WO2021180136A1 - 减震静音轮及可移动设备 - Google Patents

减震静音轮及可移动设备 Download PDF

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Publication number
WO2021180136A1
WO2021180136A1 PCT/CN2021/080041 CN2021080041W WO2021180136A1 WO 2021180136 A1 WO2021180136 A1 WO 2021180136A1 CN 2021080041 W CN2021080041 W CN 2021080041W WO 2021180136 A1 WO2021180136 A1 WO 2021180136A1
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WIPO (PCT)
Prior art keywords
shock
absorbing
banner
silent wheel
silent
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PCT/CN2021/080041
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English (en)
French (fr)
Inventor
王伯睿
郑仙华
倪维
Original Assignee
杭州鲸算罗伯特科技有限公司
鲸算科技集团有限公司
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Application filed by 杭州鲸算罗伯特科技有限公司, 鲸算科技集团有限公司 filed Critical 杭州鲸算罗伯特科技有限公司
Publication of WO2021180136A1 publication Critical patent/WO2021180136A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B33/00—Castors in general; Anti-clogging castors
    • B60B33/0028—Construction of wheels; methods of assembling on axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B5/00—Wheels, spokes, disc bodies, rims, hubs, wholly or predominantly made of non-metallic material
    • B60B5/02—Wheels, spokes, disc bodies, rims, hubs, wholly or predominantly made of non-metallic material made of synthetic material

Definitions

  • the invention belongs to the field of tires, and particularly relates to a shock-absorbing and silent wheel and a movable device.
  • Movable equipment such as luggage moving on rough or uneven roads can generate vibration and noise.
  • solid rubber tires, foam tires, pneumatic tires, etc. are often used as tires to carry movable equipment, which achieves a certain vibration and noise reduction effect. But moving on uneven roads, there is still strong noise.
  • the existing technology also adopts the following technical solutions:
  • a damping spring is arranged between the tire and the movable equipment, and the spring has a certain damping effect.
  • the spring damping method can reduce vibration and noise to a certain extent, the damping of spring is directional and can only reduce vibration and impact in a single direction.
  • the mechanical structure of the spring will increase the weight, and it will also generate noise when moving.
  • the present invention aims to provide a shock-absorbing and silent wheel and a movable device, which can reduce vibration and noise during movement when the shock-absorbing and silent wheel is installed on the movable device.
  • the present invention provides a shock-absorbing and silent wheel.
  • the shock-absorbing and silent wheel includes:
  • a hub, the hub is annular
  • the rim is fixedly connected to the radially outer side of the hub, the rim includes an outer layer, a banner, and a transition layer, the banner is located on the radial inner side of the outer layer, and the transition layer is located at the On the radial inner side of the banner, the transition layer is connected to the hub, and a plurality of banners are evenly spaced along the circumferential direction of the shock-absorbing and silent wheel, and the interval between the banners makes the rim A hollow is formed, the banner is curved as a C-shaped structure as a whole, and the cross-sectional area of the two end portions in the radial direction of the shock-absorbing and silent wheel of the banner is larger than the cross-sectional area of the middle portion of the banner.
  • the circumferential size of the two end portions in the radial direction of the shock-absorbing and silent wheel of the banner is larger than the circumferential size of the middle portion of the banner.
  • the rim is made of an elastic material with a stress less than or equal to 100Mpa at 10% elongation.
  • the ratio of the displacement of the axis of the shock-absorbing silent wheel to the radius of the shock-absorbing silent wheel is 0.03 to 0.20.
  • the side where the banner is curved to form a depression is called the inner side of the banner, and the banner is curved to form a convex one.
  • the side is called the outer side of the banner, and the inner side of the banner is connected by multiple tangent arcs.
  • the cross-sectional area of the end of the banner close to the axis of the shock-absorbing and silent wheel is smaller than the cross-sectional area of the end of the banner away from the axis of the shock-absorbing and silent wheel.
  • the shock-absorbing silent wheel when the shock-absorbing silent wheel is viewed along the axial direction of the shock-absorbing silent wheel, the side where the banner is curved to form a depression is called the inner side of the banner, and the banner is curved to form a convex one.
  • the side is called the outer side of the banner.
  • the line of the two ends of the damping silent wheel in the radial direction of the banner does not pass through the damping silent wheel. Axis.
  • the number of the banners is greater than or equal to 12.
  • the shock-absorbing and silent wheel further includes a tread, the tread is connected to the radially outer side of the outer layer, and the elastic modulus of the material of the tread is smaller than the elastic modulus of the material of the rim .
  • the present invention also provides a movable device that includes the shock-absorbing and silent wheel according to any one of the above technical solutions, and the rated static load of a single shock-absorbing and silent wheel is less than 200 kg.
  • the vibration and noise of the tire can be reduced, and the movable device can be kept quiet when moving.
  • Fig. 1 shows a schematic structural diagram of a shock-absorbing and silent wheel according to a first embodiment of the present invention.
  • Fig. 2 shows an exploded view of the shock-absorbing and silent wheel according to the first embodiment of the present invention.
  • Fig. 3 shows a schematic view of the shock-absorbing and silent wheel according to the first embodiment of the present invention viewed along its axial direction.
  • Fig. 4 shows a partial enlarged view of Fig. 3.
  • Fig. 5 shows a schematic view of the shock-absorbing and silent wheel according to the first embodiment of the present invention viewed along its radial direction.
  • Figures 6 to 8 show the noise data of test one.
  • Fig. 9 shows an exploded view of the shock-absorbing and silent wheel according to the second embodiment of the present invention.
  • Figures 10 to 12 show the noise data of test two.
  • Fig. 13 shows a partial cross-sectional view of the outer layer of the shock-absorbing and silent wheel according to the third embodiment of the present invention.
  • Figures 14 to 16 show the noise data of test four.
  • Fig. 17 shows a schematic structural diagram of a shock-absorbing and silent wheel according to a fourth embodiment of the present invention.
  • Fig. 18 shows an exploded view of a shock-absorbing and silent wheel according to a fourth embodiment of the present invention.
  • Figures 19-21 show the noise data of test five.
  • the radial direction R refers to the radial direction of the shock-absorbing silent wheel
  • the axial direction A refers to the axial direction of the shock-absorbing silent wheel
  • the circumferential direction C refers to the circumferential direction of the shock-absorbing silent wheel.
  • the present invention proposes a shock-absorbing and silent wheel (hereinafter sometimes referred to as a tire).
  • the tire includes a rim 1 and a hub 2.
  • the rim 1 and the hub 2 are ring-shaped, and the rim 1 and the hub 2 When fixed together, the rim 1 is located on the radially outer side of the hub 2.
  • the rim 1 and the hub 2 can be connected together by clamping, bonding, two-color injection molding or two-shot injection molding.
  • the present invention also provides a movable device.
  • One or more shock-absorbing and silent wheels are installed at the bottom of the movable device, and the shock-absorbing and silent wheels are installed on the movable device by the way of mounting the hub 2 on the shaft.
  • the shock-absorbing and silent wheel can make the movable equipment move on the ground without vibration and noise.
  • the weight of the movable equipment is relatively light.
  • the movable equipment can be a suitcase, a movable table, a movable cabinet, etc.
  • the rated load-bearing capacity of a single shock-absorbing and silent wheel does not exceed 200kg.
  • the rim 1 includes an outer layer 11, a banner 12, and a transition layer 13.
