CN111284272A - Damping mute wheel and movable equipment - Google Patents

Abstract

The invention provides a damping mute wheel and a movable device, wherein the damping mute wheel comprises: a hub, the hub being annular; the wheel rim is fixedly connected to the radial outer side of the hub, the wheel rim comprises an outer layer, a plurality of scroll strips and a transition layer, the scroll strips are located on the radial inner side of the outer layer, the transition layer is located on the radial inner side of the scroll strips, the transition layer is connected with the hub, the scroll strips are uniformly arranged at intervals along the circumferential direction of the damping silent wheel, the rims are hollowed out due to the intervals among the scroll strips, the scroll strips are integrally bent to form a C-shaped structure, and the cross section area of the radial two end parts of the damping silent wheel of the scroll strips is larger than that of the middle part of the scroll strips. By adopting the technical scheme, the vibration and the noise of the tire can be reduced, and the movable equipment can be kept quiet when moving.

Description

Shock-absorbing mute wheels and movable equipment

technical field

The invention belongs to the field of tires, and in particular relates to a shock-absorbing mute wheel and a movable device.

Background technique

The movement of movable equipment such as luggage over rough or uneven surfaces generates vibration and noise. In order to avoid these vibrations and noises, in the prior art, solid rubber tires, foam tires, pneumatic tires, etc. are often used as tires to carry movable equipment, which achieves a certain effect of vibration reduction and noise reduction. But moving on uneven roads, there is still a strong noise. In order to further reduce vibration and noise, the prior art also adopts the following technical solutions:

(1) A damping spring is arranged between the tire and the movable equipment, and the spring has a certain damping effect. Although the use of spring damping can slow down vibration and reduce noise to a certain extent, the damping of springs is directional and can only reduce vibration and impact in a single direction. In addition, the mechanical structure of the spring adds weight and generates noise when it moves.

(2) Using a flexible tread, the flexible tread has a certain vibration isolation effect, thereby reducing noise. However, due to the limited deformation of the flexible tread, there is still large vibration and noise on the road surface with obvious unevenness.

SUMMARY OF THE INVENTION

The present invention aims to provide a shock-absorbing mute wheel and a movable device. When the shock-absorbing mute wheel is installed on the movable device, the vibration and noise during movement can be reduced.

The present invention proposes a shock-absorbing mute wheel, and the shock-absorbing mute wheel includes:

a hub, the hub being annular; and

A wheel rim, the rim is fixedly connected to the radially outer side of the hub, the rim includes an outer layer, a banner and a transition layer, the banner is located on the radial inner side of the outer layer, and the transition layer is located in the outer layer. On the radially inner side of the banners, the transition layer is connected to the wheel hub, and a plurality of the banners are evenly spaced along the circumferential direction of the shock-absorbing mute wheel, and the interval between the banners makes the wheel rim A hollow is formed, the banner is curved as a whole to form a C-shaped structure, and the cross-sectional area of both ends of the banner in the radial direction of the shock-absorbing mute wheel is larger than the cross-sectional area of the middle portion of the banner.

Preferably, the circumferential dimension of the radially two end portions of the shock-absorbing mute wheel of the banner is larger than the circumferential dimension of the middle portion of the banner.

Preferably, the rim is made of an elastic material with a stress of less than or equal to 100 Mpa at 10% elongation.

Preferably, when the shock-absorbing and silent wheel bears a rated static load, the ratio of the displacement of the axis of the shock-absorbing and silent wheel to the radius of the shock-absorbing and silent wheel is 0.03 to 0.20.

Preferably, when the shock-absorbing and silent wheel is viewed along the axial direction of the shock-absorbing and silent wheel, the side where the banner is bent to form a concave is called the inner side of the banner, and the side where the banner is bent to form a convex is called the inner side of the banner. The side is called the outer side of the banner, and the inner side of the banner is connected by a plurality of tangential arcs.

Preferably, the cross-sectional area of the end of the banner close to the axis of the vibration-absorbing and silent wheel is smaller than the cross-sectional area of the end of the banner that is far away from the axis of the vibration-absorbing and silent wheel.

Preferably, when the shock-absorbing and silent wheel is viewed along the axial direction of the shock-absorbing and silent wheel, the side where the banner is bent to form a concave is called the inner side of the banner, and the side where the banner is bent to form a convex is called the inner side of the banner. The side is referred to as the outer side of the banner. On the inner side and/or on the outer side, the line connecting the two ends of the banner in the radial direction of the shock-absorbing and silent wheel does not pass through the outer side of the shock-absorbing and silent wheel. axis.

