Run-flat tire assembly

Abstract

The invention discloses a run-flat tire assembly which comprises a tire, a rim and at least two supporting pieces, all the supporting pieces are circumferentially spliced into an inner supporting body, every two adjacent supporting pieces are spliced through a mounting structure, and after mounting, a certain gap is formed between the inner ring annular surface of the inner supporting body and the mounting surface; the installation structure comprises a convex connector and a concave connector which are arranged at the two ends of the supporting piece, a fixing bolt used for fixing the adjacent supporting piece is arranged between the convex connector and the concave connector, and an anti-loosening structure used for preventing the fixing bolt from loosening is arranged on the convex connector and the concave connector. Due to the design of the gap between the inner supporting body and the rim, the assembling difficulty of the tire assembly can be effectively reduced, and the assembling efficiency is improved; and an anti-loosening structure is arranged between every two adjacent inner supporting bodies, so that the phenomena of loosening, collapse and the like of the inner supporting bodies caused by bolt loosening of the inner supporting bodies under long-term and high-frequency vibration can be effectively prevented, and the safety guarantee capability is extremely high.

Description

Technical Field

[0001] The invention belongs to the technical field of safety tires, and in particular relates to a run-flat tire assembly. Background Art

[0002] In order to ensure the safety of the tire after deflation, a support assembly for supporting the tire will be arranged between the tire and the rim. At present, there are many structures of the support assembly, including complex support devices, such as the automobile tire explosion-proof support device disclosed in Chinese patent CN103332072A, and simple structures, such as the tire inner support disclosed in Chinese patent CN108215673A. Among them, the inner support body is usually an annular structure installed on the rim, most of which are spliced ​​together with multiple pieces. At the same time, in order to ensure the deflation support of the tire, the inner support body is often made of nylon, polyurethane, aluminum alloy, rubber and other materials. Among them, the inner support body is connected in an annular shape by connecting bolts, and there is a problem of low assembly efficiency due to assembly difficulties during installation. At the same time, the connecting bolts used to connect the inner support body are prone to loosening under long-term and high-frequency vibrations, so that the spliced ​​support ring appears loose and collapsed, thereby affecting the support effect of the support ring, and there are large safety hazards. At the same time, there are also abnormal noises, dynamic imbalance and other situations. Summary of the invention

[0003] The present invention proposes a run-flat tire assembly, which is not only simple to install and has high installation efficiency, but also can effectively prevent the bolts of the inner support body from loosening under long-term, high-frequency vibration, causing the inner support body to become loose or collapse, so that the inner support body has extremely high safety protection capabilities, while avoiding the occurrence of abnormal noise, dynamic imbalance and the like.

[0004] To this end, the technical solution adopted by the present invention is: a run-flat tire assembly, comprising a tire, a rim and at least two support members, all of which are circumferentially spliced ​​into an inner support body, the inner support body is sleeved outside the mounting surface of the rim and is located inside the tire, two adjacent support members are spliced ​​by a mounting structure, and after installation, there is a certain gap between the inner ring surface of the inner support body and the mounting surface;

[0005] The mounting structure includes a convex joint and a concave joint arranged at both ends of the support member, a fixing bolt for fixing adjacent support members is arranged between the convex joint and the concave joint, and an anti-loosening structure for preventing the fixing bolt from loosening is arranged on the convex joint and the concave joint. During splicing, the convex joint of one of the support members can cooperate with the concave joint of the adjacent support member.

[0006] As a preferred embodiment of the above scheme, the anti-loosening structure includes a reinforcing block embedded in the concave joint, the concave joint is provided with a threaded hole matching the fixing bolt, and the threaded hole passes through the reinforcing block, and the convex joint is provided with a bolt countersunk hole for the fixing bolt to pass through.

[0007] Further preferably, the anti-loosening structure also includes a stop block that can be set in the bolt countersunk hole to prevent the fixing bolt from withdrawing, one end of the stop block is set to be conical or spherical, and after the stop block is installed, the conical section or spherical section is located radially inside, and the radial inner side surface of the stop block after installation protrudes between 1.5-2.5mm from the inner ring arc surface of the support.

[0008] Further preferably, the gap between the inner ring surface of the inner support body and the mounting surface is between 0.2-1.5 mm.

