Non-pneumatic tire spoke structure capable of bearing at high speed and non-pneumatic tire

Abstract

The invention provides a non-pneumatic tire spoke structure capable of bearing at a high speed and a non-pneumatic tire, and belongs to the technical field of non-pneumatic tires. The non-pneumatic tire spoke structure capable of bearing at a high speed comprises a rim connecting layer, a tire crown connecting layer is coaxially arranged on the radial outer side of the rim connecting layer, and a spoke assembly comprises a plurality of spokes which are continuously and uniformly distributed in the circumferential direction of the opposite inner sides of the rim connecting layer and the tire crown connecting layer; each spoke comprises two trapezoidal supporting bodies which are oppositely arranged up and down and are respectively connected with the rim connecting layer and the crown connecting layer, and a solid connecting body arranged between the two trapezoidal supporting bodies. The spoke structure provided by the invention adopts a spoke multi-section continuous structure design, and a single-section spoke structure adopts an up-down opposite isosceles trapezoid design, so that the bearing capacity of the tire is improved, and meanwhile, the tire is ensured to have good vibration buffering and durability. Meanwhile, the non-pneumatic tire is matched with the rim diameter, width and other sizes in standard design, and the installation and use requirements of the passenger car are met.

Description

Technical Field

[0001] This invention relates to the field of non-pneumatic tire technology, and in particular to a non-pneumatic tire spoke structure and a non-pneumatic tire capable of high-speed load bearing. Background Technology

[0002] Currently, traditional pneumatic tires use high-pressure air inside the tire for load-bearing capacity, providing good ride comfort. However, pneumatic tires are prone to problems such as air leakage and blowouts during use, especially at high speeds, which can seriously affect vehicle operation and personal safety.

[0003] Compared to traditional pneumatic tires, non-pneumatic tires do not rely on air for support and achieve their load-bearing capacity requirements through special structural designs and material applications. However, because they do not require inflation, they fundamentally avoid the risks of air leaks and blowouts, improving tire safety and simplifying maintenance.

[0004] Current non-pneumatic tires improve the spokes' resistance to deformation and extend their service life by reducing the rim diameter and increasing the spokes' flexural space. However, this method sacrifices the tire's load-bearing capacity, and the matching rims are mostly non-standard sizes. These products are mostly used in low-speed vehicles such as small engineering vehicles and sightseeing vehicles, and cannot be used in passenger cars. Summary of the Invention

[0005] This invention provides a non-pneumatic tire spoke structure and a non-pneumatic tire capable of high-speed load bearing. The spoke structure adopts a multi-section continuous spoke design, with each individual spoke section featuring an isosceles trapezoidal design with opposing spokes. This design enhances the tire's load-bearing capacity while ensuring good vibration damping and durability. Furthermore, the non-pneumatic tire of this invention is designed to match standard rim diameter and width dimensions, meeting the installation and usage requirements of passenger vehicles.

[0006] A non-pneumatic tire spoke structure capable of high-speed load bearing includes: Rim connection layer; Tire crown connecting layer, the tire crown connecting layer being coaxially disposed radially outside the rim connecting layer; and The spoke assembly includes a plurality of spokes that are continuously and evenly distributed circumferentially along the inner sides of the rim connection layer and the tire crown connection layer. Each spoke includes two trapezoidal supports that are positioned vertically opposite each other and connected to the rim connection layer and the tire crown connection layer respectively, and a solid connector disposed between the two trapezoidal supports. At least one of the two trapezoidal supports is a single trapezoidal structure.

[0007] Preferably, the crown connecting layer includes an upper surface of the crown connecting layer connected to the crown shear band and a lower surface of the crown connecting layer connected to the spokes; The rim connecting layer includes an upper surface of the rim connecting layer connected to the spokes and a lower surface of the rim connecting layer connected to the rim. There is a height difference h2 between the center position and the end position of the upper surface of the rim connecting layer. The height difference satisfies a horizontal angle ≥ 0.5°. The lower surface of the rim connecting layer has an upward arc in the area L from the end, with an upward arc height h1.

[0008] Preferably, the solid connector is a rectangular structure, the center of the solid connector is denoted as O, the radial distance from point O to the lower surface of the tire crown connecting layer is USH, the distance from point O to the upper surface of the rim connecting layer is LSH, and LSH / USH < 1.

[0009] Preferably, the thickness T2 at the center of the spoke along the tire width direction is greater than the thickness T1 at the edge, and the angle between the thickness difference between the two is ≥0.5°.

[0010] Preferably, the width W of the crown bonding layer T Equal to the tire crown width, the width W of the rim connecting layer R It is equal to the rim width and satisfies W T >W R ; The contact width between the spokes and the tire crown layer is W. U And satisfy W T -W U ≤25mm; The contact width between the spokes and the rim connection layer is W. L And satisfy: W R -W L ≤15mm, W U >W L .

[0011] Preferably, the end boundary shape of the trapezoidal support is S-shaped.

[0012] Preferably, both trapezoidal supports are hollow single isosceles trapezoidal structures, and the apex angle of the trapezoidal support is between 100° and 140°.

[0013] Preferably, the trapezoidal support includes an upper connector connected to the tire crown connecting layer and a lower connector connected to the wheel rim connecting layer.

