Non-pneumatic tire detection method, non-pneumatic tire and vehicle

Abstract

The invention discloses a non-pneumatic tire detection method, a non-pneumatic tire and a vehicle, and relates to the technical field of vehicles, the non-pneumatic tire is a top bearing tire, a supporting insert is arranged in a tread of the non-pneumatic tire, the supporting insert is conductive, the supporting insert is a supporting main body of the non-pneumatic tire, and the supporting main body is provided with a plurality of through holes. The non-pneumatic tire detection method comprises the following steps: arranging at least two detection positions on the tread of a non-pneumatic tire; a detection circuit is arranged, and the supporting insert is electrically connected into the detection circuit through the at least two detection positions; according to the number of the detection positions, a corresponding number of detection sub-circuits are arranged, and different detection sub-circuits correspond to different detection areas of the supporting insert; at least one sensor is arranged on the detection circuit; monitoring the resistance change of the detection area corresponding to the support insert in real time through at least one detection sub-circuit; and when the resistance of the support insert is detected to be abnormal, judging that the detection area corresponding to the support insert has cracks or fractures.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and in particular to a method for detecting a non-pneumatic tire, a non-pneumatic tire and a vehicle. Background Art

[0002] Unlike traditional pneumatic tires, non-pneumatic tire technology does not rely on internal air pressure to support the weight of the vehicle, but instead uses other structures to achieve its function. However, in the design of non-pneumatic tires, if the tread part adopts a rigid ring structure, the performance of this rigid ring will directly affect the performance of the entire tire.

[0003] Specifically, the rigid ring in a non-pneumatic tire not only needs to withstand various impacts and pressures from the road surface, but also needs to maintain the overall shape and stability of the tire. However, when the rigid ring has defects such as cracks and breaks, its load-bearing capacity will drop significantly, resulting in a decrease in the overall strength of the non-pneumatic tire. This situation will not only affect the service life of the tire, but may also bring serious safety hazards, such as sudden tire failure during driving, endangering driving safety. In order to solve this problem, existing technologies usually require users to perform regular flaw detection on the tread of non-pneumatic tires. This detection process is relatively complicated and requires the use of special equipment and tools to check whether there are potential defects inside the tire.

[0004] However, this testing method has obvious inconveniences. First, users need to drive their vehicles to a special testing site, which undoubtedly increases the user's burden and time cost. Second, frequent testing not only increases maintenance costs, but may also cause additional damage to the tires due to improper operation during the testing process. Summary of the invention

[0005] The embodiments of the present application provide a non-pneumatic tire detection method, a non-pneumatic tire, and a vehicle, which can improve the convenience and reliability of the non-pneumatic tire detection method and ensure the safety of vehicle driving and the service life of the tire.

[0006] In a first aspect, an embodiment of the present application provides a method for detecting a non-pneumatic tire, wherein the non-pneumatic tire is a top load-bearing tire, a support insert is provided in the tread of the non-pneumatic tire, the support insert is conductive, and the support insert is a support body of the non-pneumatic tire, and the method for detecting the non-pneumatic tire comprises:

[0007] providing at least two detection positions on the tread of the non-pneumatic tire;

[0008] providing a detection circuit, and electrically connecting the support insert to the detection circuit via at least two of the detection positions;

[0009] According to the number of the detection positions, a corresponding number of detection sub-circuits are set, and different detection sub-circuits correspond to different detection areas of the support insert;

[0010] Disposing at least one sensor on the detection circuit;

[0011] Real-time monitoring of the resistance change of the corresponding detection area of ​​the support insert by at least one of the detection sub-circuits;

[0012] When the resistance of the support insert is detected to be abnormal, it is determined that a crack or a break occurs in a corresponding detection area of ​​the support insert.

[0013] Through the above steps, users can conduct self-detection, simplify the inspection process of non-pneumatic tires, and improve the convenience and accuracy of inspection. This not only makes non-pneumatic tires safer and more reliable in practical applications, but also improves inspection efficiency and reduces maintenance costs.

[0014] In some examples, the sensor triggers the alarm module to sound an alarm when an abnormal resistance of the support insert is detected.

[0015] When an abnormality is detected in the resistance of the support insert, the sensor will immediately trigger the alarm module to sound an alarm. The alarm module can use multiple forms of alarms, including but not limited to at least one of flashing lights, sound alarms, and vibration reminders, so as to ensure that relevant personnel can be notified in time when an abnormality is detected.

