Non-pneumatic tire

Abstract

The invention relates to the technical field of tires, in particular to a non-pneumatic tire which comprises a rim, a spoke and a tread, the rim, the spoke and the tread are coaxially arranged, the spoke is arranged between the rim and the tread and comprises an outer buffer layer, an inner buffer layer and an asymmetric spoke assembly, the inner surface of the inner buffer layer is fixedly connected with the outer surface of the rim, and the inner surface of the inner buffer layer is fixedly connected with the outer surface of the rim. The outer surface of the outer buffer layer is fixedly connected with the inner surface of the tread, the asymmetric spoke assembly is arranged between the outer buffer layer and the inner buffer layer, a plurality of first clamping blocks are arranged on the outer surface of the rim, a plurality of first clamping grooves are formed in the inner buffer layer, the first clamping grooves are connected with the first clamping blocks in a clamping mode, and the first clamping blocks extend into the asymmetric spoke assembly. Through the design of the asymmetric spokes, the first clamping blocks are effectively avoided, meanwhile, the stress distribution of the tire is optimized, the performance of the tire is remarkably improved, the tire can be moderately deformed when being impacted, and the impact resistance of the tire is enhanced.

Description

Technical Field

[0001] The present invention relates to the technical field of tires, in particular to a non-pneumatic tire. Background Art

[0002] A Chinese patent (CN118306134B) discloses a non-pneumatic tire and a multi-segment support body thereof. The multi-segment support body of the non-pneumatic tire includes at least three legs connected in sequence and a nose connected between two adjacent legs. The legs include a skeleton and a connecting portion connected to the skeleton. The connecting portion and the nose are both made of a polymer elastic material and are fixedly connected. Since the legs include a skeleton, the skeleton plays a supporting role and has a weaker deformation ability than the elastic material, thereby reducing the amount of elastic material used in the legs, avoiding the use of elastic material in the deformation stress-bearing parts, and significantly reducing the rolling resistance. In addition, the nose is made of a polymer elastic material, which enables the multi-segment support body to have deformation ability when subjected to stress, and can become a movable joint connecting two adjacent legs, playing a buffering and shock-absorbing role. In addition, the connecting portion and the nose are made of a polymer elastic material and are fixedly connected, so that each leg and the nose can be connected and combined to form a whole.

[0003] The Chinese patent (CN114393956A) discloses a non-pneumatic tire, including a wheel hub, a support, a rotating structure, an adjustment ring and an outer shell layer; the rotating structure includes a clamping part and a rotating part connected to the clamping part, one end of the support is connected to the outer shell layer, and the other end of the support is connected to the clamping part. The adjustment ring includes a circular ring and a connecting part arranged on the circular ring, the connecting part is connected to the rotating part, a plurality of groups of fixing holes are formed on the circular ring, a plurality of groups of first mounting holes are arranged on the wheel hub, the adjustment ring is detachably connected to the wheel hub, the adjustment ring is used to drive the connecting part to drive the rotating part to rotate, so as to drive the support to twist through the clamping part, and the clamping part can also adjust the translation of the support part. The non-pneumatic tire realizes the adjustable stiffness of the tire, adjusts different rotation angles or positions according to different working conditions, and achieves the best stiffness effect of the tire, and can further improve the stiffness to compensate for the stiffness loss due to permanent deformation, thereby greatly improving the driving performance and service life of the tire.

[0004] When the above device is used, the following defects still exist: the non-pneumatic tire has not fully considered the key factors of shock absorption and comfort improvement in the spoke design, especially in the field of two-wheeled electric vehicles and electric scooters. Since these vehicles usually lack complex suspension systems, the requirements for the smoothness and comfort of the tire become particularly critical; in addition, the connection structure of the support body also affects the overall layout of the non-pneumatic tire. In order to solve the above problems, the present invention proposes an improved non-pneumatic tire design, especially in terms of the spoke structure and the support body connection structure. Summary of the invention

[0005] The technical problem to be solved by the present invention is to solve one or more technical problems existing in the prior art and at least provide a beneficial option or create conditions.