  • the outer layer 11 is located on the outermost layer of the rim 1 and can be used to contact the ground.
  • the outer layer 11 and the transition layer 13 are ring-shaped, and the banner 12 is located on the outer layer 11
  • the transition layer 13 is located on the radially inner side of the banner 12, and the rim 1 is connected to the hub 2 through the transition layer 13.
  • the outer peripheral surface of the outer layer 11 is arc-shaped, the axial middle part of the outer peripheral surface of the outer layer 11 protrudes radially outward compared to the axial two sides, and the outer layer 11 has a smaller contact surface with the ground. , Can reduce the friction with the ground. And the curved surface helps to achieve steering.
  • the banner 12 is made of elastic material, such as cast polyurethane, thermoplastic elastomer or vulcanized rubber, which can deform to a certain extent when the banner 12 is under pressure. Observing the shock-absorbing and silent wheel along the axial direction A, the banner 12 is bent into a C-shaped structure as a whole. The curved shape makes the banner 12 more elastic. When the shock-absorbing and silent wheel bears pressure, the banner 12 is more easily deformed.
  • the hub 2 is fixed to the shaft structure of the mobile device or the tool.
  • the hub 2 is made of metal (including alloy) or plastic materials. If the elastic modulus of the hub 2 is too low, the elastic deformation of the hub 2 will be obvious and the service life will be affected.
  • the wheel hub 2 can be formed by an injection molding process, a casting process or a 3D printing technology.
  • the outer layer 11 and the transition layer 13 are made of elastic materials, such as cast polyurethane, thermoplastic elastomer or vulcanized rubber.
  • the outer layer 11, the banner 12 and the transition layer 13 can be integrally formed using the same material, for example, the rim 1 can be formed by injection molding, pouring, or molding.
  • the wheel hub 2 can be connected to the wheel rim 1 through bonding, two-shot injection molding, two-color injection molding, or snap-fitting and nesting.
  • the shock-absorbing and silent wheel when the shock-absorbing and silent wheel is viewed along the axial direction A, the side where the banner 12 is bent to form a depression is called the inner side I of the banner 12, and the side where the banner 12 is bent to form a protrusion is called the outer side of the banner 12 O.
  • the two ends of the banner 12 along the tire radial direction R are connected to the outer layer 11 and the transition layer 13 respectively. Specifically, the circumferential size of the two end portions along the radial direction R of the banner 12 is larger than the circumferential size of the middle portion of the banner 12.
  • the axial dimensions of each part of the banner 12 along the radial direction R are the same, and the axial dimensions of the banner 12 are the same as the axial dimensions of the outer layer 11 and the transition layer 13.
  • the axial dimensions of each part of the banner 12 along the radial direction R can also be different, and the axial dimensions of the banner 12 and the axial dimensions of the outer layer 11 and the transition layer 13 can also be different.
  • the axial dimension of the banner 12 is smaller than the axial dimension of the outer layer 11 and/or the axial dimension of the transition layer 13.
  • the two end portions of the banner 12 along the radial direction R are prone to stress concentration. If the cross-sectional area of the banner 12 is the same everywhere in the radial direction R, the stress of the inner part of the two ends of the banner 12 in the radial direction R is significantly greater than the stress of the outer part of the banner 12. Thickening the size of the banner 12 in the part prone to stress concentration can increase the service life of the shock-absorbing and silent wheel.
  • the outer side of the banner 12 is formed by one or more arcs.
  • the inner surface of the banner 12 is formed by connecting multiple tangent circular arcs, and seven points a, b, c, d, e, f, and g are sequentially arranged from the radial outside to the radial inside.
  • a is located at the junction of the banner 12 and the outer layer 11
  • g is located at the junction of the banner 12 and the transition layer 13
  • the other points are located between a and g
  • d is located between a and g.
  • the arc between the two points ab is called arc ab
  • the arc between the two points bc is called arc bc
  • the arc between cd and two points is called arc cd
  • the arc between two points is called arc de
  • the arc between ef and two points is called arc ef
  • the arc between fg and fg is called arc fg.
  • the arc ab and the arc fg are respectively a circular arc protruding toward the inner side I of the banner 12, and the arc bc, the arc cd, the arc de, and the arc ef are respectively a circular arc protruding toward the outer side C of the banner 12.
  • the inner surface of the banner 12 is formed by the above-mentioned multiple tangent arcs, and the cross-sectional area corresponding to each position of the banner 12 and the size along the circumferential direction C are different.
  • the cross-sectional area of the end of the banner 12 close to the tire axis S is smaller than the cross-sectional area of the end of the banner 12 away from the tire axis S, and the circumferential dimension of the end of the banner 12 close to the tire axis S is smaller than that of the banner 12 away from the tire.
  • the circumferential dimension of one end of the axis S of the tire is formed by the above-mentioned multiple tangent arcs, and the cross-sectional area corresponding to each position of the banner 12 and the size along the circumferential direction C are different.
  • the cross-sectional area of the end of the banner 12 close to the tire axis S is smaller than the cross-sectional area of the end of the banner 12 away from the tire axis S, and the circumfer
  • the arc length of the position of the corresponding point is the size in the circumferential direction C corresponding to each position of the banner 12, and the circumferential size of each position has the following relationship: a>g>b, f, d>c, e.
  • the line between the two end points of the arc on the inner side I and/or the line between the two end points of the curve on the outer side O (may be referred to as "the two sides of the banner 12 along the radial direction R"
  • the line at the end ) does not pass through the axis S of the tire.
  • the line is biased to the side of the inner side I of the banner 12, as shown in Figure 4, for example, the line of a and g is biased On the side of the inner side I of the banner 12.
  • the curvature of the banner 12 can be small as a whole.
  • the line connecting the two ends of the banner 12 in the radial direction R does not pass through the axis S of the tire, so that the banner The deformation of 12 is controllable and certain. Otherwise, the banner 12 may sometimes bend toward the inner side I of the banner 12 and sometimes toward the outer side O of the banner 12, which affects the displacement of the tire axis S when the tire is loaded.
  • the rated static load is the design load of the shock-absorbing and silent wheel. Normally, the rated static load is less than 200 kg .
  • the rim 1 can be made of an elastic material with a stress (elastic modulus) less than or equal to 100Mpa at 10% elongation. If the elastic modulus of the rim 1 is too high, the fatigue life will decrease, which will affect the service life of the tire.
  • the number of banners 12 is 12 to 40. If the number of banners 12 is less than 12, the uniformity of the banners 12 for load support is significantly reduced, and periodic vibration may occur. It affects the quietness and comfort, and the stress concentration of the banner is also more obvious, which affects the service life of the shock-absorbing and silent wheel. If the number of banners 12 is more than 40, although the service life of the shock-absorbing and silent wheel can be increased, the circumferential size of a single banner 12 may be too small, making the banner 12 difficult to manufacture and increasing the cost of the mold.
  • Table 1 shows the subjective feelings of the testers.
  • Figures 6 to 8 show the specific noise data of the above test.
  • Figure 6 shows the test data on smooth and level roads.
  • Figure 7 shows the test data on asphalt roads. Block ground test data.
  • the human ear is different in sensitivity to sounds of different frequencies.
  • the human ear is most sensitive to sounds with a frequency of 1000 Hz to 3000 Hz, so the test focuses on comparing the noise decibels in this range.
