CN210062580U - Antiskid tyre for vehicle - Google Patents
Antiskid tyre for vehicle Download PDFInfo
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- CN210062580U CN210062580U CN201920535273.4U CN201920535273U CN210062580U CN 210062580 U CN210062580 U CN 210062580U CN 201920535273 U CN201920535273 U CN 201920535273U CN 210062580 U CN210062580 U CN 210062580U
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Abstract
The utility model relates to a vehicle antiskid tire. The antiskid telescopic component is creatively arranged in the tire through forming and other modes, the realization mode is simple, the obtained tire is slightly changed from a conventional tire, so that a new tire body production main device is not required to be additionally designed or purchased, the cost difference from the conventional tire is not large, parts such as a wheel hub and the like used in cooperation with the antiskid telescopic component are extremely slightly different from the conventional wheel hub, so that the use cost of the tire is negligibly increased, the antiskid telescopic component is small in size and light in weight, the influence on the shock absorption of the tire is small, the conventional running of the tire is not influenced, no noise is generated in the conventional running process of the tire, the antiskid telescopic foot of the antiskid telescopic component is driven by a driving mechanism of the antiskid telescopic component to extend out of the tire tread, the antiskid effect of the tire is realized, the wet and slippery road or icy road surface in rainy and snowy days or the tire is locked, simple structure, convenient to use, the security is high, and is with low costs, is worth promoting.
Description
Technical Field
The utility model belongs to the technical field of vehicle safety, especially, relate to a vehicle antiskid tire.
Background
Along with the rapid development of social economy, the number of motor vehicles is rapidly increased, and meanwhile, traffic accidents are gradually increased, particularly, when the motor vehicles enter winter, the vehicles slip out of control due to wet and slippery roads or icy roads in rainy and snowy weather, or tires are locked during emergency braking, the vehicles still lose control due to inertia sliding, so that the traffic accidents are easily caused, even major accidents of multiple vehicle chain collision are caused, and the life safety of drivers and pedestrians is seriously damaged.
In order to improve the anti-skid effect of vehicles, reduce and avoid traffic accidents and guarantee the safety of life and property of people, vehicle drivers take many safety measures, for example, ABS devices are assembled on wheels or antiskid chains are installed on tires, wherein the ABS devices are expensive, only high-grade vehicles are equipped, middle-grade and low-grade vehicles are not installed, middle-grade and low-grade vehicles in China account for the vast majority, and the ABS devices applied to a small part of high-grade vehicles have little effect on reducing traffic accidents in China, so that the traffic accidents caused by vehicle skidding cannot be fundamentally solved. Although the antiskid chain can play certain antiskid, the installation is troublesome to the antiskid chain to in case need use for a long time and then can damage the tire, very easily cause the flat tire, cause bigger dangerous accident, therefore the practicality is very poor.
SUMMERY OF THE UTILITY MODEL
In order to solve the technical problem, an object of the utility model is to provide a vehicle antiskid tire.
According to the utility model discloses an aspect provides a vehicle antiskid tire, including tire, the flexible subassembly of antiskid is located the tire and stretches out or contracts from the tire tread through the flexible foot of antiskid of the actuating mechanism drive antiskid flexible subassembly of the flexible subassembly of antiskid.
Further, the antiskid telescopic assembly is formed in the tire. The anti-skidding telescopic component is formed at the thickened central part in the tire tread when the tire is produced, and other parts of the tire tread are consistent with the thickness of a normal tire, so that the influence on the shock absorption of the tire is reduced as much as possible.
The tire is internally provided with 1 or more antiskid telescopic components. Preferably a plurality, such as 4-8, which are evenly distributed on the tyre. Wherein, the driving mechanisms of the plurality of anti-skid telescopic components are connected in series.
Furthermore, a limiting channel used for the extension and contraction of the anti-skid telescopic foot is arranged in the tire, and the anti-skid telescopic foot extends and contracts along the limiting channel. The limiting channel and the anti-skid telescopic feet are required to be lower than the tire tread, noise cannot be generated under normal conditions, and the anti-skid telescopic feet can be needle-shaped or in other shapes, so that the road surface is not damaged.
Further, the limiting channel is arranged along the radial direction of the tire.
Further, the limiting channel is formed by fixing a rigid limiting pipe in the tire, and the tail end of the limiting channel is positioned on the tire surface of the tire.
