Dual overrunning clutch decoupled adaptive stiffness runflat tire

Abstract

This application provides a dual overrunning clutch decoupled adaptive stiffness pneumatic tire, including a wheel body structure, a main drive system, and a stiffness adjustment system. The wheel body structure includes a hub structure nested within the wheel body. The wheel body has at least one circumferentially extending annular channel, which includes circumferentially staggered pressure-bearing areas and non-pressure-bearing areas. The hub structure includes several hub units nested within the channel and evenly spaced circumferentially, each hub unit being able to slide independently along the channel. The main drive system includes a first bidirectional overrunning clutch for driving the hub structure and wheel body to rotate synchronously. The stiffness adjustment system includes a second bidirectional overrunning clutch for driving the hub structure to rotate relative to the wheel body. When there is a difference in the speeds of the two wheels, the second clutch engages; when the speeds are equal, it overruns. The differential rotation of the hub structure drives the hub units to slide, changing their contact state with the pressure-bearing areas, thereby achieving real-time adaptive stiffness adjustment during driving, pneumatic tire-free wear resistance, and low energy consumption for all road conditions.

Description

Technical Field

[0001] This application relates to the field of airless tires, and more particularly to a dual overrunning clutch decoupled adaptive stiffness airless tire. Background Technology

[0002] Adaptive stiffness pneumatic wheels, as key locomotion components for improving the all-terrain capability and maneuverability of mobile robots, show broad practical prospects in complex scenarios such as field exploration, emergency rescue, industrial logistics, and special operations. Existing adaptive stiffness wheels are mainly divided into two categories: pneumatic stiffness adjustment wheels and purely mechanical stiffness adjustment wheels, but both suffer from significant technical bottlenecks.

[0003] ① Pneumatic variable stiffness wheels achieve stiffness changes by adjusting tire pressure. However, they have weak resistance to punctures and are prone to leaks and failures in complex terrain. At the same time, the air pressure adjustment response is lagging (usually taking several to tens of seconds), and the air pressure fluctuation is significantly affected by temperature, making it difficult to guarantee adjustment accuracy and unable to achieve real-time and precise stiffness control during driving.

[0004] ② Purely mechanical variable stiffness wheels often employ a single drive system with integrated stiffness adjustment, resulting in a high degree of coupling between the drive and adjustment systems. In the non-adjustment state, the adjustment components still operate, generating continuous additional energy consumption and mechanical wear. Furthermore, the stiffness adjustment mechanism and drive components are prone to mutual interference, leading to problems such as reduced adjustment accuracy, decreased system reliability, and shortened service life.

[0005] In summary, neither of the two existing solutions can simultaneously meet the core requirements of real-time adaptive adjustment of stiffness, high driving efficiency, and long-term durability during driving. They cannot achieve millisecond-level seamless switching between high-stiffness handling stability on smooth roads and low-stiffness cushioning comfort on bumpy roads. Their dynamic adaptability to all road conditions is severely insufficient, which restricts the operational efficiency of mobile robots in unstructured environments. Summary of the Invention

[0006] To address the aforementioned practical problems and the shortcomings of existing technologies, the main technical problem to be solved by this invention is to provide a dual overrunning clutch decoupled adaptive stiffness tire that does not require air inflation. Based on the independent drive of dual motors and the unidirectional transmission characteristics of bidirectional overrunning clutches, this invention achieves real-time adaptive stiffness adjustment, tireless air inflation and damage resistance, and low energy consumption for all road conditions, through the use of distributed elastic elements for flexible linkage and functional decoupling design between the drive system and the stiffness adjustment system.

[0007] To address the aforementioned technical problems, this application provides a dual overrunning clutch decoupled adaptive stiffness pneumatic tire, employing the following technical solution:

[0008] A dual overrunning clutch decoupled adaptive stiffness pneumatic wheel includes a wheel body structure integrated into the half-shaft of a mobile robot chassis, a main drive system, and a stiffness adjustment system; the wheel body structure includes a wheel pivot structure and a wheel body, wherein the wheel pivot structure is nested within the wheel body.

[0009] The wheel body has at least one circumferential channel inside, which extends along the circumference of the wheel body to form a ring channel that connects the front and rear. The circumferential channel includes a pressure-bearing area and a non-pressure-bearing area, which are distributed alternately along the circumference.

