Self-adaptive wheel for electromagnetic braking system and temperature adjusting method

Abstract

The invention discloses a self-adaptive wheel and a temperature adjusting method for an electromagnetic braking system, the electromagnetic braking system comprises a plurality of coils distributed in an inner cavity of a tire in the circumferential direction of a rim and a plurality of metal wire frames arranged on a road surface and short-circuited with one another, and the coils are configured to generate a magnetic field when approaching the road surface; the magnetic field penetrates through the multiple metal wire frames and generates variable magnetic flux, the self-adaptive wheel comprises a controller, a first valve used for inflating, a second valve used for exhausting and an air pump device, and the air pump device is connected with the first valve through an air guide pipeline; and the controller is configured to control the air pump device to start when the temperature of the tire inner cavity is higher than a safe temperature interval, and the first valve and the second valve are opened to ventilate air in the tire inner cavity until the temperature of the tire inner cavity is in the safe temperature interval. Therefore, the self-adaptive wheel for the electromagnetic braking system can provide eddy braking force for an automobile and can improve the heat dissipation efficiency of the tire.

Description

Technical Field

[0001] This disclosure generally relates to the new energy vehicle industry, and specifically to an adaptive wheel and temperature regulation method for an electromagnetic braking system. Background Technology

[0002] With the increasing prevalence of automobiles, people are paying more and more attention to driving safety. As a core load-bearing and driving component of a vehicle, the stability of pneumatic tires directly determines the vehicle's driving safety and handling performance. During vehicle operation, the rise in internal tire temperature is a common and difficult-to-complete technical problem. Data shows that over 90% of tire failures (such as blowouts and delamination) and performance degradation are directly related to excessive heat generation and accumulation inside the tire. Among these, a blowout is the most fatal danger caused by excessive internal tire temperature. Specifically, high temperatures cause the air inside the tire to expand thermally and reduce tire performance. Tire pressure increases significantly with temperature (for example, approximately 0.07-0.1 bar for every 10°C increase). When the tire pressure exceeds the tire's structural strength limit, a "thermal blowout" occurs. The fundamental reason for the rise in tire temperature is that the rate of heat generation exceeds the rate of heat dissipation, and its causes involve factors such as tire structure, operating conditions, and environmental conditions. For example, when a vehicle is traveling at high speed, the tire tread continuously rolls and rubs against the road surface. Under load, the tire tread is repeatedly compressed and rebounds, generating a large amount of internal friction heat that accumulates inside the tire.

[0003] Patent document 1 (CN120003190A) discloses a novel multi-chamber wheel. The tire of this wheel is a multi-chamber tire, with each chamber forming a relatively enclosed space and each chamber equipped with a one-way intake valve and a one-way exhaust valve. Additionally, the wheel hub also forms a relatively sealed air storage chamber, which is connected to multiple chambers through multiple one-way intake and exhaust valves. The multi-chamber tire utilizes the temperature difference between the gas in the two sealed spaces (the air chamber and the air storage chamber) to create a gas internal circulation, thereby allowing hot and cold air to mix and exchange heat for heat dissipation, thus cooling the tire's inner cavity.

[0004] However, the multi-chamber wheel described in Patent Document 1 cannot provide eddy current braking force to improve the vehicle's braking and handling performance while it is in motion. Furthermore, because the multi-chamber tire in Patent Document 1 cannot actively generate heat, its heat dissipation design targets the heat passively generated by the tire (i.e., the heat generated by the continuous rolling friction between the tire tread and the road surface). This heat dissipation method has a slow response time and low efficiency. For tires that can actively generate heat (e.g., tires with built-in coils that generate a thermal effect when energized), the multi-chamber tire of Patent Document 1 obviously cannot dissipate the large amount of heat accumulated in the tire cavity in a short time. Therefore, the technical solution of Patent Document 1 is not suitable for heat dissipation of tires that can actively generate heat. Summary of the Invention

[0005] This disclosure is made in view of the above-mentioned situation, and aims to provide an adaptive wheel and temperature regulation method for an electromagnetic braking system that can provide eddy current braking force for automobiles and improve tire heat dissipation efficiency.

[0006] To this end, the first aspect of this disclosure provides an adaptive wheel for an electromagnetic braking system, the adaptive wheel including a tire and a rim for mounting the tire, the electromagnetic braking system including a plurality of coils circumferentially distributed along the rim in the tire cavity, and a plurality of metal wire frames disposed on the road surface and short-circuited to each other, the coils being configured to generate a magnetic field when near the road surface, the magnetic field passing through the plurality of metal wire frames and generating a varying magnetic flux, the adaptive wheel further including a controller, a first valve for inflating the tire cavity, a second valve for venting the tire cavity, and an air pump device for providing a continuous air volume, wherein the air pump device is connected to the first valve via an air guide pipe, the controller being configured to control the air pump device to start, the first valve to open and the second valve to open when the temperature of the tire cavity is higher than a safe temperature range to ventilate the gas in the tire cavity until the temperature of the tire cavity is within the safe temperature range, wherein the inflation volume corresponding to the opening of the first valve is not less than the venting volume corresponding to the opening of the second valve.

[0007] In the first aspect of this disclosure, when a car travels on a road surface with multiple embedded metal wire frames, a current is passed through a coil in the tire cavity near the road surface to generate a first magnetic field. This first magnetic field passes through the metal wire frames on the road surface. Due to the relative motion between the coil and the metal wire frames, the metal wire frames cut the first magnetic field to generate an induced current (i.e., eddy current), thereby generating another magnetic field (i.e., a second magnetic field). According to Lenz's law, the interaction of the two magnetic fields generates eddy current braking force. This eddy current braking force is in the opposite direction to the car's travel direction, thus exerting a force (i.e., electromagnetic drag) on ​​the car as a whole in the opposite direction of travel. In this situation, on the one hand, the eddy current braking force can assist in braking and improve the car's braking performance; on the other hand, the eddy current braking force can increase the drag of the car while it is traveling, improving the car's handling performance. Furthermore, the magnetic field generated by the coils inside the tire cavity induces a thermal effect, causing the temperature inside the tire cavity to rise. When the temperature exceeds the safe range, the air pump is activated and the first valve opens to inflate the tire cavity, while the second valve opens to deflate the tire cavity. This allows for better control of the tire's air exchange rate, enabling rapid heat dissipation from the tire cavity and improving its heat dissipation efficiency. Additionally, since the inflation volume corresponding to the opening of the first valve is no less than the deflation volume corresponding to the opening of the second valve after the air pump is activated, a stable air pressure is maintained inside the tire cavity, ensuring the safety of tire ventilation and heat dissipation during driving.