[0009] More preferably, the main body of the support member is injection molded from a high molecular polymer, and the modulus of the high molecular polymer is between 1000-10000 and the density is between 0.8-2 g / cm 3 between.

[0010] Further preferably, the support member includes a supporting outer ring arranged on the radial outside and capable of contacting the tire, and a mounting inner ring arranged on the radial inside and used for being mounted on the rim, a plurality of mesh holes are axially arranged on the supporting outer ring, and the sea-land ratio of the mesh hole area is between 50% and 90%, the mesh holes are axially arranged and are polygonal or circular holes, and the convex joint and the concave joint are arranged at both ends of the mounting inner ring.

[0011] Further preferably, the inner ring arc surface of the support member is provided with a groove, the angle between the bottom surface of the groove and the side surface of the groove is between 100-130°, the circumferential length of the groove is between 70-90% of the length of the inner ring arc surface, the bottom surface of the groove and the side surface of the groove, the side surface of the groove and the inner ring arc surface are transitioned by circular arcs, and the radius of the arc is between R2-R10.

[0012] Further preferably, a positioning protrusion is provided on the end of the male joint for facilitating the splicing of the male joint and the female joint, and a positioning groove matching the positioning protrusion is provided on the inner ring of the female joint.

[0013] Further preferably, the circumferential cross-section of the support member is configured as a trapezoid that is narrow at the top and wide at the bottom.

[0014] Further preferably, there is no gap between the radial mating surfaces when the male joint and the female joint are spliced ​​together, and a gap of 0.5-2.5 mm is left between the circumferential mating surfaces when the male joint and the female joint are spliced ​​together.

[0015] Beneficial effects of the present invention:

[0016] 1) The gap design between the inner support body and the rim and the radial connection between adjacent support members can effectively reduce the assembly difficulty of the tire assembly and improve the assembly efficiency.

[0017] 2) An anti-loosening structure is provided on the fixing bolts used to connect two adjacent support members, which can effectively prevent the inner support body from becoming loose or collapsing due to the loosening of the bolts under long-term, high-frequency vibration, so that the inner support body has extremely high safety protection capabilities, while avoiding the occurrence of abnormal noise, dynamic imbalance, etc.

[0018] 3) The lightweight design of the support is not only light in weight, but also enables the inner support body to have a certain elastic deformation ability, thereby reducing the impact on the tire during deflated driving and reducing the tire wear rate. At the same time, the inner support body has a heat dissipation function, which can ensure that the strength loss of the support body is low during deflated driving, thereby meeting the requirement of a higher mileage at a certain speed after the tire is deflated. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a schematic diagram of the present invention.

[0020] Figure 2 It is a schematic diagram of the anti-loosening structure in the present invention.

[0021] Figure 3 It is a schematic diagram of the support member in the present invention.

[0022] Figure 4 It is a schematic diagram of the convex joint in the present invention.

[0023] Figure 5 Schematic diagram of the female connector in the present invention.

[0024] Figure markings: tire 100, tire inner surface 110, rim 200, mounting surface 210, support 300, inner ring arc surface 310, groove 311, bottom surface 311a, side surface 311b, convex joint 320, bolt countersunk hole 321, positioning protrusion 322, first joint surface 323, first mating surface 324, third mating surface 325, concave joint 330, threaded hole 331, second joint surface 332, second mating surface 333, fourth mating surface 334, outer ring arc surface 340, reinforcement block 350, support outer ring 370, mesh 371, installation inner ring 380, fixing bolt 400, stop block 500, tapered section 510. DETAILED DESCRIPTION

[0025] The present invention will be further described below by way of embodiments and in conjunction with the accompanying drawings:

[0026] like Figure 1-5As shown, a run-flat tire assembly is mainly composed of a tire 100, a rim 200 and at least two support members 300, and all the support members 300 are spliced ​​circumferentially to form an inner support body, which is sleeved outside the mounting surface 210 of the rim 200 and located inside the tire 100, and is used to support the tire when the tire is deflated. The structure of the tire, the structure of the rim, and the mounting structure between the tire and the rim are all prior arts and will not be described in detail here. Preferably, 2 to 6 support members 300 are provided.

