An intelligent tire with pressure-reducing and collision-avoidance functions

Abstract

The present invention relates to the technical field of automobile tires, and specifically to an intelligent tire with a decompression and collision avoidance function, comprising a rim and a tire body, wherein the tire body is arranged on the surface of the rim, and a reinforcement frame is arranged inside the rim, and a plurality of decompression components are arranged on the inner wall of the rim. The present invention increases or decreases the air pressure inside the tire body through the cooperation of the decompression component and the adjustment component, so that the tire body can protect the tire by increasing or decreasing the air pressure in different application scenarios. When the air pressure inside the tire body is reduced, the one-way valve inside the air intake pipe is controlled to open, allowing the air pressure inside the tire body to enter the interior of the airbag, thereby achieving decompression inside the tire body, greatly increasing the contact area and friction between the tire body and the road surface, significantly reducing the emergency braking distance, and thus effectively avoiding the occurrence of traffic accidents or reducing the damage caused by accidents.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile tires, and in particular to an intelligent tire with pressure-reducing and collision-avoiding functions. Background Art

[0002] Smart tires contain a computer chip, or one connected to the tire carcass, that automatically monitors and adjusts the tire's operating temperature and air pressure, ensuring optimal operation under varying conditions. This improves safety and reduces costs. The friction between the road and the tire is proportional to the tire's contact area and the tire load. This contact area, in turn, is directly related to the tire pressure. Under a given load, reducing tire pressure can increase the tire's contact area, significantly improving this situation. However, conventional vehicles generally use higher tire pressures to reduce driving resistance and conserve fuel. Higher pressures minimize tire deformation, reduce tire-road contact area, and reduce driving resistance. However, this also reduces tire-road friction, which can be detrimental to braking, especially during critical emergency braking. This is especially serious when the wheels lock during braking. When a wheel locks, the area of the tire in contact with the road remains constant and small, accelerating temperature rise and rubber shedding. When the temperature rises to a certain level, the rubber in this part of the tire completely softens, losing its strength and significantly reducing its friction with the road, causing the car to drift and significantly reducing braking effectiveness. Although cars equipped with ABS systems continuously change the locking point, this situation can be improved to some extent, but this improvement does not increase the contact area and friction between the tire and the road, and does not solve the actual problem. Its role and effectiveness are very limited.

[0003] To this end, we propose a smart tire with pressure reduction and collision avoidance functions. Summary of the Invention

[0004] In response to the shortcomings of the existing technology, the present invention provides an intelligent tire with pressure reduction and collision avoidance function, which is used to achieve intelligent adjustment of the internal air pressure of the tire, thereby increasing the contact area and friction between the tire and the road, and effectively reducing the emergency braking distance.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solutions: a smart tire with pressure reduction and collision avoidance functions, comprising a rim and a tire body, the tire body being disposed on the surface of the rim, a reinforcement frame being disposed inside the rim, a plurality of pressure reducing components being disposed on the inner wall of the rim, and the plurality of pressure reducing components being distributed at equal angles about the central axis of the rim, a plurality of adjustment components being disposed inside the reinforcement frame, and cooperating with the pressure reducing components, with one side of the adjustment component in contact with one side of the pressure reducing component;

[0006] The decompression assembly includes an airbag frame and an airbag, wherein the airbag frame is arranged on the inner wall of the rim, and the airbag is arranged inside the airbag frame. An air inlet pipe and an air outlet pipe are respectively arranged on one side of the airbag, and one end of the air inlet pipe and the air outlet pipe extend into the interior of the tire body, and a one-way valve is arranged inside the air inlet pipe and the air outlet pipe;

[0007] The adjustment assembly includes a movable frame and a buffer frame, the movable frame is slidably arranged inside the reinforcement frame, and the two sides of the movable frame are respectively slidably connected to the two sides of the inner wall of the reinforcement frame, the movable frame is provided with a movable groove on the side close to the airbag frame, and the buffer frame is slidably arranged inside the movable groove, the buffer frame is provided with a plurality of buffer springs on the side inside the movable groove, and one end of the plurality of buffer springs is connected to one side of the inner wall of the movable groove, the inner wall of the movable frame is provided with a micro-electric cylinder, and the driving end of the micro-electric cylinder is connected to one side of the movable frame, and both sides of the inner wall of the movable groove are provided with blocks;

[0008] A processor is provided inside the rim, and the processor is communicatively connected to a decompression analysis module, an operation monitoring module, a storage module, and a controller;

[0009] The decompression analysis module is used to analyze the operation inside the tire body;

[0010] The operation monitoring module is used to monitor and analyze the operation status of the tire.

