet 21 are connected, the rib portion is also provided in a plate shape, and the rib portion is provided in two.
Specifically, referring to fig. 3 to 5, based on the embodiment that the supporting body 4 is disposed in a plate shape, the supporting body 4 is detachably connected to the outer tire 3; and/or the supporting body 4 is detachably connected with the rim sheet 21. In this embodiment, the supporting body 4 is detachably connected to both the rim plate 21 and the outer tire 3.
Furthermore, an installation gap is formed between every two adjacent rim sheets 21, an installation groove is formed in the inner side of the outer tire 3, the notch of the installation groove is arranged inwards, and a stop part is convexly arranged at one end, close to the notch, of the two opposite side walls of the installation groove in the opposite direction, so that the installation groove is arranged in a convex groove; two opposite sides of the inner end of each supporting body 4 are provided with arc-shaped grooves 42, the arc-shaped grooves 42 are matched with the rim sheets 21, and the inner ends of the supporting bodies 4 are clamped in the mounting gaps; the protruding installation convex part 41 that is equipped with in relative both sides of the outer end of supporter 4, installation convex part 41 with mounting groove looks adaptation, 4 joints of supporter in the mounting groove, in this embodiment, the inboard protruding setting of cover tyre 3 is formed with a plurality of installation departments, and is a plurality of the installation department is with a plurality of 4 one-to-one of supporter, the installation department is the arc setting, the mounting groove forms on the installation department.
Specifically, the tire casing 3 includes a tread 31 and a cushion layer 32 sequentially stacked from outside to inside, the support 4 is connected to the cushion layer 32, the specific connection mode of the tread 31 and the cushion layer 32 is not limited, and the tread 31 and the cushion layer 32 may be integrally formed, or the tread 31 and the cushion layer 32 may be formed by bonding with an adhesive.
Specifically, based on the embodiment in which the non-pneumatic tire 100 further includes a plurality of the telescopic damping structures 5, there are various specific forms of adjusting the radial stiffness of the non-pneumatic tire 100;
in one embodiment, referring to fig. 7-8, the piston head 522 is provided with a first media passage 5221 and a second media passage 5222, both the first media passage 5221 and the second media passage 5222 communicating the first chamber 512 and the second chamber 513; the telescopic damping structure 5 further comprises a first check valve 53 and a second check valve 54, the first check valve 53 is disposed in the first medium passage 5221, the second check valve 54 is disposed in the second medium passage 5222, the first check valve 53 is used for enabling the damping medium in the first chamber 512 to flow to the second chamber 513, and the second check valve 54 is used for enabling the damping medium in the second chamber 513 to flow to the first chamber 512. It can be understood that the first chamber 512 and the second chamber 513 are arranged from outside to inside in the radial direction of the hub 1, when the piston head 522 is subjected to the inward elastic force of the supporting body 4, the piston head 522 moves towards the second chamber 513, so that the pressure of the oil in the second chamber 513 is increased, when the pressure in the second chamber 513 is greater than the threshold value of the second check valve 54, the oil in the second chamber 513 will flush the second check valve 54 to flow into the first chamber 512, at this time, the compression stroke of the supporting body 4 is increased, so that the radial stiffness of the non-pneumatic tire 100 is decreased, the decrease in the radial stiffness will improve the smoothness of the vehicle running on the uneven road surface, and at the same time, the oil will convert the kinetic energy of impact into thermal energy when flowing through the second check valve 54, so as to achieve the shock absorption effect, the smoothness of the vehicle is greatly improved. When the supporting body 4 leaves the grounding portion or is not impacted, the supporting body 4 is restored from the compressed state to the initial state, at this time, the tension of the supporting body 4 drives the connecting portion to move outward, so as to drive the piston head 522 to move toward the first chamber 512, at this time, the pressure of the oil in the first chamber 512 is increased, and when the pressure in the first chamber 512 is greater than the threshold value of the first check valve 53, the oil in the first chamber 512 pushes the first check valve 53 to flow into the second chamber 513, so that the supporting body 4 is restored to the original shape, and the outer tire 3 is also restored to the initial state.