[0016] The corresponding alarm module may include a light alarm module, a sound alarm module and a vibration alarm module, and may be set in a combination of multiple alarm modules. The alarm module may be set on a non-pneumatic tire, on a vehicle, or integrated on a user's terminal device such as a mobile phone.

[0017] In some examples, when an abnormal resistance of the support insert is detected, the detection circuit transmits an abnormal signal to a terminal device via a wireless signal transmission module.

[0018] When the detection system corresponding to the detection circuit identifies and confirms that the resistance value of the support insert is abnormal, the detection circuit will immediately transmit the abnormal signal to the terminal device through the built-in wireless signal transmission module. These terminal devices can be various, including but not limited to smart phones, home computers, and car computers. In this way, users can perform autonomous flaw detection anytime and anywhere, thereby simplifying the detection process of non-pneumatic tires.

[0019] In some examples, the support insert is a spiral structure, and two ends of the spiral structure are respectively connected to the detection circuit;

[0020] Two ends of the spiral structure are respectively provided with two different detection positions, and at least one detection position is further provided in the middle of the spiral structure.

[0021] In some examples, the spiral structure is divided into multiple sections, and each section is connected to an independent detection sub-circuit.

[0022] The above structure can be provided with multiple detection subcircuits, each detection subcircuit is responsible for a corresponding detection area, ensuring that the detection of each area can be performed independently. In this way, different detection subcircuits correspond to different detection areas, thereby achieving accurate area division. In this way, each detection subcircuit can focus on the specific area it is responsible for, improving the accuracy and efficiency of detection.

[0023] Through the above steps, users can perform autonomous flaw detection and simplify the inspection process of non-pneumatic tires. This autonomous inspection method not only improves the convenience of inspection, but also ensures the accuracy of inspection. This not only makes non-pneumatic tires safer and more reliable in practical applications, but also improves inspection efficiency and reduces maintenance costs. Users can easily perform inspections without relying on professionals, thus saving time and resources.

[0024] The support insert may also be an integrated support ring. This design makes the support insert more durable and can better support and protect the non-pneumatic tire. The integrated support ring design simplifies the structure, reduces the complexity of assembly and maintenance, and further improves the overall reliability and service life.

[0025] In some examples, at least one of the sensors is independently disposed on each of the detection sub-circuits.

[0026] The sensor will be used to monitor the status of the support insert in real time to ensure the accuracy and real-time nature of the test data. The above sensor is used to monitor the electrical characteristics of the support insert on each of the detection subcircuits in real time, such as resistance, etc. Through the cooperation of the sensor, the user can perform autonomous flaw detection, simplify the detection process of non-pneumatic tires, and improve the convenience and accuracy of detection.

[0027] In a second aspect, an embodiment of the present application provides a non-pneumatic tire, wherein the non-pneumatic tire is a top load-bearing tire, a support insert is disposed in the tread of the non-pneumatic tire, the support insert is conductive, and the support insert is a support body of the non-pneumatic tire;

[0028] The non-pneumatic tire further comprises a detection circuit, the support insert is at least partially electrically connected to the detection circuit, a sensor is arranged on the detection circuit, and the sensor can detect a resistance change of a corresponding detection area of ​​the support insert.

[0029] Through the above structure, users can perform independent flaw detection, simplify the detection process of non-pneumatic tires, and improve the convenience and accuracy of detection. This not only makes non-pneumatic tires safer and more reliable in practical applications, but also improves detection efficiency and reduces maintenance costs.

[0030] In the embodiments of the present application, an innovative non-pneumatic tire design is proposed. This non-pneumatic tire is particularly suitable for top load-bearing application scenarios. In order to enhance its structural stability and load-bearing capacity, the present design embeds support inserts inside the tread of the tire. These support inserts not only have load-bearing functions, but also have conductive properties, thereby becoming the supporting body of the entire non-pneumatic tire.

[0031] Furthermore, the non-pneumatic tire of the present application is also equipped with a detection circuit. The support inserts are at least partially electrically connected to the detection circuit. Sensors are integrated in the detection circuit, which can monitor and detect the resistance changes of the corresponding detection areas of the support inserts in real time. In this way, users can easily perform autonomous flaw detection and timely discover potential problems and defects.