[0008] Furthermore, in the adaptive wheel according to the first aspect of this disclosure, optionally, the tire cavity is divided into multiple annular cavities, which are arranged side-by-side along the width direction of the tire. Multiple coils are distributed within each annular cavity, and these coils are arranged circumferentially within the annular cavity. The multiple annular cavities cooperate with the rim to form multiple independent and sealed air chambers. The number of the first valve and the second valve is the same as the number of annular cavities, and each annular cavity has both the first valve and the second valve. In this case, by dividing the tire cavity into multiple annular cavities, each annular cavity cooperating with the rim to form an independent and sealed air chamber, when one annular cavity experiences air leakage or a puncture, a tire blowout can be prevented, thereby improving driving safety. Additionally, since each annular cavity corresponds to a first valve and a second valve, targeted ventilation and heat dissipation of the annular cavity are facilitated, enabling precise temperature management of each annular cavity. In addition, compared to ventilating and cooling the entire tire cavity at once, it is easier to ventilate and cool multiple annular cavities in a certain order, thereby reducing the impact of ventilation and cooling on the air pressure stability of the tire cavity.

[0009] Furthermore, in the adaptive wheel according to the first aspect of this disclosure, optionally, the controller is configured to start the air pump device and sequentially open the first and second valves corresponding to the multiple annular cavities when the temperature of the multiple annular cavities is higher than the safe temperature range, so as to alternately ventilate the gas in the multiple annular cavities until the temperature of each annular cavity is within the safe temperature range. In this case, while maintaining the overall air pressure stability of the tire cavity as much as possible, by alternately ventilating the gas in each annular cavity, the heat in each annular cavity (such as the heat generated by the coil) can be quickly removed. On the one hand, this achieves the purpose of cooling the annular cavities, and on the other hand, it reduces the impact of ventilation and heat dissipation on the air pressure stability of the tire cavity.

[0010] Furthermore, in the adaptive wheel according to the first aspect of this disclosure, optionally, there are multiple second valves, which are disposed on the rim and distributed at equal intervals along the circumference of the rim. In this case, when the vehicle is ventilating and cooling during operation, since the wheel is rotating, venting through multiple second valves simultaneously can make the venting around the tire more even, thereby reducing the impact of tire venting on the stability of wheel rotation.

[0011] Additionally, in the adaptive wheel according to the first aspect of this disclosure, optionally, the air pump device is fixedly disposed on the side of the rim facing away from the tire.

[0012] Furthermore, in the adaptive wheel according to the first aspect of this disclosure, optionally, a plurality of coils are distributed at equal intervals along the circumference of the rim, and the central axes of the plurality of coils point towards the center of the adaptive wheel. In this case, on the one hand, the mass distribution of the wheel can be made uniform, thereby improving the balance of wheel rotation; on the other hand, the eddy current braking force experienced by the wheel during rotation can be made more consistent. In addition, since the central axes of the plurality of coils point towards the center of the adaptive wheel, when the coils are close to the road surface, the magnetic field generated by the coils can be made perpendicular to the metal wire frame on the road surface, thereby increasing the change in magnetic flux and thus increasing the strength of the second magnetic field generated by the metal wire frame, thereby increasing the eddy current braking force generated by the interaction of the two magnetic fields.

[0013] Furthermore, in the adaptive wheel according to the first aspect of this disclosure, optionally, a plurality of the coils are rigidly connected to the wheel hub. In this case, the rigid connection between the coils and the wheel rim improves the stability of the coil mounting. Additionally, it facilitates the dissipation of heat generated by the coils through the wheel rim, reducing heat accumulation within the tire cavity.

[0014] Additionally, in the adaptive wheel according to the first aspect of this disclosure, optionally, the coil is configured to generate a magnetic field when the temperature of the tire cavity is below a critical temperature, thereby inducing a thermal effect by generating the magnetic field until the temperature of the tire cavity is within the safe temperature range, wherein the critical temperature is determined by the minimum temperature at which the tire material maintains its performance. In this case, in extremely cold environments, low temperatures reduce the toughness and increase the brittleness of the tire rubber and its internal structure, significantly weakening the tire's impact resistance and deformation resistance. The thermal effect induced by the magnetic field generated by the coil can raise the tire temperature to the safe temperature range, thereby improving the tire's flexibility and grip at low temperatures.

[0015] A second aspect of this disclosure provides a temperature regulation method for regulating the temperature inside a tire. The tire cavity is divided into multiple annular cavities arranged side-by-side along the width of the tire. The multiple annular cavities cooperate with a rim to form multiple independent and sealed air chambers. Multiple coils are distributed within the annular cavities and arranged circumferentially. The temperature regulation method includes: acquiring the temperature of each annular cavity; in response to the temperature of the multiple annular cavities being higher than a safe temperature range, sequentially inflating and deflating the multiple annular cavities to alternately exchange the gas in the multiple annular cavities until the temperature of each annular cavity is within the safe temperature range; and in response to the temperature of the multiple annular cavities being lower than a critical temperature, causing the multiple coils to generate a magnetic field to induce a thermal effect by generating the magnetic field until the temperature of the annular cavity is within the safe temperature range, wherein the critical temperature is determined by the minimum temperature at which the tire material maintains its performance.

[0016] In addition, in the temperature regulation method according to the second aspect of this disclosure, optionally, the gas exchange of the multiple annular cavities in turn includes: first exchanging the annular cavities corresponding to both sides of the tire tread, and then exchanging the annular cavities corresponding to the middle of the tire tread.

[0017] According to this disclosure, an adaptive wheel and temperature regulation method for an electromagnetic braking system can be provided, which can provide eddy current braking force for automobiles and improve tire heat dissipation efficiency. Attached Figure Description

[0018] This disclosure will now be explained in further detail by way of example only with reference to the accompanying drawings.

[0019] Figure 1 This is a schematic diagram of the adaptive wheel as described in the example of this disclosure.

[0020] Figure 2 This is a block diagram illustrating the composition of the electromagnetic braking system described in this disclosure.

[0021] Figure 3 This is a schematic diagram showing multiple coils distributed within the tire cavity as described in this disclosure example.

