An anti-skid tire for vehicles

Abstract

The present invention relates to a vehicle anti-slip tire. The anti-slip telescopic component is creatively placed inside the tire by means of molding or the like. The implementation method is simple, and the obtained tire has very little change compared with the conventional tire. Therefore, there is no need to separately design or purchase new main equipment for tire carcass production. The cost difference from the conventional tire is not significant. The components such as the wheel hub used in conjunction with it have extremely small differences compared with the conventional wheel hub. Therefore, the increase in the use cost of the tire of the present invention can be ignored. The anti-slip telescopic component is small in volume and light in weight, has little impact on the tire shock absorption, does not affect the normal operation of the tire, and does not generate noise during the normal operation of the tire. The anti-slip telescopic feet of the anti-slip telescopic component are driven by the driving mechanism of the anti-slip telescopic component to extend from the tire tread, realizing the anti-slip effect of the tire, and avoiding traffic accidents caused by the road being slippery or the road surface icing in rainy and snowy weather, or the tire being locked and the vehicle slipping out of control. It has a simple structure, is convenient to use, has high safety, and low cost, and is worthy of promotion.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle safety, and particularly relates to a vehicle anti-skid tire. Background Art

[0002] With the rapid development of the social economy, the number of motor vehicles has increased rapidly. At the same time, traffic accidents have gradually increased. Especially when winter comes, vehicles skid out of control due to slippery roads or icy surfaces during rainy or snowy weather, or when braking suddenly, the tires lock up, and the vehicle still slides due to inertia, resulting in vehicle out of control, which is extremely likely to cause traffic accidents, and even trigger major accidents such as multi-vehicle chain collisions, seriously endangering the lives and safety of vehicle drivers and pedestrians.

[0003] In order to improve the anti-skid effect of vehicles, reduce and avoid the occurrence of traffic accidents, and ensure the safety of people's lives and property, vehicle drivers have taken many safety measures, such as installing an ABS device on the wheels or installing anti-skid chains on the tires. Among them, the ABS device is expensive and is only equipped on high-end vehicles. It is not installed on mid-range and low-end vehicles. In China, mid-range and low-end vehicles account for the vast majority. The application of the ABS device on a small number of high-end vehicles has little effect on reducing traffic accidents in China and cannot fundamentally solve traffic accidents caused by vehicle skidding. Although the anti-skid chain can play a certain anti-skid role, it is troublesome to install, and once it needs to be used for a long time, it will damage the tires, easily cause a flat tire, and cause a greater dangerous accident. Therefore, its practical performance is very poor. Summary of the Invention

[0004] In order to solve the above technical problems, the purpose of the present invention is to provide a vehicle anti-skid tire.

[0005] According to one aspect of the present invention, there is provided a vehicle anti-skid tire, including a tire and an anti-skid telescopic assembly. The anti-skid telescopic assembly is located inside the tire, and the anti-skid telescopic feet of the anti-skid telescopic assembly are driven by a driving mechanism of the anti-skid telescopic assembly to extend out or retract from the tire tread.

[0006] Furthermore, the anti-skid telescopic assembly is formed inside the tire. Specifically, the anti-skid telescopic assembly is formed at the thickened central part inside the tire tread when the tire is produced. The thickness of other parts of the tire tread is the same as that of a normal tire, so as to minimize the impact on the tire shock absorption.

[0007] One or more anti-skid telescopic assemblies are arranged inside the tire. Preferably, there are multiple, such as 4-8, and the multiple anti-skid telescopic assemblies are evenly distributed on the tire. Among them, the driving mechanisms of the multiple anti-skid telescopic assemblies are connected in series.

[0008] Furthermore, a limiting channel for the expansion and contraction of the anti-slip telescopic feet is provided inside the tire, and the anti-slip telescopic feet expand and contract along the limiting channel. The limiting channel and the anti-slip telescopic feet must be lower than the tire tread and will not generate noise under normal conditions. The anti-slip telescopic feet can be needle-shaped or other shapes, preferably without damaging the road surface.

[0009] Furthermore, the limiting channel is arranged along the radial direction of the tire.

[0010] Furthermore, the limiting channel is formed by fixing a rigid limiting pipe inside the tire, and the end of the limiting channel is located on the tire tread.