[0011] Preferably, the one-way valve inside the air inlet pipe is directed from the interior of the tire body to the interior of the airbag, and the one-way valve inside the air outlet pipe is directed from the interior of the airbag to the interior of the tire body.

[0012] Preferably, the process of the decompression analysis module performing operation analysis on the interior of the tire body includes the following steps:

[0013] Step S1: The air pressure and temperature values inside the tire body are acquired in real time, and the real-time acquired air pressure value is marked as PY, and the real-time acquired temperature value is marked as TY. The air pressure and temperature values inside the tire body can be directly acquired by a tire pressure monitoring sensor and a temperature sensor disposed inside the tire body. The air pressure monitoring threshold value is acquired through the storage module as PYm. It should be noted that the air pressure monitoring threshold value is a preset value for monitoring the air pressure inside the tire. The value of the air pressure monitoring threshold value is much smaller than the value of the maximum tire pressure. Therefore, the air pressure monitoring threshold value is only used for early warning analysis of the air pressure inside the tire. The time from PY to PYm is marked as the pressure increase duration and is also marked as LN.

[0014] Step S2: The pressure monitoring threshold value PYm, the pressure boosting time LN and the temperature peak value TYi are calculated to obtain the pressure boost coefficient YZ. It should be noted that the pressure boost coefficient is a value indicating the increase rate of the air pressure inside the tire body. The larger the pressure boost coefficient, the faster the pressure inside the tire body increases, and the greater the air pressure inside the tire body. The pressure boost coefficient YZmax is obtained through the storage module and compared with the pressure boost coefficient threshold value YZmax.

[0015] Preferably, the comparison process of the boost coefficient YZ and the boost coefficient threshold YZmax in step S2 is:

[0016] If YZ<YZmax, it is determined that the tire internal pressure does not meet the decompression standard, and the decompression analysis module sends a normal detection signal to the processor;

[0017] If YZ≥YZmax, it is determined that the internal air pressure of the tire meets the decompression standard. The decompression analysis module sends a decompression signal to the processor. After receiving the decompression signal, the processor sends the decompression signal to the controller. After receiving the decompression signal, the controller controls the one-way valve inside the intake pipe to open, thereby inputting the air pressure inside the tire body into the interior of the airbag.

[0018] Preferably, after the processor receives the normal detection signal, the temperature of the tire body continues to rise, and the high-temperature decompression threshold TYm is obtained through the storage module. If the temperature of the tire body rises to TYm, the decompression analysis module sends a decompression signal to the processor. After receiving the decompression signal, the processor sends the decompression signal to the controller. After receiving the decompression signal, the controller controls the one-way valve inside the air intake pipe to open, thereby inputting the air pressure inside the tire body into the interior of the airbag.

[0019] Preferably, the process of monitoring and analyzing the operating status of the tire by the operation monitoring module includes the following steps:

[0020] Step 1: Obtain the braking torque of the tire and mark it as NX. The braking torque of the tire is directly obtained by the torque sensor. The torque detection threshold NXm is obtained through the storage module. The time when the braking torque NX reaches the torque detection threshold is marked as the braking time GS. Several time points are selected between the time when the internal air pressure PY of the tire increases to PYm and the braking time GS and marked as t, where t = 1, 2, ..., n, where n is a positive integer;

[0021] Step 2: Obtain the number of reasonable boost points and mark them as m, and mark the ratio between m and n as the reasonable boost coefficient RU. The reasonable boost coefficient is a numerical value representing the amount of air pressure boost inside the tire body. Obtain the reasonable boost coefficient threshold RUmin through the storage module, and compare the reasonable boost coefficient RU with the reasonable boost coefficient threshold RUmin.

[0022] Preferably, the comparison process of the reasonable boost coefficient RU and the reasonable boost coefficient threshold RUmin in step 2 is:

[0023] If RU≥RUmin, the tire is judged to be operating normally, and the operation monitoring module sends a normal operation signal to the processor;

[0024] If RU<RUmin, the tire is determined to be operating abnormally. The operation monitoring module sends an operation abnormality signal to the processor. After receiving the operation abnormality signal, the processor sends it to the controller. After receiving the decompression signal, the controller controls the one-way valve inside the intake pipe to open, thereby inputting the air pressure inside the tire body into the interior of the airbag.