[0010] The wheel-pivot structure includes several wheel-pivot units, which are nested within the circumferential channel and distributed at equal intervals along the circumferential direction; one wheel-pivot unit is provided for each pressure-bearing area; each wheel-pivot unit can slide independently along the extension direction of the circumferential channel.

[0011] The main drive system is used to transmit driving force to the wheel structure, driving the wheel pivot structure and the wheel body to rotate synchronously; the stiffness adjustment system is used to transmit driving force to the wheel pivot structure, driving the wheel pivot structure to rotate relative to the wheel body.

[0012] The main drive system includes a first bidirectional overrunning clutch, and the stiffness adjustment system includes a second bidirectional overrunning clutch, wherein the first bidirectional overrunning clutch is connected to the second bidirectional overrunning clutch.

[0013] During the rotation of the wheel body, when there is a difference between the rotational speed of the wheel pivot structure and the rotational speed of the wheel body, the second bidirectional overrunning clutch is engaged, driving the wheel pivot structure to rotate relative to the wheel body; when the rotational speeds of the wheel pivot structure and the wheel body are equal, the second bidirectional overrunning clutch is overrunning, and the wheel pivot structure and the wheel body rotate synchronously.

[0014] When the wheel pivot structure rotates at a differential speed relative to the wheel body, it will drive the wheel pivot unit to slide, thereby changing its relative position with the pressure-bearing area, causing the wheel pivot unit to partially or completely contact the pressure-bearing area, or to be misaligned with the pressure-bearing area.

[0015] In a preferred embodiment, two adjacent hub units are connected by an elastic element; a plurality of hub units are connected in series with the elastic element to form a ring-shaped flexible linkage structure.

[0016] When one of the wheel pivot units slides along the extension direction of the circumferential channel, the elastic deformation and force transmission of the elastic element drive the adjacent wheel pivot units to generate coordinated displacement, causing the entire annular flexible linkage structure to undergo circumferential displacement.

[0017] In a preferred embodiment, the wheel body is provided with two circumferential channels, which are arranged in a radially stacked manner and separated by a partition wall.

[0018] The wheel-pivot structure includes two sets of wheel-pivot unit groups, which are arranged one-to-one with the two circumferential channels; each set of wheel-pivot unit groups includes several wheel-pivot units, which are arranged circumferentially at equal intervals in the corresponding circumferential channel.

[0019] In a preferred embodiment, the first bidirectional overrunning clutch includes a hub adjusting gear, and the second bidirectional overrunning clutch includes an adjusting drive gear; the adjusting drive gear is driven to rotate by the stiffness adjusting system.

[0020] The pivot adjustment gear meshes with the adjustment drive gear, and the pivot adjustment gear is driven to rotate by the main drive system and / or the adjustment drive gear.

[0021] In a preferred embodiment, the wheel pivot adjusting gear is provided with a toggle lever, which is connected to the wheel pivot unit; when the second bidirectional overrunning clutch is engaged, the adjusting drive gear drives the wheel pivot adjusting gear to rotate differentially, thereby causing the toggle lever to move the wheel pivot unit, and the wheel pivot unit slides along the extension direction of the circumferential channel.

[0022] In a preferred embodiment, an arc-shaped groove is provided on one side wall of the wheel body in the width direction corresponding to the location of the circumferential channel, and the arc-shaped groove connects the circumferential channel with the outside.

[0023] The actuating rod passes through the arc-shaped groove and connects to the wheel pivot unit located in the circumferential channel; when the actuating rod is actuated, the actuating rod slides along the length direction of the arc-shaped groove.

[0024] In a preferred embodiment, the outer contour of the hub unit is adapted to the inner wall contour of the pressure-bearing area within the circumferential channel.

[0025] In a preferred embodiment, the two side walls of the pressure-bearing area in the circumferential channel in the width direction are concave arc-shaped structures; the two sides of the wheel pivot unit in the width direction are provided with concave arc-shaped structures; the wheel pivot unit is nested in the circumferential channel through the concave arc-shaped structures.