  • the decibel is a unit of measurement that measures the ratio of the quantity of two identical units. It expresses the logarithmic relationship. Therefore, even if the number of decibels differs by only a few decibels, the difference in sound power intensity is very large, and the difference in the sense of hearing of the human ear is also very obvious. .
  • the horizontal axis represents the frequency (unit Hz), and the vertical axis represents the magnitude of the noise at the corresponding frequency, and the unit is dBSPL (i.e., the sound pressure is measured in decibels). It can be seen from FIGS. 6 to 8 that the noise of tire C is significantly less than that of tire B, and the noise of tire B is less than that of tire A.
  • the overall structure of the shock-absorbing and silent wheel of the second embodiment is similar to the overall structure of the shock-absorbing and silent wheel of the first embodiment.
  • the same or similar structures as in the first embodiment use the same reference numerals, and are not performed. A detailed description.
  • the shock-absorbing and silent wheel includes a rim 1, a hub 2 and a tread 3, and the tread 3 is connected to the radially outer side of the outer layer 11.
  • the outermost layer of the tread 3 as the shock-absorbing silent wheel is the part where the shock-absorbing silent wheel contacts the ground.
  • the tread 3 may be formed by injection molding, pouring, or molding processes.
  • the tread 3 is made of an elastic material, and the elastic material can be cast polyurethane, thermoplastic elastomer or vulcanized rubber.
  • the tread 3 may be an elastic material whose stress (elastic modulus) at 10% elongation is less than or equal to 60 MPa, for example, a material with an elastic modulus of 4.7 MPa as measured by the ISO 37 standard. The greater the stress, the greater the elastic modulus of the tread 3 and the harder the tread 3, and the smaller the stress, the smaller the elastic modulus of the tread 3 and the softer the tread 3 will be.
  • the elastic modulus of the material of the tread 3 is too high, the vibration and noise reduction performance of the tread 3 will be poor.
  • the elastic modulus of the material of the tread 3 is smaller than the elastic modulus of the material of the rim 1, which can make the tire have better vibration and noise reduction performance.
  • the outer peripheral surface of the tread 3 is arc-shaped, and the middle part of the outer peripheral surface of the tread 3 in the axial direction A protrudes radially outward compared to the both sides of the tread 3 in the axial direction A.
  • the tread 3 is in contact with the ground. The contact surface is reduced, reducing the friction between the tread 3 and the ground. And the curved tread helps to achieve steering.
  • Test 2 is used to verify the influence of the elastic modulus of the tread 3 on the shock absorption and noise reduction effect.
  • Polyurethane castables A and B are used to make tread A and tread B respectively.
  • the elastic modulus of tread A made of castable A is 0.6Mpa
  • the elastic modulus of tread B made of castable B It is 4.7Mpa.
  • castable A was preheated at 80°C for 2h to defoam and mixed with curing agent for 1min (minutes), then castable A was poured into a mold, and cured in an oven at 110°C for 30 minutes, then demolded, and then Place it in an oven at 110°C for 16h (hours) to mature to obtain rim 1.
  • the castable A and the castable B are respectively used to obtain the tread A and the tread B through the above process.
  • the dimensions of the two tires are the same, specifically the axial dimension is 13mm and the diameter is 52mm. Assemble tire A and tire B on the same suitcase, each with a load of 4kg, and tow them on different roads to test the vibration and noise of the handle.
  • the elastic modulus of the tread 3 has no obvious influence on the vibration damping effect.
  • the elastic modulus of the tread has an effect on noise, especially on smooth and flat roads and asphalt roads.
  • the tire A with a smaller elastic modulus of the tread produces less noise.
  • Tire A with a smaller elastic modulus of the tread on the brick ground makes little noise, but the overall noise gap is not very obvious.
  • Table 2 shows the subjective feelings of the testers.
  • Figures 10 to 12 show the specific noise data of test two.
  • Figure 10 shows the test data on smooth and level roads.
  • Figure 11 shows the test data on asphalt roads.
  • Figure 12 shows the test data. Data from the brick ground test. The data in the figure is consistent with the results in Table 2 above.
  • the four tires have the same size, specifically the axial size is 40mm, the diameter is 153mm, and the tread thickness is 5mm.
  • the cross-sectional area of tire A is the same everywhere in the radial direction R; the elastic modulus of the rim is 4.6 MPa, and the elastic modulus of the tread is 0.6 MPa.
  • the cross-sectional area of the two end portions of the tire B in the radial direction R is larger than the cross-sectional area of the middle portion of the banner 12, which is the same as the specific banner structure described in the first embodiment.
  • the elastic modulus of the rim is 4.6 MPa, and the elastic modulus of the tread is 0.6 MPa.
  • the structure of tire C is similar to that of tire B, but the cross-sectional area of each part of the banner of tire C is smaller than that of tire B.
  • the elastic modulus of the rim is 4.6 MPa, and the elastic modulus of the tread is 0.6 MPa.
  • the tire D has the same structure as the tire C, but the elastic modulus of the rim is 8.1 MPa, and the elastic modulus of the tread is 0.6 MPa.
  • the conveyor belt runs at a speed of 1m/s, so that the tire can hit the obstacle four times per second, and record the damage of the tire. time.
  • the overall structure of the shock-absorbing and silent wheel of the third embodiment is similar to that of the first embodiment.
  • the same or similar structures as those of the first embodiment use the same reference numerals and are not performed. A detailed description.
  • the outer layer 11 is provided with a reinforcement member 14, the reinforcement member 14 is ring-shaped, and the radial dimension of the reinforcement member 14 may be 0.5 mm to 5 mm.
  • the reinforcing member 14 may be made of stainless steel, and by traction on the banner 12, the stress of the banner 12 can be reduced, thereby increasing the service life of the tire.
  • the material forming the reinforcing member 14 uses a material with an elastic modulus of 500 MPa or more, preferably a material with an elastic modulus of 2,000 MPa or more, such as metal (including alloy) or plastic. If the reinforcement 14 uses metal, GB/T 22315 can be used to measure its elastic modulus, and if the reinforcement 14 uses plastic, it can use ISO 527-1 to measure its elastic modulus.
  • the rim 1 is made of an elastic material with an elastic modulus less than or equal to 100Mpa, and the reinforcement 14 can enhance the strength of the rim 1.
  • the cross-section of the reinforcing member 14 may be a solid rectangle, but the present invention is not limited to this, and the cross-section of the reinforcing member may also have other shapes such as "I" shape, "U” shape, and so on. In a possible embodiment, the reinforcing member 14 may also be made of metal mesh.
  • the plastic reinforcing member 14 can be connected to the outer layer 11 by a two-shot injection molding process or a two-shot injection molding process, so that the production efficiency is higher.
  • the metal reinforcing member 14 needs to be coated with an adhesive on the surface of the reinforcing member 14 to connect to the outer layer 11, which will result in lower production efficiency. Therefore, the reinforcing member 14 is preferably made of plastic material.
  • the reinforcing member 14 may be embedded in the outer layer 11, for example, the reinforcing member 14 is placed in a mold in advance before the rim 11 is cast, or formed by two-color injection molding or two-shot injection molding.
  • the reinforcing member 14 may also be provided on the surface of the outer layer 11.
  • Test 4 is used to verify the influence of reinforcement 14 on the service life of the shock-absorbing and silent wheel.
  • Tire A is formed by casting a castable with an elastic modulus of 0.6 MPa into a mold.
  • the tire B is formed by pouring a castable with a modulus of elasticity of 0.6 MPa into a mold, and a reinforcing member 14 with a radial dimension of 1 mm is reserved in the mold, so that the reinforcing member 14 is embedded in the outer layer 11.