[0006] The solution of the present invention to solve its technical problem is: a non-pneumatic tire, which includes a rim, a spoke and a tread. The rim, the spoke and the tread are coaxially arranged. The spoke is arranged between the rim and the tread. The spoke includes an outer buffer layer, an inner buffer layer and an asymmetric spoke assembly. The inner surface of the inner buffer layer is fixedly connected to the outer surface of the rim. The outer surface of the outer buffer layer is fixedly connected to the inner surface of the tread. The asymmetric spoke assembly is arranged between the outer buffer layer and the inner buffer layer. A plurality of first clamping blocks are provided on the outer surface of the rim. A plurality of first clamping grooves are provided on the inner buffer layer. The first clamping grooves and the first clamping blocks are clamped, and the first clamping blocks extend into the asymmetric spoke assembly.

[0007] The beneficial effects of the present invention are: the rim, the spoke and the tread are coaxially arranged, ensuring the overall stability of the tire and uniform force. The outer buffer layer, the inner buffer layer and the asymmetric spoke assembly work together to provide additional support and elasticity, thereby enhancing the durability and load-bearing capacity of the tire. The cooperation of the first clamping grooves and the first clamping blocks enhances the overall structural strength of the tire. The asymmetric spokes can optimize the force distribution of the tire, further improving the performance of the tire and also allowing the tire to have a certain deformation space when subjected to impact, thereby improving the impact resistance of the tire.

[0008] As a further improvement of the above technical solution, the asymmetric spoke assembly includes a plurality of first spoke groups and a plurality of missing-block spokes. The missing-block spokes are arranged between every two adjacent first spoke groups. Each first spoke group includes a plurality of first spoke bodies in a curved shape. One ends of the first spoke bodies and the missing-block spokes are both connected to the inner surface of the outer buffer layer. The other ends of the first spoke bodies and the missing-block spokes are both connected to the outer surface of the inner buffer layer. The first spoke bodies are arranged at intervals along the circumferential direction of the inner buffer layer.

[0009] As the beneficial effect of the further improvement of the above technical solution, through the spoke connection, the lateral rigidity of the tire is significantly enhanced. The missing-block spokes are arranged between every two adjacent first spoke groups to fill the space and provide additional support, so that when the tire bears lateral force, such as in the cases of high-speed driving, emergency lane change or turning, the tire can maintain better stability, which ensures that the driver can obtain more accurate and reliable vehicle response under various driving conditions, thereby improving the overall driving safety and comfort; when the tire bears lateral force, the curved structure can absorb part of the stress through deformation and at the same time use the supporting characteristics of the arc shape to resist lateral deformation, so as to keep the tire contour stable and improve the vehicle handling accuracy.

[0010] As a further improvement of the above technical solution, the missing block spoke is arranged opposite to the first clamping block, and a second notch for inserting the first clamping block is provided on the missing block spoke.

[0011] As a beneficial effect of further improvement of the above technical solution, during the assembly process, the missing spoke can effectively avoid the first block, and the first block can be inserted into the predetermined position more conveniently, reducing the adjustment and correction steps during the installation process, improving the installation efficiency, reducing the installation difficulty, and making the structure easier to assemble and maintain.

[0012] As a further improvement of the above technical solution, the asymmetric spoke assembly includes a plurality of curved second spoke bodies, and the plurality of second spoke bodies are arranged at intervals along the circumferential direction of the inner buffer layer to form the asymmetric spoke assembly, one end of the second spoke body is connected to the inner surface of the outer buffer layer, and the other end of the second spoke body is connected to the outer surface of the inner buffer layer, and the second spoke body is arranged to one side in the width direction of the inner buffer layer.