[0022] Figure 4 This is a schematic diagram showing multiple metal wire frames disposed on a road surface as described in the examples of this disclosure.

[0023] Figure 5 This is a schematic diagram illustrating the first magnetic field involved in the example of this disclosure passing through a metal wire frame.

[0024] Figure 6 This is a block diagram illustrating another embodiment of the electromagnetic braking system involved in the examples of this disclosure.

[0025] Figure 7 This is a block diagram illustrating the components of an adaptive wheel as described in this disclosure example.

[0026] Figure 8 This is a schematic diagram showing the air pump device and the second valve disposed on the rim according to the example of this disclosure.

[0027] Figure 9 This is a block diagram illustrating the composition of a second embodiment of the adaptive wheel according to the examples of this disclosure.

[0028] Figure 10 This is a schematic diagram showing that the inner cavity of a tire, as described in this disclosure example, is divided into multiple annular cavities.

[0029] Figure 11 This is a schematic diagram showing the coil distribution in the annular cavity as described in the example of this disclosure.

[0030] Figure 12 This is a schematic diagram illustrating the relationship between the various components of the adaptive tire involved in the example of this disclosure.

[0031] Figure 13 This is a block diagram illustrating the composition of a third embodiment of the adaptive wheel as described in this disclosure.

[0032] Figure 14 This is a flowchart illustrating a temperature regulation method as described in this disclosure.

[0033] Explanation of reference numerals in the attached figures: 1…Adaptive wheel, 10…Tire, 110…Annular cavity, 12…Rim, 13…Air pump device, 14…First valve, 15…Second valve, 16…Controller, 17…Temperature sensor, 18…Air pressure sensor, 2…Electromagnetic braking system, 20…Coil, 22…Metal wire frame, A…Sensing area, 24…Sensing unit, R…Road surface, 26…Control circuit. Detailed Implementation

[0034] The technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. Based on the embodiments of this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0035] It should be noted that the terms "first," "second," "third," and "fourth," etc., in this disclosure, claims, and the aforementioned drawings are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices. In the following description, the same reference numerals are used for the same parts, and repeated descriptions are omitted. Additionally, the drawings are merely schematic diagrams, and the scale of the dimensions of the parts or the shape of the parts may differ from the actual figures.

[0036] The adaptive wheel disclosed herein is an example of a wheel used in an electromagnetic braking system. The adaptive wheel can provide eddy current braking force to the vehicle on the one hand, and dissipate heat accumulated in the inner cavity of the tire with high heat dissipation efficiency on the other hand.

[0037] In this disclosure, the electromagnetic braking system can provide eddy current braking force to a vehicle by adaptively maneuvering the wheels. In some examples, the eddy current braking force can assist vehicle braking to improve braking performance. Additionally, in some examples, the eddy current braking force can also increase drag while the vehicle is in motion to improve handling performance.

[0038] The adaptive wheel involved in this disclosure will now be described in conjunction with the accompanying drawings.

[0039] Figure 1 This is a schematic diagram of the adaptive wheel 1 as described in the example of this disclosure. Figure 2 This is a block diagram illustrating the composition of the electromagnetic braking system 2 as described in this disclosure example. Figure 3 This is a schematic diagram showing a plurality of coils 20 distributed within the cavity of a tire 10 as described in this disclosure example.

[0040] See in some examples Figure 1The adaptive wheel 1 may include a tire 10 and a rim 12. The rim 12 can be used to mount the tire 10. In some examples, the tire 10 may be a pneumatic tire.

[0041] In some examples, the adaptive wheel 1 involved in this disclosure may be simply referred to as a wheel, and sometimes as a smart wheel or wheel structure.

[0042] See in some examples Figure 2 The electromagnetic braking system 2 may include multiple coils 20 and multiple metal frames 22. The coils 20 can generate a magnetic field when an electric current is applied, and the metal frames 22 can generate eddy currents based on the magnetic field. For example, the metal frames 22 can cut through the magnetic field generated by the coils 20 to generate eddy currents. In some examples, the coils 20 may be referred to as excitation coils.

[0043] In some examples, multiple coils 20 can be installed in the vehicle. In other examples, multiple coils 20 can be installed inside the vehicle's wheels. This allows the coils 20 to be positioned as close as possible to the metal wire frame 22 on the road surface R, enabling a large eddy current braking force to be obtained with a small current flowing through the coils 20, thereby minimizing the heat generated by the coils 20 inside the wheels. For example, if the vehicle has four wheels, multiple coils 20 can be installed inside each wheel.

[0044] See in some examples Figure 3 The multiple coils 20 disposed inside the wheel can mean that the multiple coils 20 are disposed on the rim 12 and are wrapped by the tire 10.

[0045] See in some examples Figure 3 Multiple coils 20 can be rigidly connected to the rim 12 (for example, the coils 20 can be fixed to the rim 12 by a machined metal part). In this case, the rigid connection between the coils 20 and the rim 12 can improve the stability of the coil installation. In addition, it is easier to dissipate the heat generated by the coils 20 through the rim 12, reducing the accumulation of heat inside the tire 10.

[0046] See in some examples Figure 3 Multiple coils 20 can be distributed within the inner cavity of the tire 10. In some examples, multiple coils 20 can be evenly distributed within the inner cavity of the tire 10 along the circumference of the rim 12 (or tire 10). In this case, on the one hand, the mass distribution of the wheel can be made uniform, thereby improving the balance of wheel rotation; on the other hand, the eddy current braking force experienced by the wheel during rotation can be made more consistent.

[0047] In some examples, the outer arc surface of tire 10 can be divided into multiple regions. For example, see... Figure 3The outer arc surface of the tire 10 can be divided into multiple sensing zones A along its circumference (i.e., the circumferential direction). Figure 3 Two of the sensing areas A are schematically marked. In this case, by dividing the outer arc surface of the tire 10 into sections, it is possible to accurately detect (or sense) the area of ​​the outer arc surface of the tire 10 that contacts the road surface R.

[0048] In some examples, the outer arc surface of tire 10 can refer to the tread of tire 10. Alternatively, the sensing area A can refer to a segment of the arc surface on the tread of tire 10.

[0049] In some examples, each sensing area A may correspond to at least one coil 20. For details, see [link to documentation]. Figure 3 For the multiple coils 20 distributed inside the tire 10, each sensing area A can correspond to at least one coil 20. In this case, it is possible to establish a correspondence between the sensing area A and at least one coil 20. When the sensing area A contacts the road surface R, it is easy to control the corresponding coil 20 to generate a magnetic field, thereby causing the magnetic field to interact with the metal wire frame 22 set on the road surface R.

