Tire burst simulation experiment device for fuel cell automobile

Abstract

The invention provides a simulation experiment device for tire burst of a fuel cell automobile, which is characterized in that a plurality of air leakage holes are formed in a hub, the hub is connected with an air chamber through an air pipe interface, a rubber diaphragm and a spring assembly are mounted in the air chamber, and the diaphragm seals an exhaust channel under the action of a first-stage spring. After the electromagnetic valve receives a control signal, the pressure relief plunger in the electromagnetic valve completes displacement under the action of the secondary spring, so that the air chamber is communicated with the atmosphere, pressure difference is formed instantly, the diaphragm opens the exhaust channel quickly under the action of the pressure difference, and gas in the tire is exhausted quickly through the exhaust channel, so that the tire burst simulation effect is realized. A high-speed slip ring is introduced into an electromagnetic valve control circuit, and stable transmission of power supply and control signals is achieved. The system has the beneficial effects that by means of the multi-channel air leakage and pilot electromagnetic valve control mode, instantaneous sudden air pressure drop can be achieved, and the safety and stability of the exhaust process can be guaranteed; due to the design of the high-speed slip ring, the device can still keep good control response in a vehicle driving state.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of fuel cell vehicles, and particularly relates to a fuel cell vehicle tire burst simulation experiment device. BACKGROUND

[0002] Vehicle driving safety has always been the core issue in the field of vehicle engineering. Tire burst, as a typical sudden danger working condition, can instantly cause imbalance of vehicle vertical load distribution, sharp deterioration of steering and braking performance, and easily lead to vehicle loss of control, rollover and other major traffic accidents. For fuel cell vehicles, the impact of tire burst is more complex. The fuel cell engine, high-pressure hydrogen pipeline, hydrogen safety accessories and other key components are highly sensitive to impact, vibration and sudden change of working conditions. The instantaneous load and attitude change caused by tire burst may directly affect the sealing of the hydrogen system, the stability of the electric pile reaction and the working state of the auxiliary components. Therefore, for fuel cell vehicles, it is necessary to not only study the overall handling stability, but also accurately evaluate the performance impact of tire burst on the fuel cell power system and safety accessories. This puts higher requirements on the authenticity and data accuracy of simulation technology. Therefore, it is of great theoretical and practical significance to restore the tire burst process through simulation experiment, study the vehicle dynamic response law after tire burst, control strategy of handling stability and safety performance of fuel cell system, and improve the active safety performance of various vehicles, especially fuel cell vehicles.

[0003] At present, the industry's technology for tire burst simulation mainly includes three types: first, ground nails or obstacles are triggered to pierce the tire and achieve tire burst by setting ground nails or protrusions on the test road. Although this method can restore the real "passive trigger" scene to some extent, the additional impact load brought by it can easily interfere with the data measurement of the vehicle chassis and fuel cell system, and the tire is scrapped after one test, resulting in high test cost. Second, explosive device is used to simulate instantaneous rupture by installing explosive device in the tire. This method can simulate the suddenness of tire burst, but it involves dangerous goods operation, which has high safety risk, especially for fuel cell vehicles equipped with high-pressure hydrogen systems. In addition, the shock wave caused by explosion can cause irreversible damage to the hub, braking system and fuel cell components, and repeated tests cannot be achieved. Third, electromagnetic exhaust valve deflation is used to control the exhaust to simulate tire burst by installing electromagnetic valve on the tire or hub. This method does not need to damage the tire, and has relatively high safety, but the deflation speed is limited by the aperture of the electromagnetic valve and the air resistance, and it is difficult to achieve the effect of sudden pressure drop in real tire burst, and the simulation accuracy is insufficient. SUMMARY

[0004] Therefore, the present application aims to provide a fuel cell vehicle tire burst simulation experiment device to solve the problems of poor simulation authenticity, high experiment cost, high safety risk and unsuitability for fuel cell vehicles in the prior art.

[0005] To achieve the above object, the technical scheme of the present application is as follows: The fuel cell vehicle tire burst simulation experiment device comprises a gas chamber structure, an electromagnetic valve structure and a slip ring structure. The gas chamber structure is bolted to the electromagnetic valve structure; the gas chamber structure is bolted to the slip ring structure; and the slip ring structure is connected to the electromagnetic valve structure. The gas chamber structure comprises a connector, a gas chamber, a rubber diaphragm, a primary spring and a gas chamber cover, one end of the connector is bolted to a hub, the other end of the connector is sealingly connected to one end of the gas chamber, the other end of the gas chamber is sealingly connected to one end of the rubber diaphragm, the other end of the rubber diaphragm is sealingly connected to the gas chamber cover, and the connector, the gas chamber, the rubber diaphragm and the gas chamber cover are connected by bolts, one end of the primary spring is sleeved with a circular truncated cone in the middle of the rubber diaphragm, and the other end of the primary spring is embedded in a groove in the middle of the gas chamber cover.