[0013] As a beneficial effect of further improvement of the above technical solution, by setting multiple second spoke bodies biased to one side, the stress can be effectively distributed more evenly on the entire spoke structure, especially those areas that need special reinforcement, which helps to reduce local stress concentration and significantly improve the durability and service life of the overall structure. The side of the spoke away from the second spoke body provides the first block with necessary avoidance space, which not only optimizes the structural design of the spoke, but also facilitates the installation and maintenance of other components. When the tire is subjected to lateral force, the curved structure can absorb part of the stress through deformation, while using the arc-shaped support characteristics to resist lateral deformation, thereby maintaining the stability of the tire contour and improving the vehicle's handling accuracy.

[0014] As a further improvement of the above technical solution, the non-pneumatic tire also includes a first clamping ring and a second clamping ring, the first clamping ring and the second clamping ring are respectively arranged on both sides of the non-pneumatic tire, and the first clamping ring is fixedly connected to the second clamping ring to clamp the inner buffer layer.

[0015] As a beneficial effect of further improvement of the above technical solution, through the mutual cooperation of the first clamping ring and the second clamping ring, the inner buffer layer can be firmly clamped, thereby enhancing the overall assembly strength of the tire, reducing the impact and vibration caused by the uneven road surface, improving the comfort experience during driving, and simplifying the assembly process, making production more efficient and cost-effective, making the tire more economical, thereby increasing its market competitiveness.

[0016] As a further improvement of the above technical solution, the first snap ring includes a first ring plate and a plurality of first pressing rod groups, the first pressing rod groups are arranged in a circumferential pattern and perpendicularly disposed on one surface of the first ring plate, the second snap ring includes a second ring plate and a plurality of second pressing rod groups, the second pressing rod groups are arranged in a circumferential pattern and perpendicularly disposed on one surface of the second ring plate, the first pressing rod groups abut against the outer surface of the inner buffer layer, and the second pressing rod groups abut against the outer surface of the inner buffer layer.

[0017] As a beneficial effect of the further improvement of the above technical solution, through this snap ring structure, the inner buffer layer is tightly pressed on the rim, thereby enhancing the assembly tightness of the overall structure, improving the stability and reliability of the assembly, reducing the potential failure risk caused by loosening or vibration, and at the same time also contributing to extending the service life of the equipment and improving its operating efficiency.

[0018] As a further improvement of the above technical solution, a plurality of second mounting holes are provided on the second ring plate, the second mounting holes are arranged between every two adjacent second pressing rod groups, the first clamping blocks are arranged in a circumferential pattern on the outer surface of the rim, and second threaded holes are provided on the first clamping blocks, and the second mounting holes and the second threaded holes are oppositely arranged.

[0019] As a beneficial effect of the further improvement of the above technical solution, the fixed connection between the rim and the second ring plate is strengthened, the stability of the overall structure is enhanced, the assembly process is optimized, and through the setting of a plurality of mounting holes, the alignment and fixation during the assembly process become more convenient and rapid, significantly improving the assembly efficiency. The standardized connection method reduces the time required for assembly and reduces the dependence on manpower, effectively improving the production efficiency.

[0020] As a further improvement of the above technical solution, the second pressing rod group includes a plurality of connecting rods and a plurality of second pressing rod bodies, and a first threaded hole is provided at one end of each connecting rod away from the second ring plate, a plurality of first positioning holes are provided on the first ring plate, the first positioning holes are arranged between every two adjacent first pressing rod groups, and the first positioning holes and the first threaded holes are oppositely arranged.

[0021] As a beneficial effect of the further improvement of the above technical solution, precise connection is achieved through the setting of a plurality of positioning holes and threaded holes, enhancing the structural stability and load-bearing capacity, simplifying the installation process, saving time, reducing the difficulty, and improving the work efficiency. The number of second pressing rod bodies can be increased or decreased, the length and layout of the connecting rods can be adjusted, etc. to adapt to different working environments and force requirements, and it has stronger adaptability and application scope.

