All terrain engineering machine tire

Abstract

The application relates to the technical field of engineering machinery tires, in particular to an all-terrain engineering machinery tire which comprises a hub, a shear belt and spokes; the hub connecting end and the shear belt connecting end of the spokes are bifurcated, and at least two anchoring legs are formed at each bifurcated end of the spokes; the anchoring legs have a continuously changing cross-section width along the radial direction, and the width of the root of the anchoring leg is larger than the width of the intersection of the anchoring leg; an independent elastic damper is arranged between two adjacent spokes, and the elastic damper is in gap cooperation with at least one side spoke in the static state. The bifurcated variable cross-section anchoring leg is adopted to convert the concentrated bending moment at the root into a tensile and compressive coupling force, and the elastic damper with a gap is matched to realize the step-by-step support, the switching of the small deformation flexible damping and the large deformation rigid bearing is realized, and then the stress concentration at the root of the spoke is reduced.

Description

Technical Field

[0001] This invention relates to the field of engineering machinery tire technology, specifically to an all-terrain engineering machinery tire. Background Technology

[0002] As a core component supporting heavy equipment such as mining, construction, and all-terrain cranes, engineering machinery tires are responsible for transmitting drive torque under extreme loads and adapting to complex terrain. With increasing industry demands for explosion-proof safety and maintenance efficiency, non-pneumatic tire technology utilizing high-rigidity shear bands and deformable spokes is gradually becoming the mainstream trend. This type of tire eliminates compressed air, employing a top-load mechanical principle, where the load is suspended from the top spokes via the hub. The circumferential rigidity of the shear band evenly distributes the load, mitigating the blowout risk of traditional pneumatic tires under harsh working conditions.

[0003] However, existing non-pneumatic tires (NPTs) still have limitations in their structural design. A typical NPT structure usually consists of a rigid hub, spoke layers made of elastic materials such as polyurethane, and an external shear band, all rigidly coupled. During vehicle operation, the spokes undergo a complete stress cycle of "tension-compression-buckling" as the tire rotates. Existing straight or standard honeycomb spoke designs often have abrupt geometric changes at the interface with the hub or shear band, resulting in discontinuous stiffness transitions. Furthermore, due to the lack of natural damping from air pressure, the regularly distributed support structure produces a polygonal effect during rolling, making the tire prone to periodic structural noise and vibration when driving on hard surfaces.

[0004] Especially for all-terrain construction machinery, the operating environment is often filled with gravel and deep pits, accompanied by continuous high-load operation. Under such conditions, tires not only have to withstand huge vertical loads, but also have to cope with high-frequency impacts from the ground. Under long-term heavy-load cycles and all-terrain high-frequency alternating stress, the stress concentration points at the existing spoke structure connections will rapidly develop microcracks, which will propagate due to the inability to dissipate high-frequency vibration energy, eventually leading to fatigue fracture at the spoke root and causing the failure of the entire tire load-bearing structure. This mechanical fatigue not only shortens the tire's service life, but the severe structural vibrations will also accelerate the damage to the vehicle's suspension system and precision electronic components, making it difficult to meet the stringent requirements of construction machinery for high reliability and long service life.

[0005] Therefore, a tire for all-terrain engineering machinery is proposed. Summary of the Invention

[0006] The purpose of this invention is to provide an all-terrain engineering machinery tire that solves the problems of fatigue fracture at the spoke root of non-pneumatic tires and the difficulty in balancing load-bearing and shock absorption. By adopting a bifurcated variable cross-section anchoring foot, the concentrated bending moment at the root is converted into a tension-compression coupling force. Combined with an independent elastic damper with gaps to achieve graded support, it realizes the adaptive switching between flexible shock absorption with small deformation and rigid load bearing with large deformation, thereby effectively reducing stress concentration at the spoke root and extending the service life of the tire under all-terrain conditions.