Preferably, the number of said banners is greater than or equal to 12.

Preferably, the shock-absorbing mute wheel further includes a tread, the tread is connected to the radially outer side of the outer layer, and the elastic modulus of the material of the tread is smaller than the elastic modulus of the material of the rim .

The present invention also provides a movable device, the movable device includes the shock-absorbing mute wheel according to any one of the above technical solutions, and the rated static load of a single shock-absorbing mute wheel is less than 200kg.

By adopting the above technical solution, the vibration and noise of the tire can be reduced, so that the movable device can be kept quiet when moving.

Description of drawings

FIG. 1 shows a schematic view of the structure of the damping and silent wheel according to the first embodiment of the present invention.

FIG. 2 shows an exploded view of the shock-absorbing mute wheel according to the first embodiment of the present invention.

FIG. 3 shows a schematic view of the damping and silent wheel according to the first embodiment of the present invention viewed along its axial direction.

FIG. 4 shows a partial enlarged view of FIG. 3 .

FIG. 5 shows a schematic view of the damping and silent wheel according to the first embodiment of the present invention viewed along its radial direction.

Figures 6 to 8 show the noise data for test one.

Fig. 9 shows an exploded view of the damping and silent wheel according to the second embodiment of the present invention.

Figures 10-12 show the noise data for test two.

FIG. 13 shows a partial cross-sectional view of the outer layer of the shock absorbing silent wheel according to the third embodiment of the present invention.

Figures 14-16 show the noise data for Test Four.

FIG. 17 shows a schematic diagram of the structure of the damping and silent wheel according to the fourth embodiment of the present invention.

FIG. 18 shows an exploded view of the shock-absorbing mute wheel according to the fourth embodiment of the present invention.

Figures 19-21 show the noise data for test five.

Description of reference numerals

1 rim 11 outer layer 12 banner 13 transition layer 14 reinforcement 15 baffle 16 recess

2 hubs

3 treads

I Inside O Outside S Axis

R Radial A Axial C Circumferential.

Detailed ways

In order to more clearly illustrate the above-mentioned objects, features and advantages of the present invention, specific embodiments of the present invention are described in detail in this section in conjunction with the accompanying drawings. In addition to the various embodiments described in this section, the present invention can also be implemented in other different ways. Those skilled in the art can make corresponding improvements, modifications and substitutions without departing from the spirit of the present invention. Therefore, the present invention Not to be limited by the specific embodiments disclosed in this section. The protection scope of the present invention shall be subject to the claims.

In the following description, unless otherwise specified, the radial direction R refers to the radial direction of the damping and mute wheel, the axial direction A refers to the axial direction of the damping mute wheel, and the circumferential direction C refers to the circumferential direction of the damping and mute wheel.

first embodiment

As shown in FIGS. 1 to 8 , the present invention proposes a shock-absorbing and silent wheel (hereinafter sometimes referred to as a tire), the tire includes a rim 1 and a hub 2, the rim 1 and the hub 2 are annular, and the rim 1 and the hub 2 are annular. To be fixed together, the rim 1 is located on the radially outer side of the hub 2. For example, the rim 1 and the hub 2 can be connected together by means of snap connection, bonding, two-color injection molding or secondary injection molding.

The present invention also provides a movable device. The bottom of the movable device is provided with one or more shock-absorbing mute wheels, and the shock-absorbing mute wheels are installed on the movable device by the way that the hub 2 is installed on the shaft. The shock-absorbing mute wheel can make the movable equipment move on the ground with less vibration and noise. The weight of the movable device is relatively light, for example, the movable device can be a suitcase, a movable table, a movable cabinet, etc., and the rated load-bearing capacity of a single shock-absorbing mute wheel does not exceed 200kg.

The rim 1 includes an outer layer 11, a banner 12 and a transition layer 13. The outer layer 11 is located at the outermost layer of the rim 1 and can be used for contact with the ground. On the radially inner side, the transition layer 13 is located on the radially inner side of the banner 12 , and the wheel rim 1 is connected to the wheel hub 2 through the transition layer 13 .

As shown in FIG. 5 , the outer peripheral surface of the outer layer 11 is arc-shaped, the axial middle part of the outer peripheral surface of the outer layer 11 protrudes radially outward compared to the axial two sides, and the outer layer 11 has a smaller contact surface with the ground. , can reduce the friction with the ground. And the curved surfaces help with steering.