  • the tire C is formed by pouring a castable with a modulus of elasticity of 0.6 MPa into a mold.
  • a reinforcing member 14 with a radial dimension of 3 mm is reserved in the mold, so that the reinforcing member 14 is embedded in the outer layer 11.
  • the dimensions of the three tires are the same, specifically the axial dimension is 13mm and the diameter is 52mm. Assemble tires A, B, and C in the same suitcase, and load 4kg per wheel. Towing on different roads for vibration damping and noise testing.
  • the conveyor belt runs at a speed of 1m/s so that the tire can hit the obstacle four times per second and record the tire damage separately. time.
  • Figures 14 to 16 show the specific noise data of the above test.
  • Figure 14 shows the data tested on smooth and level roads
  • Figure 15 shows the data tested on asphalt roads
  • Figure 16 shows the data tested on brick ground. The data in the figure is consistent with the results in Table 4 above.
  • the overall structure of the shock-absorbing and silent wheel of the fourth embodiment is similar to the overall structure of the shock-absorbing and silent wheel of the first embodiment.
  • the same or similar structures as those in the first embodiment use the same reference numerals and are not performed. A detailed description.
  • the tire includes a rim 1 and a hub 2.
  • the rim 1 is connected to the radially outer side of the hub 2, and the rim 1 and the hub 2 are connected together.
  • the rim 1 includes an outer layer 11, a banner 12, and a transition layer 13.
  • the outer layer 11 is used to contact the ground.
  • the banner 12 is located on the radial inner side of the outer layer 11, and the transition layer 13 is located on the radial inner side of the banner 12.
  • the rim 1 passes through The transition layer 13 is connected to the hub 2.
  • a plurality of banners 12 are arranged at even intervals along the circumferential direction C, and the interval between the banners 12 makes the rim 1 hollow.
  • a baffle 15 is connected to the rim 1 and/or the hub 2, and the baffle 15 covers the hollow formed by the interval between the banners 12.
  • the baffle 15 may be located at one or both ends of the rim 1 in the axial direction. In this embodiment, the baffle 15 is located at both ends of the rim 1 in the axial direction.
  • the axial dimension of the banner 12 is smaller than the axial dimension of the transition layer 13 and/or the hub 2 and the axial dimension of the outer layer 11, so that one or both ends of the tire form a recess 16 capable of accommodating the baffle 15.
  • the tire further includes a tread, which is connected to the radially outer side of the outer layer 11.
  • the tread is made of an elastic material, and the elastic modulus of the material of the tread is smaller than that of the material of the rim 1.
  • the recess 16 may be formed by the axial dimension of the banner 12 being smaller than the axial dimension of the transition layer 13 and/or the hub 2 and the axial dimension of the tread.
  • the baffle 15 may be made of an elastomer material such as cast polyurethane, thermoplastic elastomer or vulcanized rubber, that is, the baffle 15 may be an elastic baffle, and the baffle 15 may also be made of a hard material such as metal or plastic.
  • the baffle 15 and the rim 1 can be formed in an integral manner, or the baffle 15 can be formed separately, and the baffle 15 and the rim 1 and/or the hub 2 can be connected together by means such as clamping and bonding.
