Lateral combined rigidity-variable non-inflatable wheel

Abstract

The invention relates to the field of tire structure design, and discloses a lateral combined variable stiffness non-inflatable wheel which comprises a main hub, a main tire, a first auxiliary hub, a first auxiliary tire, a second auxiliary hub, a second auxiliary tire, a third auxiliary hub and a third auxiliary tire. The structure comprises a main wheel, a first auxiliary wheel, a second auxiliary wheel and a third auxiliary wheel which are respectively composed of corresponding hubs and tires, and a plurality of wheels are reversely mounted in sequence. The number of the auxiliary wheels is changed, the width, the grounding area and the rigidity of the wheels are changed, meanwhile, the wheels are of a modular combined structure, the multiple wheels are mutually independent, and the wheels are disassembled and assembled in the lateral direction of the axle. By adding the auxiliary wheels, the rigidity of the wheels is increased, the sinkage of the wheels is reduced, and the bearing capacity of the wheels is improved; by reducing auxiliary wheels, the fuel consumption of the vehicle is reduced, and the maneuverability of the vehicle is enhanced; and when local tires are damaged, only damaged wheels can be replaced, so that the use and maintenance cost of the wheels is reduced, and the service life is prolonged. The invention has the advantages of strong adaptive capacity, high bearing capacity, low use cost and the like, and can adapt to various complex environments.

Description

Technical Field

[0001] This invention relates to tire structure design, specifically to a laterally combined variable stiffness non-pneumatic wheel, belonging to the field of automotive parts. Background Technology

[0002] Currently, non-pneumatic wheels are typically used on specialized vehicles, which often need to traverse various extreme environments. For these complex and diverse extreme environments, the fixed and singular structure of non-pneumatic wheels cannot simultaneously meet the demands of all conditions. In short, non-pneumatic wheels lack dynamic adjustment capabilities; their wheel width remains constant, and consequently, their wheel stiffness remains constant, making them ill-suited to varying terrains. The laterally combined variable stiffness non-pneumatic wheel proposed in this invention effectively addresses these problems.

[0003] Meanwhile, special vehicles face more diverse external environments than urban commuter vehicles. Therefore, non-pneumatic tires are more susceptible to various and unpredictable extreme environmental factors than traditional pneumatic tires, making them more prone to damage. Furthermore, partial damage to a non-pneumatic tire often requires replacing the entire tire, resulting in excessively high tire usage costs. The laterally combined variable stiffness non-pneumatic tire proposed in this invention features a modular structure that facilitates tire assembly and disassembly, effectively reducing the usage and maintenance costs of non-pneumatic tires. Summary of the Invention

[0004] The purpose of this invention is to provide a laterally combined variable stiffness non-pneumatic wheel that can dynamically adjust the width of the non-pneumatic wheel, thereby adjusting the wheel stiffness. At the same time, the modular structure design can reduce the wheel's usage and maintenance costs.

[0005] The technical solution adopted in this invention is as follows: A laterally combined variable stiffness non-pneumatic wheel, characterized in that the laterally combined variable stiffness non-pneumatic wheel is installed in reverse, and the wheel structure includes a main wheel, a first auxiliary wheel, a second auxiliary wheel, and a third auxiliary wheel. The main wheel consists of a main hub and a main tire; the first auxiliary wheel consists of a first auxiliary hub and a first auxiliary tire; the second auxiliary wheel consists of a second auxiliary hub and a second auxiliary tire; and the third auxiliary wheel consists of a third auxiliary hub and a third auxiliary tire. The corresponding hubs and tires are bonded together with adhesive. The main wheel, the first auxiliary wheel, the second auxiliary wheel, and the third auxiliary wheel are characterized in that the wheels are installed in reverse, and the main wheel, the first auxiliary wheel, the second auxiliary wheel, and the third auxiliary wheel are arranged in a transverse direction from the inside to the outside according to the axle direction; by increasing or decreasing the number of auxiliary wheels, the ground contact area of ​​the wheel is changed, thereby realizing the dynamic adjustment of the wheel width and adjusting the wheel stiffness. The multiple wheels are connected to each other via a stepped embedding between the wheel hubs and a fixing method using six connectors. This double fixing ensures a stable connection between adjacent wheels.

[0006] Furthermore, the tire is composed of non-pneumatic structural units, characterized in that 30 non-pneumatic structural units are integrally formed and arranged in a circular periodic pattern with the tire axle as the center, wherein adjacent non-pneumatic structural units form a 12° angle.

[0007] Furthermore, the tire is made of thermoplastic polyurethane (TPU).

[0008] Furthermore, the wheel hub is made of high-strength aluminum alloy.