As shown in FIG. 3 , a plurality of banners 12 are evenly spaced along the circumferential direction C, and the interval between the banners 12 makes the rim 1 hollow. The banner 12 is made of elastic material, such as cast polyurethane, thermoplastic elastomer or vulcanized rubber, which can deform to a certain extent when the banner 12 is under pressure. Observing the vibration-damping mute wheel along the axis A, the banner 12 is curved as a whole in a C-shaped structure. The curved shape makes the banner 12 more elastic, and the banner 12 is more easily deformed when the vibration-absorbing mute wheel bears the pressure.

The hub 2 is fixed to the shaft structure of the mobile device or tool. The wheel hub 2 is made of metal (including alloy) or plastic material. If the elastic modulus of the wheel hub 2 is too low, the elastic deformation of the wheel hub 2 will be obvious and the service life will be affected. The hub 2 can be formed by an injection molding process, a casting process or a 3D printing technology.

The outer layer 11 and the transition layer 13 are made of elastic materials, such as cast polyurethane, thermoplastic elastomer or vulcanized rubber.

The outer layer 11 , the banner 12 and the transition layer 13 can be integrally formed using the same material, for example, the rim 1 can be formed by an injection molding, casting or molding process. The wheel hub 2 can be connected to the wheel rim 1 by means of bonding, overmolding, two-color injection molding or snap-fitting.

As shown in FIG. 3 , when the vibration damping mute wheel is viewed along the axial direction A, the side where the banner 12 is bent to form a depression is called the inner side I of the banner 12 , and the side where the banner 12 is bent and formed is called the outer side of the banner 12 O. Both ends of the strip 12 along the tire radial direction R are respectively connected to the outer layer 11 and the transition layer 13 . Specifically, the circumferential dimension of both end portions in the radial direction R of the banner 12 is larger than the circumferential dimension of the middle portion of the banner 12 .

In this embodiment, the axial dimension of each part of the banner 12 along the radial direction R is the same, and the axial dimension of the banner 12 is the same as that of the outer layer 11 and the transition layer 13 . Of course, in other possible embodiments, the axial dimensions of each part of the banner 12 along the radial direction R may also be different, and the axial dimensions of the banner 12 may also be different from those of the outer layer 11 and the transition layer 13 . For example, the axial dimension of the strip 12 is smaller than the axial dimension of the outer layer 11 and/or the axial dimension of the transition layer 13 .

It can be understood that the two end portions of the banner 12 along the radial direction R are prone to stress concentration. If the cross-sectional area of the strip 12 is the same everywhere in the radial direction R, the stress of the inner part of the two ends of the strip 12 in the radial direction R is significantly greater than that of the outer part of the strip 12 . Thickening the size of the banner 12 in the part where stress concentration is likely to occur can improve the service life of the shock-absorbing mute wheel.

As shown in FIG. 4 , the outer surface of the banner 12 is formed by one or more arcs. The inner surface of the banner 12 is formed by connecting multiple tangential arcs, and seven points a, b, c, d, e, f, and g are sequentially arranged from the radially outer side to the radially inner side. a is located at the junction of the strip 12 and the outer layer 11, g is located at the junction of the strip 12 and the transition layer 13, the other points are located between a and g, and d is located in the middle of a and g.

Observe the damping and mute wheel along the axis A, the arc between two points ab is called arc ab, the arc between two points bc is called arc bc, the arc between two points cd is called arc cd, de The arc between two points is called arc de, the arc between two points ef is called arc ef, and the arc between two points fg is called arc fg. The arc ab and the arc fg are respectively a segment of circular arcs convex toward the inner side I of the banner 12, and the arc bc, the arc cd, the arc de and the arc ef are respectively a segment of circular arcs that are convex toward the outer side C of the banner 12.

The inner side surface of the banner 12 is formed by the above-mentioned multiple tangent arcs, and the cross-sectional area corresponding to each position of the banner 12 and the dimension along the circumferential direction C are different. The cross-sectional area of the end of the banner 12 close to the axis S of the tire is smaller than the cross-sectional area of the end of the banner 12 away from the axis S of the tire, and the circumferential dimension of the end of the banner 12 close to the axis S of the tire is smaller than that of the end of the banner 12 away from the axis S of the tire. The circumferential dimension of one end of the axis S of the tire.