[0011] An alternative solution of the present invention is: the driving mechanism includes an electromagnetic coil, a first electromagnet, a second electromagnet, and a release elastic body. The first electromagnet, the electromagnetic coil, and the anti-slip telescopic feet are connected in sequence as a whole. The second electromagnet is located below the first electromagnet. The anti-slip telescopic feet pass through the second electromagnet and the second electromagnet is fixedly arranged. The first electromagnet and the second electromagnet are connected by the release elastic body.

[0012] When the electromagnetic coil is energized, the first electromagnet compresses the release elastic body and moves towards the second electromagnet, thereby driving the anti-slip telescopic feet to extend from the tire tread.

[0013] When the electromagnetic coil is de-energized, the first electromagnet moves away from the second electromagnet under the action of the release elastic body, thereby driving the anti-slip telescopic feet to retract back inside the tire tread.

[0014] Another alternative solution of the present invention is: the driving mechanism includes a hydraulic cylinder. The hydraulic cylinder is respectively connected to the anti-slip telescopic feet and an oil delivery pipe. The oil delivery pipe is connected to a main oil pump through a rotary joint. The main oil pump is connected to a safety control system in the cab, and the expansion and contraction of the anti-slip telescopic feet are controlled by controlling the hydraulic cylinder.

[0015] The vehicle anti-slip tire further includes a contact connection mechanism. The contact connection mechanism includes a plurality of contact connection slide rail conductors. The contact connection slide rail conductors are circular rings. The driving mechanism is electrically connected to the back contacts of the corresponding contact connection slide rail conductors through a wire one. The front contacts of the corresponding contact connection slide rail conductors are electrically connected to the safety control system in the cab through a wire two.

[0016] Among them, the safety control system includes an ABS control system or a drive switch of the drive mechanism. When the vehicle takes emergency braking in case of an emergency on an ice or slippery road surface, the ABS control system controls the drive mechanism and then controls the anti-slip telescopic feet of the anti-slip telescopic assembly to extend or retract from the tire tread, thereby realizing the anti-slip function of the tire. The drive switch of the drive mechanism can be a manual drive switch. When the vehicle is driving on an ice or slippery road surface, the drive mechanism can be driven by manually turning on the drive switch, so that the anti-slip telescopic feet of the anti-slip telescopic assembly extend from the tire tread, and the vehicle can drive with anti-slip function on the ice or slippery road surface.

[0017] The first wire is electrically connected to the contact point through the back static contact to connect the back contact point of the slide rail conductor, and the second wire is electrically connected to the contact point through the front static contact to connect the front contact point of the slide rail conductor.

[0018] An alternative solution of the present invention is that the contact point connecting the back static contact to the back contact point of the slide rail conductor is fixed, and the contact point connecting the front static contact to the front contact point of the slide rail conductor is a point on the sliding track of the front static contact on the slide rail conductor. Among them, the contact point connecting mechanism is fixedly installed on the wheel hub, preferably at the axis position of the wheel hub. When the wheel hub rotates, the contact point connecting mechanism rotates therewith, but the contact point connecting mechanism is stationary relative to the wheel hub. The back static contact is fixed to the back contact point of the slide rail conductor, and the position of the front static contact is fixed. However, since the rotation of the wheel hub drives the contact point connecting mechanism to rotate therewith, the front static contact slides along the corresponding slide rail conductor, and the front contact point of the front static contact and the corresponding slide rail conductor is a point on the sliding track of the front static contact on the slide rail conductor.

[0019] Another alternative solution of the present invention is that the front contact point of the slide rail conductor connecting the front static contact is fixed, and the back contact point of the slide rail conductor connecting the back static contact is a point on the sliding track of the back static contact on the slide rail conductor. Among them, the contact point connecting mechanism is movably installed on the wheel hub, preferably at the axis position of the wheel hub. When the wheel hub rotates, the contact point connecting mechanism is not stationary relative to the wheel hub. Since the position of the front static contact is fixed and the front contact point of the front static contact on the slide rail conductor is fixed, the back static contact slides along the corresponding slide rail conductor, and the back contact point of the back static contact and the corresponding slide rail conductor is a point on the sliding track of the back static contact on the slide rail conductor.

[0020] Further, the contact connection mechanism includes two contact connection slide conductors, one is a positive contact connection slide conductor, and the other is a negative contact connection slide conductor. There are two corresponding back static contacts and two corresponding front static contacts, and they are respectively electrically connected to the positive contact connection slide conductor and the negative contact connection slide conductor. That is, there are two corresponding back static contacts, which are respectively electrically connected to the positive contact connection slide conductor and the negative contact connection slide conductor, and there are two corresponding front static contacts, which are respectively electrically connected to the positive contact connection slide conductor and the negative contact connection slide conductor.