The specific structure of the first check valve 53 and the second check valve 54 is not limited, and may be an existing check valve, in this embodiment, the piston head 522 has a first side disposed toward the first chamber 512 and a second side disposed toward the second chamber 513, the first check valve 53 includes a first valve body and a first elastic sheet 531, the first valve body is provided with a channel, the first valve body is installed at one end of the first medium channel 5221 close to the second chamber 513, one end of the first elastic sheet 531 is installed at the second side, so that the other end has an active stroke close to and away from the second side, when the first elastic sheet 531 is close to the second side, the first elastic sheet 531 is used for blocking the channel of the first valve body to separate the first chamber 512 and the second chamber 513, when the first elastic sheet 531 is far from the second side, the first resilient tab 531 is used to open a passage of the first valve body to communicate the first chamber 512 and the second chamber 513. The structure of the second check valve 54 is similar to that of the first check valve 53 and is not repeated herein, but the second valve body is installed at one end of the second medium passage 5222 close to the first chamber 512, and the second elastic piece 541 is located at the first side.
In another embodiment, referring to fig. 9, the piston head 522 is provided with a third media passage 5223 communicating the first chamber 512 and the second chamber 513; the telescopic damping structure 5 further comprises an electromagnetic valve 55 and a controller, wherein the electromagnetic valve 55 is arranged in the third medium passage 5223; and the controller is electrically connected with the electromagnetic valve 55 and is used for controlling the on-off of the electromagnetic valve 55. During the running process of the vehicle, a user can control the on-off of the solenoid valve 55 through the controller according to real-time conditions, so as to adjust the pressure of the first chamber 512 and the pressure of the second chamber 513, and thus, the purpose of automatically adjusting the radial rigidity of the non-pneumatic tire 100 is achieved.
Further, in order to enable the user to accurately grasp the condition of the non-pneumatic tire 100, the telescopic damping structure 5 further includes a detection device provided on the support body 4, the detection device being configured to detect a deformation amount of the support body 4; the controller is electrically connected with the detection device to control the on-off of the electromagnetic valve 55 according to the received deformation of the support body 4. The working process comprises the following steps: firstly, the detection device detects the deformation of the support body 4, and transmits the deformation to the controller, the controller compares the deformation with a preset value, calculates the difference between the deformation and the preset value, if the difference between the deformation and the preset value is greater than 0, the deformation is larger at the moment, the radial stiffness of the non-pneumatic tire 100 needs to be reduced, and the running smoothness is ensured, the controller controls the electromagnetic valve 55 to be opened, and at the moment, the oil in the second chamber 513 flows into the first chamber 512; if the difference between the deformation amount and the preset value is less than 0, which indicates that the deformation amount is small at this time, and the radial stiffness of the non-pneumatic tire 100 needs to be increased, the controller controls the electromagnetic valve 55 to be opened, at this time, the oil in the first chamber 512 flows into the second chamber 513, and if the difference between the deformation amount and the preset value is equal to 0, the electromagnetic valve 55 may be opened by the controller, or the electromagnetic valve 55 may be closed by the controller.
It should be noted that the preset value may be a manually set value, or a value set according to the elastic performance of the support body 4, and the preset value may be a certain value, or may be a range value.
Specifically, the form of the detection device is not limited, and in this embodiment, the detection device includes a plurality of surface deformation sensors, the number of the surface deformation sensors is the same as that of the support bodies 4, and each surface deformation sensor is correspondingly installed on one side of one support body 4 to detect the deformation amount of the support body 4.
Furthermore, the present invention provides a vehicle comprising the non-pneumatic tire 100 of the above-described aspect. It should be noted that, the detailed structure of the non-pneumatic tire 100 of the vehicle may refer to the above-mentioned embodiment of the non-pneumatic tire 100, and is not described herein again; since the non-pneumatic tire 100 is used in the vehicle of the present invention, the embodiment of the vehicle of the present invention includes all technical solutions of all embodiments of the non-pneumatic tire 100, and the achieved technical effects are also completely the same, and are not described herein again.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the scope of the present invention, and all modifications and equivalents of the present invention, which are made by the contents of the present specification and the accompanying drawings, or directly/indirectly applied to other related technical fields, are included in the scope of the present invention.
Claims (10)
1. A non-pneumatic tire, comprising:
a hub;
the rim is sleeved on the periphery of the hub and is coaxially arranged with the hub, a connecting part is arranged on the periphery of the rim and is connected with the hub through a telescopic damping structure, so that the connecting part can be movably arranged along the radial direction;
the outer tire is sleeved on the periphery of the rim; and the number of the first and second groups,
the supporting body is located between the rim and the outer tire, two ends of the supporting body are respectively connected with the connecting portion and the outer tire, and the supporting body is arranged in a manner of elastic expansion along the radial direction, so that when the outer tire is impacted by the outside, the supporting body drives the connecting portion to move along the radial direction in an elastic expansion manner.