[0006] Further, the hub is provided with a plurality of gas pipe interfaces one, the periphery of the gas chamber is provided with a plurality of gas pipe interfaces two, the gas pipe interfaces one are in communication with the inside of the hub, the gas pipe interfaces two are in communication with the inside of the gas chamber, and the gas pipe interfaces one and the gas pipe interfaces two are in communication through silica gel pipes.

[0007] Further, the connector is provided with a plurality of exhaust passages one, one end of the exhaust passages one is located in the inside of the gas chamber, and the other end of the exhaust passages one is in communication with the atmosphere.

[0008] Further, the rubber diaphragm is provided with a gas pressure balance hole, and the gas pressure balance hole is in communication with the spaces on both sides of the rubber diaphragm.

[0009] Further, the rubber diaphragm is connected to the exhaust passages one.

[0010] Further, the boss of the gas chamber cover is provided with a groove, the boss of the gas chamber cover is radially provided with exhaust passages two, one end of the exhaust passages two is in communication with the groove, and the other end of the exhaust passages two is in communication with the atmosphere.

[0011] Further, the electromagnetic valve structure comprises a pressure relief plunger, a secondary spring, a spring seat, a coil power supply interface and an electromagnetic coil, the pressure relief plunger is inserted into the groove of the boss of the gas chamber cover, a groove is formed in the top of the pressure relief plunger, one end of the secondary spring is embedded in the groove of the pressure relief plunger, the other end of the secondary spring is sleeved with the spring seat, the electromagnetic coil is electrically connected to the coil power supply interface, and the coil power supply interface is electrically connected to the slip ring structure.

[0012] Furthermore, the slip ring structure includes a high-speed slip ring and a bracket. The moving end of the high-speed slip ring is mounted on the bracket, the bracket is bolted to the air chamber cover, the moving end of the high-speed slip ring is electrically connected to the coil power supply interface, and the fixed ring of the high-speed slip ring leads out a wire, which is connected to an external power supply and control switch.

[0013] Compared with existing technologies, the fuel cell vehicle tire blowout simulation experimental device of the present invention has the following advantages: By constructing a high-efficiency, large-channel exhaust structure between the wheel hub and the air chamber, combined with a rubber diaphragm and spring preload mechanism, a large exhaust volume and rapid venting are achieved, significantly improving the realism of the simulation. A pilot-operated solenoid valve structure ensures the sealing of the exhaust port before triggering and allows it to open instantaneously upon receiving a control signal, achieving precise control. High-speed slip ring power supply meets the electronic control requirements of high-speed vehicle operation, improving control accuracy. Without damaging the tire structure, the air circuit design enables high-flow, instantaneous venting, with a safe and controllable venting process, suitable for the complex safety requirements of fuel cell vehicles. The test is repeatable, reducing the high costs associated with tire damage in traditional tire blowout simulation technologies. The fast venting speed realistically reproduces the pressure changes at the moment of a tire blowout, providing reliable data for vehicle dynamic response analysis. The device is highly versatile, adaptable to different types of tires and vehicle models, making it particularly suitable for applications in the research and development and safety testing of fuel cell vehicles. Attached Figure Description

[0014] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings: Fig. 1 This is a schematic diagram of the overall structure according to an embodiment of the present invention; Fig. 2 This is a schematic cross-sectional view of the embodiment of the present invention.

[0015] Explanation of reference numerals in the attached figures: 1. Tire; 2. Wheel hub; 3. Air pipe interface one; 4. Connector; 5. Bolt one; 6. Air chamber; 7. Rubber diaphragm; 8. Air chamber cover; 9. Primary spring; 10. Bolt two; 11. Solenoid valve structure; 12. Bolt three; 13. Pressure relief plunger; 14. Secondary spring; 15. Spring seat; 16. Bracket; 17. Bolt four; 18. Air pipe interface two; 19. High-speed slip ring; 20. Coil power supply interface; 21. Solenoid coil; 22. Exhaust channel two; 23. Air pressure balance hole; 24. Exhaust channel one. Detailed Implementation

[0016] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0017] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0018] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art will understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0019] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0020] like Figs. 1-2 As shown, a fuel cell vehicle tire blowout simulation experimental device includes a gas chamber structure, a solenoid valve structure 11, and a slip ring structure; the gas chamber structure is bolted to the solenoid valve structure 11; the gas chamber structure is bolted to the slip ring structure; and the slip ring structure is connected to the solenoid valve structure 11.