[0009] Compared with the prior art, the beneficial effects of the present invention are as follows: This invention increases tire width by adding auxiliary wheels laterally, significantly improving the wheel's contact area and rigidity, greatly reducing wheel sinking, making the contact pressure distribution more uniform, and significantly improving load-bearing capacity, impact resistance, and grip performance. It can adapt to a variety of complex external environments and improves the vehicle's stability in extreme environments.

[0010] At the same time, by reducing the number of auxiliary wheels to reduce wheel width, vehicle fuel consumption can be reduced and vehicle handling agility can be improved; correspondingly, the overall wheel stiffness is reduced, which can optimize ride comfort.

[0011] Meanwhile, the wheel of the present invention has a modular structure. When a part of the wheel is damaged, the entire wheel can be repaired by replacing only the wheel at the damaged part, which reduces the cost of wheel maintenance and lowers the overall cost of wheel use. Attached Figure Description

[0012] Figure 1 This is an exploded view of the lateral combined variable stiffness non-pneumatic wheel described in this invention. Figure 2 This diagram shows the connection relationship between the main hub and the first auxiliary hub of the lateral composite variable stiffness non-pneumatic wheel. Figure 3 A schematic diagram of the structure when the connector is fixed in the fitting hole. Figure 4 Schematic diagram of a tire's non-pneumatic structural unit Figure 5 The relationship between the number of auxiliary wheel systems, wheel sinking, and wheel stiffness under a 7000N load. Reference numerals: 0 - Main wheel system; 001 - Main wheel hub; 002 - Main tire; 1-First auxiliary wheel; 101-First auxiliary wheel hub; 102-Second auxiliary tire; 2-Second auxiliary wheel; 201-Second auxiliary wheel hub; 202-Second auxiliary tire; 3-Third auxiliary wheel; 301-Third auxiliary wheel hub; 302-Third auxiliary tire; 401-inner fitting hole; 402-outer fitting hole; 5-Connector 6-Non-pneumatic structural unit Detailed Implementation

[0013] To make the objectives, technical solutions, and effects of this invention easier to understand, the invention will be further described below in conjunction with the accompanying drawings and specific embodiments.

[0014] It should be noted that the specific embodiments mentioned below are only one specific embodiment of the present invention. The implementation of the present invention is not limited to the specific embodiments mentioned below. Therefore, the present invention can be implemented in other ways different from the specific embodiments mentioned below.

[0015] like Figure 1 As shown, this laterally combined non-pneumatic wheel includes a main hub 001, a main tire 002, a first auxiliary hub 101, a first auxiliary tire 102, a second auxiliary hub 201, a second auxiliary tire 202, a third auxiliary hub 301, and a third auxiliary tire 302. The main hub 001 and the main tire 002 constitute the main wheel 0; the first auxiliary hub 101 and the first auxiliary tire 102 constitute the first auxiliary wheel 1; the second auxiliary hub 201 and the second auxiliary tire 202 constitute the second auxiliary wheel 2; and the third auxiliary hub 301 and the third auxiliary tire 302 constitute the third auxiliary wheel 3. This multi-layered wheel allows the laterally combined variable stiffness non-pneumatic wheel to have various forms to cope with different external environments, making the wheel structure flexible.

[0016] Based on the above characteristics, this lateral combined variable stiffness wheel adopts a reverse mounting configuration, with the main wheel 0, the first auxiliary wheel 1, the second auxiliary wheel 2, and the third auxiliary wheel 3 arranged laterally from the inside to the outside along the axle direction. The reverse mounting of the wheels facilitates the installation and removal of the auxiliary wheels; the close arrangement makes the wheel more integrated and provides better handling.

[0017] For a specific environment, such as when a vehicle is driving on soft sand, muddy roads, or in icy and snowy weather, the number of auxiliary wheels is increased to increase the wheel width, reduce wheel sinking, and increase wheel stiffness, thus ensuring the safety and stability of the vehicle when driving in harsh environments.

[0018] In another specific environment, such as when a vehicle is driving on normal urban roads, reducing the number of auxiliary wheels and thus the wheel width can reduce fuel consumption and improve vehicle handling agility; correspondingly, the overall wheel stiffness decreases, which can optimize ride comfort.

[0019] like Figure 2 As shown, in this laterally combined variable stiffness non-pneumatic wheel, adjacent wheels are connected through corresponding hubs. Taking the connection between the main hub 001 and the first auxiliary hub 101 as an example, the connecting hole of the main hub 001 is called the outer fitting hole 402, and the connecting hole on the first auxiliary hub 101 opposite to the outer fitting hole 402 is called the inner fitting hole 401. When the hubs are connected in a stepped embedding manner, the inner fitting hole 401 coincides with the outer fitting hole 402; the connecting piece 5 fills the hole formed by the overlap of the inner and outer fitting holes, which plays a role in strengthening the fixation.