[0025] Preferably, the reasonable boost point is obtained in the following manner:

[0026] The absolute value of the difference between the internal air pressure of the tire body and the standard air pressure at time point t is obtained and marked as the air pressure boost value SYt. The air pressure boost threshold SYtmax is obtained through the storage module, and the time point when SYt is less than SYtmax is marked as the reasonable pressure boost point.

[0027] Preferably, after the processor processes the abnormal operation signal, when the tire is running, the operation monitoring module sends a braking end signal to the processor, and the processor sends the braking end signal to the controller after receiving the braking end signal. After receiving the braking end signal, the controller controls the driving end of the micro-electric cylinder to push the movable frame to move toward one side of the airbag frame, and at the same time controls the one-way valve inside the air outlet pipe to open, and uses the buffer frame on one side of the movable frame to squeeze the air pressure inside the airbag, so that the air pressure inside the airbag enters the interior of the tire body through the air outlet pipe.

[0028] Preferably, the method for using the smart tire with pressure reduction and collision avoidance function specifically includes the following steps:

[0029] Step 1: After the air pressure inside the tire reaches the high-pressure threshold, the decompression analysis module analyzes the pressure change inside the tire. By controlling the opening of the one-way valve inside the air intake pipe, the drive end of the micro-electric cylinder pushes the movable frame toward one side of the airbag frame, supporting one side of the airbag through the side of the buffer frame.

[0030] Step 2: After the one-way valve inside the intake pipe is opened, the air pressure inside the tire body enters the four air bags through the intake pipe, reducing the air pressure inside the tire body;

[0031] Step 3: When the tire body is operating normally, the one-way valve inside the outlet pipe is controlled to open, and the buffer frame is used to squeeze the airbag, so that the air pressure inside the airbag enters the interior of the tire body to replenish the air pressure inside the tire body.

[0032] Compared with the existing technology, it has the following beneficial effects:

[0033] 1. By arranging several decompression components and reinforcement frames inside the rim, and arranging an adjustment component inside the reinforcement frame, the air pressure inside the tire body can be increased or decreased through the cooperation of the decompression component and the adjustment component, so that the tire body can protect the tire by increasing or decreasing the air pressure in different application scenarios. When the air pressure inside the tire body is reduced, the one-way valve inside the intake pipe is controlled to open, allowing the air pressure inside the tire body to enter the interior of the airbag, thereby achieving the purpose of reducing the pressure inside the tire body, greatly increasing the contact area and friction between the tire body and the road, and significantly reducing the emergency braking distance, thereby effectively avoiding the occurrence of traffic accidents or reducing the damage caused by accidents.

[0034] 2. The air pressure and temperature values inside the tire body are monitored in real time through the set decompression analysis module. By comparing the boost coefficient, it is determined whether the air pressure inside the tire needs to be decompressed. According to the different application scenarios of the tire, the operating environment of the tire can be accurately judged. The output value of this application is highly accurate under normal operating conditions. In the event of abnormal operation, the airbag can also be used to decompress the inside of the tire body. At the same time, it can also avoid the situation where the decompression is not timely during abnormal operation, resulting in the tire continuing to operate and causing damage to the tire.

[0035] 3. The operation monitoring module is set up to monitor and analyze the changes in tire pressure during braking. When the tire brakes, the air pressure inside the tire body is absorbed by the airbag to achieve rapid decompression operation inside the tire body. After braking, the air pressure inside the airbag is sent into the interior of the tire body through the buffer frame to replenish the air pressure inside the tire body, reducing the friction between the tire and the road during operation, thereby reducing the operation wear of the tire. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 This is a schematic diagram of an intelligent tire structure with pressure reduction and collision avoidance functions according to an embodiment of the present invention;

[0037] Figure 2 A schematic diagram of a rim, a tire body, and a reinforcement frame structure according to an embodiment of the present invention;

[0038] Figure 3 A schematic diagram of a movable frame, an airbag frame, and an airbag structure according to an embodiment of the present invention;

[0039] Figure 4 A schematic diagram of the structure of a movable frame and a buffer frame according to an embodiment of the present invention;

[0040] Figure 5A schematic diagram of an airbag frame and an airbag structure according to an embodiment of the present invention;

[0041] Figure 6 This is a principle block diagram of the decompression analysis process in Example 2 of the present invention.