[0050] In some examples, the correspondence between coil 20 and sensing area A can be represented as follows: coil 20 located inside the tire 10 is aligned with sensing area A along the radial direction of the wheel.

[0051] Figure 4 This is a schematic diagram showing multiple metal wire frames 22 disposed on the road surface R as described in this disclosure example. Figure 5 This is a schematic diagram showing the first magnetic field involved in the example of this disclosure passing through the metal wire frame 22.

[0052] As described above, the electromagnetic braking system 2 may include multiple metal wire frames 22. In some examples, the metal wire frame 22 may refer to a metal component that has conductive properties and can interact with an external magnetic field (e.g., an external changing magnetic field or a constant magnetic field) to generate an induced current within itself. In some examples, the metal wire frame 22 may be a closed frame made of metal wires.

[0053] See in some examples Figure 4 Multiple metal wire frames 22 can be installed on the road surface R ( Figure 4 Two of the metal wire frames 22 are schematically shown, and multiple metal wire frames 22 can be short-circuited to each other. Specifically, the multiple metal wire frames 22 disposed on the road surface R can act as a metal conductor, and when at least one of the metal wire frames 22 interacts with a magnetic field, the multiple metal wire frames 22 can generate eddy currents.

[0054] See in some examples Figure 4 Multiple metal wire frames 22 can be set on the road surface R along the length direction of the road surface R.

[0055] See in some examples Figure 4 Let the direction in which the road surface R extends be the first direction F1, and the direction of the width of the road surface R be the second direction F2, with the first direction F1 and the second direction F2 being perpendicular.

[0056] See in some examples Figure 4 The outline of the metal wire frame 22 can be rectangular, and the short side of the metal wire frame 22 can extend along the first direction F1, and the long side of the metal wire frame can extend along the second direction F2.

[0057] In some examples, the length of the metal wire frame 22 along the first direction F1 can be less than the arc length of the sensing area A. In this case, when the wheel rotates, the metal wire frame 22 can easily cut the magnetic field generated by the coil 20 corresponding to the sensing area A, thereby improving the response speed for obtaining eddy current braking force.

[0058] In some examples, multiple metal wire frames 22 can be embedded at a preset depth below the road surface R. The preset depth can be between 2cm and 5cm. For example, the preset depth can be 2cm, 3cm, 4cm, or 5cm, etc. Furthermore, the preset depth can be set according to actual conditions, and this disclosure does not limit it.

[0059] In some examples, coil 20 can be configured to generate a magnetic field when it is near the road surface R. Alternatively, coil 20 being near the road surface R can mean that the induction area A corresponding to coil 20 is in contact with the road surface R.

[0060] Specifically, see Figure 5 During vehicle operation, coil 20 can be configured to generate a magnetic field (i.e., a first magnetic field) in response to the contact of its corresponding sensing area A with the road surface R. In other words, in response to the sensing signal of sensing area A contacting the road surface R, at least one coil 20 corresponding to sensing area A can be energized to generate a first magnetic field.

[0061] In the electromagnetic braking system 2 disclosed herein, by energizing the coil 20 corresponding to the sensing area A in contact with the road surface R to generate a magnetic field, multiple coils in the inner cavity of the tire 10 can be energized in turn to generate a first magnetic field as the wheel rotates. This prevents heat from concentrating on one coil 20, thereby reducing the accumulation of heat in the inner cavity of the tire 10 and facilitating heat dissipation from the inner cavity of the tire 10.

[0062] See in some examples Figure 5The first magnetic field can pass through multiple metal wire frames 22 disposed on the road surface R and generate a changing magnetic flux, wherein the multiple metal wire frames 22 can be short-circuited together. In this case, eddy currents can be generated in the metal wire frames 22, thereby generating another magnetic field (i.e., a second magnetic field). According to Lenz's law, the interaction of the two magnetic fields can generate eddy current braking force (i.e., electromagnetic resistance). Since the multiple metal wire frames 22 on the road surface R are short-circuited together, when the wheels pass over the multiple metal wire frames 22 in sequence, the multiple metal wire frames 22 can continuously generate eddy currents and a second magnetic field, thereby continuously generating eddy current braking force. This eddy current braking force is transmitted to the vehicle body through multiple wheels, applying a force opposite to the direction of travel to the entire vehicle. On the one hand, the eddy current braking force can assist the vehicle's braking to improve the vehicle's braking performance; on the other hand, the eddy current braking force can also increase the drag of the vehicle during driving to improve the vehicle's handling performance.

[0063] In some examples, the changing magnetic flux can refer to the change in magnetic flux caused by the movement of the coil 20 inside the tire 10 relative to the metal wire frame 22 of the road surface R, which cuts the magnetic field lines of the first magnetic field.

[0064] In some examples, the changing magnetic flux can refer to the change in magnetic flux produced by the first magnetic field being a variable magnetic field. Alternatively, a variable magnetic field refers to a linear change in the magnetic field strength of the first magnetic field, where the strength gradually decreases (or gradually increases) from strong to weak.

[0065] In some examples, the changing magnetic flux can also refer to the change in magnetic flux caused by the metal wire frame 22 cutting the magnetic field lines of the first magnetic field and the first magnetic field being a variable magnetic field.

[0066] See in some examples Figure 5 The central axis of the multiple coils 20 can point to the center of the adaptive wheel 1. In this case, when the sensing area A corresponding to the coil 20 contacts the road surface R, the first magnetic field generated by the coil 20 can be made perpendicular to the metal wire frame 22 on the road surface R, thereby increasing the change in magnetic flux and thus increasing the strength of the second magnetic field generated by the metal wire frame 22, thereby increasing the eddy current braking force generated by the interaction of the two magnetic fields.

[0067] In some examples, after multiple metal wire frames 22 installed on the road surface R continuously generate eddy currents, the eddy currents can generate heat due to the thermal effect of the current. This heat can melt the snow on the road surface R. Therefore, the coefficient of friction of the icy and snowy road surface R can be increased.

[0068] Figure 6 This is a block diagram illustrating another embodiment of the electromagnetic braking system 2 involved in the examples of this disclosure.