[0014] Preferably, the upper connector is an inverted trapezoid, with its lower base connected to the crown connecting layer and its upper base connected to the solid connector; the two sides of the upper connector are respectively the left crown connecting leg and the right crown connecting leg located between the crown connecting layer and the solid connector. The lower connector is an upright trapezoid, with its lower base connected to the rim connecting layer and its upper base connected to the solid connecting body. The two sides of the lower connector are respectively the left rim connecting leg and the right rim connecting leg, which are located between the rim connecting layer and the solid connecting body.

[0015] Preferably, the inner side of the connection position between the left and right support legs of the tire crown connector and the tire crown connector layer is rounded with a chamfer R1, and the outer side is rounded with a chamfer R2; the inner side of the connection position between the left and right support legs of the tire crown connector and the solid connector facing the center of the tire is rounded with a full rounded chamfer R3, and the outer side is rounded with a chamfer R4. The inner side of the connection position between the left and right support legs of the rim and the solid connecting body facing the tire tread adopts a full arc chamfer R5, and the outer side adopts an arc chamfer R6; the inner side of the connection position between the left and right support legs of the rim and the rim connecting layer adopts an arc chamfer R7, and the outer side adopts an arc chamfer R8.

[0016] Preferably, one of the two trapezoidal supports is a hollow single isosceles trapezoidal structure and the other is a hollow double isosceles trapezoidal structure, and the apex angle of the trapezoidal support is between 120° and 150°.

[0017] Preferably, the trapezoidal support includes an upper connector connected to the tire crown connecting layer and a lower connector connected to the wheel rim connecting layer, wherein the upper connector is a hollow double isosceles trapezoidal structure and the lower connector is a hollow single isosceles trapezoidal structure.

[0018] Preferably, the upper connector is an inverted trapezoidal structure, comprising an integrally formed first trapezoid and a second trapezoid, wherein the upper base of the first trapezoid is connected to the solid connector, and the lower base of the second trapezoid is connected to the tire crown connecting layer. The first trapezoid has two waists, which are the first crown connecting left leg and the first crown connecting right leg, which are symmetrically branched off from both ends of one side of the solid connecting body towards the tread. The second trapezoid has two waists, which are the second crown connecting left leg and the second crown connecting right leg, which are respectively located between the first crown connecting left leg and the first crown connecting right leg and the inner side of the crown connecting layer. The lower connector is an upright trapezoidal structure. The upper bottom of the lower connector is connected to the solid connecting body, and the lower bottom extends to be connected to the rim connecting layer. The two sides of the lower connector are the left and right rim connecting legs, which are located between the rim connecting layer and the solid connecting body.

[0019] Preferably, a connecting platform is provided between the ends of the left and right support legs of the wheel rim connection and the wheel rim connection layer.

[0020] Preferably, the solid connector has a through hole at its center that extends along the width of the tire.

[0021] Preferably, the inner side of the connection position between the first crown connecting left support leg and the first crown connecting right support leg and the crown connection layer is rounded with a chamfer R9, and the outer side is rounded with a chamfer R. 10 ; The inner sides of the connection points between the second tire crown connecting to the left support leg and the second tire crown connecting to the right support leg and the solid connector both feature a fully rounded chamfered radius (R). 12 All outer edges are rounded with a radius R. 14 ; The inner sides of the connection points between the first crown-connected left support leg and the first crown-connected right support leg and the second crown-connected left support leg and the second crown-connected right support leg, respectively, are all rounded with a chamfered radius (R). 11 All outer edges are rounded with a radius R. 13 ; The inner sides of the connection points between the left and right support legs of the rim and the solid connector are both rounded with a chamfered radius (R). 16 All outer edges are rounded with a radius R. 15 ; The inner sides of the connection points between the left and right support legs of the wheel rim and the connecting platform are both rounded with a chamfered radius (R). 17 All outer edges are rounded with a radius R. 19 ; The inner side of the connection position between the connecting platform and the rim connecting layer is rounded with a chamfer R. 18 .

[0022] A non-pneumatic tire, including the aforementioned spoke structure.

[0023] As can be seen from the above technical solutions, the present invention has the following beneficial effects: Currently, other non-pneumatic tire spoke structures generally have weak individual load-bearing capacity. Compared with existing non-pneumatic tire spoke structures, the non-pneumatic tire spoke structure of the present invention has the advantages of high load-bearing capacity and low vibration amplitude. The spoke structure of the present invention adopts a multi-section continuous spoke design, in which each spoke adopts an isosceles trapezoidal design with upper and lower opposite sections. This improves the tire's load-bearing capacity while ensuring good vibration damping and durability. Furthermore, the spoke stiffness can be adjusted by changing the shape parameters of the isosceles trapezoid and the number of structures in the circumferential direction, thus achieving a balance between the load-bearing capacity and driving comfort of the non-pneumatic tire. Simultaneously, the non-pneumatic tire of the present invention is designed to match the standard dimensions of the rim diameter and width, meeting the installation and use requirements of passenger vehicles. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the overall structure of the non-pneumatic tire spokes provided in Embodiment 1 of the present invention; Figure 2 for Figure 1 A schematic diagram showing the number of spokes in the mid-section plane A-A1; Figure 3 A schematic diagram of a single-segment spoke structure provided in Example 1; Figure 4 for Figure 3 Key dimensions of the cross-section at mid-section plane C-C1; Figure 5 for Figure 3 Anatomical diagram of the single-section spoke in the D1-D1 direction; Figure 6 for Figure 1 A schematic diagram of the cross-section of the mid-section plane B-B1; Figure 7 for Figure 1 Key dimensions of the cross-section at mid-section plane B-B1; Figure 8 This is a three-dimensional schematic diagram of the non-pneumatic tire spoke structure provided in Embodiment 2 of the present invention; Figure 9 This is a schematic diagram of the overall structure of the non-pneumatic tire spokes provided in Embodiment 2 of the present invention; Figure 10 A schematic diagram of a single-segment spoke structure provided in Example 2; Figure 11 This is a diagram showing the key dimensions of the single-section spoke structure provided in Example 2; Figure 12 A schematic diagram showing a single-section spoke structure with through holes provided in Example 2; Figure 13 This is a side view of the single-segment spoke structure provided in Example 2.