  • the baffle is provided with a buckle, and the hub 2 is provided with a groove for accommodating the buckle.
  • the baffle 15 is annular, the outer diameter of the baffle 15 is smaller than the inner diameter of the recess 16, and the difference between them is greater than twice the deformation of the tire under the rated static load to avoid The noise and vibration caused by the contact, collision, friction, etc. between the tailgate 15 and the recessed portion 16 of the tire are prevented.
  • a material with an elastic modulus of 4.6 MPa forms the rim 1.
  • the rim has an axial dimension of 12 mm and a diameter of 47 mm.
  • a material with a modulus of elasticity of 0.6 MPa forms the tread 3, and the axial dimension of the tread is 13 mm and the diameter is 52 mm.
  • a material with an elastic modulus of 0.6 MPa forms a baffle 15, and the baffle 15 is mounted on one end of the tire A in the axial direction.
  • baffles 15 which are mounted on both ends of the tire A in the axial direction.
  • the three types of tires are of the same size. Assemble tire A, tire B, and tire C in the same suitcase, with a single wheel load of 4kg, and tow them on different roads to test the vibration and noise of the suitcase handle.
  • Figure 19 to Figure 21 show the specific noise data of the above test.
  • Figure 19 shows the data tested on smooth and level roads
  • Figure 20 shows the data tested on asphalt roads
  • Figure 21 shows the data tested on brick ground.
  • the horizontal axis represents the frequency (unit Hz), and the vertical axis represents the magnitude of noise, and the unit is dBSPL (that is, the sound pressure is measured in decibels).
  • dBSPL that is, the sound pressure is measured in decibels.

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Abstract

一种减震静音轮及可移动设备，所述减震静音轮包括：轮毂（2），所述轮毂（2）为环形；以及轮圈（1），所述轮圈（1）固定连接于所述轮毂（2）的径向外侧，所述轮圈（1）包括外层（11）、条幅（12）和过渡层（13），所述条幅（12）位于所述外层（11）的径向内侧，所述过渡层（13）位于所述条幅（12）的径向内侧，所述过渡层（13）与所述轮毂（2）连接，所述条幅（12）沿所述减震静音轮的周向均匀地间隔排列有多个，所述条幅（12）之间的间隔使所述轮圈（1）形成镂空，所述条幅（12）整体弯曲呈C型结构，所述条幅（12）的所述减震静音轮的径向上的两端部分的横截面面积大于所述条幅的中间部分的横截面面积。所述减震静音轮能够降低轮胎的振动和噪音，使可移动设备移动时保持安静。

Description

减震静音轮及可移动设备 技术领域
本发明属于轮胎领域，特别涉及一种减震静音轮及可移动设备。
背景技术
可移动设备例如行李箱在粗糙或不平坦的路面移动会产生振动和噪音。为了避免这些振动和噪音，在现有技术中经常采用实心的橡胶胎、泡沫胎、充气胎等作为轮胎来承载可移动设备，达到了一定的减振降噪效果。但是在不平坦的路面上移动，仍然存在强烈的噪音。为了进一步降低振动和噪音，现有技术还采用了以下几种技术方案：
(1)在轮胎和可移动设备之间设置减振弹簧，弹簧起到一定的减振效果。虽然采用弹簧减振的方式在一定程度上能减缓振动和降低噪音，但是弹簧的减振具有方向性，仅能够降低单一方向的振动冲击。此外，弹簧这种机械结构会增加重量，活动时本身也会产生噪音。
(2)采用柔性胎面，柔性胎面具有一定的隔振作用，从而减少噪音。但由于柔性胎面的变形量有限，在具有明显高低不平的路面依旧存在较大的振动及噪音。
发明内容
本发明旨在提出一种减震静音轮及可移动设备，在减震静音轮安装于可移动设备时，能够降低移动时的振动和噪音。
本发明提出一种减震静音轮，所述减震静音轮包括：
轮毂，所述轮毂为环形；以及
轮圈，所述轮圈固定连接于所述轮毂的径向外侧，所述轮圈包括外层、条幅和过渡层，所述条幅位于所述外层的径向内侧，所述过渡层位于所述条幅的径向内侧，所述过渡层与所述轮毂连接，所述条幅沿所述减震静音轮的周向均匀地间隔排列有多个，所述条幅之间的间隔使所述轮圈形成镂空，所述条幅整体弯曲呈C型结构，所述条幅的所述减震静音轮的径向上的两端部分的横截面面积大于所述条幅的中间部分的横截面面积。
优选地，所述条幅的所述减震静音轮的径向上的两端部分的周向尺寸大于所述条幅的中间部分的周向尺寸。
优选地，所述轮圈采用在10％伸长率下应力小于或等于100Mpa的弹性材料制成。
优选地，所述减震静音轮承受额定的静态负载时，所述减震静音轮的轴心的位移量与所述减震静音轮的半径之比为0.03至0.20。
优选地，沿所述减震静音轮的轴向观察所述减震静音轮时，所述条幅弯曲而形成凹陷的一侧称为所述条幅的内侧，所述条幅弯曲而形成凸起的一侧称为所述条幅的外侧，所述条幅的内侧面由多段相切的圆弧连接而成。
优选地，所述条幅的靠近所述减震静音轮的轴心的一端的横截面面积小于所述条幅的远离所述减震静音轮的轴心的一端的横截面面积。
优选地，沿所述减震静音轮的轴向观察所述减震静音轮时，所述条幅弯曲而形成凹陷的一侧称为所述条幅的内侧，所述条幅弯曲而形成凸起的一侧称为所述条幅的外侧，在所述内侧和/或在所述外侧，所述条幅的所述减震静音轮的径向上的两端部的连线不经过所述减震静音轮的轴心。
优选地，所述条幅的数量大于或等于12。
优选地，所述减震静音轮还包括胎面，所述胎面连接于所述外层的径向外侧，所述胎面的材料的弹性模量小于所述轮圈的材料的弹性模量。
本发明还提出一种可移动设备，所述可移动设备包括上述技术方案中任一项所述的减震静音轮，单个所述减震静音轮的额定的静态负载小于200kg。