The utility model discloses a scheme of selecting does: the driving mechanism comprises an electromagnetic coil, a first electromagnet, a second electromagnet and a release elastic body, the first electromagnet, the electromagnetic coil and the anti-skid telescopic foot are sequentially connected into a whole, the second electromagnet is positioned below the first electromagnet, the anti-skid telescopic foot penetrates out of the second electromagnet, the second electromagnet is fixedly arranged, the first electromagnet is connected with the second electromagnet through the release elastic body,
when the electromagnetic coil is electrified, the first electromagnet compresses the release elastic body to move towards the direction of the second electromagnet, and then the anti-skid telescopic foot is driven to extend out of the tire tread;
when the electromagnetic coil is powered off, the first electromagnet moves in the direction opposite to the direction of the second electromagnet under the action of the release elastic body, and then the anti-skid telescopic foot is driven to retract to the inner side of the tire tread.
The utility model discloses another alternative scheme does: the driving mechanism comprises a hydraulic oil cylinder, the hydraulic oil cylinder is respectively connected with the anti-skid telescopic feet and an oil delivery pipe, the oil delivery pipe is connected with a main oil pump through a rotary joint, the main oil pump is connected with a safety control system in the cab, and the anti-skid telescopic feet are controlled to stretch out and draw back through controlling the hydraulic oil cylinder.
The vehicle antiskid tire further comprises a contact communicating mechanism, the contact communicating mechanism comprises a plurality of contact communicating slide rail conductors, the contact communicating slide rail conductors are circular, the driving mechanism is electrically connected with back contacts of the corresponding contact communicating slide rail conductors through a first lead, and front contacts corresponding to the contact communicating slide rail conductors are electrically connected with a safety control system in a cab through a second lead.
Wherein the safety control system comprises an ABS control system or a drive switch of the drive mechanism. When the vehicle meets emergency braking on ice and snow or wet and slippery road surface, the ABS control system controls the driving mechanism and then controls the anti-skid telescopic feet of the anti-skid telescopic component to extend out of or retract back from the tire tread to realize the tire anti-skid, the driving switch of the driving mechanism can be a manual driving switch, when the vehicle runs on the ice and snow or wet and slippery road surface, the driving mechanism is driven by manually opening the driving switch through the accessible, so that the anti-skid telescopic feet of the anti-skid telescopic component extend out of the tire tread, and the vehicle runs in an anti-skid manner on the ice and snow or wet and slippery road surface.
The first lead is electrically connected with the back contact of the contact communicated sliding rail conductor through the back static contact, and the second lead is electrically connected with the front contact of the contact communicated sliding rail conductor through the front static contact.
The utility model discloses a scheme of selecting does: the back contact of the contact communicated sliding rail conductor is fixed, and the front contact of the contact communicated sliding rail conductor, which is electrically connected with the front static contact, is a point of the front static contact on a sliding track on the contact communicated sliding rail conductor. The contact communicating mechanism is fixedly mounted on the hub, the axle center position of the hub is preferably selected, the hub rotates to drive the contact communicating mechanism to rotate along with the hub, the contact communicating mechanism is static relative to the hub, the back static contact is located at the back contact of the contact communicating slide rail conductor, the front static contact is fixed in position, the hub rotates to drive the contact communicating mechanism to rotate along with the hub, the front static contact slides along the corresponding contact communicating slide rail conductor, and the front static contact and the corresponding front contact of the contact communicating slide rail conductor are points of the front static contact on the slide track of the contact communicating slide rail conductor.
The utility model discloses another alternative scheme does: the front contact of the contact communicated sliding rail conductor is fixed, and the back contact of the contact communicated sliding rail conductor is a point of the back static contact on a sliding track on the contact communicated sliding rail conductor. The contact communicating mechanism is movably mounted on the hub, and the axle center position of the hub is optimized. When the hub rotates, the contact communicating mechanism is non-stationary relative to the hub, and because the front static contact is fixed in position and the front static contact is fixed on the front contact of the contact communicating sliding rail conductor, the back static contact slides along the corresponding contact communicating sliding rail conductor, and the back static contact and the back contact of the corresponding contact communicating sliding rail conductor are points on the sliding track of the back static contact on the contact communicating sliding rail conductor.
Further, the contact communicating mechanism comprises two contact communicating slide rail conductors, one is a positive contact communicating slide rail conductor, the other is a negative contact communicating slide rail conductor, two corresponding back static contacts and two corresponding front static contacts are respectively and equally distributed with the positive contact communicating slide rail conductor and the negative contact communicating slide rail conductor, namely, two corresponding back static contacts are respectively and electrically connected with the positive contact communicating slide rail conductor and the negative contact communicating slide rail conductor, and two corresponding front static contacts are respectively and electrically connected with the positive contact communicating slide rail conductor and the negative contact communicating slide rail conductor.