[0025] In the diagram: 10, Rim connecting layer; 110, Upper surface of rim connecting layer; 120, Lower surface of rim connecting layer; 20, Tire crown connecting layer; 210, Upper surface of tire crown connecting layer; 220, Lower surface of tire crown connecting layer; 30, Spoke; 310, Trapezoidal support; 311, Upper connector; 3111, Tire crown connecting left support leg; 3112, Tire crown connecting right support leg; 312, Lower connector; 3121, Rim connecting left support leg; 3122, Rim connecting right support leg; 320, Solid connector; 321, Through hole; 311' Upper connector; 3111' Left support leg of the first tire crown; 3112' Right support leg connected to the first tire crown; 3113' Left support leg connected to the second tire crown; 3114' Right support leg connected to the second tire crown; 312' Lower connector; 3121' Left support leg connected to the wheel rim; 3122' Right support leg connected to the wheel rim; 3123' Connecting platform. Detailed Implementation

[0026] A preferred embodiment of the present invention will now be described in detail with reference to the accompanying drawings.

[0027] Example 1: To achieve the above objectives, this embodiment adopts the following technical solution: (Refer to...) Figure 1 , Figure 2 A non-pneumatic tire spoke structure capable of high-speed load bearing includes a rim connecting layer 10, a crown connecting layer 20, and a spoke assembly. The crown connecting layer 20 is coaxially arranged with the rim connecting layer 10 and is located radially outward of the rim connecting layer 10. The spoke assembly is disposed between the relatively inner sides of the rim connecting layer 10 and the crown connecting layer 20, and the spoke assembly includes a plurality of spokes 30 continuously and evenly distributed circumferentially along the relatively inner sides of the rim connecting layer 10 and the crown connecting layer 20. Further, each spoke includes two trapezoidal supports 310 and a solid connector 320. The two trapezoidal supports 310 are arranged vertically opposite each other, and the two trapezoidal supports... Body 310 is connected to rim connecting layer 10 and tire crown connecting layer 20 respectively. Solid connecting body 320 is disposed between two trapezoidal support bodies to connect the two trapezoidal support bodies 310 into an integral structure. It should be noted that the apex angle of the trapezoidal support body 310 is between 100° and 140°, and both trapezoidal support bodies 310 are hollow single isosceles trapezoidal structures. Specifically, in this embodiment, rim connecting layer 10, tire crown connecting layer 20 and spoke assembly are integral structures, which can be integrally injection molded to ensure that there is no splicing structure inside the spokes, and has the advantages of more uniform mechanical properties and stronger impact and tensile strength.

[0028] It should be noted that the single isosceles trapezoidal structure referred to in this embodiment means that the number of isosceles trapezoids constituting the trapezoidal support 310 is one, that is, both trapezoidal support bodies 310 are composed of a hollow isosceles trapezoidal structure.

[0029] At the same time, refer to Figure 2 The spoke structure in this embodiment consists of 36 single-spoke sections. Due to the uneven distribution of mass and stiffness in the circumferential direction of the spoke structure, the tire will experience repeated radial vibrations during rolling, affecting driving comfort and tire durability. Studies have shown that increasing the number of spokes reduces the amplitude of tire rolling vibration, but also significantly increases the tire's radial stiffness, which is detrimental to cushioning performance and reduces the contact patch area, decreasing tire grip and compromising driving safety. The number of spoke sections must be designed in conjunction with the tire crown structure; in this embodiment, the non-pneumatic tire spoke structure has 36 sections. When the non-pneumatic tire crown structure, such as the sheared cord structure and the number of layers, changes, the number of spoke sections should also be adjusted accordingly to ensure optimal tire rolling vibration performance and contact patch area.