[0026] In a preferred embodiment, a sliding track is provided at the bottom of the circumferential channel along the radially inward direction, and the sliding track forms a ring track along the extension direction of the circumferential channel;

[0027] The hub unit has a sliding block at its bottom radially inward. The sliding block slides onto the sliding track and can slide along the sliding track.

[0028] In a preferred embodiment, the two side walls in the circumferential channel width direction are provided with a perforated structure in the non-pressure-bearing area; the perforated structure forms the non-pressure-bearing area.

[0029] In summary, this application has the following beneficial effects:

[0030] 1. The airless mechanical structure design abandons the traditional air-filled stiffness adjustment method. The wheel body adopts an integrated mechanical structure, combined with the nested design of circumferential channels and wheel pivot units, which greatly improves the wheel's resistance to punctures and impacts. It is more adaptable to environments with many sharp objects and complex and rugged terrain, solving the industry pain point of easy damage to air-filled wheels.

[0031] 2. The decoupling design of dual motors and dual bidirectional overrunning clutches ensures that the main drive motor is responsible for transmitting the driving power of the wheels, while the regulating motor is responsible for transmitting the power for stiffness adjustment. Through the unidirectional transmission characteristics of the two bidirectional overrunning clutches, the drive system and the stiffness adjustment system are completely decoupled. This ensures that the two work independently and do not interfere with each other, while avoiding the ineffective idling of the regulating motor in the non-adjustment state, reducing motor losses, and improving the overall durability and service life of the system.

[0032] 3. The combination design of unidirectional transmission and synchronous rotation, combined with the flexible buffering effect of elastic elements, ensures that when the wheel hub structure and the wheel body rotate at the same speed, the second bidirectional overrunning clutch is in the overrunning state, ensuring the normal driving of the wheel body; when it is necessary to adjust the stiffness, the two generate a speed difference, the clutch engages and drives the wheel hub unit to slide, the adjustment process is smooth, avoids the impact caused by rigid adjustment, and does not affect the normal driving rhythm of the mobile robot.

[0033] 4. The adjustment linkage design of the wheel hub structure and gear transmission group, through the connection of the lever and the wheel hub unit, realizes the synchronous linkage of differential rotation of the wheel hub structure and sliding of the wheel hub unit, which can realize real-time adjustment of the stiffness of the air-filled wheels during the movement of the mobile robot; with the front-mounted road condition recognition camera, it can realize adaptive switching between low stiffness on bumpy roads and high stiffness on smooth roads, complete the stiffness matching of all road conditions, and improve the smoothness of robot movement and the stability of operation.

[0034] 5. The ring-shaped flexible linkage structure design consists of several wheel pivot units connected in series through elastic elements to form a closed loop. When a single wheel pivot unit slides, it can drive the adjacent units to move in coordination, ensuring the synchronicity and uniformity of stiffness adjustment. At the same time, the design of the ring-shaped distributed elastic elements ensures that when individual elastic elements fail, the remaining units can still work normally, improving the system's fault tolerance and extending the overall service life of the wheel body.

[0035] 6. The wheel pivot unit and circumferential channel are designed to be compatible. The sliding block and sliding track work together to ensure smooth sliding of the wheel pivot unit and reduce friction loss. The staggered distribution of pressure-bearing and non-pressure-bearing areas, together with the position adjustment of the wheel pivot unit, can precisely change the effective pressure-bearing area of ​​the wheel body, realize the continuous adjustment of stiffness, and adapt to the buffering and support requirements of different road conditions. Attached Figure Description

[0036] Figure 1 This is a schematic diagram of the overall assembly structure of the adaptive stiffness non-inflatable impeller in this embodiment;

[0037] Figure 2 These are the front view and side sectional view of the wheel body in the wheel structure of this embodiment;

[0038] Figure 3 These are the front view and side sectional view of the wheel pivot structure in the wheel structure of this embodiment;

[0039] Figure 4 This is a schematic diagram showing the positions of the gear transmission between the main drive system and the stiffness adjustment system in this embodiment;

[0040] Figure 5 This is a structural schematic diagram of the adaptive stiffness-free, low-stiffness state of the air-filled impeller in this embodiment.

[0041] Figure 6 This is a structural schematic diagram of the adaptive stiffness, high-stiffness state of the air-filled impeller in this embodiment.