[0032] In some examples, an alarm module is provided on the detection circuit, and the alarm module is electrically connected to the sensor.

[0033] When an abnormality is detected in the resistance of the support insert, the sensor will immediately trigger the alarm module to sound an alarm. The alarm module can use multiple forms of alarms, including but not limited to at least one of flashing lights, sound alarms, and vibration reminders, so as to ensure that relevant personnel can be notified in time when an abnormality is detected.

[0034] In some examples, a wireless signal transmission module is provided on the detection circuit, and the wireless signal transmission module is used to transmit the abnormal signal to the terminal device.

[0035] When the detection system corresponding to the detection circuit identifies and confirms that the resistance value of the support insert is abnormal, the detection circuit will immediately transmit the abnormal signal to the terminal device through the built-in wireless signal transmission module. These terminal devices can be various, including but not limited to smart phones, home computers, and car computers. In this way, users can perform autonomous flaw detection anytime and anywhere, thereby simplifying the detection process of non-pneumatic tires.

[0036] In a third aspect, an embodiment of the present application provides a vehicle, including a vehicle body and a non-pneumatic tire as described above, wherein the non-pneumatic tire is arranged on the vehicle body.

[0037] The vehicle with the above-mentioned non-pneumatic tire can improve the convenience and reliability of the non-pneumatic tire detection method, and ensure the safety of vehicle driving and the service life of the tire.

[0038] Specifically, the support insert is at least partially electrically connected to the detection circuit. Sensors are integrated into the detection circuit, which can monitor and detect the resistance change of the support insert corresponding to the detection area in real time. In this way, users can easily perform autonomous flaw detection and find potential problems and defects in a timely manner. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without paying any creative work.

[0040] Figure 1 Schematic diagram of the structure of a method for detecting a non-pneumatic tire in one embodiment of the present application. DETAILED DESCRIPTION

[0041] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0042] To solve the above technical problems, please refer to Figure 1 As shown, the first aspect of the present application proposes a non-pneumatic tire detection method, which can improve the convenience and reliability of the non-pneumatic tire detection method and ensure the safety of vehicle driving and the service life of the tire.

[0043] In some examples, an embodiment of the present application provides a method for detecting a non-pneumatic tire, wherein the non-pneumatic tire is a top load-bearing tire, a support insert is disposed in the tread of the non-pneumatic tire, the support insert is conductive, and the support insert is a support body of the non-pneumatic tire, and the method for detecting the non-pneumatic tire includes:

[0044] Step S100: at least two detection positions are set on the tread of the non-pneumatic tire; these detection positions are key points for subsequent detection. These positions will be used for subsequent detection work to ensure the comprehensiveness and accuracy of the detection.

[0045] Step S200: Setting a detection circuit, electrically connecting the support insert to the detection circuit through at least two detection positions; electrically connecting the support insert to the detection circuit through at least two detection positions, ensuring that the circuit can cover the detection area. This ensures that the circuit can cover the key area of ​​the support insert.

[0046] Step S300: According to the number of the detection positions, a corresponding number of detection sub-circuits are set, and different detection sub-circuits correspond to different detection areas of the support insert; each detection sub-circuit is responsible for a corresponding detection area, ensuring that the detection of each area can be carried out independently, and different detection sub-circuits correspond to different detection areas of the support insert, thereby achieving accurate area division.

[0047] Step S400: at least one sensor is arranged on the detection circuit; these sensors are used to monitor the state of the support insert in real time to ensure the accuracy and real-time nature of the detection data. These sensors are used to monitor the electrical characteristics of the support insert in real time, such as resistance.

[0048] Step S500: monitor the resistance change of the support insert corresponding to the detection area in real time through at least one of the detection sub-circuits; the resistance change can reflect the health status of the support insert in the area, so as to discover potential problems in time.

[0049] Step S600: When the resistance of the support insert is detected to be abnormal, it is determined that the support insert has cracks or fractures in the detection area corresponding to the support insert. After determining that the support insert has cracks or fractures in the detection area corresponding to the support insert, corresponding measures can be taken as needed to ensure the safe use of the non-pneumatic tire.