Specifically, take the axis S of the tire as the center of the circle, and take the lengths from a, b, c, d, e, f, g to the axis S as the radius, respectively, a, b, c, d, e, f, g The arc length at the position of the corresponding point is the dimension in the circumferential direction C corresponding to each position of the banner 12, and the circumferential dimension of each position has the following relationship: a>g>b, f, d>c, e. By forming such a strip 12, the section with heavier stress concentration has a larger cross-sectional area, which can improve the service life of the tire, and the section with lighter stress concentration has a smaller cross-sectional area, making the tire lighter.

Further, viewed along the axial direction A, the connecting line between the two end points of the circular arc on the inner side I and/or the connecting line between the two end points of the curve on the outer side O (may be referred to as "the two end points along the radial direction R of the banner 12") The connecting line ") at the end does not pass through the axis S of the tire, and relative to the axis S, the connecting line is biased to the side where the inner side I of the banner 12 is located, as shown in Figure 4, for example, the connecting line of a and g is biased. On the side where the inner side I of the banner 12 is located.

It can be understood that the curved arc of the banner 12 can be smaller as a whole. In this case, when the tire is under load, the line connecting the two ends of the banner 12 along the radial direction R does not pass through the axis S of the tire, so that the banner can be The deformation of 12 can be controlled and determined. Otherwise, the banner 12 may sometimes bend toward the inner side I of the banner 12, and sometimes bend toward the outer side O of the banner 12, affecting the displacement of the axis S of the tire when the tire is loaded.

When the tire is subjected to a rated static load, the tire will deform to change the position of the axis S of the tire, and the ratio of the displacement of the axis S of the tire to the radius of the tire can be 0.03 to 0.20. The ratio of the displacement of the axis S to the radius of the tire can be changed by the structure, quantity and material selection of the banners 12. The rated static load is the design load of the shock-absorbing and silent wheel, and the rated static load is usually less than 200 kg. .

The rim 1 can be made of an elastic material with a stress (modulus of elasticity) less than or equal to 100Mpa at 10% elongation. If the elastic modulus of the rim 1 is too high, the fatigue life will decrease, affecting the service life of the tire.

Preferably, the number of the banners 12 is 12 to 40. If the number of the banners 12 is less than 12, the uniformity of the banners 12 for supporting the load is obviously reduced, and periodic vibration may occur. It affects the quietness and comfort, and the stress concentration of the banner is also more obvious, which affects the service life of the shock-absorbing mute wheel. If the number of the banners 12 is more than 40, although the service life of the vibration damping mute wheel can be improved, the circumferential dimension of a single banner 12 may be too small, making the banner 12 difficult to manufacture, and increasing the cost of the mold.

test one

The influence of the banner 12 on the shock absorption and mute effect is verified through Test 1.

Make tires A, B, and C with banner numbers of 0, 10, and 24, respectively. The number of banners is 0, which means the rim is a solid ring, and there is no hollow part between the banners and the banners. Assemble tire A, tire B, and tire C to the same suitcase, tow them on different roads, and test the vibration and noise generated by the handle of the suitcase.

Table 1

It can be seen from Table 1 that the tire with the strip 12 has obvious vibration and noise reduction effect. However, if the number of banners is too small, there will be periodic vibration when the luggage is towed, which is not conducive to use.

Table 1 shows the subjective feelings of the testers. Figures 6 to 8 show the specific noise data of the above test. Figure 6 is the data tested on a smooth and smooth road, Figure 7 is the data tested on an asphalt road, and Figure 8 is a test on a brick Block ground test data.

It is understandable that the human ear has different degrees of sensitivity to sound at different frequencies. The human ear is most sensitive to sounds with frequencies ranging from 1000 Hz to 3000 Hz, so the test focuses on comparing the decibels of noise in this range. The decibel is a unit of measurement that measures the ratio of two identical units. It represents a logarithmic relationship. Therefore, even if the decibel number differs only by a few decibels, the difference in the power intensity of the sound is very large, and the difference in the sense of hearing of the human ear is also very obvious. .

In FIGS. 6 to 8 , the horizontal axis represents the frequency (in Hz), and the vertical axis represents the magnitude of the noise at the corresponding frequency, in dBSPL (ie, the sound pressure in decibels as a measurement). It can be seen from Fig. 6 to Fig. 8 that the noise of tire C is obviously smaller than that of tire B, and the noise of tire B is smaller than that of tire A.