The back static contact and/or the front static contact are fixed through a fixing frame respectively.
Compared with the prior art, the utility model discloses following beneficial effect has:
the utility model discloses an antiskid tyre for vehicle, including tire, antiskid flexible subassembly creatively arranges in the tire through modes such as compression moulding shaping, and the realization mode is simple, and the gained tire changes slightly with conventional tire, so need not separately to design or purchase new tire matrix production master equipment, and is little with conventional tire cost difference, and the parts such as wheel hub that use with it compares with conventional wheel hub very little, so the utility model discloses tire use cost increases negligibly, antiskid flexible subassembly is small, the quality is light, and is little to tire shock attenuation's influence, does not influence the conventional operation of tire and can not produce the noise in tire conventional operation process, and antiskid flexible foot through antiskid flexible subassembly's actuating mechanism drive antiskid flexible subassembly stretches out from the tire tread, realizes the antiskid effect of tire, avoids sleet weather road wet or road surface to freeze, or the tires are locked, the vehicle slides and the like, and the traffic accidents are caused by the fact that the vehicle slides and loses control, and the device has the advantages of simple structure, convenience in use, high safety and low cost, and is worthy of popularization.
Drawings
FIG. 1 is a schematic view of the anti-skid telescopic assembly and the contact communicating mechanism of the present invention distributed on a tire;
FIG. 2 is a schematic view showing the distribution of the anti-slip telescopic assembly and the rotary joint on the tire of the present invention;
FIG. 3 is a schematic view of a first structure of the anti-skid telescopic assembly when the anti-skid telescopic foot of the utility model is in a retracted state;
FIG. 4 is a schematic view of a first structure of the anti-skid telescopic assembly when the anti-skid telescopic leg of the present invention is in an extended state;
FIG. 5 is a schematic view of a second structure of the anti-slip telescopic assembly of the present invention;
fig. 6 is a cross-sectional view of the contact communicating mechanism of the present invention;
fig. 7 is a schematic view of the circular ring structure and the front static contact of the contact-connected sliding rail conductor of the present invention;
FIG. 8 is a schematic view of the circular ring structure and the back static contact of the contact communicating slide rail conductor of the present invention,
in the figure, the position of the upper end of the main shaft,
the anti-skid device comprises a tire 1, an anti-skid telescopic assembly 2, an anti-skid telescopic foot 3, a limiting channel 4, a sealing ring 5, an electromagnetic coil 6, a first electromagnet 7, a hydraulic oil cylinder 8, a first lead 9, a contact connecting mechanism 10, a hub 11, a plug 12, a second electromagnet 13, a release elastic body 14, a contact connecting sliding rail conductor 15, a back static contact 16, a front static contact 17, a fixing frame 18, a rotary joint 19, an oil conveying pipe 20 and a joint 21.
Detailed Description
In order to better understand the technical solution of the present invention, the present invention will be further explained with reference to the following specific embodiments and the accompanying drawings.
The first embodiment is as follows:
the embodiment provides an antiskid tyre for vehicles, which comprises a tyre 1, 8 antiskid telescopic components 2 and a contact communicating mechanism 10, wherein the contact communicating mechanism 10 is disc-shaped, the contact communicating mechanism 10 is fixedly installed on a hub 11, the axle center position of the hub 11 is preferably selected, a wire connecting plug 12 of the hub 11 and the tyre 1 is installed near the joint of the hub 11 and the tyre 1, the contact communicating mechanism 10 comprises two contact communicating slide rail conductors 10, one is an anode contact communicating slide rail conductor, the other is a cathode contact communicating slide rail conductor, the contact communicating slide rail conductor 15 is circular, a driving mechanism is electrically connected with a back contact of the corresponding contact communicating slide rail conductor 15 through a first wire 9, the corresponding front contact of the contact communicating slide rail conductor 15 is electrically connected with a safety control system in a cab through a second wire, the first wire 9 is preferably electrically connected with the back contact of the contact communicating slide rail conductor 15 through a back static contact 16, the back contact of the contact communicating slide rail conductor 15 electrically connected with the back static contact 16 is fixed, the second lead is preferably electrically connected with the front contact of the contact communicating slide rail conductor 15 through the front static contact 17, and the front contact of the contact communicating slide rail conductor 15 electrically connected with the front static contact 17 is a point of the front static contact on the slide track on the contact communicating slide rail conductor 15. The hub 11 rotates to drive the contact communicating mechanism 10 to rotate therewith, but the contact communicating mechanism 10 is static relative to the hub 11, the back static contact 16 is fixed at the back contact of the contact communicating slide rail conductor 15, and the front static contact 17 is fixed in position, but the hub 11 rotates to drive the contact communicating mechanism 10 to rotate therewith, so that the front static contact 17 slides along the corresponding contact communicating slide rail conductor 15, and the front static contact 17 and the corresponding front contact of the contact communicating slide rail conductor 15 are points of the front static contact 17 on the slide track of the contact communicating slide rail conductor 15.