[0030] Reference Figure 6In some embodiments, the crown connecting layer 20 includes an upper surface 210 and a lower surface 220. The upper surface 210 is connected to the crown shear strip and has a cylindrical surface. The lower surface 220 is connected to the spokes 30 and has a cylindrical surface. Furthermore, refer to Figure 7 The rim connecting layer 10 includes an upper surface 110 and a lower surface 120. The upper surface 110 is connected to the spokes 30, and the surface of the upper surface 110 is an arc surface. The lower surface 120 is in close contact with the outer surface of the rim. There is a height difference h2 between the center position and the end position of the upper surface 110, and the height difference satisfies the horizontal angle ≥ 0.5°. To ensure that the assembly of the spokes and the rim does not separate when subjected to lateral force, the lower surface 120 of the rim connecting layer is curved upward in the area L from the end, with an upward curvature height h1. In this embodiment, the height difference h2 is 1mm, L = 20mm, and h1 = 1.5mm. It should be noted that the upward curvature distance L and the height h1 at the end can also be increased to ensure that the spokes are not easily detached from the rim surface when subjected to lateral force.

[0031] Reference Figure 4 In some embodiments, the solid connector 320 is a rectangular structure. The center of the solid connector 320 is denoted as O. The radial distance from point O to the lower surface 220 of the tire crown connecting layer is USH, and the distance from point O to the upper surface 110 of the rim connecting layer is LSH. Because the spokes are injection molded from polyurethane material, if the deformation stress is too large when subjected to load deformation, plastic deformation will occur, resulting in the inability to complete shape recovery and affecting the service life of the spokes. Studies have shown that different LSH / USH ratios will significantly affect the maximum stress value of spoke deformation. Reducing the LSH / USH ratio will help reduce the maximum deformation stress value of the spoke structure under load. Usually, the LSH / USH ratio needs to be less than 1. In this embodiment, the LSH / USH ratio of the spoke structure is set to 0.6.

[0032] Reference Figure 5In other embodiments, each leg of the spoke 30 is designed with the same thickness. Considering the technical requirements of the injection molding process, the thickness T2 at the center position of the spoke 30 along the tire width direction is greater than the thickness T1 at the edge position, and the angle between the thickness difference between the two is ≥0.5°. Thus, the spoke thickness decreases from the center position thickness T2 to the end position thickness T1. At the same time, to ensure that the spoke has a high load-bearing deformation capacity, T1 ≥ 2mm. In this embodiment, the spoke structure matches a cross-sectional width of 208mm, and the thickness T1 at the end position of the spoke is 2mm. To ensure that the thickness angle between the center position thickness T2 and the end position thickness T1 is ≥0.5°, the thickness T2 at the center position of the spoke along the width direction is 3.5mm.

[0033] Furthermore, refer to Figure 7 The crown connecting layer 20 is in contact with the crown shear band, and the width W of the crown connecting layer 20 is... T The width W is equal to the tire crown width. The rim connecting layer 10 is in contact with the rim, and the width W of the rim connecting layer 10 is equal to the tire crown width. R The width of the wheel rim must be equal to the wheel rim width. To ensure that the tires do not hit the wheel rim while driving, the width must meet the following requirement: W. T >W R In this embodiment, the spoke structure is applicable to non-pneumatic tires with dimensions similar to a standard pneumatic tire 215 / 45R17. T It is 208mm, W R The standard rim fit width for a 17-inch wheel is 178mm. The contact width between the spokes 30 and the tire crown connecting layer 20 is W. U And satisfy W T -W U ≤25mm; The contact width between the spoke 30 and the rim connecting layer 10 is W. L And satisfy: W R -W L ≤15mm, W U >W L .

[0034] The trapezoidal support 310 has an S-shaped end boundary. Studies have shown that the shape of the spoke end boundary affects the stress and deformation of the spoke. An S-shaped spoke end boundary helps reduce the stress value of the spoke under load deformation, thereby improving the durability of the spoke structure.

[0035] Reference Figure 2 , Figure 3 As a preferred technical solution in this embodiment, the two trapezoidal supports 310 in this embodiment are divided into an upper connector 311 and a lower connector 312. The upper connector 311 is connected to the tire crown connecting layer 20, and the lower connector 312 is connected to the wheel rim connecting layer 10. Furthermore, the two opposing hollow isosceles trapezoidal structures and the solid connecting body in the middle constitute a single spoke structure, and the upper connecting member 311 is an inverted trapezoid. The lower base of the upper connecting member 311 is connected to the crown connecting layer 20, and the upper base of the upper connecting member 311 is connected to the solid connecting body 320. The two sides of the upper connecting member 311 are the crown connecting left support leg 3111 and the crown connecting right support leg 3112, which are located between the crown connecting layer 20 and the solid connecting body 320, respectively. At the same time, refer to Figure 3 The lower connector 312 is an upright trapezoid. The lower base of the lower connector 312 is connected to the rim connecting layer 10, and the upper base is connected to the solid connecting body 320. The two sides of the lower connector 312 are the left rim connecting leg 3121 and the right rim connecting leg 3122, which are located between the rim connecting layer 10 and the solid connecting body 320, respectively. It should be noted that the apex angles of the isosceles trapezoidal structures formed by the upper connector 311 and the lower connector should not be too large. If the apex angles are too large, the radial bearing capacity will be significantly reduced, and the shear strain at the leg connection due to bearing deformation will be increased, making it easier to fail. At the same time, the apex angles should not be too small, otherwise the radial rigidity will be too large, which is not conducive to buffering deformation. Typically, the apex angles of the isosceles trapezoidal structures of the upper connector 311 and the lower connector 312 are recommended to be between 100° and 140°. These angles need to be designed in conjunction with parameters such as the number of spoke sections to ensure reasonable radial stiffness and sufficient space for deformation buffering. In this embodiment, the apex angles of the isosceles trapezoidal structures of the upper connector 311 and the lower connector 312 are 110° and 125°, respectively.