[0021] The above-mentioned back static contacts and / or front static contacts are respectively fixed by fixing frames.

[0022] Compared with the prior art, the present invention has the following beneficial effects:

[0023] The anti-skid tire of the present invention includes a tire and an anti-skid telescopic assembly. The anti-skid telescopic assembly is creatively placed in the tire by means of compression molding or the like. The implementation method is simple, and the obtained tire has little change compared with the conventional tire. Therefore, there is no need to separately design or purchase new main equipment for tire carcass production. The cost difference from the conventional tire is not large. The components such as the hub used in conjunction with it have extremely small differences compared with the conventional hub. Therefore, the increase in the use cost of the tire of the present invention can be ignored. The anti-skid telescopic assembly is small in volume and light in weight, has little impact on the tire shock absorption, does not affect the normal operation of the tire and will not generate noise during the normal operation of the tire. The anti-skid telescopic feet of the anti-skid telescopic assembly are driven by the driving mechanism to extend from the tire tread, so as to achieve the anti-skid effect of the tire, and avoid traffic accidents caused by vehicle skidding and loss of control due to road slipperiness or road icing in rainy and snowy weather, or tire locking and vehicle sliding. It has a simple structure, is easy to use, has high safety, low cost, and is worthy of promotion. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is a schematic diagram of the distribution of the anti-skid telescopic assembly and the contact connection mechanism on the tire of the present invention;

[0025] Figure 2 It is a schematic diagram of the distribution of the anti-skid telescopic assembly and the rotary joint on the tire of the present invention;

[0026] Figure 3 It is a schematic diagram of Structure 1 of the anti-skid telescopic assembly when the anti-skid telescopic feet are in the retracted state of the present invention;

[0027] Figure 4 It is a schematic diagram of Structure 1 of the anti-skid telescopic assembly when the anti-skid telescopic feet are in the extended state of the present invention;

[0028] Figure 5 It is a schematic diagram of Structure 2 of the anti-skid telescopic assembly of the present invention;

[0029] Figure 6 Cross-sectional view of the contact connection mechanism of the present invention;

[0030] Figure 7 Schematic diagram of the circular structure of the contact connection slide rail conductor and the front static contact of the present invention;

[0031] Figure 8 Schematic diagram of the circular structure of the contact connection slide rail conductor and the back static contact of the present invention,

[0032] In the figure,

[0033] 1 tire, 2 anti-slip telescopic assembly, 3 anti-slip telescopic feet, 4 limiting channel, 5 sealing ring, 6 electromagnetic coil, 7 first electromagnet, 8 hydraulic cylinder, 9 wire one, 10 contact connection mechanism, 11 wheel hub, 12 plug, 13 second electromagnet, 14 release elastic body, 15 contact connection slide rail conductor, 16 back static contact, 17 front static contact, 18 fixing frame, 19 rotary joint, 20 oil pipeline, 21 joint. Specific embodiments

[0034] In order to better understand the technical solution of the present invention, the present invention will be further described below in conjunction with specific embodiments and the accompanying drawings of the specification.

[0035] Embodiment 1:

[0036] This embodiment provides an anti-slip vehicle tire, which includes a tire 1, eight anti-slip telescopic components 2, and a contact connection mechanism 10. The contact connection mechanism 10 is disc-shaped and is fixedly installed on the wheel hub 11, preferably at the axis position of the wheel hub 11. A wire connection plug 12 between the wheel hub 11 and the tire 1 is installed near the connection between the wheel hub 11 and the tire 1. The contact connection mechanism 10 includes two contact connection slide conductors 10, one being a positive contact connection slide conductor and the other being a negative contact connection slide conductor. The contact connection slide conductor 15 is circular. The driving mechanism is electrically connected to the back contact of the corresponding contact connection slide conductor 15 through a first wire 9. The front contact of the corresponding contact connection slide conductor 15 is electrically connected to the safety control system in the cab through a second wire. The first wire 9 is preferably electrically connected to the back contact of the contact connection slide conductor 15 through a back static contact 16, and the back contact of the contact connection slide conductor 15 electrically connected to the back static contact 16 is fixed. The second wire is preferably electrically connected to the front contact of the contact connection slide conductor 15 through a front static contact 17, and the front contact of the contact connection slide conductor 15 electrically connected to the front static contact 17 is a point on the sliding track of the front static contact on the contact connection slide conductor 15. When the wheel hub 11 rotates, it drives the contact connection mechanism 10 to rotate accordingly, but the contact connection mechanism 10 is stationary relative to the wheel hub 11. The back static contact 16 is fixed to the back contact of the contact connection slide conductor 15, and the position of the front static contact 17 is fixed. However, since the rotation of the wheel hub 11 drives the contact connection mechanism 10 to rotate accordingly, the front static contact 17 slides along the corresponding contact connection slide conductor 15, and the front contact of the front static contact 17 and the corresponding contact connection slide conductor 15 is a point on the sliding track of the front static contact 17 on the contact connection slide conductor 15.