[0021] In a preferred embodiment of the present invention, the air chamber structure includes a connector 4, an air chamber 6, a rubber diaphragm 7, a primary spring 9, and an air chamber cover 8. One end of the connector 4 is bolted to the hub 2, and the other end of the connector 4 is sealed to one end of the air chamber 6. The other end of the air chamber 6 is sealed to one end of the rubber diaphragm 7, and the other end of the rubber diaphragm 7 is sealed to the air chamber cover 8. The connector 4, air chamber 6, rubber diaphragm 7, and air chamber cover 8 are connected by bolts. One end of the primary spring 9 is nested within the frustum in the middle of the rubber diaphragm 7, and the other end of the primary spring 9 is embedded in the groove in the middle of the air chamber cover 8. The connector 4 has a plurality of exhaust channels 24. One end of each exhaust channel 24 is located inside the air chamber 6, and the other end of each exhaust channel 24 is in communication with the atmosphere. The rubber diaphragm 7 is connected to the exhaust channels 24. In this embodiment, connector 4 is bolted to hub 2 via bolt 5. Connector 4, air chamber 6, rubber diaphragm 7, and air chamber cover 8 are bolted together via bolt 10. Connector 4 and rubber diaphragm 7 are sealed together to form chamber A. When the first-stage spring 9 is in a pre-tightened state, i.e., when the bottom of rubber diaphragm 7 is in a depressed state, the bottom of rubber diaphragm 7 is sealed together with the upper end of exhaust channel 24 to form channel D. At this time, channel D and chamber A are separated by rubber diaphragm 7 and are mutually isolated, i.e., the gas inside chamber A cannot be discharged to the atmosphere through exhaust channel 24. When the first-stage spring 9 is in a further compressed state, i.e., when rubber diaphragm 7 is in an uplifted state, the bottom of rubber diaphragm 7 is no longer connected to exhaust channel 24. At this time, channel D and chamber A are interconnected, i.e., the gas inside chamber A can be discharged to the atmosphere through exhaust channel 24. Rubber diaphragm 7 is sealed together with air chamber cover 8 to form chamber B. Chamber B and chamber A are separated by rubber diaphragm 7.

[0022] In a preferred embodiment of the present invention, the wheel hub 2 is provided with a plurality of air pipe interfaces 3, and the air chamber 6 is provided with a plurality of air pipe interfaces 18 around its periphery. The air pipe interfaces 3 communicate with the interior of the wheel hub 2, and the air pipe interfaces 18 communicate with the interior of the air chamber 6. The air pipe interfaces 3 and 18 are connected by a silicone tube. In this embodiment, the wheel hub 2 adapts to the tire 1 to form an airtight space to maintain the pressure required for normal vehicle operation. When the bottom of the rubber diaphragm 7 is in a depressed state, the air pipe interfaces 3, 18, and the silicone tube connecting the air pipe interfaces 3 and 18 connect the interior space of the tire 1 and the interior space of chamber A, so that the air pressure in the interior space of the tire 1 and the air pressure in the interior space of chamber A are temporarily balanced.

[0023] In a preferred embodiment of the present invention, the rubber diaphragm 7 has a pressure balance hole 23, which connects the spaces on both sides of the rubber diaphragm 7. In this embodiment, the pressure balance hole 23 connects chamber A and chamber B, so that the air pressure of the two is temporarily balanced. At this time, the exhaust channel 24 is closed. When the air pressure in chamber B drops rapidly, the pressure balance between chamber A and chamber B is broken instantly, that is, the air pressure in chamber A is much greater than the air pressure in chamber B. The instantaneous pressure difference between the two causes the rubber diaphragm 7 to rise rapidly, and the exhaust channel 24 is immediately opened. Then, the gas in chamber A is quickly discharged to the atmosphere through the exhaust channel 24, and the gas inside the tire 1 quickly flows into chamber A. This process continues until the air pressure between chamber A and chamber B reaches a new balance. At this time, the rubber diaphragm 7 is pressed down, and the exhaust channel 24 is closed.