The back static contacts 16 and the front static contacts 17 are respectively fixed through a fixing frame 18, two corresponding back static contacts 16 and two corresponding front static contacts 17 are respectively and electrically connected with the positive contact communicated sliding rail conductor and the negative contact communicated sliding rail conductor, namely, two corresponding back static contacts 16 are respectively and electrically connected with the positive contact communicated sliding rail conductor and the negative contact communicated sliding rail conductor, and two corresponding front static contacts 17 are respectively and electrically connected with the positive contact communicated sliding rail conductor and the negative contact communicated sliding rail conductor, wherein the safety control system comprises an ABS control system or a driving switch of the driving mechanism. When the vehicle meets emergency braking on ice and snow or wet and slippery road surface, the ABS control system controls the driving mechanism and then controls the anti-skid telescopic feet 3 of the anti-skid telescopic component 2 to extend out of or retract back from the tire tread to realize the tire anti-skid, and the driving switch of the driving mechanism can be a manual driving switch, when the vehicle runs on ice and snow or wet and slippery road surface, the driving mechanism is driven by manually opening the driving switch through the accessible, so that the anti-skid telescopic feet 3 of the anti-skid telescopic component 2 extend out of the tire tread of the tire 1, and the vehicle runs in an anti-skid manner on ice and snow or wet and slippery road surface.
The antiskid telescopic components 2 are uniformly formed in the tire 1 along the radial direction of the tire 1, and the antiskid telescopic feet 3 of the antiskid telescopic components 2 are driven by the driving mechanism of the antiskid telescopic components 2 to extend out or retract from the tread of the tire 1 so as to switch the antiskid state and the normal running state of the tire 1, the anti-skid telescopic feet 3 are driven to extend out of the tread of the tire 1 by controlling the driving mechanism, so that the tire 1 can be used for realizing wet and slippery road or icy road in rainy and snowy weather, or the tires 1 are locked, the vehicle slides and the like, and the driving mechanisms are connected in series under the situation of vehicle out-of-control caused by vehicle sliding, wherein, the central part (including wire integrated into tire 1) of the simultaneous shaping thickening in 1 tread of tire is built simultaneously to antiskid flexible subassembly 2 when producing the tire, and the thickness of the other positions of 1 tread of tire is unanimous with normal tire, can minimize the influence to 1 absorbing shocks of tire. Follow in the tire 1 radial setting is used for the flexible spacing passageway 4 of the flexible foot 3 of antiskid of tire 1, the rigid spacing pipe of tire internal fixation (the material can be the metal), install sealing washer 5 below the rigid spacing pipe, spacing passageway 4 passes through the rigid spacing pipe of tire internal fixation (the material can be the metal) and sealing washer 5 form spacing passageway 4, the flexible foot 3 of antiskid is followed spacing passageway 4 stretches out and draws back. When the tire 1 runs normally, the limiting channel 4 and the anti-skid telescopic feet 3 cannot be higher than the tread of the tire 1, so that noise cannot be generated in the conventional running state of the tire, the anti-skid telescopic feet 3 can be needle-shaped or in other shapes, so that the road surface is not damaged, and when the tire is used for skid prevention, the anti-skid telescopic feet 3 extend out along the limiting channel 4 to implement skid prevention. The sealing ring 5 can prevent muddy water and dust from entering and influencing the use of the anti-skid telescopic component 2.
Wherein, the antiskid flexible component 2 is isolated from the inside of the tire 1 to ensure that the inflation is not influenced, and the wires in the tire 1 are also isolated from the air.