[0037] The above-mentioned rear static contact 16 and front static contact 17 are respectively fixed by a fixing bracket 18. There are two corresponding rear static contacts 16 and two corresponding front static contacts 17, and they are respectively electrically connected to the positive contact-connected slide rail conductor and the negative contact-connected slide rail conductor, that is, there are two corresponding rear static contacts 16, which are respectively electrically connected to the positive contact-connected slide rail conductor and the negative contact-connected slide rail conductor, and there are two corresponding front static contacts 17, which are respectively electrically connected to the positive contact-connected slide rail conductor and the negative contact-connected slide rail conductor. Among them, the safety control system includes an ABS control system or a drive switch of the drive mechanism. When the vehicle takes emergency braking in case of an emergency on an icy or slippery road surface, the ABS control system controls the drive mechanism and then controls the anti-slip telescopic feet 3 of the anti-slip telescopic assembly 2 to extend or retract from the tire tread to achieve tire anti-slip. The drive switch of the drive mechanism can be a manual drive switch. When the vehicle is driving on an icy or slippery road surface, the drive mechanism can be driven by manually turning on the drive switch, so that the anti-slip telescopic feet 3 of the anti-slip telescopic assembly 2 extend from the tire 1 tread, and the vehicle can drive anti-slip on the icy or slippery road surface.

[0038] The anti-slip telescopic assembly 2 is uniformly formed inside the tire 1 along the radial direction of the tire 1, and the anti-slip telescopic feet 3 of the anti-slip telescopic assembly 2 are driven by the drive mechanism of the anti-slip telescopic assembly 2 to extend or retract from the tire 1 tread, so as to switch between tire 1 anti-slip and normal operation states. By controlling the drive mechanism to drive the anti-slip telescopic feet 3 to extend from the tire 1 tread, the anti-slip of the tire 1 can be realized in the scenarios of vehicle out-of-control caused by vehicle skidding, such as when the road surface is wet or icy in rainy or snowy weather, or the tire 1 is locked and the vehicle slides. The drive mechanisms are connected in series. Among them, the anti-slip telescopic assembly 2 is formed at the thickened central part inside the tire 1 tread when the tire is produced (including the wires are formed inside the tire 1 together), and the thickness of other parts of the tire 1 tread is the same as that of a normal tire, which can minimize the impact on the tire 1 shock absorption. A limiting channel 4 for the extension and retraction of the anti-slip telescopic feet 3 is arranged inside the tire 1 along the radial direction of the tire 1. A rigid limiting tube (the material can be metal) is fixed inside the tire, and a sealing ring 5 is installed below the rigid limiting tube. The limiting channel 4 is formed by the rigid limiting tube (the material can be metal) fixed inside the tire and the sealing ring 5, and the anti-slip telescopic feet 3 extend and retract along the limiting channel 4. When the tire 1 is operating normally, the limiting channel 4 and the anti-slip telescopic feet 3 cannot be higher than the tire 1 tread, so no noise will be generated in the normal operation state of the tire. The anti-slip telescopic feet 3 can be needle-shaped or other shapes, and it is better not to damage the road surface. When anti-slip, the anti-slip telescopic feet 3 extend along the limiting channel 4 to implement anti-slip. The sealing ring 5 can prevent mud and dust from entering and affecting the use of the anti-slip telescopic assembly 2.

[0039] Among them, the anti-slip telescopic assembly 2 is isolated from the inside of the tire 1 to ensure that inflation is not affected, and the wires inside the tire 1 are also isolated from the air.