Second Embodiment

The overall structure of the vibration-damping and silent wheel of the second embodiment is similar to that of the first embodiment, and the same reference numerals are used for the same or similar structures in the second embodiment as those of the first embodiment, and no Detailed Description.

As shown in FIG. 9 , the shock-absorbing mute wheel includes a rim 1 , a hub 2 and a tread 3 , and the tread 3 is connected to the radially outer side of the outer layer 11 . The outermost layer of the tread 3 as the shock-absorbing mute wheel is the part of the shock-absorbing mute wheel that contacts the ground. The tread 3 may be formed by an injection molding, casting or molding process. The tread 3 is made of an elastic material, which may be cast polyurethane, thermoplastic elastomer or vulcanized rubber. The tread 3 can be an elastic material whose stress (elastic modulus) at 10% elongation is less than or equal to 60 Mpa, for example, a material whose elastic modulus is 4.7 Mpa measured by the ISO 37 standard. The greater the stress, the greater the elastic modulus of the tread 3, the harder the tread 3, and the smaller the stress, the smaller the elastic modulus of the tread 3, and the softer the tread 3.

It can be understood that if the elastic modulus of the material of the tread 3 is too high, the vibration and noise reduction performance of the tread 3 is not good. The elastic modulus of the material of the tread 3 is smaller than the elastic modulus of the material of the wheel rim 1, so that the tire can have better vibration and noise reduction performance.

The outer peripheral surface of the tread 3 is arc-shaped. The middle part of the outer peripheral surface of the tread 3 in the axial direction A protrudes radially outward compared to the two sides in the axial direction A of the tread 3, and the tread 3 is connected to the ground. The contact surface is reduced, reducing the friction between the tread 3 and the ground. And the curved tread helps with steering.

Test two

Through the second test, the influence of the elastic modulus of the tread 3 on the shock absorption and mute effect was verified.

Use polyurethane castables A and B to make tread A and tread B respectively, wherein the elastic modulus of tread A made of castable A is 0.6Mpa, and the elastic modulus of tread B made of castable B is 0.6Mpa. is 4.7Mpa.

Specifically, the castable A was preheated and degassed at 80 degrees for 2 hours, mixed with the curing agent for 1 min (minutes), then poured into the mold, placed in an oven at 110 °C for 30 min after curing, and then demolded. The rim 1 was obtained by aging in an oven at 110° C. for 16 hours (hours). Tread A and tread B are obtained through the above process using castable A and castable B, respectively. Connect the rim 1 to the hub 2, and connect the tread A and the tread B to the rim 1 to obtain a tire A and a tire B, respectively. Both tires have the same dimensions, specifically 13mm in axial dimension and 52mm in diameter. Install tire A and tire B on the same luggage, each with a load of 4kg, tow on different road surfaces, and test the vibration of the handle and the noise generated.

Table 2

It can be seen from Table 2 that the elastic modulus of the tread 3 has little influence on the vibration damping effect. However, the elastic modulus of the tread has an influence on the noise, especially on smooth and smooth roads and asphalt roads, the tire A with a smaller elastic modulus of the tread emits less noise. Tire A with a smaller elastic modulus of the tread on the brick ground emits less noise, but the overall noise difference is not very significant. Table 2 shows the subjective feelings of the testers. Figures 10 to 12 show the specific noise data of test 2. Figure 10 is the data tested on a smooth and smooth road, Figure 11 is the data tested on the asphalt road, and Figure 12 is the test data on the asphalt road. Data from the brick ground test. The data in the figure are consistent with the results in Table 2 above.

Test three

The influence of the structure of the banner 12 on the service life of the shock-absorbing mute wheel is verified through the third test.

The following tires A, B, C, and D are used for comparison and testing, and the number of their banners is 18. The dimensions of the four tires are the same, specifically 40mm in axial dimension, 153mm in diameter and 5mm in tread thickness.

The cross-sectional area of the banner of the tire A is the same everywhere along the radial direction R; the elastic modulus of the rim is 4.6 MPa, and the elastic modulus of the tread is 0.6 MPa.

The cross-sectional area of both end portions of the banner of the tire B along the radial direction R is larger than the cross-sectional area of the middle portion of the banner 12 , that is, the specific banner structure described in the first embodiment is the same. The elastic modulus of the rim was 4.6 MPa, and the elastic modulus of the tread was 0.6 MPa.