[0036] Reference Figure 4 In some embodiments, the inner side of the connection position between the left support leg 3111 and the right support leg 3112 of the tire crown and the tire crown connection layer 20 is rounded with a chamfer R1, and the outer side is rounded with a chamfer R2; the inner side of the connection position between the left support leg 3111 and the right support leg 3112 of the tire crown and the solid connector 320 facing the center of the tire is rounded with a full chamfer R3, and the outer side is rounded with a chamfer R4. The inner sides of the positions where the left and right support legs 3121 and 3122 of the rim connect to the solid connector 320 facing the tire tread are made of a full-circle chamfer R5, and the outer sides are made of a rounded chamfer R6. The inner sides of the positions where the left and right support legs 3121 and 3122 of the rim connect to the rim connecting layer 10 are made of a rounded chamfer R7, and the outer sides are made of a rounded chamfer R8. Generally, the larger the rounded chamfer, the more beneficial it is to reduce the local maximum stress value of the spoke deformation, but it will also increase the radial stiffness of the spoke. In this embodiment, the rounded chamfers at the spoke support leg connection are R1 11mm, R2 11mm, R3 7mm, R4 22mm, R5 5mm, R6 11mm, R7 5mm, and R8 11mm.

[0037] This embodiment also provides a non-pneumatic tire, including the aforementioned non-pneumatic tire spoke structure capable of high-speed load bearing. The spokes adopt an isosceles trapezoidal structure with upper and lower opposing spokes, arranged continuously in the circumferential direction. This improves the tire's load-bearing capacity while ensuring good vibration damping and durability. Thus, by utilizing the characteristics of the non-pneumatic tire spoke structure—low radial vibration, high load bearing, and the ability to maintain a contact area essentially equivalent to that of a pneumatic tire without sacrificing grip—this non-pneumatic tire achieves high-speed driving and high load bearing capabilities.

[0038] Example 2: This embodiment adopts the following technical solution: (Refer to...) Figure 8 , Figure 9 , Figure 13 A non-pneumatic tire spoke structure capable of high-speed load bearing includes a rim connecting layer 10, a crown connecting layer 20, and a spoke assembly. The crown connecting layer 20 is coaxially arranged with the rim connecting layer 10 and is located radially outward of the rim connecting layer 10. The spoke assembly is disposed between the relatively inner sides of the rim connecting layer 10 and the crown connecting layer 20, and the spoke assembly includes a plurality of spokes 30 continuously and evenly distributed circumferentially along the relatively inner sides of the rim connecting layer 10 and the crown connecting layer 20. Further, each spoke includes two trapezoidal supports 310 and a solid connector 320. The two trapezoidal supports 310 are positioned vertically opposite each other and are respectively connected to the rim. Layer 10 is connected to the tread connection layer 20. A solid connector 320 is disposed between two trapezoidal supports 310 to connect the two trapezoidal supports 310 into an integral structure. It should be noted that the apex angle of the trapezoidal support 310 is between 120° and 150°, and one of the two trapezoidal supports 310 is a hollow single isosceles trapezoidal structure and the other is a hollow double isosceles trapezoidal structure. In this embodiment, the rim connection layer 10, the tread connection layer 20 and the spoke assembly are an integral structure, which makes the entire spoke structure an integral structure. It can be integrally injection molded or cast, ensuring that there are no splices inside the spokes, and has the advantages of uniform stress and stronger impact resistance.

[0039] It should be noted that a single isosceles trapezoidal structure refers to a structure in which the number of isosceles trapezoids constituting the trapezoidal support 310 is one, while a double isosceles trapezoidal structure refers to a structure in which the number of isosceles trapezoids constituting the trapezoidal support 310 is two.

[0040] At the same time, refer to Figure 9The novel spoke structure provided in this embodiment consists of 36 single spokes. Due to the uneven distribution of mass and stiffness in the circumferential direction of the spokes, the tire will experience repeated radial vibrations during rolling, affecting tire comfort and tire durability caused by vibration. Research shows that increasing the number of spokes reduces the amplitude of tire rolling vibration, but also significantly increases the tire's radial stiffness, which is detrimental to cushioning performance. It also reduces the contact patch area, decreasing tire grip and compromising driving safety. The number of spokes must be designed in conjunction with the tread structure; in this embodiment, the non-pneumatic tire spokes have 36 spokes.