[0007] To achieve the above objectives, the present invention provides the following technical solution: A tire for all-terrain engineering machinery includes a rigid hub, an annular shear band, and multiple spokes connecting the hub and the shear band, the spokes being radially distributed. The hub connection end and the shear band connection end of each spoke are bifurcated, and each bifurcation end of the spoke forms at least two anchoring feet to convert single-point bending moments into multi-point tensile-compressive coupling forces, thereby reducing the root stress concentration factor to avoid crack formation. The anchoring feet have a radially continuously varying cross-sectional width, and the width at the root of the anchoring feet is greater than the width at the intersection of the anchoring feet to promote deformation in the middle of the spoke. The vulnerable bonding interface (spoke root) remains stationary due to its high rigidity, while the reduced rigidity... The middle of the spokes bears the deformation, thus preventing tearing at the root. Furthermore, this variable cross-section design, based on the theory of equal-strength beams, effectively reduces the mass of the non-load-bearing area while ensuring root strength, thereby reducing the tire's moment of inertia and improving the dynamic response speed and fuel economy of the construction machinery. Independent elastic dampers are provided between adjacent spokes. In a stationary state, these dampers maintain a clearance fit with at least one side of the spoke to ensure tire flexibility and provide additional stiffness and damping during small and large deformations, respectively. During small spoke deformation, the elastic dampers do not interfere, ensuring tire flexibility; during large spoke deformation, they contact the elastic dampers, providing additional stiffness and damping.

[0008] Preferably, a smooth transition zone is formed at the connection between the anchoring foot and the outer circumferential surface of the hub or the inner circumferential surface of the shear band. The radius of curvature of the contour curve of the transition zone changes continuously, and the radius of curvature of the transition zone decreases monotonically along the direction closer to the anchoring foot. The contour line of the transition zone is not a circular arc with a single radius, but a spiral segment with a radius of curvature that changes continuously with the position of the tangent point. The technical effects of this geometric optimization are: 1) Curvature continuity: It avoids abrupt curvature changes at the tangent point of the circular arc and eliminates the microcrack initiation source caused by stress concentration; 2) Force mode transformation: Compared with conventional rounded corners, the gentle slope extended by the spiral line transforms most of the tensile stress at the interface when the spokes are loaded into shear stress. By utilizing the high shear strength of the adhesive interface, it effectively prevents the spokes from detaching from the hub surface.

[0009] Preferably, the anchoring feet of adjacent spokes are circumferentially adjacent to each other in the hub; the originally discrete spoke roots close together on the hub surface to form a continuous stress ring. When subjected to the centrifugal force generated by the high-speed rotation of the tire, this continuous ring always adheres tightly to the hub, assisting the chemical adhesive in resisting radial peeling force; and the adjacent arrangement eliminates the free side of the root of a single spoke, thereby eliminating the interface stress singularity points caused by the edge effect in the traditional discrete structure and suppressing the initiation of interface microcracks.

[0010] Preferably, the angle between the extension direction of the anchor leg and the radial direction is 15 to 45 degrees; when within this range, the projection component of the spoke in the vertical direction is sufficient to provide the radial stiffness required to support heavy loads; at the same time, its projection component in the horizontal direction provides the tangential stiffness required to transmit driving torque and braking torque.

[0011] Preferably, a node is provided at the intersection of the anchoring feet, and the thickness of the node is greater than the fixed thickness of the anchoring feet. On the one hand, the thickened design constructs the node as a relatively rigid domain in the spoke structure. By utilizing the stiffness difference, the destructive buckling deformation is forcibly guided to the linear arm body area with stronger heat dissipation capacity and better flexibility, thereby protecting the geometric bifurcation point with complex stress state from damage caused by large deformation. On the other hand, this thickness utilizes the principle of solidification time difference during the casting process, so that the node compensates for the volume shrinkage of the surrounding arm body during solidification, eliminating the microscopic shrinkage defects at the key stress points. Specifically, polyurethane will shrink during solidification. If it is a uniform thickness design, the bifurcation point, as a three-way intersection, cools the slowest and is prone to shrinkage. The thickened node acts as a micro-shrinkage riser in the mold. When the surrounding thinner spoke arms solidify first, the node remains liquid and can replenish raw materials to the surrounding area to compensate for shrinkage, thereby ensuring that the most critical stress points are dense and free of shrinkage.

[0012] Preferably, the middle section of the anchoring foot is provided with a weight-reducing groove; by setting the weight-reducing groove, not only can the lateral stiffness of the anchoring foot be adjusted, but the heat dissipation area of ​​the anchoring foot can also be increased.