[0042] In the figure, 10, rim; 20, tire body; 30, reinforcement frame; 11, airbag frame; 12, airbag; 13, air inlet pipe; 14, air outlet pipe; 15, one-way valve; 21, movable frame; 22, buffer frame; 23, movable groove; 24, buffer spring; 25, micro cylinder; 26, stopper. DETAILED DESCRIPTION

[0043] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0044] Example 1

[0045] See also Figures 1 to 5 As shown, a smart tire with pressure reduction and collision prevention function includes a rim 10 and a tire body 20. The tire body 20 is arranged on the surface of the rim 10, and a reinforcement frame 30 is arranged inside the rim 10. The reinforcement frame 30 is used to improve the impact resistance of the rim 10 and effectively prevent the tire from causing deformation of the rim 10 after a collision.

[0046] The inner wall of the rim 10 is provided with a plurality of decompression components, and the plurality of decompression components are distributed at equal angles about the central axis of the rim 10, among which four decompression components are provided on the inner wall of the rim 10; the interior of the reinforcing frame 30 is provided with a plurality of adjustment components that cooperate with the decompression components, and one side of the adjustment component is in contact with one side of the decompression component; the air pressure inside the tire body is increased or decreased by the cooperation of the decompression component and the adjustment component, so that the tire body 20 can protect the tire by increasing or decreasing the air pressure in different application scenarios.

[0047] The decompression assembly includes an airbag frame 11 and an airbag 12. The airbag frame 11 is arranged on the inner wall of the rim 10, and the airbag 12 is arranged inside the airbag frame 11. An air inlet pipe 13 and an air outlet pipe 14 are respectively provided on one side of the airbag 12, and one end of the air inlet pipe 13 and the air outlet pipe 14 are extended to the interior of the tire body 20. A one-way valve 15 is provided inside the air inlet pipe 13 and the air outlet pipe 14. The direction of the one-way valve 15 inside the air inlet pipe 13 is from the interior of the tire body 20 to the interior of the airbag 12, and the direction of the one-way valve 15 inside the air inlet pipe 13 is from the interior of the tire body 20 to the interior of the airbag 12, and the direction of the one-way valve 15 inside the air inlet pipe 14 is from the interior of the tire body 20 to the interior of the airbag 12. The direction of the internal one-way valve 15 is from the interior of the airbag 12 to the interior of the tire body 20; when the air pressure inside the tire body 20 is reduced, the one-way valve 15 inside the air intake pipe 13 is controlled to open, allowing the air pressure inside the tire body 20 to enter the interior of the airbag 12, thereby achieving the decompression of the interior of the tire body 20, greatly increasing the contact area and friction between the tire body 20 and the road surface, significantly reducing the emergency braking distance, and thus effectively avoiding the occurrence of traffic accidents or reducing the damage caused by accidents.

[0048] The adjustment component includes a movable frame 21 and a buffer frame 22. The movable frame 21 is slidingly arranged inside the reinforcement frame 30, and the two sides of the movable frame 21 are respectively slidably connected to the two sides of the inner wall of the reinforcement frame 30. A movable groove 23 is provided on the side of the movable frame 21 close to the airbag frame 11, and a buffer frame 22 is slidingly arranged inside the movable groove 23. A side of the buffer frame 22 located inside the movable groove 23 is provided with several buffer springs 24, and one end of several buffer springs 24 are connected to one side of the inner wall of the movable groove 23. A micro electric cylinder 25 is provided on the inner wall of the movable frame 21, and the driving end of the micro electric cylinder 25 is connected to one side of the movable frame 21, wherein both sides of the inner wall of the movable groove 23 are provided with blocks 26. The two blocks 26 are used to limit the maximum movement stroke of the buffer frame 22 inside the movable groove 23, thereby avoiding excessive pressing of the buffer frame 22 on the buffer spring 24, and effectively protecting the buffer spring 24.