[0042] Explanation of reference numerals in the attached drawings: 1. Main drive system; 1-1. Main drive motor; 1-2. Motor gear; 1-3. Drive gear; 1-4. First bidirectional overrunning clutch; 1-5. Wheel pivot adjustment gear; 1-5-1. Actuating lever; 2. Stiffness adjustment system; 2-1. Adjustment motor; 2-2. Second bidirectional overrunning clutch; 2-3. Adjustment drive gear; 3. Wheel structure; 3-1. Wheel body; 3-1-1. Circumferential channel; 3-1-2. Spacer wall; 3-1-3. Pressure-bearing area; 3-1-4. Non-pressure-bearing area; 3-1-5. Sliding track; 3-1-6. Arc-shaped groove; 3-2. Wheel pivot structure; 3-2-1. Wheel pivot unit group; 3-2-2. Wheel pivot unit; 3-2-3. Sliding block; 3-2-4. Elastic element; 3-3. Concave arc-shaped structure; 4. Half shaft; 5. Wheel hub; 6. Shaft connecting piece; 7. Chassis. Detailed Implementation

[0043] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0044] In the description of this invention, it should be noted that the terms "upper," "lower," "inner," "outer," "top / bottom," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for 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. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0045] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed", "equipped", "sleeved / connected", "connected", etc., should be interpreted broadly. For example, "connection" can be a wall-mounted connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. For those skilled in the art, the specific meaning of the above terms in this invention can be understood according to the specific circumstances.

[0046] The following is in conjunction with the appendix Figures 1-6 This application will be described in further detail.

[0047] This embodiment provides a dual overrunning clutch decoupled adaptive stiffness tire that does not require inflation. Specifically, it is a tire that does not require inflation and is applied to mobile robots. It achieves stiffness adaptation under different road conditions through the cooperation of dual motors and bidirectional overrunning clutches. It is suitable for mobile robot chassis 7 and can realize real-time adaptive adjustment of wheel stiffness during driving.

[0048] like Figure 1 As shown, the airless wheel provided in this embodiment is integrated into the half-shaft 4 of the mobile robot chassis 7. It mainly consists of three core parts: the main drive system 1, the stiffness adjustment system 2, and the wheel structure 3. The wheel hub 5 and the wheel structure 3 are coaxially arranged. The wheel structure 3 is fixed to the outer circumference of the wheel hub 5. The wheel hub 5 is connected to the half-shaft 4. The shaft connecting piece 6 is used to realize the fixed assembly of each component. The whole adopts the assembly method of gear transmission combined with bidirectional overrunning clutch for unidirectional power connection, which has high transmission efficiency and compact structure.

[0049] Specifically, such as Figure 2 , Figure 3As shown, the wheel structure 3 is assembled from the wheel body 3-1 and the wheel pivot structure 3-2, with the wheel pivot structure 3-2 nested inside the wheel body 3-1.

[0050] like Figure 2 The wheel body 3-1 has two radially stacked circumferential channels 3-1-1 inside, which are separated by a partition wall 3-1-2. Each circumferential channel 3-1-1 extends along the circumference of the wheel body 3-1 to form a ring channel that is connected front and back. Each circumferential channel 3-1-1 includes a pressure-bearing area 3-1-3 and a non-pressure-bearing area 3-1-4. The pressure-bearing area 3-1-3 and the non-pressure-bearing area 3-1-4 are staggered along the circumference. The two side walls of the circumferential channel 3-1-1 in the width direction have a hollow structure in the non-pressure-bearing area 3-1-4. This hollow structure forms the non-pressure-bearing area 3-1-4, which is used to reduce the weight of the wheel body and to coordinate with the stiffness adjustment.

[0051] like Figure 3 The hub structure 3-2 includes two sets of hub unit groups 3-2-1. The two sets of hub unit groups 3-2-1 are arranged in a one-to-one correspondence with two circumferential channels 3-1-1. Each hub unit group 3-2-1 includes several hub units 3-2-2. The hub units 3-2-2 are arranged in a circumferentially spaced ring within the corresponding circumferential channel 3-1-1. One hub unit 3-2-2 is arranged in a pressure-bearing area 3-1-3. Each hub unit 3-2-2 can slide independently along the extension direction of the circumferential channel 3-1-1.