2. A non-pneumatic tire as set forth in claim 1, wherein said connecting portion is provided in plural in order in a circumferential direction of the hub;
the telescopic dampers are in one-to-one correspondence with the connecting parts.
3. A non-pneumatic tire as in claim 2, wherein said retractable damping structure is mounted to said hub, said retractable damping structure having a retractable portion extending toward a corresponding one of said connecting portions, said retractable portion being connected to a corresponding one of said connecting portions, said retractable portion being radially movably disposed to urge said connecting portions radially movably.
4. A non-pneumatic tire as in claim 3, wherein said telescopic damping structure comprises:
the cylinder barrel is arranged on the hub and provided with a piston cavity, and an opening communicated with the piston cavity is formed in the outer end of the cylinder barrel;
the piston rod comprises a rod body and a piston head arranged at one end of the rod body, the piston head is movably arranged in the piston cavity along the radial direction of the hub, the piston head divides the piston cavity into a first cavity and a second cavity which are communicated with the opening, one end of the rod body extends out of the piston cavity from the opening, the piston rod and the piston head form the telescopic part, and one end, far away from the piston head, of the rod body is connected with the corresponding connecting part;
and a damping medium filled in the first chamber and the second chamber.
5. A non-pneumatic tire as in claim 4, wherein said piston head is provided with a first media passage and a second media passage, said first media passage and said second media passage each communicating said first chamber and said second chamber;
the telescopic damping structure further comprises a first one-way valve and a second one-way valve, the first one-way valve is arranged in the first medium channel, the second one-way valve is arranged in the second medium channel, the first one-way valve is used for enabling the damping medium in the first cavity to flow to the second cavity, and the second one-way valve is used for enabling the damping medium in the second cavity to flow to the first cavity.
6. A non-pneumatic tire as in claim 4 wherein said piston head is provided with a third media passage communicating said first chamber and said second chamber;
the telescopic damping structure further comprises:
the electromagnetic valve is arranged in the third medium channel; and the number of the first and second groups,
and the controller is electrically connected with the electromagnetic valve and used for controlling the on-off of the electromagnetic valve.
7. The non-pneumatic tire according to claim 6, wherein said telescopic damping structure further comprises a detecting device provided to said support body, said detecting device being configured to detect a deformation amount of said support body;
the controller is electrically connected with the detection device to control the on-off of the electromagnetic valve according to the received deformation of the support body.
8. A non-pneumatic tire as claimed in claim 2, wherein said non-pneumatic tire comprises a plurality of rim pieces arranged in sequence in a circumferential direction of a hub, each of said rim pieces constituting said connecting portion, and a plurality of said rim pieces collectively enclosing said rim.
9. The non-pneumatic tire according to claim 8, wherein said support body is removably attached to said outer tire casing; and/or the presence of a gas in the gas,
the supporting body is detachably connected with the rim sheet.
10. A vehicle comprising a non-pneumatic tire as claimed in any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111648551.5A CN114312152A (en) | 2021-12-30 | 2021-12-30 | Non-pneumatic tire and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111648551.5A CN114312152A (en) | 2021-12-30 | 2021-12-30 | Non-pneumatic tire and vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN114312152A true CN114312152A (en) | 2022-04-12 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111648551.5A Pending CN114312152A (en) | 2021-12-30 | 2021-12-30 | Non-pneumatic tire and vehicle |
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| CN (1) | CN114312152A (en) |
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| CN113524983A (en) * | 2021-06-10 | 2021-10-22 | 季华实验室 | Tire with adjustable radial stiffness and method of manufacture |
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| CN1867788A (en) * | 2003-09-15 | 2006-11-22 | 坦尼科汽车操作有限公司 | Shock absorber staged valving system |
| BRPI0800736A2 (en) * | 2008-03-06 | 2009-10-27 | Sandro Luiz Kamiroski | tire wheel with cushioning |
| DE102008024860A1 (en) * | 2008-05-23 | 2009-11-26 | Continental Aktiengesellschaft | Vehicle tire, has tire cavity filled with fluid medium, and balancing volume comprising compressible medium and coupled with fluid medium for adjusting volume of fluid medium during influence of wheel load on vehicle tire |
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Application publication date: 20220412 |
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