The structure of tire C is similar to tire B, but the cross-sectional area of each part of the banner of tire C is smaller than that of tire B. The elastic modulus of the rim was 4.6 MPa, and the elastic modulus of the tread was 0.6 MPa.

The tire D has the same structure as the tire C, but the elastic modulus of the rim is 8.1 MPa, and the elastic modulus of the tread is 0.6 MPa.

Install the tires A, B, C, and D on the same table, and load the load on the table, so that the load per wheel reaches 30kg. By pushing the table, compare the vibration and noise of the table.

Then, build a conveyor belt under the table, set up obstacles on the conveyor belt, the height of the obstacles is 10cm, the length is 10cm, the conveyor belt runs at a speed of 1m/s, so that the tires can hit the obstacles four times per second, and record the damage of the tires respectively. time.

table 3

As can be seen from Table 3, comparing tire A and tire B, their banner structures are different. By designing the banner structure, the stress concentration of the banner can be reduced and the service life of the tire can be prolonged. Comparing tire B and tire D, tire D has a higher rim elastic modulus and a longer service life. In order to ensure that tire B and tire D have the same amount of compression under static load, tire D also reduces the width of the banner along the circumferential direction. size. Comparing Tire C and Tire D, which have the same structure, the elastic modulus of tire D's rim-forming material is greater than that of tire C's rim-forming material, resulting in the amount of compression of rim D under static load Less than the amount of compression of the rim C under static load, the service life of the tire D is longer.

Third Embodiment

The overall structure of the damping and silent wheel of the third embodiment is similar to that of the first embodiment, and the same or similar structures as the first embodiment in the third embodiment use the same reference numerals, and do not carry out Detailed Description.

As shown in FIG. 13 , the outer layer 11 is provided with a reinforcing member 14 , the reinforcing member 14 is annular, and the radial dimension of the reinforcing member 14 may be 0.5 mm to 5 mm. The reinforcing member 14 can be made of stainless steel, and by pulling the banner 12, the stress of the banner 12 can be reduced, thereby improving the service life of the tire.

The material for forming the reinforcement member 14 is a material with an elastic modulus of 500 Mpa or more, preferably a material with an elastic modulus of 2000 Mpa or more, such as metal (including alloys) or plastic. If the reinforcement 14 is made of metal, GB/T 22315 can be used to measure its elastic modulus, and if the reinforcement 14 is made of plastic, ISO 527-1 can be used to measure its elastic modulus. The wheel rim 1 is made of an elastic material with an elastic modulus less than or equal to 100 Mpa, and the reinforcement 14 can enhance the strength of the wheel rim 1 .

As shown in FIG. 13 , the cross-section of the reinforcement member 14 may be a solid rectangle, but the invention is not limited thereto, and the cross-section of the reinforcement member may also be in other shapes such as “I” shape and “U” shape. In a possible embodiment, the reinforcement 14 can also be made of metal mesh.

It can be understood that if the elastic modulus of the reinforcing member 14 is too low, the service life of the tire will be affected. The plastic reinforcing member 14 can be connected to the outer layer 11 by a two-color injection molding process or a secondary injection molding process, so that the production efficiency is high. For the reinforcement member 14 made of metal material, an adhesive needs to be coated on the surface of the reinforcement member 14 to connect with the outer layer 11 , which will lead to lower production efficiency. Therefore, the reinforcement member 14 is preferably made of plastic material.

The reinforcing element 14 can be embedded inside the outer layer 11 , for example, the reinforcing element 14 is pre-placed in a mold before casting to form the rim 11 or formed by two-shot injection molding or two-shot injection molding.

In other possible implementations, the reinforcement 14 may also be disposed on the surface of the outer layer 11 .

test four

The effect of the reinforcement 14 on the service life of the shock-absorbing mute wheel is verified through Test 4.

Tire A was formed by casting a castable with an elastic modulus of 0.6 MPa in a mold.

The tire B is formed by pouring a castable with an elastic modulus of 0.6 MPa into a mold. A reinforcing member 14 with a radial dimension of 1 mm is reserved in the mold, so that the reinforcing member 14 is embedded inside the outer layer 11 .

The tire C is formed by pouring a castable with an elastic modulus of 0.6 MPa into a mold, and a reinforcing member 14 with a radial dimension of 3 mm is reserved in the mold, so that the reinforcing member 14 is embedded inside the outer layer 11 .