[0052] A sliding track 3-1-5 is provided at the bottom of the circumferential channel 3-1-1 along the radial inward direction. The sliding track 3-1-5 forms a ring track along the extension direction of the circumferential channel 3-1-1. A sliding block 3-2-3 is provided at the bottom of the wheel pivot unit 3-2-2 along the radial inward direction. The sliding block 3-2-3 slides on the sliding track 3-1-5 and can slide smoothly along the sliding track 3-1-5. The outer contour of the wheel pivot unit 3-2-2 is adapted to the inner wall contour of the pressure-bearing area 3-1-3 in the circumferential channel 3-1-1. Specifically, the two side walls of the pressure-bearing area 3-1-3 in the width direction of the circumferential channel 3-1-1 are inwardly concave arc-shaped structures 3-3. The two side walls of the wheel pivot unit 3-2-2 in the width direction are also provided with inwardly concave arc-shaped structures 3-3. The wheel pivot unit 3-2-2 is nested in the circumferential channel 3-1-1 through the inwardly concave arc-shaped structures 3-3 to ensure tight fit.

[0053] Two adjacent hub units 3-2-2 are connected by an elastic element 3-2-4. Several hub units 3-2-2 are connected in series with elastic elements 3-2-4 to form a ring-shaped flexible linkage structure. When one of the hub units 3-2-2 slides along the extension direction of the circumferential channel 3-1-1 in cooperation with the sliding track 3-1-5 and the sliding block 3-2-3, the elastic deformation and force transmission of the elastic element 3-2-4 drive the adjacent hub units 3-2-2 to produce coordinated displacement, so that the ring-shaped flexible linkage structure as a whole undergoes circumferential displacement, ensuring the synchronicity of stiffness adjustment.

[0054] Specifically, such as Figure 4 As shown, the main drive system 1 is the power source for the tireless propulsion system, which mainly consists of a main drive motor 1-1, a motor gear 1-2, a drive gear 1-3, and a first bidirectional overrunning clutch 1-4. The first bidirectional overrunning clutch 1-4 includes a wheel pivot adjustment gear 1-5, which serves as the driven component of the first bidirectional overrunning clutch 1-4.

[0055] The output shaft of the main drive motor 1-1 is connected to the motor gear 1-2. The motor gear 1-2 meshes with the drive gear 1-3 set on the half shaft 4 for transmission. The half shaft 4 is connected to the wheel hub 5, and then to the wheel body structure 3. When the main drive motor 1-1 is running, the power is transmitted to the half shaft 4 through the motor gear 1-2 and the drive gear 1-3, and then from the half shaft 4 to the wheel body structure 3, driving the wheel pivot structure 3-2 and the wheel body 3-1 to rotate synchronously, undertaking the main power transmission for the mobile robot to move forward and backward.

[0056] The first bidirectional overrunning clutch 1-4 enables unidirectional linkage between the half-shaft 4 and the wheel structure 3, ensuring that when the main drive system 1 drives the airless wheel to rotate, the wheel structure 3 rotates synchronously with the half-shaft 4, and the power is transmitted unidirectionally from the half-shaft 4 to the wheel structure 3, avoiding the reverse transmission of power from the stiffness adjustment system 2 to the main drive system 1, thus achieving power isolation.

[0057] Specifically, such as Figure 4 As shown, the stiffness adjustment system 2 is the core mechanism for regulating the stiffness of the pneumatic wheel without inflation. It mainly consists of an adjustment motor 2-1 and a second bidirectional overrunning clutch 2-2. The second bidirectional overrunning clutch 2-2 includes an adjustment drive gear 2-3, which serves as the driven component of the second bidirectional overrunning clutch 2-2.

[0058] The output end of the regulating motor 2-1 is connected to the second bidirectional overrunning clutch 2-2 to realize the unidirectional transmission between the regulating gear set and the shaft of the regulating motor 2-1; the regulating drive gear 2-3 meshes with the wheel pivot regulating gear 1-5 for transmission. When the regulating motor 2-1 is running, the wheel pivot structure 3-2 can be driven to rotate through the meshing transmission of the regulating drive gear 2-3 and the wheel pivot regulating gear 1-5.