The driving mechanism comprises an electromagnetic coil 6, a first electromagnet 7, a second electromagnet 13 and a release elastic body 14, wherein the first electromagnet 7, the electromagnetic coil 6 and the anti-skid telescopic foot 3 are sequentially connected into a whole to form a T-shaped structure, the anti-skid telescopic foot 3 penetrates out of the second electromagnet 13, the second electromagnet 13 is positioned below the first electromagnet 7 and fixedly arranged, particularly fixed between the first electromagnet 7 and the limiting channel 4, the first electromagnet 7 is connected with the second electromagnet 13 through the release elastic body 14, namely the second electromagnet 13 is fixedly arranged, and the first electromagnet 7 is movably arranged,
when the electromagnetic coil 6 is electrified, the first electromagnet 7 compresses the release elastic body 14 (release spring) to move towards the direction of the second electromagnet 13 until the release elastic body is attached to the second electromagnet 13, so that the anti-skid telescopic foot 3 is driven to move along the radial direction of the tire 1, back to the direction of the center of the tire 1, until the anti-skid telescopic foot 3 is driven to extend out of the tread of the tire 1;
when the electromagnetic coil 6 is powered off, the first electromagnet 7 moves back to the direction of the second electromagnet 13 under the action of the release elastic body 14, so that the anti-skid telescopic foot 3 is driven to move along the radial direction of the tire 1 to the direction of the center of the circle of the tire 1 until the anti-skid telescopic foot 3 is driven to retract to the inner side of the tread of the tire 1.
Example two:
the same features of this embodiment and the first embodiment are not described again, and the different features of this embodiment and the first embodiment are:
6 anti-skid telescopic components 2 are molded in the tire 1.
Example three:
the same features of this embodiment and the first embodiment are not described again, and the different features of this embodiment and the first embodiment are:
4 anti-skid telescopic components 2 are molded in the tire 1.
Example four:
the same features of this embodiment and the first embodiment are not described again, and the different features of this embodiment and the first embodiment are:
the tire 1 is internally pressed and molded to form 1 anti-skid telescopic component 2, and the driving mechanisms are connected in parallel.
EXAMPLE five
The embodiment provides a vehicle antiskid tire, including tire 1, 8 antiskid telescopic component 2, rotary joint 19 (high-speed rotary joint), rotary joint 19 fixed mounting is on wheel hub 11, prefers the axle center position of wheel hub 11, is equipped with wheel hub 11 and the defeated oil pipe connector 21 of tire 1 near wheel hub 11 and the tire 1 junction, and defeated oil pipe 20 (hose) compression moulding of tire 1 is connected to defeated oil pipe 20 on wheel hub 11 in wheel hub 1 and with wheel hub 11 and the defeated oil pipe connector 21 of tire 1, and defeated oil pipe 20 on wheel hub 11 is connected to rotary joint 19 on wheel hub 11, and rotary joint 19 connects the interior main oil pump of car, the safety control system in the driver's cabin is connected to the main oil pump, wherein, the safety control system includes ABS control system or actuating mechanism's drive switch. When the vehicle meets emergency braking on ice and snow or wet and slippery road surface, the ABS control system controls the driving mechanism and then controls the anti-skid telescopic feet 3 of the anti-skid telescopic component 2 to extend out of or retract back from the tire tread to realize the tire anti-skid, and the driving switch of the driving mechanism can be a manual driving switch, when the vehicle runs on ice and snow or wet and slippery road surface, the driving mechanism is driven by manually opening the driving switch through the accessible, so that the anti-skid telescopic feet 3 of the anti-skid telescopic component 2 extend out of the tire tread of the tire 1, and the vehicle runs in an anti-skid manner on ice and snow or wet and slippery road surface.
The antiskid telescopic components 2 are uniformly formed in the tire 1 along the radial direction of the tire 1, and the antiskid telescopic feet 3 of the antiskid telescopic components 2 are driven by the driving mechanism of the antiskid telescopic components 2 to extend out or retract from the tread of the tire 1 so as to switch the antiskid state and the normal running state of the tire 1, the anti-skid telescopic feet 3 are driven to extend out of the tread of the tire 1 by controlling the driving mechanism, so that the tire 1 can be used for realizing wet and slippery road or icy road in rainy and snowy weather, or the tire 1 is locked, the vehicle slides and the like, and the skid resistance is realized under the situation of the vehicle out-of-control caused by the vehicle sliding, wherein, the central part (including wire integrated into tire 1) of the simultaneous shaping thickening in 1 tread of tire is built simultaneously to antiskid flexible subassembly 2 when producing the tire, and the thickness of the other positions of 1 tread of tire is unanimous with normal tire, can minimize the influence to 1 absorbing shocks of tire. Follow in the tire 1 radial setting is used for the flexible spacing passageway 4 of the flexible foot 3 of antiskid of tire 1, the rigid spacing pipe of tire internal fixation (the material can be the metal), install sealing washer 5 below the rigid spacing pipe, spacing passageway 4 passes through the rigid spacing pipe of tire internal fixation (piston sleeve) and sealing washer 5 form spacing passageway 4, the flexible foot 3 of antiskid is followed spacing passageway 4 stretches out and draws back. Spacing passageway 4 reaches the flexible foot 3 of antiskid can not be higher than 1 tread of tire, so can not produce the noise under the tire conventional running state, and the flexible foot 3 of antiskid can be acicular or other shapes to do not harm the road surface and be good, during the antiskid, the flexible foot 3 of antiskid is followed spacing passageway 4 stretches out implementation antiskid. The sealing ring 5 can prevent muddy water and dust from entering and influencing the use of the anti-skid telescopic component 2.