[0024] In a preferred embodiment of the present invention, the boss of the air chamber cover 8 has a groove, and the boss of the air chamber cover 8 has a second exhaust channel 22 radially formed. One end of the second exhaust channel 22 is connected to the groove, and the other end of the second exhaust channel 22 is connected to the atmosphere. The solenoid valve structure 11 includes a pressure relief plunger 13, a secondary spring 14, a spring seat 15, a coil power supply interface 20, and an electromagnetic coil 21. The pressure relief plunger 13 is inserted into the groove of the boss of the air chamber cover 8, and a groove is formed on the top of the pressure relief plunger 13. One end of the secondary spring 14 is embedded in the groove of the pressure relief plunger 13, and the other end of the secondary spring 14 is sleeved on the spring seat 15. The electromagnetic coil 21 is electrically connected to the coil power supply interface 20, and the coil power supply interface 20 is electrically connected to the slip ring structure. In this embodiment, the solenoid valve structure 11 is bolted to the air chamber cover 8 via bolt 3 12. The pressure relief plunger 13 is sized to fit the groove of the boss on the air chamber cover 8, forming chamber C. Chamber C is connected to the atmosphere through the exhaust channel 22 radially opened on the boss on the air chamber cover 8. When the solenoid valve structure 11 is closed, the secondary spring 14 is in a pre-tightened state. The pre-tightening force pushes the pressure relief plunger 13 into the groove of the boss on the air chamber cover 8, thereby isolating chamber C from chamber B. At this time, chambers A and B are isolated from the atmosphere. When the solenoid valve structure 11 is opened, the secondary spring 14 is compressed, and the pressure relief plunger 13 is pulled out from the groove of the boss on the air chamber cover 8, thereby connecting chamber C with chamber B. At this time, chamber A is connected to the atmosphere through chambers B and C. The air pressure in chamber A drops rapidly, thereby instantly forming a pressure difference on both sides of the rubber diaphragm 7.

[0025] In a preferred embodiment of the present invention, the slip ring structure includes a high-speed slip ring 19 and a bracket 16. The moving end of the high-speed slip ring 19 is mounted on the bracket 16. The bracket 16 is bolted to the cover of the air chamber 6. The moving end of the high-speed slip ring 19 is electrically connected to the coil power supply interface 20. The fixed ring of the high-speed slip ring 19 leads out a wire, which is connected to an external power supply and control switch.In this embodiment, the bracket 16 is bolted to the air chamber 6 cover via bolt 17. The opening and closing control of the solenoid valve structure 11 is achieved through an electrical signal circuit consisting of the vehicle's 24V DC power supply, a control switch, a high-speed slip ring 19, the solenoid valve structure 11, and wires. The control switch, as a triggering component, is connected to the vehicle's 24V DC power supply, and its output is connected to the fixed ring of the high-speed slip ring 19 via a wire. The fixed ring does not rotate with the tire 1 and remains in a fixed position. The moving end of the high-speed slip ring 19 is fixed to the air chamber 6 cover via the bracket 16 and rotates synchronously with the tire 1 and the air chamber 6 structure. A stable conductive connection between the moving end and the fixed ring is achieved during rotation via a brush structure. This ensures uninterrupted wire winding and uninterrupted electrical signal transmission. The output end of the moving end of the high-speed slip ring 19 is connected to the coil power supply interface 20 and forms a path with the electromagnetic coil 21. When the electromagnetic valve needs to be opened to trigger a tire blowout simulation, the control switch is closed, and the 24V DC signal is transmitted sequentially through the wire to the fixed ring of the high-speed slip ring 19, then through the brush to the moving end of the high-speed slip ring 19, and then through the coil power supply interface 20 to drive the electromagnetic valve coil to be energized. The electromagnetic force generated by the electromagnetic coil 21 overcomes the preload force of the secondary spring 14, pushing the pressure relief plunger 13 out of the groove of the cover boss of the air chamber 6, so that chamber B and chamber C are connected, thereby triggering the subsequent air release action. When it is necessary to close the valve... When the solenoid valve is activated, the control switch is disconnected, the electrical signal transmission is interrupted, the solenoid valve coil is de-energized, the electromagnetic force disappears, and the secondary spring 14, under its own elastic force, pushes the pressure relief plunger 13 to reset and re-insert into the groove of the cover boss of the air chamber 6, isolating chamber B from chamber C, and the air path returns to its initial state. Throughout the process, the high-speed slip ring 19 connects to the power supply and control switch under rotational conditions through the brush structure, thereby driving the solenoid valve structure 11 to operate, achieving precise opening and closing control of the solenoid valve structure 11 under rotational conditions. It should be noted that the moving ends of the solenoid coil 21 and the high-speed slip ring 19 rotate synchronously with the tire 1. The rotating solenoid coil 21 is connected to the high-speed slip ring through the coil power supply interface 20. The moving end of the high-speed slip ring 19 is connected to the fixed ring of the high-speed slip ring 19 via a brush. The fixed ring of the high-speed slip ring 19 is connected to an external power supply via a control switch. When the control switch is closed, the external power supply is connected to the electromagnetic coil 21. The electrical signal is transmitted from the fixed ring of the high-speed slip ring 19 to the moving end of the high-speed slip ring 19, and then to the electromagnetic coil 21 via the coil power supply interface 20. The electrical signal circuit is: external power supply → fixed ring terminal of high-speed slip ring 19 → brush → moving end of high-speed slip ring 19 → solenoid valve terminal → electromagnetic coil 21 → solenoid valve terminal → moving end of high-speed slip ring 19 → brush → fixed ring terminal of high-speed slip ring 19 → external power supply.