[0022] As a further improvement of the above technical solution, the first pressing rod group includes a plurality of first pressing rod bodies and two notch pressing rods. The two notch pressing rods are arranged adjacent to each other, and first notches for inserting the first clamping blocks are correspondingly arranged on the two notch pressing rods.

[0023] As a beneficial effect of the further improvement of the above technical solution, the notch pressing rods can effectively avoid the first clamping blocks, and the first notches enable the first clamping blocks to be smoothly inserted into the notch pressing rods and fixed, reducing the risk of structural damage or failure that may be caused by the obstruction of the first clamping blocks during the insertion process, thereby improving the stability and reliability of the entire system. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 is a schematic structural diagram of the present invention; Figure 2 is one of the cross-sectional views of the spoke; Figure 3 is another cross-sectional view of the spoke; Figure 4 is an assembly schematic diagram of the rim, spoke, first snap ring and second snap ring; Figure 5 is an exploded view of the assembly of the rim, first snap ring and second snap ring; Figure 6 is a vibration frequency spectrum diagram of a notched, asymmetric tire and a non-notched normal tire on an asphalt road surface.

[0025] In the drawings: 1-rim, 101-first clamping block, 2-spoke, 201-outer buffer layer, 202-inner buffer layer, 203-asymmetric spoke assembly, 204-first spoke group, 205-notch spoke, 206-first spoke body, 207-second spoke body, 208-first clamping groove, 3-tread, 4-first snap ring, 401-first ring plate, 402-first pressing rod group, 403-first positioning hole, 404-first pressing rod body, 405-notch pressing rod, 5-second snap ring, 501-second ring plate, 502-second pressing rod group, 503-second mounting hole, 504-connecting rod, 505-second pressing rod body, 506-first threaded hole. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0026] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the above description of the embodiments are briefly described. Obviously, the described drawings are only a part of the embodiments of the present invention, rather than all embodiments. Those skilled in the art can also obtain other design solutions and drawings based on these drawings without creative efforts.

[0027] The concept, specific structure, and technical effects of the present invention will be clearly and completely described below in conjunction with the embodiments and the accompanying drawings to fully understand the purpose, features, and effects of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of them. Other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative efforts belong to the scope of protection of the present invention. In addition, all the connection / linkage relationships mentioned in the text do not refer only to the direct connection of components, but rather refer to the formation of a more optimal connection structure by adding or reducing connection accessories according to the specific implementation situation. The various technical features in the present invention can be combined interactively without conflicting with each other.

[0028] Non-pneumatic tires abandon the mechanism of relying on compressed air to provide support and cushioning in traditional pneumatic tires and instead adopt an internal support structure to replace the tire pressure function of pneumatic tires, thus achieving the advantages of no maintenance required and no worry about tire blowouts and air leakage.

[0029] At present, the spoke designs of non-pneumatic tires on the market have not fully considered the key factors of shock absorption and comfort improvement. Especially in the fields of two-wheeled electric vehicles and electric scooters, since these means of transportation usually lack complex suspension systems, the requirements for the smoothness and comfort of the tires become particularly crucial; in addition, the connection structure of the support body also affects the overall layout of non-pneumatic tires.

[0030] Therefore, the present invention provides a non-pneumatic tire, referring to Figures 1 to 5 , which includes a rim 1, spokes 2, and a tread 3. The rim 1, the spokes 2, and the tread 3 are coaxially arranged. The spokes 2 are arranged between the rim 1 and the tread 3. The spokes 2 include an outer buffer layer 201, an inner buffer layer 202, and an asymmetric spoke assembly 203. The inner surface of the inner buffer layer 202 is fixedly connected to the outer surface of the rim 1. The outer surface of the outer buffer layer 201 is fixedly connected to the inner surface of the tread 3. The asymmetric spoke assembly 203 is arranged between the outer buffer layer 201 and the inner buffer layer 202. A plurality of first blocks 101 are provided on the outer surface of the rim 1. A plurality of first slots 208 are provided on the inner buffer layer 202. The first slots 208 and the first blocks 101 are snap-connected, and the first blocks 101 extend into the asymmetric spoke assembly 203.