[0059] A lever 1-5-1 is provided on the pivot adjusting gear 1-5, and an arc-shaped groove 3-1-6 is provided on one side wall of the wheel body 3-1 in the width direction corresponding to the position of the circumferential channel 3-1-1 (e.g. Figure 2 The arc-shaped groove 3-1-6 connects the circumferential channel 3-1-1 with the outside world. The actuating rod 1-5-1 passes through the arc-shaped groove 3-1-6 and connects with the wheel pivot unit 3-2-2 located in the circumferential channel 3-1-1. When the second bidirectional overrunning clutch 2-2 is engaged, the adjusting drive gear 2-3 drives the wheel pivot adjusting gear 1-5 to rotate differentially, which drives the actuating rod 1-5-1 to slide along the length of the arc-shaped groove 3-1-6, thereby actuating the wheel pivot unit 3-2-2 to slide along the sliding track 3-1-5 of the circumferential channel 3-1-1.

[0060] In this embodiment, a ring-shaped flexible linkage structure is formed by several pivot units 3-2-2 and elastic elements 3-2-4. Two actuating rods 1-5-1 are set on the pivot adjusting gear 1-5 corresponding to two sets of pivot unit groups 3-2-1. The actuating rod 1-5-1 of the outer ring corresponds to the outer ring circumferential channel 3-1-1, and the actuating rod 1-5-1 of the inner ring corresponds to the inner ring circumferential channel 3-1-1. At the same time, an arc-shaped groove 3-1-6 is set on the corresponding inner and outer ring circumferential channels 3-1-1 respectively. The actuating rod 1-5-1 extends into the arc-shaped groove 3-1-6 and only needs to be connected to one pivot unit 3-2-2 in one set of pivot unit groups 3-2-1 to drive several pivot units 3-2-2 to produce coordinated displacement through the ring-shaped flexible linkage structure.

[0061] The stiffness adjustment process of the air-injection-free wheel provided in this embodiment is as follows:

[0062] This non-pneumatic wheel can be used with a front-mounted road condition recognition camera. The camera collects road information ahead and transmits it to the mobile robot control system. The control system sends adjustment commands to the regulating motor 2-1 in real time according to the road conditions to achieve adaptive adjustment of stiffness. The specific process is as follows:

[0063] 3.1 Synchronous Driving State: When the mobile robot is driving on a flat road surface and there is no need to adjust the stiffness, the main drive system 1 drives the half shaft 4 and the wheel structure 3 to rotate synchronously. The wheel pivot structure 3-2 rotates at the same speed as the wheel body 3-1. At this time, the second bidirectional overrunning clutch 2-2 is in the overrunning state. The adjusting drive gear 2-3 rotates synchronously with the wheel body and will not drive the output shaft of the adjusting motor 2-1 to rotate, thus avoiding the motor's ineffective idle rotation loss. The wheel body maintains a fixed stiffness and drives normally.

[0064] 3.2 Stiffness Adjustment State: When stiffness needs to be adjusted, the control system controls the operation of the adjustment motor 2-1. The adjustment motor 2-1 drives the adjustment drive gear 2-3 to rotate through the second bidirectional overrunning clutch 2-2. The adjustment drive gear 2-3 meshes with the wheel pivot adjustment gear 1-5, so that the speed of the wheel pivot adjustment gear 1-5 and the speed of the wheel body 3-1 are different. At this time, the second bidirectional overrunning clutch 2-2 is engaged, driving the wheel pivot structure 3-2 to rotate differentially relative to the wheel body 3-1.

[0065] When the wheel drive structure rotates differentially relative to the wheel body 3-1, the actuating rod 1-5-1 on the wheel pivot adjusting gear 1-5 slides along the arc-shaped sliding groove 3-1-6, causing the wheel pivot unit 3-2-2 to slide along the sliding track 3-1-5 of the circumferential channel 3-1-1, changing the relative position of the wheel pivot unit 3-2-2 and the pressure-bearing area 3-1-3 in the circumferential channel 3-1-1: when the wheel pivot unit 3-2-2 is partially or completely in contact with the pressure-bearing area 3-1-3, the effective pressure-bearing area of ​​the wheel body increases, and the overall stiffness increases; when the wheel pivot unit 3-2-2 is misaligned with the pressure-bearing area 3-1-3 and corresponds to the non-pressure-bearing area 3-1-4, the effective pressure-bearing area of ​​the wheel body decreases, and the overall stiffness decreases.