[0026] Example 1: Tire 1 and hub 2 form a sealed space. Tire 1 is inflated normally through the air inlet on hub 2. Multiple vent holes are machined on hub 2, and air pipe interface 3 is installed. Gas inside tire 1 enters the simulated tire blowout device through air pipe interface 3 and a silicone tube connected to air pipe interface 18 on air chamber 6. The top of connector 4 and rubber diaphragm 7 form the first chamber A. In chamber A, the compressed primary spring 9 exerts a thrust on rubber diaphragm 7, causing it to press tightly against the air outlet. 8 and the rubber diaphragm 7 form a second gas chamber B. Chamber B, through the air pressure balance hole 23 on the rubber diaphragm 7, forms a pressure equal to the pressure inside the tire 1. Since the solenoid valve is normally closed, in the unenergized state, the venting plunger is pressed tightly against the upper end face of the second exhaust channel 22 of the air chamber cover 8 by the thrust of the secondary spring 14, thereby isolating chamber B from chamber C. During the inflation process, the tire 1 and the hub 2 cooperate to form a sealed space. In the tire burst device, chambers A and B are connected, with the same pressure and the same magnitude as the pressure of the tire 1.

[0027] The solenoid valve structure 11 is connected to the vehicle's power supply and control switch via wires. When the vehicle is running, the tire 1 and the tire blowout device are rotating, while the power supply, control switch, and wires need to remain stationary. Therefore, a high-speed slip ring 19 is used to connect the wires, control switch, and power supply. The wires are connected to the fixed ring of the high-speed slip ring 19, and the wires leading from the moving end of the high-speed slip ring 19 are connected to the coil power supply interface 20. When a tire blowout condition needs to be simulated, an electrical signal reaches the coil power supply interface 20 through the high-speed slip ring 19, controlling the pressure relief rod to move upward. The secondary spring 14 is compressed upward, connecting chamber B to chamber C. Chamber C is connected to the atmosphere, causing the gas pressure in chamber B to drop rapidly. Since the gas pressure in chamber A is approximately equal to the pressure inside tire 1, which is greater than the pressure in chamber A which is connected to the atmosphere... In chamber B, under the pressure difference between the two ends of the rubber diaphragm, the bottom of the rubber diaphragm 7 moves upward and no longer contacts the first exhaust channel, thus connecting chamber A and channel D. The gas in tire 1 is discharged into the atmosphere through channels A and D, finally simulating the process of a tire blowout. This process can achieve a sudden drop in air pressure in a very short time, realistically reproducing the tire blowout condition. Moreover, the entire process does not require damage to the tire 1 structure, ensuring the safety and repeatability of the test. After the deflation process ends, the secondary spring 14 pushes the pressure relief plunger 13 to the upper end face of the second exhaust channel 22 of the air chamber cover 8 to complete the reset. Since the primary spring 9 is in a compressed state during the deflation process, after the deflation process ends, the primary spring 9 pushes the rubber diaphragm 7 to adhere tightly to the first exhaust channel, and chamber A is closed, allowing for the next inflation.

[0028] The innovative aspects of this invention: Firstly, by constructing a high-efficiency, large-channel exhaust structure between the wheel hub and the air chamber, combined with a rubber diaphragm and spring preload mechanism, a large exhaust volume and rapid exhaust are achieved, significantly improving the realism of the simulation. Secondly, a pilot-operated solenoid valve structure is adopted, which ensures the sealing of the exhaust port before triggering and allows it to open instantaneously after receiving a control signal, achieving precise control. Thirdly, a high-speed slip ring power supply is used to meet the electronic control requirements of the vehicle at high speeds, improving control accuracy.