[0041] Reference Figure 10 , Figure 11 As a preferred technical solution in this embodiment, the two trapezoidal supports 310 in this embodiment are divided into an upper connector 311' and a lower connector 312'. The upper connector 311' is connected to the tire crown connecting layer 20, and the lower connector 312' is connected to the wheel rim connecting layer 10. Specifically, the upper connector 311' is a hollow double isosceles trapezoidal structure, and the lower connector 312' is a hollow single isosceles trapezoidal structure. That is, in this embodiment, the upper connector 311' is a double trapezoidal structure, and the lower connector 312' is a single trapezoidal structure. In this way, the two opposing hollow isosceles trapezoidal structures and the solid connecting body 320 in the middle constitute a single spoke structure. Furthermore, the upper connector 311' is an inverted trapezoidal structure, which includes a first trapezoid and a second trapezoid. The first trapezoid and the second trapezoid are integrally formed, and the upper base of the first trapezoid is connected to the solid connecting body 320, while the lower base of the second trapezoid is connected to the tire crown connecting layer 20. Furthermore, the two sides of the first trapezoid are the first crown connecting left support leg 3111' and the first crown connecting right support leg 3112', which are symmetrically branched off from one end of the solid connecting body 320 toward the tread direction. The two sides of the second trapezoid are the second crown connecting left support leg 3113' and the second crown connecting right support leg 3114', which are respectively located between the first crown connecting left support leg 3111' and the first crown connecting right support leg 3112' and the inner side of the crown connecting layer 20. That is, in this embodiment, one end of the second crown connecting left support leg 3113' is connected to the first crown connecting left support leg 3111' and the other end is connected to the crown connecting layer 20. One end of the second crown connecting right support leg 3114' is connected to the first crown connecting right support leg 3112' and the other end is connected to the crown connecting layer 20. At the same time, refer to Figure 11The lower connector 312' is an upright trapezoidal structure. The upper base of the lower connector 312' is connected to the solid connector 320, and the lower base extends to connect with the rim connection layer 10. The two sides of the lower connector 312' are the left rim connection leg 3121' and the right rim connection leg 3122' located between the rim connection layer 10 and the solid connector 320, respectively. It should be noted that the apex angles of the isosceles trapezoids formed by the upper connector 311' and the lower connector 312' should not be too large. If the apex angle is too large, it will significantly reduce the radial bearing capacity and increase the shear strain at the leg connection due to bearing deformation, making it more prone to failure. At the same time, the apex angle should not be too small, otherwise the radial rigidity will be too large, which is not conducive to buffering deformation. Typically, the apex angles of the isosceles trapezoids formed by the upper connector 311' and the lower connector 312' are recommended to be between 120° and 150°. These angles need to be designed in conjunction with parameters such as the number of spoke sections to ensure reasonable radial stiffness and sufficient buffer deformation space. In this embodiment, the apex angles of the isosceles trapezoidal structures formed by the upper connector 311' and the lower connector 312' are 148° and 130°, respectively. The connection angle of the double isosceles trapezoids in the upper connector 311' is 140°.

[0042] In some embodiments, a connecting platform 3123' is provided between the ends of the left rim connecting leg 3121' and the right rim connecting leg 3122' and the rim connecting layer 10. That is, one end of the connecting platform 3123' is connected to the left rim connecting leg 3121' or the right rim connecting leg 3122', and the other end is connected to the rim connecting layer 10.

[0043] Reference Figure 11 In some embodiments, the inner sides of the connection positions of the first crown connecting left support leg 3111' and the first crown connecting right support leg 3112' with the crown connecting layer 20 are both rounded with a chamfer R9, and the outer sides are both rounded with a chamfer R. 10 ; The inner sides of the connection points between the second tire crown connecting to the left support leg 3113' and the second tire crown connecting to the right support leg 3114' and the solid connector 320 both feature a fully rounded chamfer R. 12 All outer edges are rounded with a radius R. 14 ; The inner sides of the connection positions of the first crown connecting left support leg 3111' and the first crown connecting right support leg 3112' with the second crown connecting left support leg 3113' and the second crown connecting right support leg 3114' respectively are all rounded with a chamfered radius R. 11 All outer edges are rounded with a radius R. 13 ; The inner sides of the connection positions between the rim connecting left support leg 3121' and the rim connecting right support leg 3122' and the solid connecting body 320 are both chamfered with a full arc R. 16All outer edges are rounded with a radius R. 15 ; The inner sides of the connection positions of the left support leg 3121' and the right support leg 3122' of the rim and the connecting platform 3123' are all rounded with a chamfered radius R. 17 All outer edges are rounded with a radius R. 19 ; The inner side of the connection position between the connecting platform 3123' and the rim connecting layer 10 is rounded with a chamfered radius R. 18 Generally, a larger chamfer is more beneficial for reducing the local maximum stress value of spoke deformation, but it will also increase the radial stiffness of the spokes. In this embodiment, the chamfer R9 at the spoke support leg connection is 12.4mm. 10 It is 12.4mm, R 11 It is 12.7mm, R 12 It is 12.5mm, R 13 It is 12.5mm, R 14 It is 12.5mm, R 15 It is 7.5mm, R 16 It is 5mm, R 17 It is 12.5mm, R 18 It is 7.5mm, R 19 It is 12.4mm.

[0044] Reference Figure 11 In some embodiments, the solid connector 320 is a rectangular structure. The center of the solid connector 320 is denoted as O. The radial distance from point O to the inner surface of the tire crown connecting layer 20 is denoted as USH, and the radial distance from point O to the outer surface of the rim connecting layer 10 is denoted as LSH. Because the spokes are injection molded from polyurethane material, if the deformation stress is too large when subjected to load deformation, plastic deformation will occur, resulting in the inability to complete shape recovery and affecting the service life of the spokes. Studies have shown that different LSH / USH ratios will significantly affect the maximum stress value of spoke deformation. Reducing the LSH / USH ratio will help reduce the maximum deformation stress value of the spoke structure after bearing load. Usually, the LSH / USH ratio needs to be less than 1. In this embodiment, the LSH / USH ratio of the spoke structure is set to 0.6.