[0020] For the above embodiments, as Figure 3 As shown in the illustrated example, the connector 5 is a bolt, and the inner fitting hole 401 and the outer fitting hole 402 have threads corresponding to the connector 5 on their inner sides. After the main wheel hub 001 and the first auxiliary wheel hub 101 are steppedly inserted, the main wheel hub 001 and the first auxiliary wheel hub 101 are fixed by screwing the connector 5 into the hole formed by the overlap of the inner and outer fitting holes.

[0021] It should be noted that in some embodiments, the connection between the connector 5 and the inner fitting hole 401 and the outer fitting hole 402 is not limited to threaded connection, but can also be achieved by other methods that can firmly connect the two hubs, such as pin connection or other complex connection methods.

[0022] By optimizing the topology of the tire structure, the following can be obtained: Figure 4 The non-pneumatic structural unit 6 shown is composed of triangles, rhombuses, and crosses. Thirty non-pneumatic structural units 6 are arranged in a ring around the wheel axle, integrally molded to form the tire. Adjacent non-pneumatic structural units 6 form a 12° angle. The structural characteristics of these non-pneumatic structural units 6 give the tire excellent cushioning and support performance: the rhomboid structure has good deformation capacity under radial force, resulting in greater stability and improved ride comfort during vehicle operation; the triangular and cross-shaped structures exhibit smaller deformation under radial force, thus enhancing tire support performance and ensuring tire rigidity.

[0023] Taking the wheel structure of the above embodiment as an example, combined with Figure 5Using the same simulation analysis method, the results show that under the same 5000N load condition, the wheel sinkage of models with 0, 1, 2, and 3 auxiliary wheels is approximately 11.38mm, 9.01mm, 7.39mm, and 6.23mm, respectively. The corresponding wheel stiffnesses are then calculated to be approximately 615N / mm, 776N / mm, 947N / mm, and 1124N / mm, respectively. The model with 0 auxiliary wheels is the model with only the main wheels. The data shows that the wheel sinkage is reduced to 45.25%, and the wheel stiffness increases to 45.28%. This wheel stiffness has a wide range of adjustment capabilities, which can significantly improve wheel stiffness performance and provide high load-bearing capacity.

[0024] The above is a detailed description of the preferred embodiments of the present invention. However, the present invention is not limited to the above embodiments. For those skilled in the art, modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some technical features without departing from the spirit of the present invention. Any modifications, equivalent substitutions, improvements, etc., should be included within the protection scope of the present invention.

Claims

1. A laterally combined variable stiffness non-pneumatic wheel, characterized in that, The side-mounted non-pneumatic wheel is a combination structure consisting of a main wheel (0), a first auxiliary wheel (1), a second auxiliary wheel (2), and a third auxiliary wheel (3).

2. A laterally combined variable stiffness non-pneumatic wheel according to claim 1, characterized in that, It includes a main wheel hub (001), a main tire (002), a first auxiliary wheel hub (101), a first auxiliary tire (102), a second auxiliary wheel hub (201), a second auxiliary tire (202), a third auxiliary wheel hub (301), and a third auxiliary tire (302); wherein, the main wheel hub (001) and the main tire (002) are fixedly connected to form a main wheel (0), the first auxiliary wheel hub (101) and the first auxiliary tire (102) form a first auxiliary wheel (1), the second auxiliary wheel hub (201) and the second auxiliary tire (202) form a second auxiliary wheel (2), and the third auxiliary wheel hub (301) and the third auxiliary tire (302) form a third auxiliary wheel (3), and the corresponding wheel hubs and tires are fixed together by adhesive bonding.

3. The lateral combined variable stiffness non-pneumatic wheel according to claim 1, characterized in that, The adjacent wheels are connected by a stepped embedding between the wheel hubs and by six connectors (5).

4. The lateral combined variable stiffness non-pneumatic wheel according to claim 1, characterized in that, The main wheel (0), the first auxiliary wheel (1), the second auxiliary wheel (2), and the third auxiliary wheel (3) are arranged laterally from the inside to the outside in the direction of the axle. By adding auxiliary wheels, the lateral combination of the wheels can be achieved, thereby adjusting the wheel width.

5. The lateral combined variable stiffness non-pneumatic wheel according to claim 2, characterized in that, The main tire (002), the first auxiliary tire (102), the second auxiliary tire (202), and the third auxiliary tire (302) are composed of non-pneumatic structural units (6). The 30 non-pneumatic structural units (6) are arranged in a ring at an adjacent 12° angle to form a tire. The non-pneumatic structural units (6) have various structural types.

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