[0050] For example, when the resistance increases, cracks appear in the detection area corresponding to the support insert, or when the variable resistance is infinite or changes from time to time, the support insert will be broken in the detection area corresponding to the support insert. This is only a reference example, and it should be judged according to the actual situation.

[0051] Through the above steps, users can conduct self-detection, simplify the inspection process of non-pneumatic tires, and improve the convenience and accuracy of inspection. This not only makes non-pneumatic tires safer and more reliable in practical applications, but also improves inspection efficiency and reduces maintenance costs.

[0052] The non-pneumatic tire is a top-loaded tire, and the non-pneumatic tire of the top-loaded tire has a rigid support ring, and the outer peripheral side of the support ring is wrapped with rubber or other materials to form a tread.

[0053] Specifically, the tire's force-bearing mode can be set to two bottom load-bearing modes and a top load-bearing mode. Traditional pneumatic tires and solid tires are both bottom load-bearing modes, that is, the load is transferred to the ground through the sidewall or the bottom elastomer; the tire force-bearing principle of the top load-bearing mode is that the tire tread has a support ring, the spokes are flexible, and the flexible spokes are circumferentially distributed in the support ring. The load is suspended on the support ring through the flexible spokes distributed on the top, and the flexible spokes at the bottom only play a role of easy bending and deformation, and do not play a major supporting force role.

[0054] Specifically, the non-pneumatic tire in the present application is a top-loaded tire with a rigid outer ring. During driving, the load of the tire is mainly borne by the rigid outer ring. The non-pneumatic tire also includes spokes, which include spokes with traction capabilities, referred to as traction units. When the tire is under pressure, the traction unit at the relatively upper side will be stretched and generate tensile force, and the traction unit at the relatively lower side will be compressed. Since the spokes themselves do not have supporting force, the force on the wheel hub will be transmitted to the upper side of the outer ring through the upper traction unit, and the rigid characteristics of the outer ring will then transmit the force to the position below the outer ring in contact with the ground.

[0055] In some examples, the sensor triggers the alarm module to sound an alarm when an abnormal resistance of the support insert is detected.

[0056] When an abnormality is detected in the resistance of the support insert, the sensor will immediately trigger the alarm module to sound an alarm. The alarm module can use multiple forms of alarms, including but not limited to at least one of flashing lights, sound alarms, and vibration reminders, so as to ensure that relevant personnel can be notified in time when an abnormality is detected.

[0057] The corresponding alarm module may include a light alarm module, a sound alarm module and a vibration alarm module, and may be set in a combination of multiple alarm modules. The alarm module may be set on a non-pneumatic tire, on a vehicle, or integrated on a user's terminal device such as a mobile phone.

[0058] In some examples, when an abnormal resistance of the support insert is detected, the detection circuit transmits an abnormal signal to a terminal device via a wireless signal transmission module.

[0059] When the detection system corresponding to the detection circuit identifies and confirms that the resistance value of the support insert is abnormal, the detection circuit will immediately transmit the abnormal signal to the terminal device through the built-in wireless signal transmission module. These terminal devices can be various, including but not limited to smart phones, home computers, and car computers. In this way, users can perform autonomous flaw detection anytime and anywhere, thereby simplifying the detection process of non-pneumatic tires.

[0060] Such improvements not only make non-pneumatic tires safer and more reliable in practical applications, but also significantly improve the convenience and accuracy of detection. Users can more easily perform daily inspections to ensure that the tires are always in the best condition. In addition, this automated detection method also greatly improves detection efficiency and reduces the time and effort required for manual detection. At the same time, since potential problems can be discovered and handled in a timely manner, maintenance costs are also effectively reduced, thus bringing higher economic benefits to users.

[0061] In some examples, the support insert is a spiral structure, and two ends of the spiral structure are respectively connected to the detection circuit;

[0062] Two ends of the spiral structure are respectively provided with two different detection positions, and at least one detection position is further provided in the middle of the spiral structure.

[0063] In some examples, the spiral structure can be divided into multiple sections, each section being connected to an independent detection subcircuit. The support insert can also be an integrated support ring.

[0064] The above structure can be provided with multiple detection subcircuits, each detection subcircuit is responsible for a corresponding detection area, ensuring that the detection of each area can be performed independently. In this way, different detection subcircuits correspond to different detection areas, thereby achieving accurate area division. In this way, each detection subcircuit can focus on the specific area it is responsible for, improving the accuracy and efficiency of detection.