[0045] Furthermore, refer to Figure 12 The solid connector 320 has a through hole 321 at its center, which extends along the width of the tire. Figure 8 The through-hole 321 (in the W1-W2 direction) runs through the middle connecting section, which can reduce the weight of the spokes, optimize the stress distribution, and help dissipate heat from the spokes.

[0046] The trapezoidal support 310 has an S-shaped end boundary. Studies have shown that the shape of the spoke end boundary affects the stress and deformation of the spoke. An S-shaped spoke end boundary helps reduce the stress value of the spoke under load deformation, thereby improving the durability of the spoke structure.

[0047] This invention also provides a non-pneumatic tire, including the aforementioned non-pneumatic tire spoke structure capable of high-speed load bearing. The spoke structure is integrally formed by a rim connecting layer, a crown connecting layer, and a spoke assembly. The spoke assembly consists of 36 spokes arranged uniformly and continuously in the circumferential direction, with each spoke employing an isosceles trapezoidal structure with vertically opposed spokes. This non-pneumatic tire spoke structure exhibits characteristics such as low radial vibration and high load bearing capacity. Simultaneously, it ensures that the contact area of ​​the non-pneumatic tire with this spoke structure is essentially equivalent to that of a pneumatic tire, without sacrificing grip performance, thus guaranteeing the non-pneumatic tire's high-speed driving and high load bearing capacity.

[0048] The above-described embodiments are merely preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various modifications and improvements made by those skilled in the art to the technical solutions of the present invention without departing from the spirit of the present invention should fall within the protection scope defined by the claims of the present invention.

Claims

1. A non-pneumatic tire spoke structure capable of high-speed load bearing, characterized in that, include: Rim connection layer (10); The tread connection layer (20) is coaxially disposed on the radial outer side of the rim connection layer (10); as well as The spoke assembly includes a plurality of spokes (30) that are continuously and evenly distributed circumferentially along the inner sides of the rim connecting layer (10) and the tire crown connecting layer (20). Each spoke includes two trapezoidal supports (310) that are positioned vertically opposite each other and connected to the rim connecting layer (10) and the tire crown connecting layer (20) respectively, and a solid connector (320) disposed between the two trapezoidal supports. At least one of the two trapezoidal supports (30) is a single trapezoidal structure.

2. The non-pneumatic tire spoke structure capable of high-speed load bearing according to claim 1, characterized in that, The crown connecting layer (20) includes an upper surface (210) of the crown connecting layer connected to the crown shear band and a lower surface (220) of the crown connecting layer connected to the spokes (30). The rim connecting layer (10) includes an upper surface (110) of the rim connecting layer connected to the spokes (30) and a lower surface (120) of the rim connecting layer connected to the rim. There is a height difference h2 between the center position and the end position of the upper surface (110) of the rim connecting layer. The height difference satisfies the horizontal angle ≥0.5°. The lower surface (120) of the rim connecting layer has an upward arc in the area L away from the end, with an upward arc height h1.

3. The non-pneumatic tire spoke structure capable of high-speed load bearing according to claim 2, characterized in that, The solid connector (320) is a rectangular structure. The center of the solid connector (320) is denoted as O. The radial distance from point O to the lower surface (220) of the tire crown connecting layer is USH, and the distance from point O to the upper surface (110) of the rim connecting layer is LSH, and LSH / USH < 1.

4. The non-pneumatic tire spoke structure capable of high-speed load bearing according to claim 3, characterized in that, The thickness T2 of the spoke (30) at the center position along the tire width direction is greater than the thickness T1 at the edge position, and the angle between the thickness difference between the two is ≥0.5°.

5. The non-pneumatic tire spoke structure capable of high-speed load bearing according to claim 4, characterized in that, The width W of the crown bonding layer (20) T The width W of the rim connecting layer (10) is equal to the width of the tire crown. R It is equal to the rim width and satisfies W T >W R ; The contact width between the spokes (30) and the crown bonding layer (20) is W. U And satisfy W T -W U ≤25mm; The contact width between the spokes (30) and the rim connecting layer (10) is W. L And satisfy: W R -W L ≤15mm, W U >W L .

6. The non-pneumatic tire spoke structure capable of high-speed load bearing according to claim 5, characterized in that, The end boundary of the trapezoidal support (310) is S-shaped.

7. The non-pneumatic tire spoke structure capable of high-speed load bearing according to claim 6, characterized in that, Both trapezoidal supports (310) are hollow single isosceles trapezoidal structures, and the apex angle of the trapezoidal support (310) is between 100° and 140°.

8. The non-pneumatic tire spoke structure capable of high-speed load bearing according to claim 7, characterized in that, The trapezoidal support (310) includes an upper connector (311) connected to the tire crown connecting layer (20) and a lower connector (312) connected to the rim connecting layer (10).