[0040] The driving mechanism includes an electromagnetic coil 6, a first electromagnet 7, a second electromagnet 13, and a release elastic body 14. The first electromagnet 7, the electromagnetic coil 6, and the anti-slip telescopic foot 3 are connected in sequence to form an integral body, forming a T-shaped structure. Among them, the anti-slip telescopic foot 3 passes through the second electromagnet 13, and the second electromagnet 13 is located below the first electromagnet 7 and is fixedly arranged, specifically fixed between the first electromagnet 7 and the limit channel 4. The first electromagnet 7 and the second electromagnet 13 are connected by the release elastic body 14. That is, the second electromagnet 13 is fixedly arranged, while the first electromagnet 7 is movably arranged.

[0041] When the electromagnetic coil 6 is energized, the first electromagnet 7 compresses the release elastic body 14 (release spring) and moves toward the second electromagnet 13 until it fits with the second electromagnet 13, thereby driving the anti-slip telescopic foot 3 to move radially away from the center of the tire 1 along the tire 1 until the anti-slip telescopic foot 3 protrudes from the tread of the tire 1.

[0042] When the electromagnetic coil 6 is de-energized, the first electromagnet 7 moves away from the second electromagnet 13 under the action of the release elastic body 14, thereby driving the anti-slip telescopic foot 3 to move radially toward the center of the tire 1 along the tire 1 until the anti-slip telescopic foot 3 retracts back inside the tread of the tire 1.

[0043] Embodiment 2:

[0044] The features that are the same as those in Embodiment 1 will not be described in detail. The features that are different from Embodiment 1 in this embodiment are:

[0045] 6 anti-slip telescopic assemblies 2 are compression molded inside the tire 1.

[0046] Embodiment 3:

[0047] The features that are the same as those in Embodiment 1 will not be described in detail. The features that are different from Embodiment 1 in this embodiment are:

[0048] 4 anti-slip telescopic assemblies 2 are compression molded inside the tire 1.

[0049] Embodiment 4:

[0050] The features that are the same as those in Embodiment 1 will not be described in detail. The features that are different from Embodiment 1 in this embodiment are:

[0051] 1 anti-slip telescopic assembly 2 is compression molded inside the tire 1, and the driving mechanisms are in parallel.

[0052] Embodiment 5

[0053] This embodiment provides an anti-skid tire for a vehicle, which includes a tire 1, eight anti-skid telescopic components 2, and a rotary joint 19 (a high-speed rotary joint). The rotary joint 19 is fixedly installed on the wheel hub 11, preferably at the axial center position of the wheel hub 11. Near the connection between the wheel hub 11 and the tire 1, an oil pipe joint 21 for the wheel hub 11 and the tire 1 is installed. The oil pipe 20 (a hose) of the tire 1 is compression-molded inside the tire 1 and is connected to the oil pipe joint 21 for the wheel hub 11 and the tire 1 to the oil pipe 20 on the wheel hub 11. The oil pipe 20 on the wheel hub 11 is connected to the rotary joint 19 on the wheel hub 11, and the rotary joint 19 is connected to the main oil pump in the vehicle. The main oil pump is connected to a safety control system in the driver's cab. Among them, the safety control system includes an ABS control system or a drive switch of the drive mechanism. When the vehicle takes emergency braking on an ice, snow, or slippery road surface, the ABS control system controls the drive mechanism and then controls the anti-skid telescopic feet 3 of the anti-skid telescopic component 2 to extend or retract from the tire tread to achieve anti-skid of the tire. The drive switch of the drive mechanism can be a manual drive switch. When the vehicle is driving on an ice, snow, or slippery road surface, the drive mechanism can be driven by manually turning on the drive switch, so that the anti-skid telescopic feet 3 of the anti-skid telescopic component 2 extend from the tire 1 tread and drive the vehicle anti-skid on the ice, snow, or slippery road surface.