[0065] Through the above steps, users can perform autonomous flaw detection and simplify the inspection process of non-pneumatic tires. This autonomous inspection method not only improves the convenience of inspection, but also ensures the accuracy of inspection. This not only makes non-pneumatic tires safer and more reliable in practical applications, but also improves inspection efficiency and reduces maintenance costs. Users can easily perform inspections without relying on professionals, thus saving time and resources.

[0066] The support insert may also be an integrated support ring. This design makes the support insert more durable and can better support and protect the non-pneumatic tire. The integrated support ring design simplifies the structure, reduces the complexity of assembly and maintenance, and further improves the overall reliability and service life.

[0067] In some examples, at least one sensor is independently provided on each detection subcircuit. The sensor is used to monitor the status of the support insert in real time to ensure the accuracy and real-time nature of the detection data. The above sensor is used to monitor the electrical characteristics of some support inserts on each detection subcircuit in real time, such as resistance. Through the cooperation of sensors, users can perform autonomous flaw detection, simplify the detection process of non-pneumatic tires, and improve the convenience and accuracy of detection.

[0068] In a second aspect, an embodiment of the present application provides a non-pneumatic tire, wherein the non-pneumatic tire is a top load-bearing tire, a support insert is disposed in the tread of the non-pneumatic tire, the support insert is conductive, and the support insert is a support body of the non-pneumatic tire;

[0069] The non-pneumatic tire further comprises a detection circuit, the support insert is at least partially electrically connected to the detection circuit, a sensor is arranged on the detection circuit, and the sensor can detect a resistance change of a corresponding detection area of ​​the support insert.

[0070] Through the above structure, users can perform independent flaw detection, simplify the detection process of non-pneumatic tires, and improve the convenience and accuracy of detection. This not only makes non-pneumatic tires safer and more reliable in practical applications, but also improves detection efficiency and reduces maintenance costs.

[0071] In the embodiments of the present application, an innovative non-pneumatic tire design is proposed. This non-pneumatic tire is particularly suitable for top load-bearing application scenarios. In order to enhance its structural stability and load-bearing capacity, the present design embeds support inserts inside the tread of the tire. These support inserts not only have load-bearing functions, but also have conductive properties, thereby becoming the supporting body of the entire non-pneumatic tire.

[0072] Furthermore, the non-pneumatic tire of the present application is also equipped with a detection circuit. The support inserts are at least partially electrically connected to the detection circuit. Sensors are integrated in the detection circuit, which can monitor and detect the resistance changes of the corresponding detection areas of the support inserts in real time. In this way, users can easily perform autonomous flaw detection and timely discover potential problems and defects.

[0073] The advantage of this design is that it greatly simplifies the detection process of non-pneumatic tires. Traditional detection methods usually require complex equipment and professional technicians, which is time-consuming and costly. The non-pneumatic tire of the present application uses built-in detection circuits and sensors to allow users to perform rapid detection anytime and anywhere, greatly improving the convenience and accuracy of detection.

[0074] In addition, this autonomous flaw detection function not only makes non-pneumatic tires safer and more reliable in practical applications, but also significantly improves detection efficiency. Since potential problems can be discovered and dealt with in a timely manner, maintenance costs are also reduced accordingly. Therefore, the non-pneumatic tire of the present application is not only technically innovative, but also economically advantageous.

[0075] In some examples, an alarm module is provided on the detection circuit, and the alarm module is electrically connected to the sensor.

[0076] When an abnormality is detected in the resistance of the support insert, the sensor will immediately trigger the alarm module to sound an alarm. The alarm module can use multiple forms of alarms, including but not limited to at least one of flashing lights, sound alarms, and vibration reminders, so as to ensure that relevant personnel can be notified in time when an abnormality is detected.

[0077] The corresponding alarm module may include a light alarm module, a sound alarm module and a vibration alarm module, and may be set in a combination of multiple alarm modules. The alarm module may be set on a non-pneumatic tire, on a vehicle, or integrated on a user's terminal device such as a mobile phone.

[0078] In some examples, a wireless signal transmission module is provided on the detection circuit, and the wireless signal transmission module is used to transmit the abnormal signal to the terminal device.