通过采用上述技术方案，能够降低轮胎的振动和噪音，使可移动设备移动时保持安静。
附图说明
图1示出了根据本发明的第一实施方式的减震静音轮的结构示意图。
图2示出了根据本发明的第一实施方式的减震静音轮的爆炸图。
图3示出了根据本发明的第一实施方式的减震静音轮沿其轴向观察的示意图。
图4示出了图3的局部放大图。
图5示出了根据本发明的第一实施方式的减震静音轮沿其径向观察的示意图。
图6至图8示出了测试一的噪音数据。
图9示出了根据本发明的第二实施方式的减震静音轮的爆炸图。
图10至图12示出了测试二的噪音数据。
图13示出了根据本发明的第三实施方式的减震静音轮的外层的局部剖视图。
图14至图16示出了测试四的噪音数据。
图17示出了根据本发明的第四实施方式的减震静音轮的结构示意图。
图18示出了根据本发明的第四实施方式的减震静音轮的爆炸图。
图19至图21示出了测试五的噪音数据。
附图标记说明
1轮圈 11外层 12条幅 13过渡层 14加固件 15挡板 16凹部
2轮毂
3胎面
I内侧 O外侧 S轴心
R径向 A轴向 C周向。
具体实施方式
为了更加清楚地阐述本发明的上述目的、特征和优点，在该部分结合附图详细说明本发明的具体实施方式。除了在本部分描述的各个实施方式以外，本发明还能够通过其 他不同的方式来实施，在不违背本发明精神的情况下，本领域技术人员可以做相应的改进、变形和替换，因此本发明不受该部分公开的具体实施例的限制。本发明的保护范围应以权利要求为准。
在下面的描述中，如果没有特别说明，径向R是指减震静音轮的径向，轴向A是指减震静音轮的轴向，周向C是指减震静音轮的周向。
第一实施方式
如图1至图8所示，本发明提出一种减震静音轮(以下有时简称为轮胎)，轮胎包括轮圈1和轮毂2，轮圈1和轮毂2为环形，轮圈1和轮毂2固定在一起，轮圈1位于轮毂2的径向外侧，例如轮圈1和轮毂2可以通过卡接、粘接、双色注塑或者二次注塑等方式连接在一起。
本发明还提出一种可移动设备，可移动设备的底部安装有一个或多个减震静音轮，减震静音轮通过轮毂2安装于轴的方式安装于可移动设备。减震静音轮可以使可移动设备在地面移动时，产生的震动和噪音较小。可移动设备的重量较轻，例如可移动设备可以是行李箱、可移动的桌子、可移动的柜子等，单个减震静音轮的额定承重不超过200kg。
轮圈1包括外层11、条幅12和过渡层13，外层11位于轮圈1的最外层可以用于和地面接触，外层11和过渡层13为环形，条幅12位于外层11的径向内侧，过渡层13位于条幅12的径向内侧，轮圈1通过过渡层13与轮毂2连接。
如图5所示，外层11的外周面为弧形，外层11的外周面的轴向中间部分相比于轴向两侧部分向径向外侧突出，外层11与地面接触面较小，可以减小与地面的摩擦。并且弧形的表面有助于实现转向。
如图3所示，条幅12沿周向C均匀地间隔排列有多个，条幅12之间的间隔使轮圈1形成镂空。条幅12采用弹性材料制成，例如浇注型聚氨酯、热塑性弹性体或硫化橡胶，在条幅12受到压力时可以产生一定的变形。沿轴向A观察减震静音轮，条幅12整体弯曲呈C型结构，弯曲的形状使条幅12具有较大的弹性，在减震静音轮承载压力时，条幅12更容易变形。
轮毂2固定在移动装置或工具的轴结构。轮毂2采用金属(包括合金)或塑料材料，如果轮毂2的弹性模量过低，会导致轮毂2弹性形变明显，影响使用寿命。轮毂2可以采用注塑工艺、铸造工艺或3D打印技术形成。
外层11和过渡层13采用弹性材料制成，例如浇注型聚氨酯、热塑性弹性体或硫化橡胶。
外层11、条幅12和过渡层13可以使用相同的材料一体成型，例如可以通过注塑、浇注或模压工艺形成轮圈1。轮毂2可以通过粘接、二次注塑、双色注塑或者卡接嵌套的方式与轮圈1连接。
如图3所示，沿轴向A观察减震静音轮时，条幅12弯曲而形成凹陷的一侧称为条幅12的内侧I，条幅12弯曲而形成凸起的一侧称为条幅12的外侧O。条幅12的沿轮胎径向R的两 端分别连接于外层11和过渡层13，条幅12的沿径向R的两端部分的横截面面积大于条幅12的中间部分的横截面面积。具体地，条幅12的沿径向R的两端部分的周向尺寸大于条幅12的中间部分的周向尺寸。
在本实施方式中，条幅12沿径向R的各部分的轴向尺寸相同，并且条幅12的轴向尺寸与外层11和过渡层13的轴向尺寸均相同。当然在其他可能的实施方式中，条幅12沿径向R的各部分的轴向尺寸也可以是不同的，条幅12的轴向尺寸与外层11和过渡层13的轴向尺寸也可以是不同的，例如条幅12的轴向尺寸小于外层11的轴向尺寸和/或过渡层13的轴向尺寸。
可以理解，条幅12的沿径向R的两端部分容易出现应力集中。如果条幅12在径向R上各处的横截面面积相同，那么条幅12的沿径向R的两端的内侧部分的应力明显大于条幅12的外侧部分的应力。在容易出现应力集中的部分加厚条幅12的尺寸可以提高减震静音轮的使用寿命。
如图4所示，条幅12的外侧面由一段或多段圆弧形成。条幅12的内侧面由多段相切的圆弧连接而成，从径向外侧向径向内侧依次设置有a、b、c、d、e、f、g七个点。a位于条幅12与外层11的交界处，g位于条幅12与过渡层13的交界处，其余各点位于a和g之间，d位于a和g中间位置。
沿轴向A观察减震静音轮，ab两点之间的弧线称为弧ab，bc两点之间的弧线称为弧bc，cd两点之间的弧线称为弧cd，de两点之间的弧线称为弧de，ef两点之间的弧线称为弧ef，fg两点之间的弧线称为弧fg。弧ab和弧fg分别是一段朝向条幅12的内侧I凸起的圆弧，弧bc、弧cd、弧de和弧ef分别是一段朝向条幅12的外侧C凸起的圆弧。
通过上述多段相切的圆弧形成条幅12的内侧面，条幅12的各位置对应的截面面积和沿周向C的尺寸不同。条幅12的靠近轮胎的轴心S的一端的横截面面积小于条幅12的远离轮胎的轴心S的一端的横截面面积，条幅12靠近轮胎的轴心S的一端的周向尺寸小于条幅12远离轮胎的轴心S的一端的周向尺寸。
具体地，以轮胎的轴心S为圆心，分别以a、b、c、d、e、f、g到轴心S的长度为半径，a、b、c、d、e、f、g这些对应的点所在位置的弧长为条幅12的各位置对应的周向C上的尺寸，各位置的周向尺寸具有以下关系：a>g＞b、f、d＞c、e。通过形成这样的条幅12，在应力集中情况较重的部分横截面面积大，可以提高轮胎的使用寿命，并且在应力集中情况较轻的部分横截面面积小，也可以使轮胎的重量较轻。
进一步地，沿轴向A观察，在内侧I的圆弧的两个端点的连线和/或在外侧O的曲线的两个端点的连线(可以简称“条幅12的沿径向R的两端部的连线”)不经过轮胎的轴心S，相对于轴心S而言，该连线偏向于条幅12的内侧I所在侧，如图4所示，例如a和g的连线偏向于条幅12的内侧I所在侧。
可以理解，整体上条幅12弯曲的弧度可以较小，在这种情况下轮胎承受负载时，使条幅12的沿径向R的两端部的连线不经过轮胎的轴心S，可以使条幅12的变形可控、确定。 否则条幅12可能有时朝条幅12的内侧I弯曲，有时朝条幅12的外侧O弯曲，影响轮胎受到负载时的轮胎的轴心S的位移量。
轮胎在承受额定的静态负载时，轮胎会产生变形使轮胎的轴心S位置变化，轮胎的轴心S的位移量与轮胎的半径之比可以为0.03至0.20。通过条幅12的结构、数量以及材料的选择等可以改变轴心S的位移量与轮胎的半径之比，额定的静态负载为减震静音轮的设计载荷，通常情况下额定的静态负载小于200千克。
轮圈1可以采用在10％伸长率下应力(弹性模量)小于或等于100Mpa的弹性材料制成，如果轮圈1的弹性模量过高则疲劳寿命下降，影响轮胎的使用寿命。
优选地，条幅12的数量为12至40条。若条幅12的数量少于12条，条幅12对于负载支撑的均匀性明显降低，可能产生周期性震动。影响静音性、舒适性，同时条幅的应力集中现象也更明显，影响减震静音轮的使用寿命。若条幅12的数量多于40条，虽然可以提高减震静音轮的使用寿命，但可能导致单个条幅12的周向尺寸过小，导致条幅12不易于制造，并且模具的成本提高。
测试一
通过测试一验证条幅12对于减震静音效果的影响。
制作条幅数量分别为0，10，24的轮胎A、B、C。条幅数量为0表示轮圈为实心的环形，没有条幅和条幅之间的镂空部分。分别将轮胎A，轮胎B，轮胎C装配于同样的行李箱，在不同路面进行拖行，测试行李箱把手的震动及产生的噪音。