[0066] Meanwhile, since the wheel pivot unit 3-2-2 forms a ring-shaped flexible linkage structure through the series connection of elastic units, when a single wheel pivot unit 3-2-2 slides, the force transmission of the elastic unit drives the adjacent wheel pivot units 3-2-2 to move in tandem, so that the wheel pivot units 3-2-2 of the entire wheel drive structure are adjusted synchronously, ensuring that the wheel stiffness changes uniformly; during the adjustment process, the adjustment action of the wheel drive structure avoids the contact area between the wheel and the ground, avoids structural interference, and does not affect the normal driving of the mobile robot.

[0067] This pneumatic tire achieves two core stiffness states by adjusting the relative position of the hub unit 3-2-2 and the pressure-bearing area 3-1-3, adapting to different road conditions:

[0068] like Figure 5 Low stiffness state: When the wheel structure 3 is in a low stiffness state, the wheel pivot unit 3-2-2 is misaligned with the pressure-bearing area 3-1-3, corresponding to the non-pressure-bearing area 3-1-4. There is no contact surface between each wheel pivot unit 3-2-2 and the wheel body 3-1, the overall effective pressure-bearing area is small, the overall stiffness of the airless wheel is low, the elastic buffer stroke is sufficient, it can efficiently absorb the impact vibration caused by road bumps and protrusions, weaken the transmission of road bumps, greatly improve the smoothness and comfort of the mobile robot's driving, and adapt to soft, rugged and bumpy complex road conditions.

[0069] like Figure 6High stiffness state: When the wheel structure 3 is in a high stiffness state, the contact surface between the wheel pivot unit 3-2-2 and the pressure-bearing area 3-1-3 is maximized, the contact area between each wheel pivot unit 3-2-2 and the wheel body 3-1 is greatly increased, the overall effective pressure-bearing area is large, the overall stiffness of the airless wheel is relatively high, the structural support is strong, the deformation margin is small, which can avoid excessive deformation and side tilting and swaying when the airless wheel is driving, ensuring the control stability and driving rigidity of the mobile robot when it is moving straight and turning, and adapting to flat and hard road surfaces.

[0070] The above description is merely a preferred embodiment of the present invention, but the design concept of the present invention is not limited thereto. Any non-substantial modifications made to the present invention by those skilled in the art within the scope of the technology disclosed in the present invention using this concept shall be deemed as an infringement of the protection scope of the present invention.

Claims

1. A dual overrunning clutch decoupled adaptive stiffness pneumatic tire, characterized in that: It includes a wheel structure, a main drive system, and a stiffness adjustment system integrated into the half-shaft of the mobile robot chassis; the wheel structure includes a wheel pivot structure and a wheel body, with the wheel pivot structure nested within the wheel body. The wheel body has at least one circumferential channel inside, which extends along the circumference of the wheel body to form a ring channel that connects the front and rear. The circumferential channel includes a pressure-bearing area and a non-pressure-bearing area, which are distributed alternately along the circumference. The wheel-pivot structure includes several wheel-pivot units, which are nested within the circumferential channel and distributed at equal intervals along the circumferential direction; one wheel-pivot unit is provided for each pressure-bearing area; each wheel-pivot unit can slide independently along the extension direction of the circumferential channel. The main drive system is used to transmit driving force to the wheel structure, driving the wheel pivot structure and the wheel body to rotate synchronously; the stiffness adjustment system is used to transmit driving force to the wheel pivot structure, driving the wheel pivot structure to rotate relative to the wheel body. The main drive system includes a first bidirectional overrunning clutch, and the stiffness adjustment system includes a second bidirectional overrunning clutch, wherein the first bidirectional overrunning clutch is connected to the second bidirectional overrunning clutch. During the rotation of the wheel body, when there is a difference between the rotational speed of the wheel pivot structure and the rotational speed of the wheel body, the second bidirectional overrunning clutch is engaged, driving the wheel pivot structure to rotate relative to the wheel body; when the rotational speeds of the wheel pivot structure and the wheel body are equal, the second bidirectional overrunning clutch is overrunning, and the wheel pivot structure and the wheel body rotate synchronously. When the wheel pivot structure rotates at a differential speed relative to the wheel body, it will drive the wheel pivot unit to slide, thereby changing its relative position with the pressure-bearing area, causing the wheel pivot unit to partially or completely contact the pressure-bearing area, or to be misaligned with the pressure-bearing area.