[0079] When the detection system corresponding to the detection circuit identifies and confirms that the resistance value of the support insert is abnormal, the detection circuit will immediately transmit the abnormal signal to the terminal device through the built-in wireless signal transmission module. These terminal devices can be various, including but not limited to smart phones, home computers, and car computers. In this way, users can perform autonomous flaw detection anytime and anywhere, thereby simplifying the detection process of non-pneumatic tires.

[0080] Such improvements not only make non-pneumatic tires safer and more reliable in practical applications, but also significantly improve the convenience and accuracy of detection. Users can more easily perform daily inspections to ensure that the tires are always in the best condition. In addition, this automated detection method also greatly improves detection efficiency and reduces the time and effort required for manual detection. At the same time, since potential problems can be discovered and handled in a timely manner, maintenance costs are also effectively reduced, thus bringing higher economic benefits to users.

[0081] In a third aspect, an embodiment of the present application provides a vehicle, including a vehicle body and a non-pneumatic tire as described above, wherein the non-pneumatic tire is arranged on the vehicle body.

[0082] The vehicle with the above-mentioned non-pneumatic tire can improve the convenience and reliability of the non-pneumatic tire detection method, and ensure the safety of vehicle driving and the service life of the tire.

[0083] Specifically, the support insert is at least partially electrically connected to the detection circuit. Sensors are integrated into the detection circuit, which can monitor and detect the resistance change of the support insert corresponding to the detection area in real time. In this way, users can easily perform autonomous flaw detection and find potential problems and defects in a timely manner.

[0084] The support insert in the present application is made of a material that is conductive and has support strength. It can be made of a metal material with sufficient strength, such as steel, titanium alloy, etc. It can also be a non-metallic insert that can conduct electricity. Or it can be made of a composite material.

[0085] The segmented setting of the support insert in the present application is based on the detection subcircuit, which does not mean that the support insert is a spliced ​​structure. The support insert is an integrated structure. The detection position can be provided with a protruding structure for convenient electrical connection, and each section of the support insert is provided with an independent sensor for independent monitoring.

[0086] The support insert may be similar to a coil spring with sufficient tread load-bearing capacity.

[0087] The wire part in the detection circuit is embedded in the tread, and the sensor is also embedded in the tread.

[0088] The sensor is provided with a wireless signal transmission module for transmitting abnormal signals to a mobile phone, vehicle terminal or remote terminal.

[0089] The alarm module can be electrically connected to the sensor and embedded in the tread.

[0090] The alarm module can also be set on the corresponding terminal device.

[0091] The fracture position of the support insert can be accurately determined by the segmented support insert and the corresponding independent sensor. After the fracture position is detected, it can be repaired locally (welding) or reinforced locally (welding or fixing reinforcement ribs) to avoid direct replacement, thereby ensuring the reinforcement of the support insert while reducing costs.

[0092] A spiral-shaped support insert is designed and placed inside the tread of a non-pneumatic tire; both ends of these support inserts are connected to a power system so that they can be powered. Through a carefully designed detection circuit, the resistance value of the support insert can be monitored in real time. When the detection circuit captures an abnormal increase in the resistance value of the support insert, or the resistance value suddenly becomes infinite, the system will immediately determine that the support insert has been broken. This design not only improves the safety performance of the tire, but also can promptly warn of potential faults to ensure driving safety.

[0093] The resistance of a conductor with cracks inside is different from that of a conductor without cracks. Cracks will cause the cross-sectional area of ​​the conductor to decrease, thereby increasing the resistance. According to the basic formula of resistance R = ρL / A (where R is the resistance, ρ is the resistivity of the material, L is the length of the conductor, and A is the cross-sectional area), a decrease in the cross-sectional area A will cause the resistance R to increase. Therefore, the resistance of a conductor with cracks will be greater than that of a conductor without cracks.

[0094] In order to further improve the detection efficiency and accuracy of non-pneumatic tires, the following measures can be adopted:

[0095] 1. Add a data processing module to the detection circuit, which can perform real-time analysis on the resistance change data collected by the sensor to distinguish the resistance changes caused by support insert fracture and other non-fracture causes, thereby reducing false alarms.

[0096] 2. Through the wireless signal transmission module, the detected abnormal signal is connected to the vehicle's on-board diagnostic system (OBD) interface to achieve data sharing and fault diagnosis with other vehicle systems.