[0031] The rim 1, the spoke 2 and the tread 3 are coaxially arranged to ensure the overall stability and uniform stress of the tire. The outer buffer layer 201, the inner buffer layer 202 and the asymmetric spoke assembly 203 work together to provide additional support and elasticity, thereby enhancing the durability and load-bearing capacity of the tire. The coordinated use of the first slot 208 and the first block 101 enhances the overall structural strength of the tire. Through the design of the asymmetric spokes, the first block 101 can be effectively avoided. At the same time, the stress distribution of the tire is optimized, which significantly improves the tire performance. The tire can be deformed moderately when subjected to an impact, thereby enhancing the impact resistance of the tire.

[0032] When a tire is subjected to lateral force, such as when driving at high speed, changing lanes urgently, or turning, it is easy to deform, which affects the handling and stability of the vehicle. Figure 2 The asymmetric spoke assembly 203 includes a plurality of first spoke groups 204 and a plurality of missing spokes 205, wherein the missing spokes 205 are arranged between each adjacent first spoke group 204, and the first spoke group 204 includes a plurality of curved first spoke bodies 206, wherein one end of the first spoke bodies 206 and the missing spokes 205 are connected to the inner surface of the outer buffer layer 201, and the other ends of the first spoke bodies 206 and the missing spokes 205 are connected to the outer surface of the inner buffer layer 202, and the first spoke bodies 206 are arranged at intervals along the circumferential direction of the inner buffer layer 202. Through the spoke connection, the lateral rigidity of the tire is significantly enhanced. The missing block spokes 205 are arranged between each adjacent first spoke group 204 to fill the space and provide additional support, so that when the tire is subjected to lateral force, such as when driving at high speed, changing lanes urgently or turning, the tire can maintain better stability. This ensures that the driver can obtain more precise and reliable vehicle response under various driving conditions, thereby improving overall driving safety and comfort.

[0033] The first block 101 will interfere with the asymmetric spoke assembly 203 during the assembly process, resulting in difficulty in installation. Therefore, in one embodiment, the missing block spoke 205 is arranged opposite to the first block 101, and the missing block spoke 205 is provided with a second notch for the first block 101 to be inserted. During the assembly process, the missing block spoke 205 can effectively avoid the first block 101, and the first block 101 can be inserted into the predetermined position more conveniently, reducing the adjustment and correction steps during the installation process, improving the installation efficiency, reducing the installation difficulty, and making the structure easier to assemble and maintain.

[0034] In a non-pneumatic tire, since the tire is subjected to various complex stresses from the road surface during driving, the traditional symmetrical structural design is often difficult to achieve the best stress distribution effect.Figure 3 , the asymmetric spoke assembly 203 includes a plurality of second spoke bodies 207 in a curved shape. The plurality of second spoke bodies 207 are arranged at intervals in the circumferential direction of the inner buffer layer 202 to form the asymmetric spoke assembly 203. One end of the second spoke body 207 is connected to the inner surface of the outer buffer layer 201, and the other end of the second spoke body 207 is connected to the outer surface of the inner buffer layer 202. The second spoke body 207 is disposed to be biased to one side in the width direction of the inner buffer layer 202. Through the plurality of second spoke bodies 207 disposed to be biased to one side, the stress can be effectively distributed more evenly on the entire spoke 2 structure, especially in those areas that need to be particularly strengthened, which helps to reduce the local stress concentration phenomenon, thereby significantly improving the durability and service life of the overall structure. The side of the spoke 2 away from the second spoke body 207 provides necessary avoidance space for the first latch 101, which not only optimizes the structural design of the spoke 2, but also may facilitate the installation and maintenance of other components; when the tire bears a lateral force, the curved structure can absorb part of the stress through deformation, and at the same time utilize the supporting characteristics of the arc shape to resist lateral deformation, thereby maintaining the stability of the tire profile and improving the vehicle handling accuracy.