[0069] See in some examples Figure 6 The electromagnetic braking system 2 may include a sensing unit 24, which may be configured to generate a sensing signal by detecting contact between the sensing area A and the road surface R. In some examples, the sensing unit 24 may be, for example, a pressure sensor, a strain sensor, or a capacitive sensor.

[0070] See in some examples Figure 3 The number of sensing units 24 can be multiple ( Figure 3 Two sensing units 24 are schematically shown, and each sensing area A may correspond to one sensing unit 24. In some examples, multiple sensing units 24 may be disposed in the inner layer of the tire 10 tread, and each sensing area A may correspond to one sensing unit 24.

[0071] See in some examples Figure 3 Each sensing area A can correspond to a sensing unit 24 and at least one coil 20. In this case, for each sensing area A, the sensing unit 24 can be associated with at least one coil 20, and when the sensing unit 24 detects that the sensing area A is in contact with the road surface R, it can accurately control the current to be passed into the corresponding coil 20 to generate a first magnetic field.

[0072] However, this disclosure is not limited to this. In other examples, the number of sensing units 24 and coils 20 corresponding to each sensing area A can be equal. In this case, the sensing units 24 corresponding to sensing area A can be redundantly configured, thereby improving the reliability and accuracy of detecting the contact between sensing area A and road surface R, and further improving the accuracy of controlling the current flowing into the corresponding coil 20.

[0073] See in some examples Figure 6 The electromagnetic braking system 2 may further include a control circuit 26, which may be configured to control the current flowing into the coil 20 corresponding to the target sensing area based on the induction signal generated by the sensing unit 24. The target sensing area may refer to the sensing area A in contact with the road surface R.

[0074] In some examples, the vehicle can adaptively adjust the magnetic field strength of the first magnetic field to obtain an eddy current braking force that matches the road conditions by monitoring the road surface R (i.e., road conditions). Specifically, the vehicle (e.g., the vehicle's ECU) can capture images and three-dimensional contours of the road surface R using, for example, an onboard camera or LiDAR to obtain the road surface R's conditions. Furthermore, the control circuit 26 can control the current flowing through the coil 20 based on the road conditions to adjust the magnetic field strength of the first magnetic field. Since the eddy current braking force is positively correlated with the magnetic field strength of the first magnetic field, adjusting the magnetic field strength of the first magnetic field enables the vehicle to obtain an eddy current braking force that matches the road conditions.

[0075] In some examples, road conditions may include, for example, icy or snowy roads, flooded roads, muddy roads, concrete roads, curved roads, and roads with speed reduction / speed limits.

[0076] It should be noted that the coil 20 generates heat after current is applied, especially since the coil 20 is located in the enclosed space inside the tire 10 cavity, which makes it easy for heat to accumulate, causing the temperature inside the tire 10 cavity to rise, thereby causing sudden changes in tire pressure and increasing the risk of tire 10 blowout.

[0077] In view of this, the adaptive wheel 1 of this disclosure, in addition to having multiple coils 20 built-in to generate a magnetic field, also has the function of adaptive ventilation and heat dissipation. In some examples, the adaptive wheel 1 can automatically ventilate and dissipate heat according to the temperature inside the tire 10 cavity during vehicle operation.

[0078] Figure 7 This is a block diagram illustrating the components of the adaptive wheel 1 as described in this disclosure example.

[0079] See in some examples Figure 7 The adaptive wheel 1 may include an air pump 13, which can act as a pressurized gas source to provide a continuous volume of air to the cavity of the tire 10. In some examples, the adaptive wheel 1 may include an inflation / deflation valve for inflating and deflating the cavity of the tire 10. In some examples, the air pump 13 may be in fluid communication with the inflation / deflation valve, and the air pump 13 may cooperate with the inflation / deflation valve to exchange the air in the cavity of the tire 10.

[0080] See in some examples Figure 7 The adaptive wheel 1 may also include a first valve 14 and a second valve 15. The first valve 14 can be used to inflate the tire 10 cavity, and the second valve 15 can be used to vent air from the tire 10 cavity. In some examples, the inflation / deflation valves may include both the first valve 14 and the second valve 15.

[0081] In some examples, the air pump device 13 can be connected to the first valve 14 via an air delivery line. This allows the air pump device 13 to inflate the inner cavity of the tire 10 through the first valve 14.

[0082] In some examples, when the air pump 13 is activated and the first valve 14 is opened, the air pump 13 can inflate the inner cavity of the tire 10 through the first valve 14. Additionally, when the second valve 15 is opened, air inside the tire 10 can be expelled through the second valve 15. This allows for ventilation and heat dissipation within the tire 10.

[0083] See in some examples Figure 7The adaptive wheel 1 may also include a controller 16. The controller 16 can be used to control the ventilation and heat dissipation function of the adaptive wheel 1. In some examples, the controller 16 can be used to control the start / stop of the air pump device 13, the opening / closing of the first valve 14, and the opening / closing of the second valve 15.

[0084] In some examples, the controller 16 can be configured to start the air pump 13, open the first valve 14 and the second valve 15 when the temperature inside the tire 10 is higher than the safe temperature range, to ventilate the tire 10 cavity until the temperature inside the tire 10 cavity is within the safe temperature range. In this case, by controlling the start of the air pump 13 and the opening of the first valve 14 to inflate the tire 10 cavity while simultaneously controlling the opening of the second valve 15 to vent the tire 10 cavity when the temperature inside the tire 10 cavity is higher than the safe temperature range, it is possible to precisely control the ventilation rate of the tire 10, thereby quickly removing heat from the tire 10 cavity through ventilation and improving the heat dissipation efficiency of the tire 10 cavity.

[0085] In some examples, the inflation volume corresponding to the opening of the first valve 14 is not less than the deflation volume corresponding to the opening of the second valve 15. In this case, a stable air pressure can be ensured in the inner cavity of the tire 10 during the ventilation process, thereby ensuring the safety of the tire 10 in ventilation and heat dissipation during driving.

[0086] In some examples, the safe temperature range can refer to the temperature range within which the tire 10 can maintain a stable temperature under normal use conditions without causing a decline in the material properties, structural damage, or safety risks. For example, the safe temperature range can be 70℃~90℃ or 90℃~110℃.

[0087] Additionally, in some examples, the safe temperature range may also refer to the temperature range that allows tire 10 to maintain a safe tire pressure (e.g., 2.3 ± 0.2 bar). In some examples, the data corresponding to the safe temperature range may be preset (or stored) in the controller 16.