All three tires have the same dimensions, specifically 13mm in axial dimension and 52mm in diameter. The tires A, B, and C were assembled in the same luggage, with a single wheel load of 4kg. Vibration reduction and noise tests were conducted on different road surfaces for towing.

Then, build a conveyor belt under the suitcase, set obstacles on the conveyor belt, the height of the obstacles is 3cm, the length is 3cm, the conveyor belt runs at a speed of 1m/s, so that the tires can hit the obstacles four times per second, and the tire damage is recorded separately. time.

Figure 14 to Figure 16 show the specific noise data of the above test, Figure 14 is the data of the test on the smooth and smooth road, Figure 15 is the data of the test on the asphalt road, and Figure 16 is the data of the test on the brick ground. The data in the figure are consistent with the results in Table 4 above.

Table 4

It can be seen from Table 4 that whether or not the reinforcement member 14 is provided and the radial size of the reinforcement member 14 has no obvious effect on vibration reduction and noise reduction, but has a certain impact on the service life of the tire. Tire A without reinforcement has the shortest service life, tires B and C with reinforcement 14 have a longer service life, and tire C with a larger radial dimension of the reinforcement has the longest service life.

Fourth Embodiment

The overall structure of the shock-absorbing mute wheel of the fourth embodiment is similar to that of the first embodiment. Detailed Description.

As shown in FIGS. 17 and 18 , the tire includes a rim 1 and a hub 2 . The rim 1 is connected to the radially outer side of the hub 2 , and the rim 1 and the hub 2 are connected together. The rim 1 includes an outer layer 11, a banner 12 and a transition layer 13. The outer layer 11 is used to contact the ground, the banner 12 is located radially inward of the outer layer 11, the transition layer 13 is located radially inward of the banner 12, and the rim 1 passes through. The transition layer 13 is connected to the hub 2 . A plurality of banners 12 are evenly spaced along the circumferential direction C, and the intervals between the banners 12 make the rim 1 hollow.

The rim 1 and/or the hub 2 is connected with a baffle 15 , and the baffle 15 covers the hollow formed by the interval between the banners 12 .

The baffles 15 may be located at one or both ends of the rim 1 in the axial direction. In this embodiment, the baffles 15 are located at both axial ends of the rim 1 . The axial dimension of the web 12 is smaller than that of the transition layer 13 and/or the hub 2 and the axial dimension of the outer layer 11 , so that one or both ends of the tire form a recess 16 capable of accommodating the baffle 15 .

In a possible embodiment, the tire further comprises a tread connected to the radially outer side of the outer layer 11 . The tread is made of elastic material. The elastic modulus of the tread material is smaller than the elastic modulus of the material of the rim 1. Compared with the tire without the tread, the tire with the tread can have better vibration damping. noise performance. The recesses 16 may be formed by the axial dimensions of the webs 12 being smaller than the axial dimensions of the transition layer 13 and/or the hub 2 and the axial dimensions of the tread.

The baffle 15 can be made of an elastomer material such as cast polyurethane, thermoplastic elastomer or vulcanized rubber, that is, the baffle 15 can be an elastic baffle, and the baffle 15 can also be made of a hard material such as metal or plastic. The baffle 15 and the wheel rim 1 can be formed in one piece, or the baffle 15 can be formed separately, and the baffle 15 and the wheel rim 1 and/or the hub 2 can be connected together by, for example, clipping, bonding, or the like. For example, the baffle is provided with a snap, and the hub 2 is provided with a snap slot for accommodating the snap.

In the embodiment in which the baffle 15 is formed separately, the baffle 15 is annular, the outer diameter of the baffle 15 is smaller than the inner diameter of the recess 16, and their difference is greater than twice the amount of deformation of the tire under the rated static load, avoiding Noise and vibration caused by contact, collision, friction, etc. of the tire deformation tailgate 15 and the recessed portion 16 are eliminated.

It can be understood that, at least in some environments, such as a windy environment, when the tire rotates, the air flow through these hollowed-out parts will generate noise, and the baffle 15 can cover these hollowed-out parts to reduce the noise.

test five

The influence of the baffle 15 on the shock absorption and mute effect is verified through the test five.

Tire A, a material with a modulus of elasticity of 4.6 MPa forms the rim 1, the axial dimension of the rim is 12 mm, and the diameter is 47 mm. A material with a modulus of elasticity of 0.6 MPa forms the tread 3, which has an axial dimension of 13 mm and a diameter of 52 mm.