[0035] Specifically, referring to Figure 6 , Figure 6 is the vibration frequency spectrum diagram of a notched, asymmetric tire and a non-notched normal tire on an asphalt road surface. It can be clearly seen that for the tire with a notch structure / asymmetric structure, the low-frequency vibration is much better than that of the non-notched tire. Among them, A represents the vibration frequency spectrum of the notched, asymmetric tire, and B represents the vibration frequency spectrum of the non-notched normal tire.

[0036] If the inner buffer layer 202 becomes loose, it may not be able to effectively absorb and disperse the impacts and vibrations from the road surface, resulting in an increase in the bumpiness during driving and affecting the smoothness and comfort of driving. Therefore, in one embodiment, the non-pneumatic tire further includes a first snap ring 4 and a second snap ring 5. The first snap ring 4 and the second snap ring 5 are respectively disposed on both sides of the non-pneumatic tire, and the first snap ring 4 is fixedly connected to the second snap ring 5 to clamp the inner buffer layer 202. Through the mutual cooperation of the first snap ring 4 and the second snap ring 5, the inner buffer layer 202 can be firmly clamped, thereby enhancing the overall assembly strength of the tire, reducing the impacts and vibrations caused by the uneven road surface, improving the comfort experience during driving, simplifying the assembly process, making the production more efficient and the cost lower, making the tire more economical and affordable, and thus increasing its market competitiveness.

[0037] The connection between the spoke 2 and the rim 1 is not tight, which may cause abnormal vibration of the tire during driving. Therefore, in one embodiment, the first snap ring 4 includes a first ring plate 401 and a plurality of first press rod groups 402. The first press rod groups 402 are arranged in a circumferential pattern and vertically disposed on one surface of the first ring plate 401. The second snap ring 5 includes a second ring plate 501 and a plurality of second press rod groups 502. The second press rod groups 502 are arranged in a circumferential pattern and vertically disposed on one surface of the second ring plate 501. The first press rod groups 402 abut against the outer surface of the inner buffer layer 202, and the second press rod groups 502 abut against the outer surface of the inner buffer layer 202. Through this snap ring structure, the inner buffer layer 202 is tightly pressed against the rim 1, thereby enhancing the assembly tightness of the overall structure, improving the stability and reliability of the assembly, reducing the potential failure risk caused by loosening or vibration, and at the same time helping to extend the service life of the device and improve its operating efficiency.

[0038] The assembly process of the tire usually relies on manual operation and alignment. Therefore, in one embodiment, the second ring plate 501 is provided with a plurality of second mounting holes 503. The second mounting holes 503 are arranged between every two adjacent second press rod groups 502. The first locking blocks 101 are arranged in a circumferential pattern on the outer surface of the rim 1. The first locking blocks 101 are provided with second threaded holes, and the second mounting holes 503 are arranged opposite to the second threaded holes. This strengthens the fixed connection between the rim 1 and the second ring plate 501, enhances the stability of the overall structure, and optimizes the assembly process. By providing a plurality of mounting holes, the alignment and fixation during the assembly process become more convenient and rapid, significantly improving the assembly efficiency. The standardized connection method reduces the time required for assembly and reduces the dependence on manpower, effectively improving the production efficiency.

[0039] Preferably, the first locking block 101 is provided with a first snap, and the second ring plate 501 is provided with a second slot, and the second slot and the first snap are snap-connected.