[0027] In order to realize the splicing of the support members into the inner support body, a mounting structure is provided on each support member, that is, two adjacent support members 300 are spliced ​​by the mounting structure, and after installation, there is a certain gap between the inner ring surface of the inner support body and the mounting surface 210, preferably, the gap between the inner ring surface and the mounting surface 210 is between 0.2-1.5mm. This gap can effectively reduce the difficulty of assembling the tire assembly, thereby improving the assembly efficiency.

[0028] The specific structure of the mounting structure includes a male joint 320 and a female joint 330 arranged at both ends of the support member 300, and when spliced, the male joint 320 of one support member can cooperate with the female joint 330 of the adjacent support member. In order to achieve the connection between the male joint 320 and the female joint 330, a fixing bolt 400 for fixing the adjacent support member 300 is arranged between the male joint 320 and the female joint 330, that is, the male joint and the female joint are locked by the fixing bolts arranged radially, so as to achieve the connection between the two support members, and at the same time, an anti-loosening structure for preventing the fixing bolt 400 from loosening is arranged on the male joint 320 and the female joint 330.

[0029] The anti-loosening structure includes a reinforcing block 350 embedded in the female joint 330, a threaded hole 331 matching the fixing bolt 400 is provided in the female joint 330, and the threaded hole 331 passes through the reinforcing block 350, and a bolt countersunk hole 321 for the fixing bolt 400 to pass through and corresponding to the position of the threaded hole 331 is provided on the male joint 320, and the bolt countersunk hole includes a through hole for the screw rod on the fixing bolt to pass through and a countersunk hole for accommodating the bolt head. Preferably, the reinforcing block is set as a metal block, so that the threaded hole on the female joint has high strength and fatigue resistance, so that it can meet repeated use, and at the same time, the internal threaded hole will not fail in the long-term use after assembly.

[0030] To further prevent the fixing bolt from loosening, the anti-loosening structure also includes a stop block 500 that can be set in the bolt countersunk hole 321 to prevent the fixing bolt 400 from withdrawing, wherein the stop block is made of flexible material, and when installed, the stop block is bonded to the bolt countersunk hole after the fixing bolt is installed. Preferably, one end of the stop block 500 is set to be spherical or conical, and the end of the conical section is the small end, and after the stop block 500 is installed, the conical section 510 or the spherical section is located radially inward, and the radial inner side surface of the stop block 500 after installation protrudes from the inner circle arc surface of the support member 300 by 1.5-2.5mm, that is, the conical section 510 or the spherical section of the stop block protrudes from the inner circle arc surface of the support member 300 by 1.5-2.5mm.

[0031] Due to the small gap between the support ring and the rim, in the traditional locking process, the locking method between the supports is axial locking, which makes it easy to interfere with the locking installation of the inner support body, resulting in slow and troublesome locking operation. In the present application, only the female joint has a threaded hole, the male joint has a through hole, and the locking method is radial locking, so there will be no interference with the tire during locking installation; at the same time, the entire anti-loosening structure is simple, and no high torque locking is required during installation, making the entire installation process simple and efficient.

[0032] The main body of the support member 300 is injection molded by a polymer, that is, except for the reinforcement block embedded in the support member, the reinforcement block is pre-buried in the concave joint, and the rest is integrally injection molded by a polymer, and the modulus of the polymer is between 1000-10000 and the density is between 0.8-2g / cm 3 between.

[0033] The support member 300 includes a support outer ring 370 arranged on the radial outer side to contact the tire 100 and a mounting inner ring 380 arranged on the radial inner side for being mounted on the rim 200. A plurality of meshes 371 are axially arranged on the support outer ring 370, that is, the support outer ring is arranged as a porous mesh structure, and the sea-land ratio of the mesh area is between 50% and 90%. The meshes 371 are arranged as polygonal or circular holes, preferably, the meshes are 3-6 polygonal or circular holes. The convex joint 320 and the concave joint 330 are arranged at both ends of the mounting inner ring 380, that is, the mounting inner ring is equivalent to the circumferential staggered arrangement of the support outer ring, so that the entire support member is Z-shaped in the axial direction.