[0054] The anti-skid telescopic components 2 are uniformly formed inside the tire 1 along the radial direction of the tire 1, and the anti-skid telescopic feet 3 of the anti-skid telescopic components 2 are driven by the drive mechanism of the anti-skid telescopic components 2 to extend or retract from the tire 1 tread, so as to switch between the anti-skid and normal operation states of the tire 1. By controlling the drive mechanism to drive the anti-skid telescopic feet 3 to extend from the tire 1 tread, the anti-skid of the tire 1 can be realized in situations where the road surface is wet or icy in rainy or snowy weather, or the tire 1 is locked and the vehicle slides, etc., which are caused by vehicle skidding and result in vehicle out-of-control. Among them, the anti-skid telescopic components 2 are formed inside the tire 1 tread at the thickened central part (including wires formed inside the tire 1) during tire production. The other parts of the tire 1 tread are the same thickness as a normal tire, which can minimize the impact on the tire 1 shock absorption. Inside the tire 1, a limiting channel 4 for the extension and retraction of the anti-skid telescopic feet 3 is arranged along the radial direction of the tire 1. A rigid limiting pipe (the material can be metal) is fixed inside the tire, and a sealing ring 5 is installed below the rigid limiting pipe. The limiting channel 4 is formed by the rigid limiting pipe (piston sleeve) fixed inside the tire and the sealing ring 5, and the anti-skid telescopic feet 3 extend and retract along the limiting channel 4. The limiting channel 4 and the anti-skid telescopic feet 3 cannot be higher than the tire 1 tread, so no noise will be generated during the normal operation of the tire. The anti-skid telescopic feet 3 can be needle-shaped or other shapes, and it is better not to damage the road surface. When anti-skidding, the anti-skid telescopic feet 3 extend along the limiting channel 4 to implement anti-skid. The sealing ring 5 can prevent mud and dust from entering and affecting the use of the anti-skid telescopic component 2.

[0055] Among them, the anti-slip telescopic component 2 is isolated from the inside of the tire 1 to ensure that inflation is not affected, and the oil pipelines inside the tire 1 are also isolated from the air.

[0056] The driving mechanism includes a hydraulic cylinder 8, and the hydraulic cylinder 8 is connected to the anti-slip telescopic foot 3. The telescopic movement of the anti-slip telescopic foot 3 is controlled by controlling the hydraulic cylinder 8.

[0057] Example Six:

[0058] The features identical to those of Example Five will not be elaborated here. The features different from those of Example Five in this example are as follows:

[0059] Six anti-slip telescopic components 2 are compression molded inside the tire 1.

[0060] Example Seven:

[0061] The features identical to those of Example Five will not be elaborated here. The features different from those of Example Five in this example are as follows:

[0062] Four anti-slip telescopic components 2 are compression molded inside the tire 1.

[0063] Example Eight:

[0064] The features identical to those of Example Five will not be elaborated here. The features different from those of Example Five in this example are as follows:

[0065] One anti-slip telescopic component 2 is compression molded inside the tire 1.

[0066] Example Nine:

[0067] The features identical to those of Example One will not be elaborated here. The features different from those of Example One in this example are as follows:

[0068] The contact connection mechanism 10 is movably installed on the wheel hub 11, preferably at the axial center position of the wheel hub 11. The contact connection mechanism 10 includes two contact connection slide conductors 10, one being the positive contact connection slide conductor and the other being the negative contact connection slide conductor. The contact connection slide conductor 15 is circular. The driving mechanism is electrically connected to the back contact of the corresponding contact connection slide conductor 15 through a first wire 9. The front contact of the corresponding contact connection slide conductor 15 is electrically connected to the safety control system in the cab through a second wire. The first wire 9 is preferably electrically connected to the back contact of the contact connection slide conductor 15 through a back static contact 16. The back contact of the contact connection slide conductor 15 electrically connected to the back static contact 16 is a point on the sliding track of the back static contact 16 on the contact connection slide conductor 15. The second wire is preferably electrically connected to the front contact of the contact connection slide conductor 15 through a front static contact 17. The front contact of the contact connection slide conductor 15 electrically connected to the front static contact 17 is fixed. When the wheel hub 11 rotates, the contact connection mechanism 10 is non-stationary relative to the wheel hub 11. Since the position of the front static contact 17 is fixed and the front contact of the contact connection slide conductor 15 where the front static contact 17 is located is fixed, the back static contact 16 slides along the corresponding contact connection slide conductor 15. The back contact of the back static contact 16 and the corresponding contact connection slide conductor is a point on the sliding track of the back static contact 16 on the contact connection slide conductor 15.

[0069] Embodiment Ten:

[0070] The features identical to those in Embodiment Two will not be described in detail. The features different from those in Embodiment Two in this embodiment are as follows:

[0071] The contact connection mechanism 10 is movably installed on the wheel hub 11, preferably at the axial center position of the wheel hub 11. The contact connection mechanism 10 includes two contact connection slide conductors 10, one being a positive contact connection slide conductor and the other being a negative contact connection slide conductor. The contact connection slide conductor 15 is circular. The driving mechanism is electrically connected to the back contact of the corresponding contact connection slide conductor 15 through a first wire 9. The front contact of the corresponding contact connection slide conductor 15 is electrically connected to the safety control system in the cab through a second wire. The first wire 9 is preferably electrically connected to the back contact of the contact connection slide conductor 15 through a back static contact 16. The back contact of the contact connection slide conductor 15 electrically connected to the back static contact 16 is a point on the sliding track of the back static contact 16 on the contact connection slide conductor 15. The second wire is preferably electrically connected to the front contact of the contact connection slide conductor 15 through a front static contact 17. The front contact of the contact connection slide conductor 15 electrically connected to the front static contact 17 is fixed. When the wheel hub 11 rotates, the contact connection mechanism 10 is non-stationary relative to the wheel hub 11. Since the position of the front static contact 17 is fixed and the front contact of the contact connection slide conductor 15 where the front static contact 17 is located is fixed, the back static contact 16 slides along the corresponding contact connection slide conductor 15. The back contact of the back static contact 16 and the corresponding contact connection slide conductor is a point on the sliding track of the back static contact 16 on the contact connection slide conductor 15.

[0072] Embodiment Eleven:

[0073] The features identical to those in Embodiment Three will not be described in detail. The features different from those in Embodiment Three in this embodiment are as follows:

[0074] The contact connection mechanism 10 is movably installed on the wheel hub 11, preferably at the axial center position of the wheel hub 11. The contact connection mechanism 10 includes two contact connection slide conductors 10, one being a positive contact connection slide conductor and the other being a negative contact connection slide conductor. The contact connection slide conductor 15 is circular. The driving mechanism is electrically connected to the back contact of the corresponding contact connection slide conductor 15 through a first wire 9. The front contact of the corresponding contact connection slide conductor 15 is electrically connected to the safety control system in the cab through a second wire. The first wire 9 is preferably electrically connected to the back contact of the contact connection slide conductor 15 through a back static contact 16. The back contact of the contact connection slide conductor 15 electrically connected to the back static contact 16 is a point on the sliding track of the back static contact 16 on the contact connection slide conductor 15. The second wire is preferably electrically connected to the front contact of the contact connection slide conductor 15 through a front static contact 17. The front contact of the contact connection slide conductor 15 electrically connected to the front static contact 17 is fixed. When the wheel hub 11 rotates, the contact connection mechanism 10 is non-stationary relative to the wheel hub 11. Since the position of the front static contact 17 is fixed and the front contact of the contact connection slide conductor 15 where the front static contact 17 is located is fixed, the back static contact 16 slides along the corresponding contact connection slide conductor 15. The back contact of the back static contact 16 and the corresponding contact connection slide conductor is a point on the sliding track of the back static contact 16 on the contact connection slide conductor 15.

[0075] Embodiment Twelve:

[0076] The features identical to those in Embodiment Four will not be described in detail. The features different from those in Embodiment Four in this embodiment are as follows:

[0077] The contact connection mechanism 10 is movably installed on the wheel hub 11, preferably at the axial center position of the wheel hub 11. The contact connection mechanism 10 includes two contact connection slide conductors 10, one being the positive contact connection slide conductor and the other being the negative contact connection slide conductor. The contact connection slide conductor 15 is circular. The driving mechanism is electrically connected to the back contact of the corresponding contact connection slide conductor 15 through wire 1 9. The front contact of the corresponding contact connection slide conductor 15 is electrically connected to the safety control system in the cab through wire 2. Wire 1 9 is preferably electrically connected to the back contact of the contact connection slide conductor 15 through the back static contact 16. The back contact of the contact connection slide conductor 15 electrically connected to the back static contact 16 is a point on the sliding track of the back static contact 16 on the contact connection slide conductor 15. Wire 2 is preferably electrically connected to the front contact of the contact connection slide conductor 15 through the front static contact 17. The front contact of the contact connection slide conductor 15 electrically connected to the front static contact 17 is fixed. When the wheel hub 11 rotates, the contact connection mechanism 10 is not stationary relative to the wheel hub 11. Since the position of the front static contact 17 is fixed and the front contact of the contact connection slide conductor 15 where the front static contact 17 is located is fixed, the back static contact 16 slides along the corresponding contact connection slide conductor 15, and the back contact of the back static contact 16 and the corresponding contact connection slide conductor is a point on the sliding track of the back static contact 16 on the contact connection slide conductor 15.

[0078] Embodiment Thirteen:

[0079] The features that are the same as those in Embodiment One will not be described again. The features that are different from those in Embodiment One in this embodiment are as follows:

[0080] 12 anti-slip telescopic components 2 are compression molded inside the tire 1.