[0088] Figure 8 This is a schematic diagram showing the air pump device 13 and the second valve 15 disposed on the rim 12 according to the example of this disclosure.

[0089] See in some examples Figure 8 The number of second valves 15 can be multiple, and multiple second valves 15 can be set on the rim 12 and distributed at equal intervals along the circumference of the rim 12. Figure 8Two of the second valves 15 are schematically marked. In this case, when the vehicle is ventilating and cooling during operation, since the wheels are rotating, venting multiple second valves 15 simultaneously can make the venting around the tire 10 more even, thereby reducing the impact of tire 10 venting on the stability of wheel rotation.

[0090] In some examples, the first valve 14 and the second valve 15 can be one-way valves (i.e., check valves). In some examples, the first valve 14 and the second valve 15 can be electrically controlled valves, such as solenoid valves, relay valves (accelerator valves), etc.

[0091] See in some examples Figure 8 The air pump device 13 can be fixedly installed on the side of the rim 12 facing away from the tire 10. That is, the air pump device 13 can be located outside the inner cavity of the tire 10 and fixedly installed on the side of the rim 12 facing the center of the wheel.

[0092] In some examples, the adaptive wheel 1 may also include a counterweight that can be used to counteract the centrifugal force generated by the air pump device 13 mounted on the rim 12.

[0093] In some examples, the weight of the counterweight can be the same as the weight of the air pump device 13. Furthermore, the counterweight can be fixed to the same side of the wheel rim 12 as the air pump device 13, and the two are distributed at a 180-degree angle. In this case, it can be ensured that when the wheel is rotating at high speed, the centrifugal force generated by the air pump device 13 is counteracted by the counterweight, thereby achieving a dynamic balance of the wheel, eliminating vibration and noise generated when the car is driving at high speed, and extending the service life of the tire 10.

[0094] In some examples, the weight of the counterweight can be the same as the weight of the air pump device 13. In addition, there can be multiple counterweights, and the multiple counterweights and air pump device 13 can be located on the same side of the rim 12 and arranged at equal intervals along the circumference of the rim 12. This helps to maintain the dynamic balance of the wheel when it rotates.

[0095] Figure 9 This is a block diagram illustrating the composition of a second embodiment of the adaptive wheel 1 as described in this disclosure.

[0096] See in some examples Figure 9 The adaptive wheel 1 may also include a temperature sensor 17. The temperature sensor 17 may be disposed within the inner cavity of the tire 10 to acquire the temperature of the inner cavity of the tire 10. In some examples, the controller 16 may be electrically connected to the temperature sensor 17 to acquire the detection data from the temperature sensor 17. In some examples, the controller 16 may establish a wireless communication connection with the temperature sensor 17 via a Bluetooth module.

[0097] As described above, the magnetic field generated by coil 20 can induce a thermal effect, causing the temperature around coil 20 to rise. In some examples, coil 20 can be configured to generate a magnetic field when the temperature inside the tire 10 is below a critical temperature, thereby inducing a thermal effect through the generation of the magnetic field until the temperature inside the tire 10 is within a safe temperature range. In this case, in extremely cold environments, the low temperature reduces the toughness and increases the brittleness of the rubber and internal structure of tire 10, significantly weakening its impact resistance and deformation resistance. The thermal effect induced by the magnetic field generated by coil 20 can raise the temperature of tire 10 to a safe temperature range, thereby improving the flexibility and grip of tire 10 at low temperatures.

[0098] For example, when the temperature inside the tire 10 cavity is below the critical temperature, multiple coils 20 distributed inside the tire 10 cavity can be simultaneously supplied with current to generate a magnetic field. The magnetic field generates a thermal effect, thereby heating the inside of the tire 10 cavity until the temperature inside the tire 10 cavity is within the safe temperature range.

[0099] In some examples, the control circuit 26 of the electromagnetic braking system 2 may be electrically connected to the temperature sensor 17 to obtain the detection data of the temperature sensor 17, and the control circuit 26 may be configured to control current to be supplied to multiple coils 20 in the tire 10 cavity in response to the temperature of the tire 10 cavity being below a critical temperature.

[0100] In some examples, the critical temperature can be determined by the lowest temperature at which the material of tire 10 maintains its performance. For example, the critical temperature can be -20°C, -25°C-30°C, -35°C, or -40°C.

[0101] Figure 10 This is a schematic diagram showing that the inner cavity of the tire 10 involved in the example of this disclosure is divided into a plurality of annular cavities 110. Figure 11 This is a schematic diagram showing the coil 20 distributed in the annular cavity 110 according to the example of this disclosure. Figure 12 This is a schematic diagram showing the relationship between the various components of the adaptive tire 10 involved in the example of this disclosure.

[0102] In some examples, the inner cavity of the tire 10 may include multiple independent annular cavities 110. See, for details. Figure 10 The inner cavity of the tire 10 can be divided into multiple annular cavities 110. These annular cavities 110 can be arranged side-by-side along the width of the tire 10, and can cooperate with the rim 12 to form multiple independent and sealed air chambers (see [reference]). Figure 11In this case, by dividing the inner cavity of the tire 10 into multiple annular cavities 110, and each annular cavity 110 cooperating with the rim 12 to form an independent and sealed air chamber, when one of the annular cavities 110 experiences problems such as air leakage or puncture, it is possible to prevent the entire tire 10 from bursting, thereby improving driving safety.

[0103] In some examples, the number of annular cavities 110 can be 2, 3, 4, or 5, etc. Figure 11 Three annular cavities 110 are schematically shown.

[0104] See in some examples Figure 12 The number of first valves 14 and second valves 15 can be the same as the number of annular cavities 110. Each annular cavity 110 can have a first valve 14 and a second valve 15 (i.e., each air chamber can correspond to one first valve 14 and one second valve 15). In this case, since each annular cavity 110 has a corresponding first valve 14 and second valve 15, it is convenient to perform targeted ventilation and heat dissipation on the annular cavity 110, thereby facilitating precise temperature management of each annular cavity 110. In addition, compared to ventilating and dissipating the entire inner cavity of the tire 10 at once, it is convenient to ventilate and dissipate heat on multiple annular cavities 110 in a certain order, thereby reducing the impact of ventilation and heat dissipation on the air pressure stability of the inner cavity of the tire 10.

[0105] In some examples, multiple first valves 14 and multiple second valves 15 may be disposed on the rim 12. In this case, disposing of the valves on the rim 12 can effectively reduce the impact on the overall structural strength of the tire 10 compared to disposing of the valves on the tire 10.