[0034] The mesh allows the support to deform to a certain extent when the tire assembly is running with a flat tire, and also has the functions of facilitating heat dissipation and reducing weight. The specific arrangement of the mesh in the present application allows the support to deform in the radial direction by 2-15%, thereby improving the impact resistance of the tire assembly, and at the same time reducing the contact pressure between the inner surface 110 of the tire and the outer ring arc surface 340 of the support by more than 5%, which can reduce the stress on the tire, reduce the heat generated by the tire, and extend the tire wear time, thereby improving the driving ability of the tire when it is flat.

[0035] A groove 311 is provided on the inner arc surface 310 of the support member 300, so that the support member is designed to be lightweight. At the same time, the angle between the bottom surface 311a of the groove 311 and the side surface 311b of the groove 311 is between 100-130°. Preferably, the bottom surface 311a of the groove and the side surface 311b of the groove, and the side surface 311b of the groove and the inner arc surface 310 are transitioned by arcs, and the radius of the arcs is between R2-R10.

[0036] Preferably, the circumferential length of the groove 311 is between 70-90% of the length of the inner arc surface 310, so that it can ensure a lightweight design while also giving the groove good strength and impact resistance, and also leaving enough design space for the convex joint on the same support member.

[0037] A positioning protrusion 322 is provided on the end of the male joint 320 to facilitate the splicing of the male joint 320 and the female joint 330, and the positioning protrusion and the male joint are transitioned by an arc, and correspondingly, a positioning groove matching the positioning protrusion 322 is provided on the inner ring of the female joint 330. Preferably, the positioning groove is connected to the groove, that is, the positioning groove is a part of the groove, and the matching of the positioning protrusion and the positioning groove can effectively reduce the difficulty of assembly and improve the assembly efficiency.

[0038] Preferably, the circumferential cross-section of the support member 300 is set to be a trapezoid that is narrow at the top and wide at the bottom, and the two radial sides can be designed symmetrically or asymmetrically, so that the inner support body spliced ​​together has a certain shock-absorbing ability and also has good roll stiffness, thereby improving the vehicle body's ability to maintain a positive posture when the tire assembly is running with a deflated tire, as well as its ability to pass on different road surfaces.

[0039] Preferably, there is no gap between the radial mating surfaces of the male joint 320 and the female joint 330 when they are spliced, that is, the first mating surface 323 of the male joint and the second mating surface 332 of the female joint are designed to be parallel, and the gap is zero, which is used to ensure the tight connection between adjacent joints. A gap of 0.5-2.5mm is left between the circumferential mating surfaces of the male joint 320 and the female joint 330 when they are spliced, that is, there is a certain distance between the first mating surface 324 of the male joint and the second mating surface 333 of the female joint, and between the third mating surface 325 of the male joint and the fourth mating surface 334 of the female joint after assembly, which further improves the dimensional tolerance of the two joints when spliced ​​circumferentially, can effectively reduce the difficulty of assembly and improve assembly efficiency.

[0040] Preferably, the angle between the first joint surface 323 and the first mating surface 324 on the male joint and the angle between the first joint surface 323 and the third mating surface 325 are both between 100-130°, the angle between the second joint surface 332 and the second mating surface 333 on the female joint and the angle between the second joint surface 332 and the fourth mating surface 334 are both between 100-130°, and all the edges and corners between the integral support members are rounded. By designing the angle between the faces to be greater than 90° and the rounded design, the radial rigidity of the radially connected joint can be further reduced, and the impact resistance and fatigue resistance of the joint can be better guaranteed. At the same time, the local stress concentration of the support member when the tire assembly is running under a deflated load can be reduced, and the fatigue resistance of the support member can be improved.

[0041] Preferably, the outer support ring is coated with a wear-resistant coating to increase the wear resistance of the inner support body.

[0042] In summary, the tire assembly changes the axial locking method in the prior art into radial locking, thereby effectively avoiding interference during assembly. At the same time, the entire anti-loosening structure is simple and convenient to install, and can effectively prevent the inner support body from being loosened due to bolts loosening under long-term, high-frequency vibration, resulting in looseness and collapse of the inner support body, so that the inner support body has extremely high safety assurance capabilities, while avoiding the occurrence of abnormal noise, dynamic imbalance and the like. At the same time, the support body is set as a grid structure, so that the inner support body has the characteristics of lightweight design, has a certain elastic deformation ability and heat dissipation ability, and thus has a high level of deflated driving ability. Therefore, the tire assembly of the present application has the characteristics of lightweight, high safety, simple assembly, and reliable structure.