[0029] Advantages and benefits of this invention: It can achieve high-flow, instantaneous deflation without damaging the tire structure through air circuit design. The deflation process is safe and controllable, making it suitable for the complex safety requirements of fuel cell vehicles. The test can be repeated, reducing the high costs caused by tire damage in traditional tire blowout simulation technology. The deflation speed is fast, which can realistically reproduce the pressure change at the moment of tire blowout, providing reliable data for vehicle dynamic response analysis. The device is highly versatile and can be adapted to different types of tires and vehicle models, making it particularly suitable for the application of fuel cell vehicles in research and development and safety testing.

[0030] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A fuel cell vehicle tire blowout simulation experimental device, characterized in that: It includes a gas chamber structure, a solenoid valve structure (11), and a slip ring structure; The air chamber structure is bolted to the solenoid valve structure (11); the air chamber structure is bolted to the slip ring structure; the slip ring structure is connected to the solenoid valve structure (11); The air chamber structure includes a connector (4), an air chamber (6), a rubber diaphragm (7), a primary spring (9), and an air chamber cover (8). One end of the connector (4) is bolted to the hub (2), and the other end of the connector (4) is sealed to one end of the air chamber (6). The other end of the air chamber (6) is sealed to one end of the rubber diaphragm (7), and the other end of the rubber diaphragm (7) is sealed to the air chamber cover (8). The connector (4), air chamber (6), rubber diaphragm (7), and air chamber cover (8) are connected by bolts. One end of the primary spring (9) is fitted onto the truncated cone in the middle of the rubber diaphragm (7), and the other end of the primary spring (9) is embedded in the groove in the middle of the air chamber cover (8).

2. The fuel cell vehicle tire blowout simulation experimental device according to claim 1, characterized in that: The hub (2) is provided with several air pipe interfaces (3), and the air chamber (6) is provided with several air pipe interfaces (18) on its periphery. The air pipe interfaces (3) are connected to the inside of the hub (2), and the air pipe interfaces (18) are connected to the inside of the air chamber (6). The air pipe interfaces (3) and the air pipe interfaces (18) are connected through silicone tubes.

3. The fuel cell vehicle tire blowout simulation experimental device according to claim 1, characterized in that: The connector (4) has several exhaust channels (24), one end of which is located inside the air chamber (6), and the other end of which is connected to the atmosphere.

4. The fuel cell vehicle tire blowout simulation experimental device according to claim 3, characterized in that: The rubber diaphragm (7) has a pressure balance hole (23) that connects the spaces on both sides of the rubber diaphragm (7).

5. The fuel cell vehicle tire blowout simulation experimental device according to claim 4, characterized in that: The rubber diaphragm (7) is connected to the exhaust channel (24).

6. The fuel cell vehicle tire blowout simulation experimental device according to claim 1, characterized in that: The gas chamber cover (8) has a groove on its protrusion, and the gas chamber cover (8) has a second exhaust channel (22) radially opened on its protrusion. One end of the second exhaust channel (22) is connected to the groove, and the other end of the second exhaust channel (22) is connected to the atmosphere.

7. The fuel cell vehicle tire blowout simulation experimental device according to claim 6, characterized in that: The solenoid valve structure (11) includes a pressure relief plunger (13), a secondary spring (14), a spring seat (15), a coil power supply interface (20), and an electromagnetic coil (21). The pressure relief plunger (13) is inserted into the groove of the boss of the air chamber cover (8). A groove is opened on the top of the pressure relief plunger (13). One end of the secondary spring (14) is embedded in the groove of the pressure relief plunger (13). The other end of the secondary spring (14) is sleeved on the spring seat (15). The electromagnetic coil (21) is electrically connected to the coil power supply interface (20). The coil power supply interface (20) is electrically connected to the slip ring structure.

8. The fuel cell vehicle tire blowout simulation experimental device according to claim 7, characterized in that: The slip ring structure includes a high-speed slip ring (19) and a bracket (16). The moving end of the high-speed slip ring (19) is mounted on the bracket (16). The bracket (16) is bolted to the air chamber cover (8). The moving end of the high-speed slip ring (19) is electrically connected to the coil power supply interface (20). The fixed ring of the high-speed slip ring (19) leads out a wire, which is connected to an external power supply and control switch.

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