For the tire B, the baffle plate 15 is formed of a material having an elastic modulus of 0.6 MPa, and the baffle plate 15 is attached to one end of the tire A in the axial direction.

Tire C is made of a material having an elastic modulus of 0.6 MPa to form baffles 15, and the baffles 15 are attached to both ends of the tire A in the axial direction.

Three kinds of tires are of the same size. Tire A, tire B, and tire C are respectively assembled in the same suitcase, with a single wheel load of 4kg, towing on different roads, and testing the vibration of the suitcase handle and the noise generated.

Figure 19 to Figure 21 show the specific noise data of the above test, Figure 19 is the data of the test on the smooth and level road, Figure 20 is the data of the test on the asphalt road, and Figure 21 is the data of the test on the brick ground.

In FIGS. 19 to 21 , the horizontal axis represents frequency (in Hz), and the vertical axis represents the magnitude of noise in dBSPL (ie, sound pressure in decibels as a measurement). It can be seen from the data in Fig. 19 to Fig. 21 that the noise of tire C is significantly smaller than that of tire A and tire B. In particular, tire C has less noise in the frequency band (1000 Hz to 3000 Hz) where the human ear is sensitive to sound. . The noise difference between tire A and tire B is not obvious, so preferably, the baffles 15 are located at both axial ends of the rim 1 .

Claims (10)

1. A damped silent wheel, comprising:

a hub (2), the hub (2) being annular; and

the wheel rim (1), the wheel rim (1) is fixedly connected to the radial outer side of the wheel hub (2), the wheel rim (1) comprises an outer layer (11), a plurality of spokes (12) and a transition layer (13), the spokes (12) are located on the radial inner side of the outer layer (11), the transition layer (13) is located on the radial inner side of the spokes (12), the transition layer (13) is connected with the wheel hub (2), the spokes (12) are uniformly arranged at intervals along the circumferential direction (C) of the damping mute wheel, the intervals among the spokes (12) enable the wheel rim (1) to be hollowed out, the spokes (12) are integrally bent to be of a C-shaped structure, and the cross-sectional area of two end parts of the spokes (12) in the radial direction (R) of the damping mute wheel is larger than that of the middle part of the spokes (12).

2. A damped mute wheel according to claim 1 wherein the circumferential dimensions of the two end portions of the web (12) in the radial direction (R) of the wheel are greater than the circumferential dimensions of the middle portion of the web (12).

3. A shock-absorbing silent wheel according to claim 1, characterized in that said rim (1) is made of an elastic material having a stress at 10% elongation less than or equal to 100 Mpa.

4. The damped silent wheel according to claim 1, wherein the ratio of the displacement of the axial center (S) of the damped silent wheel to the radius of the damped silent wheel is 0.03 to 0.20 when the damped silent wheel is subjected to a rated static load.

5. The damped silent wheel according to claim 1, wherein the side of said banner (12) that is curved to form a valley is referred to as the inside (I) of said banner (12), the side of said banner (12) that is curved to form a peak is referred to as the outside (O) of said banner (12), and the inside of said banner (12) is formed by connecting a plurality of tangent arcs, when said damped silent wheel is viewed in the axial direction (a) of said damped silent wheel.

6. A damped mute wheel according to claim 1 wherein the cross sectional area of the end of the web (12) near the axle centre (S) of the damped mute wheel is smaller than the cross sectional area of the end of the web (12) remote from the axle centre (S) of the damped mute wheel.

7. The damped silent wheel according to claim 1, wherein a side of said banner (12) bent to form a depression is referred to as an inner side (I) of said banner (12), a side of said banner (12) bent to form a projection is referred to as an outer side (O) of said banner (12), and a line connecting both ends of said banner (12) in a radial direction (R) of said damped silent wheel does not pass through a shaft center (S) of said damped silent wheel at said inner side (I) and/or at said outer side (O).

8. A damped mute wheel according to claim 1 wherein the number of banners (12) is greater than or equal to 12.

9. A damped silent wheel according to claim 1, characterized in that it further comprises a tread (3), said tread (3) being connected radially on the outside of said outer layer (11), the modulus of elasticity of the material of said tread (3) being lower than the modulus of elasticity of the material of said rim (1).

10. A mobile apparatus, characterized in that it comprises a damped mute wheel according to any one of claims 1 to 9, the rated static load of a single damped mute wheel being less than 200 kg.

Images