表1
Figure PCTCN2021080041-appb-000001
从表1可以看出，具有条幅12的轮胎具有明显的减振降噪效果。但是如果条幅的数量过少，在拖行行李箱时存在周期性振动，不利于使用。
表1示出了测试者的主观感受，图6至图8示出上述测试的具体噪音数据图6为在光滑平整路面测试的数据，图7为在柏油路面测试的数据，图8为在砖块地面测试的数据。
可以理解，人耳对于不同频率的声音敏感程度是不同的，人耳对于频率为1000赫兹至3000赫兹的声音最敏感，因此测试着重对比这个范围内的噪音分贝数。分贝是量度两个相同单位之数量比例的计量单位，其表示的是对数关系，因此分贝数即使仅相差几分贝，声音的功率强度差距非常大，人耳的听感的差距也十分明显。
在图6至图8中，横轴表示频率(单位Hz)，纵轴表示对应频率下噪音的大小，单位 为dBSPL(即，声压作为测量量的分贝)。从图6至图8中可以看出，轮胎C的噪音明显小于轮胎B的噪音，轮胎B的噪音小于轮胎A的噪音。
第二实施方式
第二实施方式的减震静音轮与第一实施方式的减震静音轮的整体结构相似，在第二实施方式中与第一实施方式相同或相似的结构使用相同的附图标记，并且不进行详细描述。
如图9所示，减震静音轮包括轮圈1、轮毂2和胎面3，胎面3连接于外层11的径向外侧。胎面3作为减震静音轮的最外层是减震静音轮与地面接触的部分。胎面3可以通过注塑、浇注或模压工艺形成。胎面3由弹性材料制成，弹性材料可以是浇注型聚氨酯、热塑性弹性体或硫化橡胶。胎面3可以采用在10％伸长率下的应力(弹性模量)为小于或等于60Mpa的弹性材料，例如采用ISO 37标准测量弹性模量为4.7Mpa的材料。应力越大表示胎面3的弹性模量越大，胎面3就越硬，应力越小表示胎面3的弹性模量越小，胎面3就越软。
可以理解，若胎面3的材料弹性模量过高，胎面3的减振降噪性能不佳。胎面3的材料的弹性模量小于轮圈1的材料的弹性模量，可以使轮胎具有更好的减振降噪性能。
胎面3的外周面为弧形，胎面3的外周面的轴向A上的中间部分相比于胎面3的轴向A上的两侧部分向径向外侧突出，胎面3与地面接触面减小，减小胎面3与地面的摩擦。并且弧形的胎面有助于实现转向。
测试二
通过测试二验证胎面3的弹性模量对于减震静音效果的影响。
分别使用聚氨酯浇注料A、B制作胎面A和胎面B，其中由浇注料A制成的胎面A的弹性模量为0.6Mpa，由浇注料B制成的胎面B的弹性模量为4.7Mpa。
具体地，将浇注料A在80度下预热脱泡2h后与固化剂混合1min(分钟)，然后将浇注料A浇注到模具中，置于110℃的烘箱中固化30min后脱模，再置于110℃的烘箱中16h(小时)熟化得到轮圈1。分别采用浇注料A和浇注料B通过上述工艺得到胎面A和胎面B。将轮圈1与轮毂2连接，胎面A和胎面B连接于轮圈1分别得到轮胎A和轮胎B。两种轮胎的尺寸相同，具体为轴向尺寸为13mm，直径为52mm。分别将轮胎A，轮胎B装配于同样的行李箱上，每个轮胎的负载为4kg，在不同路面进行拖行，测试把手的振动及产生的噪音。
表2
Figure PCTCN2021080041-appb-000002
通过表2可以看出，胎面3的弹性模量对于减振效果的影响不明显。但是胎面的弹性模量对于噪音有影响，特别是在光滑平整路面和柏油路面上，胎面的弹性模量较小的轮 胎A发出的噪音小。在砖块地面上胎面的弹性模量较小的轮胎A发出的噪音小，但是总体噪音差距不十分明显。表2示出了测试者的主观感受，图10至图12示出测试二的具体噪音数据，图10为在光滑平整路面测试的数据，图11为在柏油路面测试的数据，图12为在砖块地面测试的数据。图中的数据与上述表2中的结果一致。
测试三
通过测试三验证条幅12的结构对减震静音轮使用寿命的影响。
分别采用以下轮胎A、轮胎B、轮胎C、轮胎D 4个减震静音轮进行对比测试，它们条幅的数量均为18条。四种轮胎的尺寸相同，具体为轴向尺寸为40mm，直径为153mm，胎面厚度为5mm。
轮胎A的条幅在沿径向R上的各处横截面面积均相同；轮圈的弹性模量为4.6MPa，胎面的弹性模量为0.6MPa。
轮胎B的条幅在沿径向R上的两端部分的横截面面积大于条幅12的中间部分的横截面面积，即与第一实施方式中所述的具体条幅结构相同。轮圈的弹性模量为4.6MPa，胎面的弹性模量为0.6MPa。
轮胎C与轮胎B的结构相似，但是轮胎C的条幅各部分的截面面积均小于轮胎B。轮圈的弹性模量为4.6MPa，胎面的弹性模量为0.6MPa。
轮胎D与轮胎C的结构相同，但轮圈的弹性模量为8.1MPa，胎面的弹性模量为0.6MPa。
将轮胎A、B、C、D分别装配于相同的桌子，并在桌板上加载负重，使单轮负载达到30kg。通过推行桌子，对比桌面振动情况及噪音情况。
然后，在桌子下方搭建传送带，在传送带上设置障碍物，障碍物的高度为10cm，长度为10cm，传送带以1m/s速度运行，使轮胎可以每秒撞击四次障碍物，分别记录轮胎破坏的时间。
表3
Figure PCTCN2021080041-appb-000003
通过表3可以看出，对比轮胎A和轮胎B，它们的条幅结构不同，通过设计条幅的结构，可以减小条幅应力集中情况使得轮胎的使用寿命延长。对比轮胎B和轮胎D，轮胎D 的轮圈弹性模量较高，使用寿命更长，为了保证轮胎B和轮胎D在承受静态载荷时的压缩量相同，轮胎D还缩小了条幅沿周向的尺寸。对比轮胎C和轮胎D，它们的结构相同，轮胎D的形成轮圈的材料的弹性模量大于轮胎C的形成轮圈的材料的弹性模量，导致轮圈D在承受静态载荷时的压缩量小于轮圈C在承受静态载荷时的压缩量，轮胎D的使用寿命更长。
第三实施方式
第三实施方式的减震静音轮与第一实施方式的减震静音轮的整体结构相似，在第三实施方式中与第一实施方式相同或相似的结构使用相同的附图标记，并且不进行详细描述。
如图13所示，外层11设置有加固件14，加固件14为环状，加固件14的径向尺寸可以为0.5毫米至5毫米。加固件14可以由不锈钢制成，通过对条幅12的牵引作用，可以降低条幅12的应力，从而提高轮胎的使用寿命。
形成加固件14的材料使用弹性模量500Mpa以上的材料，优选弹性模量2000Mpa以上材料，例如金属(包括合金)或塑料制成。若加固件14使用金属可以采用GB/T 22315来测量其弹性模量，若加固件14使用塑料可以采用ISO 527-1来测量其弹性模量。轮圈1采用弹性模量小于或等于100Mpa的弹性材料制成，加固件14可以增强轮圈1的强度。
如图13所示，加固件14的横截面可以为实心的矩形，但是本发明不限于此，加固件的截面还可以为“工”字型、“U”字型等其他形状。在可能的实施方式中，加固件14还可以由金属网制成。
可以理解，如果加固件14的弹性模量过低，会影响轮胎的使用寿命，塑料材质的加固件14可以使用双色注塑工艺或二次注塑工艺与外层11连接，这样生产效率较高。金属材料的加固件14，需要在加固件14的表面涂敷胶粘剂来与外层11连接，这样会导致生产效率较低，因此加固件14优选使用塑料材料制成。
加固件14可以嵌入外层11的内部，例如在浇注形成轮圈11之前预先将加固件14放置在模具中或者通过双色注塑、二次注塑形成。
在其他可能的实施方式中，加固件14还可以设置于外层11的表面。
测试四
通过测试四验证加固件14对减震静音轮使用寿命的影响。
轮胎A由弹性模量为0.6MPa的浇注料浇注于模具中形成。
轮胎B由弹性模量为0.6MPa的浇注料浇注于模具中形成，模具中预留了径向尺寸为1毫米的加固件14，使加固件14嵌入外层11的内部。
轮胎C由弹性模量为0.6MPa的浇注料浇注于模具中形成，模具中预留了径向尺寸为3毫米的加固件14，使加固件14嵌入外层11的内部。
三种轮胎的尺寸相同，具体为轴向尺寸为13mm，直径为52mm。分别将轮胎A、B、C装配于同样的行李箱，单轮负载4kg。在不同路面进行拖行进行减振及噪音测试。
然后，在行李箱下方搭建传送带，在传送带上设置障碍物，障碍物的高度为3cm，长度为3cm，传送带以1m/s速度运行，使轮胎可以每秒撞击四次障碍物，分别记录轮胎破坏的时间。
图14至图16示出上述测试的具体噪音数据，图14为在光滑平整路面测试的数据，图15为在柏油路面测试的数据，图16为在砖块地面测试的数据。图中的数据与上述表4中的结果一致。