[0049] It should be noted that after the air pressure inside the tire body 20 enters the interior of the airbag 12, the driving end of the micro-electric cylinder 25 is used to drive the movable frame 21 to move to one side of the airbag frame 11, so that one side of the buffer frame 22 enters the interior of the airbag frame 11, and the buffer frame 22 is used to support the airbag 12, so as to avoid the air pressure inside the tire body 20 from being filled into the airbag 12 and causing damage to the airbag 12, thereby ensuring that the airbag 12 can stably reduce the pressure inside the tire body 20. At this time, the driving end of the micro-electric cylinder 25 continues to push the movable frame 21 toward the side of the airbag frame 11, and the buffer frame 22 on one side of the movable frame 21 is used to squeeze the airbag 12 inside the airbag frame 11. At the same time, the one-way valve 15 inside the outlet pipe 14 is opened, allowing the air pressure inside the airbag 12 to return to the inside of the tire body 20, replenishing the air pressure inside the tire body 20, reducing the friction between the tire body 20 and the road surface, thereby effectively reducing the wear of the tire body 20 and improving the stability of the car during driving.

[0050] Example 2

[0051] See also Figure 6 As shown, a processor is provided inside the rim 10, and the processor is communicatively connected to a decompression analysis module, an operation monitoring module, a storage module, and a controller. The controller is used to control the opening and closing of the one-way valve 15 inside the air inlet pipe 13 and the air outlet pipe 14, and the operation of the micro-electric cylinder 25. The driving end of the micro-electric cylinder 25 drives the position of the movable frame 21 relative to the airbag frame 11, and then uses the airbag 12 to adjust the air pressure inside the tire body 20 to reduce and increase the pressure. The decompression analysis module is used to analyze the operation inside the tire body 20, the operation monitoring module is used to monitor and analyze the operating status of the tire, and the storage module is used to store the tire's operating data.

[0052] The process of the decompression analysis module performing an operation analysis on the interior of the tire body 20 includes the following steps:

[0053] Step S1: The air pressure and temperature values inside the tire body 20 are acquired in real time, and the real-time acquired air pressure value is marked as PY, and the real-time acquired temperature value is marked as TY. The air pressure and temperature values inside the tire body 20 can be directly acquired by a tire pressure monitoring sensor and a temperature sensor disposed inside the tire body 20. The air pressure monitoring threshold value is acquired by the storage module as PYm. It should be noted that the air pressure monitoring threshold value is a preset value for monitoring the air pressure inside the tire. The value of the air pressure monitoring threshold value is much smaller than the value of the maximum tire pressure. Therefore, the air pressure monitoring threshold value is only used for early warning analysis of the air pressure inside the tire. The time from PY to PYm is marked as the pressure increase duration and is also marked as LN.

[0054] Step S2: The pressure monitoring threshold PYm, the boost time LN and the temperature peak TYi are calculated by the formula A pressure boost coefficient YZ is obtained. It should be noted that the pressure boost coefficient is a value indicating the rate of increase in the air pressure inside the tire body 20. A larger pressure boost coefficient indicates a faster rate of increase in the air pressure inside the tire body 20, and a higher air pressure inside the tire body 20. Where a is a correction factor, and a is set to 1.28. The pressure boost coefficient YZmax is obtained through the storage module and compared with the pressure boost coefficient threshold YZmax:

[0055] If YZ<YZmax, it is determined that the tire internal pressure does not meet the decompression standard, and the decompression analysis module sends a normal detection signal to the processor;

[0056] If YZ ≥ YZmax, the tire's internal pressure is determined to meet the decompression standard. The decompression analysis module sends a decompression signal to the processor. The processor, upon receiving the decompression signal, sends the decompression signal to the controller. The controller, upon receiving the decompression signal, controls the one-way valve 15 inside the air intake pipe 13 to open, thereby inputting the air pressure inside the tire body 20 into the airbag 12.

[0057] Step S3: After the processor receives the normal detection signal, the temperature of the tire body 20 continues to rise, and the high-temperature decompression threshold TYm is obtained through the storage module. If the temperature of the tire body 20 rises to TYm, the decompression analysis module sends a decompression signal to the processor. After receiving the decompression signal, the processor sends the decompression signal to the controller. After receiving the decompression signal, the controller controls the one-way valve 15 inside the air intake pipe 13 to open, thereby inputting the air pressure inside the tire body 20 into the interior of the airbag 12.