2. The dual overrunning clutch decoupled adaptive stiffness pneumatic tire according to claim 1, characterized in that: Two adjacent wheel pivot units are connected by an elastic element; several wheel pivot units are connected in series with the elastic element to form a ring-shaped flexible linkage structure. When one of the wheel pivot units slides along the extension direction of the circumferential channel, the elastic deformation and force transmission of the elastic element drive the adjacent wheel pivot units to generate coordinated displacement, causing the entire annular flexible linkage structure to undergo circumferential displacement.

3. The dual overrunning clutch decoupled adaptive stiffness pneumatic tire according to claim 2, characterized in that: The wheel body is provided with two circumferential channels, which are arranged in a radially stacked manner and separated by a partition wall. The wheel-pivot structure includes two sets of wheel-pivot unit groups, which are arranged one-to-one with the two circumferential channels; each set of wheel-pivot unit groups includes several wheel-pivot units, which are arranged circumferentially at equal intervals in the corresponding circumferential channel.

4. The dual overrunning clutch decoupled adaptive stiffness pneumatic tire according to claim 1, characterized in that: The first bidirectional overrunning clutch includes a hub adjusting gear, and the second bidirectional overrunning clutch includes an adjusting drive gear; the adjusting drive gear is driven to rotate by the stiffness adjusting system. The pivot adjustment gear meshes with the adjustment drive gear, and the pivot adjustment gear is driven to rotate by the main drive system and / or the adjustment drive gear.

5. A dual overrunning clutch decoupled adaptive stiffness pneumatic tire according to claim 4, characterized in that: The wheel pivot adjusting gear is provided with a toggle lever, which is connected to the wheel pivot unit. When the second bidirectional overrunning clutch is engaged, the adjusting drive gear drives the wheel pivot adjusting gear to rotate differentially, which in turn drives the toggle lever to move the wheel pivot unit, causing the wheel pivot unit to slide along the extension direction of the circumferential channel.

6. The dual overrunning clutch decoupled adaptive stiffness pneumatic tire according to claim 5, characterized in that: An arc-shaped groove is provided on one side wall of the wheel body in the width direction, corresponding to the location of the circumferential channel, and the arc-shaped groove connects the circumferential channel with the outside. The actuating rod passes through the arc-shaped groove and connects to the wheel pivot unit located in the circumferential channel; when the actuating rod is actuated, the actuating rod slides along the length direction of the arc-shaped groove.

7. The dual overrunning clutch decoupled adaptive stiffness pneumatic tire according to claim 1, characterized in that: The outer contour of the hub unit is adapted to the inner wall contour of the pressure-bearing area within the circumferential channel.

8. A dual overrunning clutch decoupled adaptive stiffness pneumatic tire according to claim 7, characterized in that: The two side walls of the pressure-bearing area in the circumferential channel have an inwardly concave arc-shaped structure in the width direction; the two sides of the wheel hub unit in the width direction are provided with inwardly concave arc-shaped structures; the wheel hub unit is nested in the circumferential channel through the inwardly concave arc-shaped structures.

9. A dual overrunning clutch decoupled adaptive stiffness pneumatic tire according to claim 1, characterized in that: The circumferential channel is provided with a sliding track at its bottom along the radial inward direction, and the sliding track forms a ring track along the extension direction of the circumferential channel; The hub unit has a sliding block at its bottom radially inward. The sliding block slides onto the sliding track and can slide along the sliding track.

10. A dual overrunning clutch decoupled adaptive stiffness pneumatic tire according to claim 1, characterized in that: The two side walls in the circumferential channel width direction have perforated structures in the non-pressure-bearing area; the perforated structures form the non-pressure-bearing area.

Images