[0081] Embodiment Fourteen:

[0082] The features that are the same as those in Embodiment Two will not be described again. The features that are different from those in Embodiment Two in this embodiment are as follows:

[0083] 10 anti-slip telescopic components 2 are compression molded inside the tire 1.

[0084] Embodiment Fifteen:

[0085] The features that are the same as those in Embodiment Five will not be described again. The features that are different from those in Embodiment Five in this embodiment are as follows:

[0086] 12 anti-slip telescopic components 2 are compression molded inside the tire 1.

[0087] Embodiment Sixteen:

[0088] The features that are the same as those in Embodiment Six will not be described in detail. The features that are different from those in Embodiment Six in this embodiment are as follows:

[0089] 10 anti-slip telescopic components 2 are compression molded inside the tire 1.

[0090] The above description is only for the preferred embodiments of the present application and the explanation of the applied technical principles. Those skilled in the art should understand that the scope of the invention involved in the present application is not limited to the technical solutions formed by the specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the inventive concept. For example, the above features have similar functions to those disclosed in the present application (but not limited to).

Claims

1. A vehicle anti-slip tire, characterized in that, it includes a tire and an anti-slip telescopic component. The anti-slip telescopic component is located inside the tire and drives the anti-slip telescopic feet of the anti-slip telescopic component to extend out of or retract into the tire tread through the drive mechanism of the anti-slip telescopic component; it further includes a contact connection mechanism. The contact connection mechanism includes a plurality of contact connection slide rail conductors. The contact connection slide rail conductors are circular rings. The drive mechanism is electrically connected to the back contacts of the corresponding contact connection slide rail conductors through a first wire, and the front contacts of the corresponding contact connection slide rail conductors are electrically connected to the safety control system in the cab through a second wire; the drive mechanism includes an electromagnetic coil, a first electromagnet, a second electromagnet, and a release elastic body. The first electromagnet, the electromagnetic coil, and the anti-slip telescopic feet are connected into an integral body in sequence. The second electromagnet is located below the first electromagnet. The anti-slip telescopic feet pass through the second electromagnet and the second electromagnet is fixedly arranged. The first electromagnet and the second electromagnet are connected through the release elastic body, when the electromagnetic coil is energized, the first electromagnet compresses the release elastic body and moves towards the second electromagnet, thereby driving the anti-slip telescopic feet to extend out of the tire tread; when the electromagnetic coil is de-energized, the first electromagnet moves away from the second electromagnet under the action of the release elastic body, thereby driving the anti-slip telescopic feet to retract back into the inner side of the tire tread; the first wire is electrically connected to the back contacts of the contact connection slide rail conductors through back static contacts, and the second wire is electrically connected to the front contacts of the contact connection slide rail conductors through front static contacts, the back contacts of the contact connection slide rail conductors electrically connected to the back static contacts are fixed, and the front contacts of the contact connection slide rail conductors electrically connected to the front static contacts are the points on the sliding track of the front static contacts on the contact connection slide rail conductors, or, the front contacts of the contact connection slide rail conductors electrically connected to the front static contacts are fixed, and the back contacts of the contact connection slide rail conductors electrically connected to the back static contacts are the points on the sliding track of the back static contacts on the contact connection slide rail conductors.

2. The vehicle anti-slip tire according to claim 1, wherein the anti-slip telescopic component is formed inside the tire.

3. The vehicle anti-slip tire according to claim 1, characterized in that, one or more anti-slip telescopic components are arranged inside the tire.

4. The vehicle anti-slip tire according to claim 1, characterized in that, a limit channel for the telescopic movement of the anti-slip telescopic feet is arranged inside the tire, and the anti-slip telescopic feet extend and retract along the limit channel.

5. The vehicle anti-slip tire according to claim 4, characterized in that, the limit channel is arranged along the radial direction of the tire.

6. The vehicle anti-slip tire according to any one of claims 1-5, characterized in that, the drive mechanism includes a hydraulic cylinder. The hydraulic cylinder is respectively connected to the anti-slip telescopic feet and an oil delivery pipe. The oil delivery pipe is connected to a main oil pump through a rotary joint, and the main oil pump is connected to the safety control system in the cab.

7. The vehicle anti-slip tire according to claim 6, characterized in that, The contact connection mechanism includes two contact connection slide conductors, one is the positive contact connection slide conductor, and the other is the negative contact connection slide conductor. There are two corresponding back static contacts and two front static contacts, and they are respectively electrically connected to the positive contact connection slide conductor and the negative contact connection slide conductor.

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