[0040] Without standardized connection hole positions, more debugging and calibration work are required during installation, increasing the installation difficulty and time cost. Thus, in one embodiment, the second pressure bar group 502 includes a plurality of connecting bars 504 and a plurality of second pressure bar bodies 505. One end of each connecting bar 504 away from the second ring plate 501 is provided with a first threaded hole 506. The first ring plate 401 is provided with a plurality of first positioning holes 403. The first positioning holes 403 are arranged between every two adjacent first pressure bar groups 402. The first positioning holes 403 and the first threaded holes 506 are arranged opposite to each other. Precise connection is achieved by setting a plurality of positioning holes and threaded holes, enhancing the structural stability and load-bearing capacity, simplifying the installation process, saving time, reducing difficulty, and improving work efficiency. The number of second pressure bar bodies 505 can be increased or decreased, the lengths and layouts of the connecting bars 504 can be adjusted, etc., to adapt to different working environments and force requirements, with stronger adaptability and application scope.

[0041] Preferably, the connecting bar 504 is provided with a second buckle, and the first ring plate 401 is provided with a third clamping groove. The third clamping groove and the second buckle are clamped.

[0042] During the insertion process of the first clamping block 101, it will be hindered, resulting in unnecessary pressure or friction on the first clamping block 101 or the pressure bar structure. Thus, in one embodiment, the first pressure bar group 402 includes a plurality of first pressure bar bodies 404 and two missing-block pressure bars 405. The two missing-block pressure bars 405 are arranged adjacent to each other. Corresponding first notches for inserting the first clamping block 101 are provided on the two missing-block pressure bars 405. The missing-block pressure bars 405 can effectively avoid the first clamping block 101. The first notches enable the first clamping block 101 to be smoothly inserted into the missing-block pressure bars 405 and fixed, reducing the risk of structural damage or failure that may be caused by the obstruction of the first clamping block 101 during the insertion process, thereby improving the stability and reliability of the entire system.

[0043] During the assembly process, first, the wheel spoke 2 is sleeved and installed on the wheel rim 1 to ensure that the first clamping block 101 on the wheel rim 1 is precisely aligned with the mounting hole of the second ring plate 501. Next, the second pressing rod group 502 on the second snap ring 5 is in close contact with the outer surface of the inner buffer layer 202, causing the inner surface of the inner buffer layer 202 to closely fit against the outer surface of the wheel rim 1. Bolts are passed through the mounting hole and threadedly connected to the second threaded hole on the first clamping block 101, thereby firmly fixing the wheel rim 1 and the second snap ring 5 together. Subsequently, the first positioning hole 403 on the first ring plate 401 is precisely aligned with the first threaded hole 506 on the connecting rod 504, and the first pressing rod group 402 on the first snap ring 4 is also in close contact with the outer surface of the inner buffer layer 202. Bolts are passed through the first positioning hole 403 and threadedly connected to the first threaded hole 506 on the connecting rod 504 to tightly fix the first snap ring 4 and the second snap ring 5, completing the assembly of the wheel rim 1 and the wheel spoke 2. Immediately afterwards, the tread 3 is put on the wheel spoke 2 to ensure that the outer surface of the outer buffer layer 201 is in close contact with the inner surface of the tread 3, and they are connected and fixed through processes such as vulcanization to form a molded non-pneumatic tire. When the tread 3 needs to be replaced, the bolts can be removed to take out the wheel rim 1 for repeated use.

[0044] The above has specifically described the preferred embodiments of the present invention, but the present invention is not limited to the described embodiments. Those skilled in the art can also make various equivalent variations or substitutions without departing from the spirit of the present invention, and these equivalent variations or substitutions are all included within the scope defined by the claims of this application.

Claims

1. A non-pneumatic tire, characterized in that, It includes a rim (1), spokes (2) and a tread (3). The rim (1), the spokes (2) and the tread (3) are coaxially arranged. The spokes (2) are arranged between the rim (1) and the tread (3). The spokes (2) include an outer buffer layer (201), an inner buffer layer (202) and an asymmetric spoke assembly (203). The inner surface of the inner buffer layer (202) is fixedly connected to the outer surface of the rim (1). The outer surface of the outer buffer layer (201) is fixedly connected to the inner surface of the tread (3). The asymmetric spoke assembly (203) is arranged between the outer buffer layer (201) and the inner buffer layer (202). A plurality of first clamping blocks (101) are provided on the outer surface of the rim (1). A plurality of first clamping grooves (208) are provided on the inner buffer layer (202). The first clamping grooves (208) and the first clamping blocks (101) are clamped, and the first clamping blocks (101) extend into the asymmetric spoke assembly (203).