[0058] The process of monitoring and analyzing the tire's operating status by the operation monitoring module includes the following steps:

[0059] Step 1: Obtain the braking torque of the tire and mark it as NX. The braking torque of the tire is directly obtained by the torque sensor. The torque detection threshold NXm is obtained through the storage module. The time when the braking torque NX reaches the torque detection threshold is marked as the braking time GS. Several time points are selected between the time when the air pressure PY inside the tire body 20 increases to PYm and the braking time GS and marked as t, where t = 1, 2, ..., n, where n is a positive integer.

[0060] Step 2: Obtain the absolute value of the difference between the internal air pressure of the tire body 20 and the standard air pressure at time point t and mark it as the air pressure boost value SYt. Obtain the air pressure boost threshold SYtmax through the storage module, and mark the time point when SYt is less than SYtmax as the reasonable pressure boost point;

[0061] Step 3: Obtain the number of reasonable boost points and mark it as m. Mark the ratio between m and n as the reasonable boost coefficient RU. The reasonable boost coefficient is a value representing the amount of air pressure boost inside the tire body 20. Obtain the reasonable boost coefficient threshold RUmin through the storage module, and compare the reasonable boost coefficient RU with the reasonable boost coefficient threshold RUmin:

[0062] If RU≥RUmin, the tire is judged to be operating normally, and the operation monitoring module sends a normal operation signal to the processor;

[0063] If RU<RUmin, the tire is judged to be operating abnormally. The operation monitoring module sends an operation abnormality signal to the processor. The processor sends the operation abnormality signal to the controller after receiving the operation abnormality signal. The controller controls the one-way valve 15 inside the air intake pipe 13 to open after receiving the decompression signal, thereby inputting the air pressure inside the tire body 20 into the interior of the airbag 12.

[0064] Step 4: After the processor processes the abnormal operation signal, when the tire is running, the operation monitoring module sends a braking end signal to the processor. After receiving the braking end signal, the processor sends it to the controller. After receiving the braking end signal, the controller controls the driving end of the micro cylinder 25 to push the movable frame 21 to move to one side of the airbag frame 11, and at the same time controls the one-way valve 15 inside the outlet pipe 14 to open, and uses the buffer frame 22 on one side of the movable frame 21 to squeeze the air pressure inside the airbag 12, so that the air pressure inside the airbag 12 enters the interior of the tire body 20 through the outlet pipe 14.

[0065] Example 3

[0066] The present invention also discloses a method for using a smart tire with a pressure-reducing and collision-avoiding function, which specifically includes the following steps:

[0067] Step 1: After the air pressure inside the tire body 20 reaches the high pressure threshold, the decompression analysis module analyzes the pressure change inside the tire body 20. By controlling the one-way valve 15 inside the air intake pipe 13 to open, the driving end of the micro-electric cylinder 25 simultaneously pushes the movable frame 21 toward the side of the airbag frame 11, and supports one side of the airbag 12 through one side of the buffer frame 22;

[0068] Step 2: After the one-way valve 15 inside the air intake pipe 13 is opened, the air pressure inside the tire body 20 enters the four airbags 12 through the air intake pipe 13, reducing the air pressure inside the tire body 20. This increases the contact area between the tire body 20 and the road surface, as well as the friction between the tire body 20 and the road surface, significantly shortening the braking distance of the vehicle tire.

[0069] Step 3: When the tire body 20 is operating normally, the one-way valve 15 inside the outlet pipe 14 is controlled to open, and the buffer frame 22 is used to squeeze the airbag 12, so that the air pressure inside the airbag 12 enters the interior of the tire body 20, replenishing the air pressure inside the tire body 20, reducing the friction between the tire and the road during operation, thereby reducing the operating wear of the tire.

[0070] Meanwhile, the contents not described in detail in this specification belong to the prior art known to those skilled in the art.

[0071] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that includes a list of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus.