Wherein, the antiskid flexible subassembly 2 is isolated with 1 inside assurance of tire and is not influenced aerifing, and the defeated oil pipe in the tire 1 is also all isolated with the air.
The driving mechanism comprises a hydraulic oil cylinder 8, and the hydraulic oil cylinder 8 is connected with the anti-skid telescopic legs 3. The anti-skid telescopic legs 3 are controlled to stretch and retract by controlling the hydraulic oil cylinder 8.
Example six:
the same features of this embodiment as those of the fifth embodiment are not described again, and the different features of this embodiment from those of the fifth embodiment are:
6 anti-skid telescopic components 2 are molded in the tire 1.
Example seven:
the same features of this embodiment as those of the fifth embodiment are not described again, and the different features of this embodiment from those of the fifth embodiment are:
4 anti-skid telescopic components 2 are molded in the tire 1.
Example eight:
the same features of this embodiment as those of the fifth embodiment are not described again, and the different features of this embodiment from those of the fifth embodiment are:
1 anti-skid telescopic component 2 is molded in the tire 1.
Example nine:
the same features of this embodiment and the first embodiment are not described again, and the different features of this embodiment and the first embodiment are:
the contact communicating mechanism 10 is movably mounted on the hub 11, the axle center position of the hub 11 is preferably selected, the contact communicating mechanism 10 comprises two contact communicating sliding rail conductors 10, one is a positive contact communicating sliding rail conductor, the other is a negative contact communicating sliding rail conductor, the contact communicating sliding rail conductor 15 is in a circular ring shape, the driving mechanism is electrically connected with the back contact of the corresponding contact communicating sliding rail conductor 15 through a first lead 9, the front contact corresponding to the contact communicating sliding rail conductor 15 is electrically connected with a safety control system in a cab through a second lead, the first lead 9 is preferably electrically connected with the back contact of the contact communicating sliding rail conductor 15 through a back static contact 16, the back contact of the contact communicating sliding rail conductor 15 electrically connected with the back static contact 16 is a point of the back static contact 16 on a sliding track on the contact communicating sliding rail conductor 15, the second lead is preferably electrically connected to the front contact of the contact-connected slide rail conductor 15 through the front static contact 17, and the front contact of the contact-connected slide rail conductor 15 electrically connected to the front static contact 17 is fixed. When the hub 11 rotates, the contact communicating mechanism 10 is non-stationary relative to the hub 11, and since the front static contact 17 is fixed in position and the front static contact 17 is fixed at the front contact of the contact communicating slide rail conductor 15, the back static contact 16 slides along the corresponding contact communicating slide rail conductor 15, and the back contact of the back static contact 16 and the corresponding contact communicating slide rail conductor is the point on the sliding track of the back static contact 16 on the contact communicating slide rail conductor 15.
Example ten:
the features of this embodiment that are the same as those of the second embodiment are not described again, and the features of this embodiment that are different from those of the second embodiment are:
the contact communicating mechanism 10 is movably mounted on the hub 11, the axle center position of the hub 11 is preferably selected, the contact communicating mechanism 10 comprises two contact communicating sliding rail conductors 10, one is a positive contact communicating sliding rail conductor, the other is a negative contact communicating sliding rail conductor, the contact communicating sliding rail conductor 15 is in a circular ring shape, the driving mechanism is electrically connected with the back contact of the corresponding contact communicating sliding rail conductor 15 through a first lead 9, the front contact corresponding to the contact communicating sliding rail conductor 15 is electrically connected with a safety control system in a cab through a second lead, the first lead 9 is preferably electrically connected with the back contact of the contact communicating sliding rail conductor 15 through a back static contact 16, the back contact of the contact communicating sliding rail conductor 15 electrically connected with the back static contact 16 is a point of the back static contact 16 on a sliding track on the contact communicating sliding rail conductor 15, the second lead is preferably electrically connected to the front contact of the contact-connected slide rail conductor 15 through the front static contact 17, and the front contact of the contact-connected slide rail conductor 15 electrically connected to the front static contact 17 is fixed. When the hub 11 rotates, the contact communicating mechanism 10 is non-stationary relative to the hub 11, and since the front static contact 17 is fixed in position and the front static contact 17 is fixed at the front contact of the contact communicating slide rail conductor 15, the back static contact 16 slides along the corresponding contact communicating slide rail conductor 15, and the back contact of the back static contact 16 and the corresponding contact communicating slide rail conductor is the point on the sliding track of the back static contact 16 on the contact communicating slide rail conductor 15.