表4
Figure PCTCN2021080041-appb-000004
通过表4可以看出，是否设置加固件14以及加固件14的径向尺寸对减振降噪的效果不明显，但是对轮胎的使用寿命产生一定影响。未设置加固件的轮胎A使用寿命最短，设置了加固件14的轮胎B和轮胎C使用寿命较长，并且加固件的径向尺寸较大的轮胎C使用寿命最长。
第四实施方式
第四实施方式的减震静音轮与第一实施方式的减震静音轮的整体结构相似，在第四实施方式中与第一实施方式相同或相似的结构使用相同的附图标记，并且不进行详细描述。
如图17和图18所示，轮胎包括轮圈1和轮毂2，轮圈1连接于轮毂2的径向外侧，轮圈1和轮毂2连接在一起。轮圈1包括外层11、条幅12和过渡层13，外层11用于和地面接触，条幅12位于外层11的径向内侧，过渡层13位于条幅12的径向内侧，轮圈1通过过渡层13与轮毂2连接。条幅12沿周向C均匀地间隔排列有多个，条幅12之间的间隔使轮圈1形成镂空。
轮圈1和/或轮毂2连接有挡板15，挡板15遮住了条幅12之间的间隔所形成的镂空。
挡板15可以位于轮圈1的轴向一端或两端，在本实施方式中，挡板15位于轮圈1的轴向两端部。条幅12的轴向尺寸小于过渡层13和/或轮毂2的轴向尺寸以及外层11的轴向尺寸，使轮胎的一端或两端形成能够容纳挡板15的凹部16。
在可能的实施方式中，轮胎还包括胎面，胎面连接于外层11的径向外侧。胎面由弹性材料制成，胎面的材料的弹性模量小于轮圈1的材料的弹性模量，相比于没有设置胎面的轮胎，设置胎面的轮胎可以具有更好的减振降噪性能。凹部16可以通过条幅12的轴向尺寸小于过渡层13和/或轮毂2的轴向尺寸以及胎面的轴向尺寸形成。
挡板15可以采用例如浇注型聚氨酯、热塑性弹性体或硫化橡胶的弹性体材料制成， 即挡板15可以是弹性挡板，挡板15也可以采用例如金属或塑料的硬质材料制成。挡板15与轮圈1可以采用一体成型的方式形成，也可以单独形成挡板15，并通过例如卡接、粘接等方式将挡板15与轮圈1和/或轮毂2连接在一起。例如挡板设置有卡扣，轮毂2设置有容纳卡扣的卡槽。
在挡板15单独形成的实施方式中，挡板15为环形，挡板15的外径小于凹部16的内径，并且它们的差值大于轮胎在额定的静态负载下的变形量的两倍，避免了轮胎变形后挡板15和凹部16接触、碰撞、摩擦等产生的噪音和振动。
可以理解，至少在一些环境中，例如有风的环境下，轮胎转动时气流通过这些镂空的部分会产生噪音，挡板15遮住这些镂空可以减小噪音。
测试五
通过测试五验证挡板15对减震静音效果的影响。
轮胎A，弹性模量为4.6MPa的材料形成轮圈1，轮圈的轴向尺寸为12mm，直径为47mm。弹性模量为0.6MPa的材料形成胎面3，胎面的轴向尺寸为13mm，直径52mm。
轮胎B，弹性模量为0.6MPa的材料形成挡板15，挡板15安装于轮胎A的轴向一端。
轮胎C，弹性模量为0.6MPa的材料形成挡板15，挡板15安装于轮胎A的轴向两端。
三种轮胎的尺寸相同，分别将轮胎A，轮胎B，轮胎C装配于同样的行李箱，单轮负载为4kg，在不同路面进行拖行，测试行李箱把手的震动及产生的噪音。
图19至图21示出上述测试的具体噪音数据，图19为在光滑平整路面测试的数据，图20为在柏油路面测试的数据，图21为在砖块地面测试的数据。
在图19至图21中，横轴表示频率(单位Hz)，纵轴表示噪音的大小，单位为dBSPL(即，声压作为测量量的分贝)。从图19至图21的数据可以看出，轮胎C的噪音明显小于轮胎A和轮胎B的噪音，特别地，轮胎C在人耳对声音敏感的频段(1000赫兹至3000赫兹)的噪音较小。轮胎A和轮胎B的噪音差距不明显，因此优选地，挡板15位于轮圈1的轴向两端。

Claims (10)

  1. 一种减震静音轮，其特征在于，所述减震静音轮包括：
    轮毂(2)，所述轮毂(2)为环形；以及
    轮圈(1)，所述轮圈(1)固定连接于所述轮毂(2)的径向外侧，所述轮圈(1)包括外层(11)、条幅(12)和过渡层(13)，所述条幅(12)位于所述外层(11)的径向内侧，所述过渡层(13)位于所述条幅(12)的径向内侧，所述过渡层(13)与所述轮毂(2)连接，所述条幅(12)沿所述减震静音轮的周向(C)均匀地间隔排列有多个，所述条幅(12)之间的间隔使所述轮圈(1)形成镂空，所述条幅(12)整体弯曲呈C型结构，所述条幅(12)的所述减震静音轮的径向(R)上的两端部分的横截面面积大于所述条幅(12)的中间部分的横截面面积。
  2. 根据权利要求1所述的减震静音轮，其特征在于，所述条幅(12)的所述减震静音轮的径向(R)上的两端部分的周向尺寸大于所述条幅(12)的中间部分的周向尺寸。
  3. 根据权利要求1所述的减震静音轮，其特征在于，所述轮圈(1)采用在10％伸长率下应力小于或等于100Mpa的弹性材料制成。
  4. 根据权利要求1所述的减震静音轮，其特征在于，所述减震静音轮承受额定的静态负载时，所述减震静音轮的轴心(S)的位移量与所述减震静音轮的半径之比为0.03至0.20。
  5. 根据权利要求1所述的减震静音轮，其特征在于，沿所述减震静音轮的轴向(A)观察所述减震静音轮时，所述条幅(12)弯曲而形成凹陷的一侧称为所述条幅(12)的内侧(I)，所述条幅(12)弯曲而形成凸起的一侧称为所述条幅(12)的外侧(O)，所述条幅(12)的内侧面由多段相切的圆弧连接而成。
  6. 根据权利要求1所述的减震静音轮，其特征在于，所述条幅(12)的靠近所述减震静音轮的轴心(S)的一端的横截面面积小于所述条幅(12)的远离所述减震静音轮的轴心(S)的一端的横截面面积。
  7. 根据权利要求1所述的减震静音轮，其特征在于，沿所述减震静音轮的轴向(A)观察所述减震静音轮时，所述条幅(12)弯曲而形成凹陷的一侧称为所述条幅(12)的内侧(I)，所述条幅(12)弯曲而形成凸起的一侧称为所述条幅(12)的外侧(O)，在所述内侧(I)和/或在所述外侧(O)，所述条幅(12)的所述减震静音轮的径向(R)上的两端部的连线不经过所述减震静音轮的轴心(S)。
  8. 根据权利要求1所述的减震静音轮，其特征在于，所述条幅(12)的数量大于或等于12。
  9. 根据权利要求1所述的减震静音轮，其特征在于，所述减震静音轮还包括胎面(3)，所述胎面(3)连接于所述外层(11)的径向外侧，所述胎面(3)的材料的弹性模量小于所述轮圈(1)的材料的弹性模量。
  10. 一种可移动设备，其特征在于，所述可移动设备包括权利要求1至9中任一项所述的减震静音轮，单个所述减震静音轮的额定的静态负载小于200kg。
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CN111284274A (zh) * 2020-03-11 2020-06-16 杭州鲸算罗伯特科技有限公司 减震静音轮及可移动设备
CN111284272A (zh) * 2020-03-11 2020-06-16 杭州鲸算罗伯特科技有限公司 减震静音轮及可移动设备
CN111284271A (zh) * 2020-03-11 2020-06-16 杭州鲸算罗伯特科技有限公司 减震静音轮及可移动设备
CN111284273A (zh) * 2020-03-11 2020-06-16 杭州鲸算罗伯特科技有限公司 减震静音轮及可移动设备
CN212171834U (zh) * 2020-03-11 2020-12-18 杭州鲸算罗伯特科技有限公司 减震静音轮及可移动设备
CN212171835U (zh) * 2020-03-11 2020-12-18 杭州鲸算罗伯特科技有限公司 减震静音轮及可移动设备
CN212194931U (zh) * 2020-03-11 2020-12-22 杭州鲸算罗伯特科技有限公司 减震静音轮及可移动设备
CN212194932U (zh) * 2020-03-11 2020-12-22 杭州鲸算罗伯特科技有限公司 减震静音轮及可移动设备

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