[0072] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. An intelligent tire with a decompression and collision avoidance function, comprising a rim (10) and a tire body (20), wherein the tire body (20) is arranged on the surface of the rim (10), and a reinforcement frame (30) is arranged inside the rim (10), characterized in that: The inner wall of the rim (10) is provided with a plurality of decompression components, and the plurality of decompression components are distributed at equal angles with respect to the central axis of the rim (10); the interior of the reinforcing frame (30) is provided with a plurality of adjustment components that cooperate with the decompression components, and one side of the adjustment component contacts one side of the decompression component; The decompression assembly comprises an airbag frame (11) and an airbag (12), wherein the airbag frame (11) is arranged on the inner wall of the rim (10), and the airbag (12) is arranged inside the airbag frame (11), an air inlet pipe (13) and an air outlet pipe (14) are respectively arranged on one side of the airbag (12), and one end of each of the air inlet pipe (13) and the air outlet pipe (14) extends to the inside of the tire body (20), and a one-way valve (15) is arranged inside each of the air inlet pipe (13) and the air outlet pipe (14); The adjustment component includes a movable frame (21) and a buffer frame (22), the movable frame (21) is located inside the reinforcement frame (30) and is slidably arranged, and the two sides of the movable frame (21) are respectively slidably connected to the two sides of the inner wall of the reinforcement frame (30), the movable frame (21) is provided with a movable groove (23) on the side close to the airbag frame (11), and the buffer frame (22) is slidably arranged inside the movable groove (23), the buffer frame (22) is provided with a plurality of buffer springs (24) on the side inside the movable groove (23), and one end of the plurality of buffer springs (24) is connected to one side of the inner wall of the movable groove (23), the inner wall of the movable frame (21) is provided with a micro electric cylinder (25), and the driving end of the micro electric cylinder (25) is connected to one side of the movable frame (21), and both sides of the inner wall of the movable groove (23) are provided with stoppers (26); A processor is provided inside the rim (10), and the processor is communicatively connected to a decompression analysis module, an operation monitoring module, a storage module, and a controller; The decompression analysis module is used to analyze the operation inside the tire body (20); the process of the decompression analysis module analyzing the operation inside the tire body (20) includes the following steps: Step S1: The air pressure value and temperature value inside the tire body (20) are acquired in real time, and the air pressure value acquired in real time is marked as PY, and the temperature value acquired in real time is marked as TY. The air pressure value and temperature value inside the tire body (20) can be directly acquired through a tire pressure monitoring sensor and a temperature sensor provided inside the tire body (20). The air pressure monitoring threshold value is acquired through a storage module as PYm. The air pressure monitoring threshold value is a preset value for monitoring the air pressure inside the tire. The value of the air pressure monitoring threshold value is much smaller than the value of the maximum tire pressure. Therefore, the air pressure monitoring threshold value is only used for early warning analysis of the air pressure inside the tire. The time when PY increases to PYm is marked as the pressure increase time and marked as LN. Step S2: Calculating the pressure monitoring threshold value PYm, the pressure boosting time LN, and the temperature peak value TYi to obtain a pressure boosting coefficient YZ, wherein the pressure boosting coefficient is a value indicating the pressure increase rate inside the tire body (20). The larger the pressure boosting coefficient, the faster the pressure increase rate inside the tire body (20), and the greater the pressure inside the tire body (20). The pressure boosting coefficient YZmax is obtained through the storage module, and the pressure boosting coefficient YZ is compared with the pressure boosting coefficient threshold value YZmax. The operation monitoring module is used to monitor and analyze the operating status of the tire. The process of the operation monitoring module monitoring and analyzing the operating status of the tire includes the following steps: Step 1: Obtain the braking torque of the tire and mark it as NX. The braking torque of the tire is directly obtained through the torque sensor. The torque detection threshold NXm is obtained through the storage module. The time when the braking torque NX reaches the torque detection threshold is marked as the braking time GS. Several time points are selected between the time when the internal air pressure PY of the tire body (20) increases to PYm and the braking time GS and marked as t, t=1, 2, ..., n, where n is a positive integer; Step 2: Obtain the number of reasonable boost points and mark them as m, mark the ratio between m and n as the reasonable boost coefficient RU, the reasonable boost coefficient is a value representing the amount of air pressure boost inside the tire body (20), obtain the reasonable boost coefficient threshold RUmin through the storage module, and compare the reasonable boost coefficient RU with the reasonable boost coefficient threshold RUmin.

2. The intelligent tire with pressure reduction and collision avoidance function according to claim 1, characterized in that: The one-way valve (15) inside the air inlet pipe (13) is directed from the interior of the tire body (20) to the interior of the airbag (12), and the one-way valve (15) inside the air outlet pipe (14) is directed from the interior of the airbag (12) to the interior of the tire body (20).