Example eleven:
the same features of this embodiment and the third embodiment are not repeated, and the different features of this embodiment and the third embodiment are:
the contact communicating mechanism 10 is movably mounted on the hub 11, the axle center position of the hub 11 is preferably selected, the contact communicating mechanism 10 comprises two contact communicating sliding rail conductors 10, one is a positive contact communicating sliding rail conductor, the other is a negative contact communicating sliding rail conductor, the contact communicating sliding rail conductor 15 is in a circular ring shape, the driving mechanism is electrically connected with the back contact of the corresponding contact communicating sliding rail conductor 15 through a first lead 9, the front contact corresponding to the contact communicating sliding rail conductor 15 is electrically connected with a safety control system in a cab through a second lead, the first lead 9 is preferably electrically connected with the back contact of the contact communicating sliding rail conductor 15 through a back static contact 16, the back contact of the contact communicating sliding rail conductor 15 electrically connected with the back static contact 16 is a point of the back static contact 16 on a sliding track on the contact communicating sliding rail conductor 15, the second lead is preferably electrically connected to the front contact of the contact-connected slide rail conductor 15 through the front static contact 17, and the front contact of the contact-connected slide rail conductor 15 electrically connected to the front static contact 17 is fixed. When the hub 11 rotates, the contact communicating mechanism 10 is non-stationary relative to the hub 11, and since the front static contact 17 is fixed in position and the front static contact 17 is fixed at the front contact of the contact communicating slide rail conductor 15, the back static contact 16 slides along the corresponding contact communicating slide rail conductor 15, and the back contact of the back static contact 16 and the corresponding contact communicating slide rail conductor is the point on the sliding track of the back static contact 16 on the contact communicating slide rail conductor 15.
Example twelve:
the features of this embodiment that are the same as those of the fourth embodiment are not described again, and the features of this embodiment that are different from those of the fourth embodiment are:
the contact communicating mechanism 10 is movably mounted on the hub 11, the axle center position of the hub 11 is preferably selected, the contact communicating mechanism 10 comprises two contact communicating sliding rail conductors 10, one is a positive contact communicating sliding rail conductor, the other is a negative contact communicating sliding rail conductor, the contact communicating sliding rail conductor 15 is in a circular ring shape, the driving mechanism is electrically connected with the back contact of the corresponding contact communicating sliding rail conductor 15 through a first lead 9, the front contact corresponding to the contact communicating sliding rail conductor 15 is electrically connected with a safety control system in a cab through a second lead, the first lead 9 is preferably electrically connected with the back contact of the contact communicating sliding rail conductor 15 through a back static contact 16, the back contact of the contact communicating sliding rail conductor 15 electrically connected with the back static contact 16 is a point of the back static contact 16 on a sliding track on the contact communicating sliding rail conductor 15, the second lead is preferably electrically connected to the front contact of the contact-connected slide rail conductor 15 through the front static contact 17, and the front contact of the contact-connected slide rail conductor 15 electrically connected to the front static contact 17 is fixed. When the hub 11 rotates, the contact communicating mechanism 10 is non-stationary relative to the hub 11, and since the front static contact 17 is fixed in position and the front static contact 17 is fixed at the front contact of the contact communicating slide rail conductor 15, the back static contact 16 slides along the corresponding contact communicating slide rail conductor 15, and the back contact of the back static contact 16 and the corresponding contact communicating slide rail conductor is the point on the sliding track of the back static contact 16 on the contact communicating slide rail conductor 15.
Example thirteen:
the same features of this embodiment and the first embodiment are not described again, and the different features of this embodiment and the first embodiment are:
12 anti-skid telescopic components 2 are molded in the tire 1.
Example fourteen:
the features of this embodiment that are the same as those of the second embodiment are not described again, and the features of this embodiment that are different from those of the second embodiment are:
10 anti-skid telescopic components 2 are molded in the tire 1.
Example fifteen:
the same features of this embodiment as those of the fifth embodiment are not described again, and the different features of this embodiment from those of the fifth embodiment are:
12 anti-skid telescopic components 2 are molded in the tire 1.
Example sixteen:
the features of this embodiment that are the same as those of the sixth embodiment are not described again, and the features of this embodiment that are different from those of the sixth embodiment are:
10 anti-skid telescopic components 2 are molded in the tire 1.