[0097] 3. Develop a dedicated mobile phone application that enables users to view tire status in real time through their mobile phones and receive push notifications when support inserts break.

[0098] 4. During the tire production process, each tire is assigned a unique identification code to facilitate tracking and recording the inspection history and maintenance records of each tire during the inspection process.

[0099] 5. In the tire use and maintenance manual, provide detailed detection methods and troubleshooting guides to help users better understand and use the non-pneumatic tire detection system.

[0100] 6. Cooperate with tire manufacturers to integrate support inserts and detection circuits into the tire production process to ensure the reliability and durability of the detection system.

[0101] 7. Regularly maintain and calibrate the detection system to ensure its long-term stable operation and promptly detect and handle possible faults.

[0102] Through these measures, the convenience and reliability of non-pneumatic tire detection methods can be further improved, ensuring the safety of vehicle driving and the service life of tires.

[0103] The same or similar numbers in the drawings of this embodiment correspond to the same or similar parts; in the description of this application, it should be understood that if the terms "upper", "lower", "left", "right", etc. indicate an orientation or position relationship based on the orientation or position relationship shown in the drawings, it is only for the convenience of describing this application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, the terms describing the position relationship in the drawings are only used for illustrative purposes and cannot be understood as a limitation on this patent. For ordinary technicians in this field, the specific meanings of the above terms can be understood according to specific circumstances.

[0104] The above are only preferred embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present application should be included in the protection scope of the present application.

Claims

1. A method for detecting a non-pneumatic tire, characterized in that: The non-pneumatic tire is a top load-bearing tire, a support insert is provided in the tread of the non-pneumatic tire, the support insert is conductive, and the support insert is a support body of the non-pneumatic tire. The detection method of the non-pneumatic tire includes: providing at least two detection positions on the tread of the non-pneumatic tire; providing a detection circuit, and electrically connecting the support insert to the detection circuit via at least two of the detection positions; According to the number of the detection positions, a corresponding number of detection sub-circuits are set, and different detection sub-circuits correspond to different detection areas of the support insert; Disposing at least one sensor on the detection circuit; Real-time monitoring of the resistance change of the corresponding detection area of ​​the support insert by at least one of the detection sub-circuits; When the resistance of the support insert is detected to be abnormal, it is determined that a crack or a break occurs in a corresponding detection area of ​​the support insert.

2. The method for detecting a non-pneumatic tire according to claim 1, wherein: When the sensor detects that the resistance of the support insert is abnormal, the sensor triggers the alarm module to sound an alarm.

3. The method for detecting a non-pneumatic tire according to claim 1, wherein: When the resistance of the supporting insert is detected to be abnormal, the detection circuit transmits an abnormal signal to the terminal device through the wireless signal transmission module.

4. The method for detecting a non-pneumatic tire according to claim 1, wherein: The supporting insert is a spiral structure, and both ends of the spiral structure are respectively connected to the detection circuit; Two ends of the spiral structure are respectively provided with two different detection positions, and at least one detection position is further provided in the middle of the spiral structure.

5. The method for detecting a non-pneumatic tire according to claim 4, wherein: The spiral structure is divided into multiple sections, and each section is connected to an independent detection sub-circuit.

6. The method for detecting a non-pneumatic tire according to claim 5, characterized in that: At least one sensor is independently arranged on each detection subcircuit.

7. A non-pneumatic tire, characterized in that: The non-pneumatic tire is a top load-bearing tire, a support insert is arranged in the tread of the non-pneumatic tire, the support insert is conductive, and the support insert is a support body of the non-pneumatic tire; The non-pneumatic tire further comprises a detection circuit, the support insert is at least partially electrically connected to the detection circuit, a sensor is arranged on the detection circuit, and the sensor can detect a resistance change of a corresponding detection area of ​​the support insert.

8. The non-pneumatic tire according to claim 7, wherein: The detection circuit is provided with an alarm module, and the alarm module is electrically connected to the sensor.

9. The non-pneumatic tire according to claim 7, wherein: The detection circuit is provided with a wireless signal transmission module, and the wireless signal transmission module is used to transmit the abnormal signal to the terminal device.

10. A vehicle, characterized in that: include: The main body of the vehicle; and, The non-pneumatic tire according to any one of claims 1 to 9, wherein the non-pneumatic tire is provided on the vehicle body.

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