Claims

1. A run-flat tire assembly, comprising a tire (100), a rim (200) and at least two support members (300), wherein all the support members (300) are spliced ​​circumferentially to form an inner support body, wherein the inner support body is sleeved outside a mounting surface (210) of the rim (200) and is located inside the tire (100), characterized in that: Two adjacent support members (300) are spliced ​​together via a mounting structure, and after installation, a certain gap exists between the inner ring surface of the inner support body and the mounting surface (210); The mounting structure comprises a male joint (320) and a female joint (330) arranged at both ends of a support member (300); a fixing bolt (400) for fixing an adjacent support member (300) is arranged between the male joint (320) and the female joint (330); an anti-loosening structure for preventing the fixing bolt (400) from loosening is arranged on the male joint (320) and the female joint (330); during splicing, the male joint (320) of one support member can cooperate with the female joint (330) of an adjacent support member.

2. The run-flat tire assembly according to claim 1, characterized in that: The anti-loosening structure comprises a reinforcing block (350) embedded in the concave joint (330), a threaded hole (331) matching the fixing bolt (400) is arranged in the concave joint (330), and the threaded hole (331) passes through the reinforcing block (350), and the convex joint (320) is provided with a bolt countersunk hole (321) for the fixing bolt (400) to pass through.

3. The run-flat tire assembly according to claim 2, characterized in that: The anti-loosening structure also includes a stop block (500) that can be set in the bolt countersunk hole (321) to prevent the fixing bolt (400) from withdrawing, and one end of the stop block (500) is set to be conical or spherical. After the stop block (500) is installed, the conical section or the spherical section is located radially inward, and the radial inner side surface of the stop block (500) after installation protrudes from the inner ring arc surface (310) of the support member (300) by between 1.5-2.5 mm.

4. The run-flat tire assembly according to claim 1, characterized in that: The gap between the inner ring surface and the mounting surface (210) is between 0.2-1.5 mm.

5. The run-flat tire assembly according to claim 1, characterized in that: The main body of the support member (300) is injection molded from a high molecular polymer, and the modulus of the high molecular polymer is between 1000-10000 and the density is between 0.8-2 g / cm 3 between.

6. The run-flat tire assembly according to claim 1, characterized in that: The support member (300) comprises a support outer ring (370) arranged on the radial outer side and capable of contacting the tire (100) and a mounting inner ring (380) arranged on the radial inner side and used for being mounted on the rim (200). A plurality of mesh holes (371) are axially arranged on the support outer ring (370), and the sea-land ratio of the mesh hole area is between 50% and 90%. The mesh holes (371) are arranged as polygonal or circular holes. The convex joint (320) and the concave joint (330) are arranged at both ends of the mounting inner ring (380).

7. The run-flat tire assembly according to claim 1, characterized in that: A groove (311) is provided on the inner arc surface (310) of the support member (300); an angle between a bottom surface (311a) of the groove (311) and a side surface (311b) of the groove (311) is between 100-130°; a circumferential length of the groove (311) is between 70-90% of the length of the inner arc surface (310); arc transitions are provided between the bottom surface (311a) of the groove and the side surface (311b) of the groove, and between the side surface (311b) of the groove and the inner arc surface (310); and the radius of the arc is between R2-R10.

8. The run-flat tire assembly according to claim 1, characterized in that: A positioning protrusion (322) is provided on the end of the male joint (320) for facilitating the splicing of the male joint (320) and the female joint (330), and a positioning groove matching the positioning protrusion (322) is provided on the inner ring of the female joint (330).

9. The run-flat tire assembly according to claim 1, characterized in that: The circumferential cross section of the support member (300) is arranged to be a trapezoidal shape that is narrow at the top and wide at the bottom.

10. The run-flat tire assembly according to claim 1, characterized in that: There is no gap between the radial joint surfaces when the male joint (320) and the female joint (330) are spliced, and a gap of 0.5-2.5 mm is left between the circumferential mating surfaces when the male joint (320) and the female joint (330) are spliced.

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