The above description is only a preferred embodiment of the application and is illustrative of the principles of the technology employed. It will be understood by those skilled in the art that the scope of the present invention is not limited to the specific combination of the above-mentioned features, but also covers other embodiments formed by any combination of the above-mentioned features or their equivalents without departing from the spirit of the present invention. For example, the features described above have similar functions to (but are not limited to) those disclosed in this application.
Claims (10)
1. An antiskid tyre for vehicles is characterized by comprising a tyre and an antiskid telescopic component, wherein the antiskid telescopic component is positioned in the tyre and drives an antiskid telescopic foot of the antiskid telescopic component to extend out or retract from the tyre surface of the tyre through a driving mechanism of the antiskid telescopic component,
the driving mechanism comprises an electromagnetic coil, a first electromagnet, a second electromagnet and a release elastic body, the first electromagnet, the electromagnetic coil and the anti-skid telescopic foot are sequentially connected into a whole, the second electromagnet is positioned below the first electromagnet, the anti-skid telescopic foot penetrates out of the second electromagnet, the second electromagnet is fixedly arranged, the first electromagnet is connected with the second electromagnet through the release elastic body, or,
the driving mechanism comprises a hydraulic oil cylinder, and the hydraulic oil cylinder is connected with the anti-skid telescopic foot.
2. The vehicle anti-skid tire of claim 1 wherein said anti-skid telescoping assembly is molded into the tire.
3. A vehicle tyre according to claim 1, wherein 1 or more anti-skid telescopic assemblies are provided in the tyre.
4. The vehicle antiskid tire according to claim 1, wherein a limiting channel for the extension and contraction of the antiskid telescopic foot is arranged in the tire, and the antiskid telescopic foot extends and contracts along the limiting channel.
5. A vehicle tyre according to claim 4, wherein the spacing channel is arranged radially of the tyre.
6. The vehicle antiskid tire according to any one of claims 1 to 5,
when the electromagnetic coil is electrified, the first electromagnet compresses the release elastic body to move towards the direction of the second electromagnet, and then the anti-skid telescopic foot is driven to extend out of the tire tread;
when the electromagnetic coil is powered off, the first electromagnet moves in the direction opposite to the direction of the second electromagnet under the action of the release elastic body, and then the anti-skid telescopic foot is driven to retract to the inner side of the tire tread.
7. The vehicle antiskid tire of any one of claims 1 to 5, wherein the hydraulic cylinder is further connected with an oil delivery pipe, the oil delivery pipe is connected with a main oil pump through a rotary joint, and the main oil pump is connected with a safety control system in a cab.
8. The vehicle antiskid tire of claim 1, further comprising a contact communication mechanism, wherein the contact communication mechanism comprises a plurality of contact communication slide rail conductors, the contact communication slide rail conductors are circular, the driving mechanism is electrically connected with the back contacts of the corresponding contact communication slide rail conductors through a first lead, and the front contacts corresponding to the contact communication slide rail conductors are electrically connected with a safety control system in the cab through a second lead.
9. The vehicle anti-skid tire according to claim 8, wherein a wire electrically connects said contact to a back contact of the sled conductor through a back static contact, a wire electrically connects said contact to a front contact of the sled conductor through a front static contact,
the contact point electrically connected with the back static contact is communicated with the back contact point of the slide rail conductor for fixation, the front contact point electrically connected with the front static contact is the point of the front static contact on the slide track on the contact point communicated slide rail conductor,
or the like, or, alternatively,
the front contact of the contact communicated sliding rail conductor is fixed, and the back contact of the contact communicated sliding rail conductor is a point of the back static contact on a sliding track on the contact communicated sliding rail conductor.
10. The anti-skid tire for vehicle of claim 9 wherein said contact communicating means comprises two contact communicating track conductors, one being a positive contact communicating track conductor and the other being a negative contact communicating track conductor, two of said respective back and front static contacts being electrically connected to said positive contact communicating track conductor and said negative contact communicating track conductor respectively.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920535273.4U CN210062580U (en) | 2019-04-19 | 2019-04-19 | Antiskid tyre for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920535273.4U CN210062580U (en) | 2019-04-19 | 2019-04-19 | Antiskid tyre for vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN210062580U true CN210062580U (en) | 2020-02-14 |
Family
ID=69437977
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201920535273.4U Active CN210062580U (en) | 2019-04-19 | 2019-04-19 | Antiskid tyre for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN210062580U (en) |
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2019
- 2019-04-19 CN CN201920535273.4U patent/CN210062580U/en active Active
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