2. The non-pneumatic tire according to claim 1, characterized in that, The asymmetric spoke assembly (203) includes a plurality of first spoke groups (204) and a plurality of missing-block spokes (205). The missing-block spokes (205) are arranged between every two adjacent first spoke groups (204). Each first spoke group (204) includes a plurality of first spoke bodies (206) in a curved shape. One ends of the first spoke bodies (206) and the missing-block spokes (205) are both connected to the inner surface of the outer buffer layer (201). The other ends of the first spoke bodies (206) and the missing-block spokes (205) are both connected to the outer surface of the inner buffer layer (202). The first spoke bodies (206) are arranged at intervals along the circumferential direction of the inner buffer layer (202).

3. The non-pneumatic tire according to claim 2, characterized in that, The missing-block spokes (205) are arranged opposite to the first clamping blocks (101). A second notch for the first clamping blocks (101) to insert is provided on the missing-block spokes (205).

4. The non-pneumatic tire according to claim 1, characterized in that, The asymmetric spoke assembly (203) includes a plurality of second spoke bodies (207) in a curved shape. The plurality of second spoke bodies (207) are arranged at intervals along the circumferential direction of the inner buffer layer (202) to form the asymmetric spoke assembly (203). One end of each second spoke body (207) is connected to the inner surface of the outer buffer layer (201). The other end of each second spoke body (207) is connected to the outer surface of the inner buffer layer (202). The second spoke bodies (207) are arranged to be biased to one side in the width direction of the inner buffer layer (202).

5. A non-pneumatic tire according to claim 1, characterized in that The non-pneumatic tire further includes a first snap ring (4) and a second snap ring (5). The first snap ring (4) and the second snap ring (5) are respectively arranged on both sides of the non-pneumatic tire. The first snap ring (4) and the second snap ring (5) are fixedly connected to clamp the inner buffer layer (202).

6. The non-pneumatic tire according to claim 5, wherein, The first snap ring (4) includes a first ring plate (401) and a plurality of first press rod groups (402). The first press rod groups (402) are arranged in a circumferential pattern and vertically disposed on one surface of the first ring plate (401). The second snap ring (5) includes a second ring plate (501) and a plurality of second press rod groups (502). The second press rod groups (502) are arranged in a circumferential pattern and vertically disposed on one surface of the second ring plate (501). The first press rod groups (402) abut against the outer surface of the inner buffer layer (202), and the second press rod groups (502) abut against the outer surface of the inner buffer layer (202).

7. The non-pneumatic tire according to claim 6, characterized in that, A plurality of second mounting holes (503) are provided on the second ring plate (501). The second mounting holes (503) are disposed between every two adjacent second press rod groups (502). The first locking blocks (101) are arranged in a circumferential pattern on the outer surface of the rim (1). Second threaded holes are provided on the first locking blocks (101). The second mounting holes (503) and the second threaded holes are oppositely disposed.

8. The non-pneumatic tire according to claim 7, wherein The second press rod groups (502) include a plurality of connecting rods (504) and a plurality of second press rod bodies (505). A first threaded hole (506) is provided at one end of each connecting rod (504) away from the second ring plate (501). A plurality of first positioning holes (403) are provided on the first ring plate (401). The first positioning holes (403) are disposed between every two adjacent first press rod groups (402). The first positioning holes (403) and the first threaded holes (506) are oppositely disposed.

9. The non-pneumatic tire according to claim 6, wherein The first press rod groups (402) include a plurality of first press rod bodies (404) and two notch press rods (405). The two notch press rods (405) are adjacently disposed. First notches for inserting the first locking blocks (101) are correspondingly provided on the two notch press rods (405).

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