3. The intelligent tire with pressure reduction and collision avoidance function according to claim 1, characterized in that: The comparison process of the boost coefficient YZ and the boost coefficient threshold YZmax in step S2 is: If YZ<YZmax, it is determined that the tire internal pressure does not meet the decompression standard, and the decompression analysis module sends a normal detection signal to the processor; If YZ≥YZmax, it is determined that the air pressure inside the tire meets the decompression standard. The decompression analysis module sends a decompression signal to the processor. After receiving the decompression signal, the processor sends the decompression signal to the controller. After receiving the decompression signal, the controller controls the one-way valve (15) inside the air intake pipe (13) to open, thereby inputting the air pressure inside the tire body (20) into the interior of the airbag (12).

4. The intelligent tire with pressure reduction and collision avoidance function according to claim 3, characterized in that: After the processor receives the normal detection signal, the temperature of the tire body (20) continues to rise, and the high-temperature decompression threshold value TYm is obtained through the storage module. If the temperature of the tire body (20) rises to TYm, the decompression analysis module sends a decompression signal to the processor. After the processor receives the decompression signal, it sends the decompression signal to the controller. After receiving the decompression signal, the controller controls the one-way valve (15) inside the air intake pipe (13) to open, thereby inputting the air pressure inside the tire body (20) into the interior of the airbag (12).

5. The intelligent tire with pressure reduction and collision avoidance function according to claim 1, characterized in that: The comparison process of the reasonable boost coefficient RU and the reasonable boost coefficient threshold RUmin in step 2 is: If RU≥RUmin, the tire is judged to be operating normally, and the operation monitoring module sends a normal operation signal to the processor; If RU<RUmin, the tire is judged to be operating abnormally, and the operation monitoring module sends an operation abnormality signal to the processor. The processor sends the operation abnormality signal to the controller after receiving the operation abnormality signal. The controller controls the one-way valve (15) inside the air intake pipe (13) to open after receiving the decompression signal, thereby inputting the air pressure inside the tire body (20) into the interior of the airbag (12).

6. The intelligent tire with pressure reduction and collision avoidance function according to claim 1, characterized in that: The method for obtaining the reasonable boost point is: The absolute value of the difference between the internal air pressure of the tire body (20) and the standard air pressure at time point t is obtained and marked as the air pressure boost value SYt, the air pressure boost threshold SYtmax is obtained through the storage module, and the time point when SYt is less than SYtmax is marked as a reasonable boost point.

7. The intelligent tire with pressure reduction and collision avoidance function according to claim 1, characterized in that: After the processor processes the abnormal operation signal, when the tire is running, the operation monitoring module sends a braking end signal to the processor. After receiving the braking end signal, the processor sends it to the controller. After receiving the braking end signal, the controller controls the driving end of the micro-electric cylinder (25) to push the movable frame (21) to move toward one side of the airbag frame (11), and at the same time controls the one-way valve (15) inside the outlet pipe (14) to open, and uses the buffer frame (22) on one side of the movable frame (21) to squeeze the air pressure inside the airbag (12), so that the air pressure inside the airbag (12) enters the interior of the tire body (20) through the outlet pipe (14).

8. A method for using a smart tire with a pressure-reducing and collision-avoiding function, comprising the smart tire with a pressure-reducing and collision-avoiding function according to any one of claims 1 to 7, characterized in that: The specific steps include: Step 1: After the air pressure inside the tire body (20) rises to a high pressure threshold, the pressure reduction analysis module is used to analyze the change in the air pressure inside the tire body (20), and the one-way valve (15) inside the air intake pipe (13) is controlled to open. At the same time, the driving end of the micro-electric cylinder (25) is used to push the movable frame (21) toward one side of the airbag frame (11), and the side of the buffer frame (22) is used to support one side of the airbag (12); Step 2: After the one-way valve (15) inside the air intake pipe (13) is opened, the air pressure inside the tire body (20) enters the interior of the four air bags (12) through the air intake pipe (13), thereby reducing the air pressure inside the tire body (20); Step 3: When the tire body (20) is in normal operation, the one-way valve (15) inside the air outlet pipe (14) is controlled to open, and the air bag (12) is squeezed by the buffer frame (22), so that the air pressure inside the air bag (12) enters the interior of the tire body (20) to replenish the air pressure inside the tire body (20).

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