[0106] In some examples, multiple first valves 14 and second valves 15 may be provided on the rim 12, and each air chamber may correspond to one first valve 14 and one second valve 15.

[0107] See in some examples Figure 11 The annular cavity 110 may have coils 20 distributed thereon. In some examples, the annular cavity 110 may have multiple coils 20 distributed thereon, and the multiple coils 20 may be arranged circumferentially along the annular cavity 110. In this case, by reducing the volume of the coils 20 within a limited area, multiple coils 20 can be arranged along the width direction of the tire 10, thereby helping to enhance the magnetic field strength of the first magnetic field while keeping the current flowing through the coils 20 constant, thus improving the eddy current braking force. In some examples, the multiple coils 20 may be arranged at equal intervals circumferentially along the annular cavity 110.

[0108] See in some examples Figure 12The number of temperature sensors 17 can be multiple; for example, the number of temperature sensors 17 can be the same as the number of annular cavities 110. In some examples, each annular cavity 110 can be provided with one temperature sensor 17.

[0109] In some examples, the controller 16 can be electrically connected to multiple temperature sensors 17 to acquire the detection data from the multiple temperature sensors 17. This allows the temperature of multiple annular cavities 110 to be acquired.

[0110] In some examples, the controller 16 can be configured to start the air pump device 13 and sequentially open the first valve 14 and second valve 15 corresponding to the multiple annular cavities 110 when the temperature of the multiple annular cavities 110 is higher than the safe temperature range, so as to alternately ventilate the gas in the multiple annular cavities 110 until the temperature of each annular cavity 110 is within the safe temperature range. In this case, while keeping the overall air pressure inside the tire 10 as stable as possible, by ventilating the gas in each annular cavity 110 in turn, the heat in each annular cavity 110 (such as the heat generated by the coil 20) can be quickly removed. On the one hand, the purpose of heat dissipation and cooling of the annular cavities 110 can be achieved, and on the other hand, the impact of ventilation and heat dissipation on the air pressure stability inside the tire 10 can be reduced.

[0111] In some examples, the order in which the gas in the multiple annular cavities 110 is alternately ventilated can be: first, the annular cavities 110 corresponding to both sides of the tire tread are ventilated, and then the annular cavities 110 corresponding to the middle of the tire tread are ventilated. In this case, since the temperature rise rate of the tire shoulder (i.e., both sides) is usually significantly faster than that of the middle area of ​​the tire tread when the vehicle is in motion, by prioritizing the ventilation and heat dissipation of the annular cavities 110 corresponding to both sides of the tire tread, heat accumulation in the tire shoulder area can be suppressed, reducing the risk of tire 10 structural failure. At the same time, the tread temperature distribution can be balanced, optimizing the overall performance of the tire 10.

[0112] Figure 13 This is a block diagram illustrating the composition of a third embodiment of the adaptive wheel 1 as described in this disclosure.

[0113] See in some examples Figure 13 The adaptive wheel 1 may also include a tire pressure sensor 18, which may be disposed within the inner cavity of the tire 10 to acquire the air pressure (i.e., tire pressure) within the tire 10. In some examples, the controller 16 may be electrically connected to the tire pressure sensor 18 to acquire the detection data from the tire pressure sensor 18. In some examples, the controller 16 may establish a wireless communication connection with the tire pressure sensor 18 via a Bluetooth module.

[0114] In some examples, the controller 16 may be configured to start the air pump 13, open the first valve 14 and close the second valve 15 when the air pressure inside the tire 10 is lower than a preset tire pressure value, so as to inflate the tire 10 until the air pressure inside the tire 10 reaches the preset tire pressure value.

[0115] Additionally, in some examples, the controller 16 may also be configured to open the second valve 15 and close the first valve 14 when the air pressure inside the tire 10 cavity is higher than a preset tire pressure value, so as to expel the air from the tire 10 cavity until the air pressure inside the tire 10 cavity reaches the preset tire pressure value.

[0116] In some examples, the preset tire pressure value may be a tire pressure value determined by the vehicle ECU based on road conditions and / or driving mode. In some examples, the controller 16 may establish a communication connection with the ECU via wired or wireless communication, thereby allowing the controller 16 to obtain the preset tire pressure value from the ECU.

[0117] See in some examples Figure 12 The number of pressure sensors 18 can be multiple; for example, the number of pressure sensors 18 can be the same as the number of annular cavities 110. In some examples, each annular cavity 110 can be provided with one pressure sensor 18.

[0118] In some examples, the controller 16 can be electrically connected to multiple pressure sensors 18 to obtain detection data from the multiple pressure sensors 18. This allows the acquisition of the pressure of multiple annular cavities 110.

[0119] In some examples, the controller 16 may be configured to start the air pump 13, open the first valve 14 and close the second valve 15 when the air pressure in the annular cavity 110 is lower than a preset tire pressure value, so as to inflate the annular cavity 110 until the air pressure in the annular cavity 110 reaches the preset tire pressure value.

[0120] Additionally, in some examples, the controller 16 may also be configured to open the second valve 15 and close the first valve 14 when the air pressure in the annular cavity 110 is higher than a preset tire pressure value, so as to exhaust the air from the annular cavity 110 until the air pressure in the annular cavity 110 reaches the preset tire pressure value.

[0121] In some examples, the adaptive wheel 1 may also include an energy storage module for storing electrical energy. In some examples, the energy storage module may be configured to supply electrical energy to the coil 20, the air pump 13, the first valve 14, the second valve 15, and the controller 16.

[0122] In some examples, the energy storage module can supply current to the coil 20 under the control of the control circuit 26.

[0123] In some examples, the energy storage module is charged via a connection to the vehicle's DC power supply. In some examples, the energy storage module can be, for example, a lead-acid battery or a lithium-ion battery.

[0124] Figure 14 This is a flowchart illustrating a temperature regulation method as described in this disclosure.

[0125] In addition, this disclosure also relates to a temperature regulation method (also known as an intelligent temperature regulation method, an adaptive temperature regulation method, or a tire temperature regulation method, etc.) for regulating the temperature of the inner cavity of the tire 10.

[0126] It should be noted that, unless there is a contradiction, the above descriptions of coil 20, annular cavity 110, safe temperature range, and critical temperature also apply to this temperature regulation method.