9. The non-pneumatic tire spoke structure capable of high-speed load bearing according to claim 8, characterized in that, The upper connector (311) is an inverted trapezoid. The lower base of the upper connector (311) is connected to the crown connecting layer (20), and the upper base is connected to the solid connector (320). The two sides of the upper connector (311) are the crown connecting left support leg (3111) and the crown connecting right support leg (3112) located between the crown connecting layer (20) and the solid connector (320). The lower connector (312) is an upright trapezoid. The lower bottom of the lower connector (312) is connected to the rim connecting layer (10), and the upper bottom is connected to the solid connecting body (320). The two sides of the lower connector (312) are the left rim connecting leg (3121) and the right rim connecting leg (3122) located between the rim connecting layer (10) and the solid connecting body (320).

10. The non-pneumatic tire spoke structure capable of high-speed load bearing according to claim 9, characterized in that, The inner side of the connection position between the left support leg (3111) and the right support leg (3112) of the tire crown and the tire crown connection layer (20) is rounded with an arc chamfer R1, and the outer side is rounded with an arc chamfer R2; the inner side of the connection position between the left support leg (3111) and the right support leg (3112) of the tire crown and the solid connector (320) facing the center of the tire is rounded with a full arc chamfer R3, and the outer side is rounded with an arc chamfer R4; The inner side of the connection position between the left support leg (3121) and the right support leg (3122) of the rim facing the tread and the solid connecting body (320) is made of full arc chamfer R5, and the outer side is made of arc chamfer R6; the inner side of the connection position between the left support leg (3121) and the right support leg (3122) of the rim and the rim connecting layer (10) is made of arc chamfer R7, and the outer side is made of arc chamfer R8.

11. The non-pneumatic tire spoke structure capable of high-speed load bearing according to claim 6, characterized in that, One of the two trapezoidal supports (310) is a hollow single isosceles trapezoidal structure and the other is a hollow double isosceles trapezoidal structure. The apex angle of the trapezoidal support (310) is between 120° and 150°.

12. The non-pneumatic tire spoke structure capable of high-speed load bearing according to claim 11, characterized in that, The trapezoidal support (310) includes an upper connector (311') connected to the tire crown connecting layer (20) and a lower connector (312') connected to the rim connecting layer (10), wherein the upper connector (311') is a hollow double isosceles trapezoidal structure and the lower connector (312') is a hollow single isosceles trapezoidal structure.

13. The non-pneumatic tire spoke structure capable of high-speed load bearing according to claim 12, characterized in that, The upper connector (311') is an inverted trapezoidal structure. The upper connector (311') includes an integrally formed first trapezoid and a second trapezoid. The upper base of the first trapezoid is connected to the solid connector (320), and the lower base of the second trapezoid is connected to the tire crown connecting layer (20). The first trapezoid has two waists, which are the first crown connecting left leg (3111') and the first crown connecting right leg (3112') symmetrically branched off from the two ends of the solid connector (320) toward the tread direction. The second trapezoid has two waists, which are the second crown connecting left leg (3113') and the second crown connecting right leg (3114') located between the first crown connecting left leg (3111') and the first crown connecting right leg (3112') and the inner side of the crown connecting layer (20). The lower connector (312') is an upright trapezoidal structure. The upper bottom of the lower connector (312') is connected to the solid connector (320), and the lower bottom extends to be connected to the rim connecting layer (10). The two sides of the lower connector (312') are the left rim connecting leg (3121') and the right rim connecting leg (3122'), which are located between the rim connecting layer (10) and the solid connecting body (320).

14. The non-pneumatic tire spoke structure capable of high-speed load bearing according to claim 13, characterized in that, A connecting platform (3123') is also provided between the ends of the left support leg (3121') and the right support leg (3122') of the rim and the rim connecting layer (10).

15. The non-pneumatic tire spoke structure capable of high-speed load bearing according to claim 14, characterized in that, The solid connector (320) has a through hole (321) at its center that extends along the width of the tire.

16. The non-pneumatic tire spoke structure capable of high-speed load bearing according to claim 15, characterized in that, The inner side of the connection position between the first crown connecting left support leg (3111') and the first crown connecting right support leg (3112') and the crown connecting layer (20) is rounded with a chamfer R9, and the outer side is rounded with a chamfer R. 10 ; The inner sides of the connection points between the second tire crown connecting to the left support leg (3113') and the second tire crown connecting to the right support leg (3114') and the solid connector (320) both feature a full-rounded chamfer R. 12 All outer edges are rounded with a radius R. 14 ; The inner sides of the connection points between the first crown connecting to the left support leg (3111') and the first crown connecting to the right support leg (3112') and the second crown connecting to the left support leg (3113') and the second crown connecting to the right support leg (3114') respectively are all rounded with a chamfered radius R. 11 All outer edges are rounded with a radius R. 13 ; The inner sides of the connection positions between the rim connecting the left support leg (3121') and the rim connecting the right support leg (3122') and the solid connecting body (320) are both made with a full-round arc chamfer R. 16 All outer edges are rounded with a radius R. 15 ; The inner sides of the connection positions between the rim connecting the left support leg (3121') and the rim connecting the right support leg (3122') and the connecting platform (3123') are both rounded with a chamfered radius R. 17 All outer edges are rounded with a radius R. 19 ; The inner side of the connection position between the connecting platform (3123') and the rim connecting layer (10) is rounded with a chamfer R. 18 .

17. A non-pneumatic tire, characterized in that, Includes the spoke structure as described in any one of claims 1-16.

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