[0127] In some examples, the inner cavity of the tire 10 can be divided into multiple annular cavities 110, which can be arranged side by side along the width direction of the tire 10, and can cooperate with the rim 12 to form multiple independent and sealed air chambers. In some examples, multiple coils 20 arranged circumferentially along the annular cavity 110 can be distributed in the annular cavity 110.

[0128] See in some examples Figure 14 The temperature regulation method may include: acquiring the temperature of each annular cavity 110 (step S110); in response to the temperature of the multiple annular cavities 110 being higher than the safe temperature range, sequentially purging the gas in the multiple annular cavities 110 (step S112); and in response to the temperature of the multiple annular cavities 110 being lower than the critical temperature, causing the multiple coils 20 to generate a magnetic field to induce a thermal effect (step S114).

[0129] In some examples, in step S110, the temperature of the annular cavity 110 can be obtained by a temperature sensor 17 disposed in the annular cavity 110.

[0130] In some examples, in step S112, in response to the temperature of the multiple annular cavities 110 being higher than a safe temperature range, the multiple annular cavities 110 can be sequentially inflated and deflated to alternately exchange the gas in the multiple annular cavities 110 until the temperature of each annular cavity 110 is within the safe temperature range. Furthermore, the amount of gas inflated into the annular cavity 110 can be no less than the amount of gas deflated from the annular cavity 110. For details, please refer to the above description regarding the alternating gas exchange and heat dissipation of the multiple annular cavities 110.

[0131] In some examples, alternating the gas exchange of multiple annular cavities 110 may include: first exchanging the annular cavities 110 corresponding to both sides of the tire tread of the tire 10, and then exchanging the annular cavities 110 corresponding to the middle of the tire tread of the tire 10.

[0132] In some examples, in step S114, in response to the temperature of the multiple annular cavities 110 being below a critical temperature, the multiple coils 20 can generate a magnetic field to induce a thermal effect by generating the magnetic field until the temperature of the annular cavities 110 is within a safe temperature range. For details, please refer to the above description regarding the thermal effect induced by the coils 20.

[0133] While the present disclosure has been specifically described above in conjunction with the accompanying drawings and examples, it is to be understood that the foregoing description does not limit the present disclosure in any way. Those skilled in the art can make modifications and variations to the present disclosure as needed without departing from its essential spirit and scope, and all such modifications and variations shall fall within the scope of the present disclosure.

Claims

1. An adaptive wheel for an electromagnetic braking system, the adaptive wheel comprising a tire and a rim for assembling the tire, characterized in that, the electromagnetic braking system comprises a plurality of coils distributed in the tire cavity along the circumferential direction of the rim, and a plurality of metal wire frames arranged on the road surface and short-circuited with each other, the coils are configured to generate a magnetic field when they are close to the road surface, the magnetic field passes through a plurality of the metal wire frames and generates a varying magnetic flux, the adaptive wheel further comprises a controller, a first valve for inflating the tire cavity, a second valve for exhausting the tire cavity, and a gas pump device for providing a continuous amount of air, wherein the gas pump device is connected to the first valve through an air guide pipeline, the controller is configured to control the gas pump device to start, the first valve to open and the second valve to open to ventilate the gas in the tire cavity when the temperature of the tire cavity is higher than a safe temperature range until the temperature of the tire cavity is located in the safe temperature range, wherein the corresponding inflation amount when the first valve is opened is not less than the corresponding exhaust amount when the second valve is opened.

2. The adaptive wheel of claim 1, characterized in that, the tire cavity is divided into a plurality of annular cavities, a plurality of the annular cavities are arranged side by side along the width direction of the tire, the annular cavities are distributed with a plurality of the coils and a plurality of the coils are arranged along the circumferential direction of the annular cavities, a plurality of the annular cavities and the rim cooperate to form a plurality of independent and sealed air chambers, the number of the first valve and the second valve is consistent with the number of the annular cavities, and the annular cavities have the first valve and the second valve.

3. The adaptive wheel of claim 2, characterized in that, the controller is configured to control the gas pump device to start when the temperature of a plurality of the annular cavities is higher than the safe temperature range, and the corresponding first valve and second valve of a plurality of the annular cavities are opened in turn to ventilate the gas in a plurality of the annular cavities in turn until the temperature of each of the annular cavities is located in the safe temperature range.

4. The adaptive wheel of claim 1, characterized in that, the number of the second valve is a plurality, and a plurality of the second valve is arranged on the rim and is distributed equidistantly along the circumferential direction of the rim.

5. The adaptive wheel of claim 1, characterized in that, the gas pump device is fixedly arranged on the side of the rim away from the tire.

6. The adaptive wheel of claim 1, characterized in that, a plurality of the coils are distributed equidistantly along the circumferential direction of the rim and the central axes of a plurality of the coils point to the center of the adaptive wheel.

7. The adaptive wheel of claim 1, characterized in that, a plurality of the coils are rigidly connected with the hub.

8. The adaptive wheel of claim 1, characterized in that, the coils are configured to generate a magnetic field when the temperature of the tire cavity is lower than a critical temperature to induce a heat effect by generating a magnetic field until the temperature of the tire cavity is located in the safe temperature range, The critical temperature is determined by the minimum temperature at which the material of the tire maintains its performance. 9.A temperature regulation method for regulating the temperature inside a tire, the tire cavity being divided into a plurality of annular cavities arranged side by side along the width direction of the tire, the plurality of annular cavities cooperating with the rim to form a plurality of independent and sealed air chambers, the annular cavities being provided with a plurality of coils arranged along the circumferential direction of the annular cavities, the temperature regulation method comprising: obtaining the temperature of each annular cavity; in response to the temperature of the plurality of annular cavities being higher than the safety temperature range, sequentially inflating and deflating the plurality of annular cavities to alternately exchange the air in the plurality of annular cavities until the temperature of each annular cavity is within the safety temperature range; and in response to the temperature of the plurality of annular cavities being lower than the critical temperature, causing the plurality of coils to generate a magnetic field to induce a heat effect by generating a magnetic field until the temperature of the annular cavities is within the safety temperature range, wherein the critical temperature is determined by the minimum temperature at which the material of the tire maintains its performance. 10.The temperature regulation method according to claim 9, wherein alternately exchanging the air in the plurality of annular cavities comprises: firstly exchanging the air in the annular cavities corresponding to the two sides of the tire tread, and then exchanging the air in the annular cavities corresponding to the middle of the tire tread. ​

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