[0013] Preferably, the stiffness of the elastic damper is lower than that of the spokes to improve its own hysteresis loss factor; the elastic damper is used to dissipate vibration energy, while the spokes focus on bearing the load; and the side of the elastic damper is provided with protruding serrations, which are configured to create mechanical engagement when the elastic damper contacts the spokes; the serrated structure increases the local contact pressure between the tip of the elastic damper and the spokes; in the muddy and dusty working environments commonly found in engineering machinery, this high pressure can effectively pierce the fluid film (water / oil) or dust layer adhering to the spoke surface, establishing reliable contact to prevent damping failure; and the serrated structure provides The nonlinear contact stiffness, characterized by initial soft-to-hardening action, is achieved by first elastically deforming the sawtooth tips during the initial engagement of the damper. This buffers the impact between the spokes and the damper, suppressing contact noise. As the load increases, the sawtooth becomes compressed and denser, providing high-rigidity support. Furthermore, unlike planar friction, the sawtooth structure utilizes the viscoelasticity of polymer materials. When tire deformation causes micro-slippage between the spokes and the damper, each individual sawtooth undergoes shear bending deformation. By leveraging the viscoelastic hysteresis properties of the material, kinetic energy is efficiently converted into internal energy dissipation, achieving a higher energy absorption rate than simple planar friction.

[0014] Preferably, the elastic damper is located in the middle region along the length of the spoke; since the main deformation of the spoke occurs in its middle, the elastic damper is placed in the middle of the spoke to limit excessive buckling of the spoke and thus prevent plastic deformation.

[0015] Preferably, the elastic damper has a through-flow channel inside, and the direction of the flow channel is parallel to the hub axis. The through-flow channel provides more space for the deformation of the elastic damper to enhance the buffering capacity against spoke deformation. At the same time, the periodic deformation of the flow channel during tire rolling creates an air pumping effect to assist in heat dissipation.

[0016] Preferably, the elastic damper is mounted on the wheel hub, and the elastic damper is detachably connected to the wheel hub; so that the elastic damper can be replaced separately after wear, without replacing the entire tire.

[0017] Compared with the prior art, the beneficial effects of the present invention are as follows: 1. This invention designs the two ends of the spokes as forked and closely connects the anchoring feet of adjacent spokes around the hub, thereby distributing the stress point of a single spoke into multiple support feet and converting the concentrated bending force into tensile or compressive force along the support foot direction; at the same time, the adjacent support feet form a continuous ring structure on the hub surface. Under the action of centrifugal force generated when the tire rotates, the ring structure will tighten inward, using mechanical structure to assist chemical bonding and prevent the spokes from peeling off from the hub.

[0018] 2. The present invention designs the anchor leg to be wide at the root and narrow at the junction, and sets a node at the junction that is thicker than the leg to increase the rigidity of the connection. This forces the deformation of the tire under pressure to mainly occur in the middle of the thinner spokes, thereby protecting the root bonding surface that is prone to cracking. At the same time, the thickened node serves as a material replenishment area during the injection molding cooling process, compensating for the volume shrinkage of the surrounding thinner leg during solidification, and avoiding shrinkage defects inside the critical stress points.

[0019] 3. The present invention sets independent elastic dampers between the spokes, and a gap is reserved between the dampers and the spokes; under slight bumps, the spokes deform freely within the gap range to keep the tire soft; under heavy loads or large deformations, the spokes press against the dampers, and the two bear the load together; in addition, the serrations on the side of the damper can pierce the water film or dust on the surface of the spokes when in contact, forming a mechanical engagement to prevent slippage, and absorbing vibration energy through the pressure deformation of the serrations.

[0020] 4. This invention uses high-modulus polyurethane to make spokes for support and high-damping material to make dampers to absorb vibrations. Combined with the axial flow channel inside the damper, it increases the heat dissipation area inside the tire and allows air circulation. At the same time, the damper adopts a detachable installation method. When the damper is worn or needs to be adapted to different terrains, the damping module can be replaced separately without replacing the entire tire. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the overall isometric structure of the present invention; Figure 2 This is a schematic diagram of the overall main structure of the present invention; Figure 3 This is a schematic diagram of the spoke unit structure of the present invention; Figure 4 This is a schematic diagram of the overall spoke structure of the present invention; Figure 5 This is a partial cross-sectional view of the present invention; Figure 6 For the present invention Figure 5 Enlarged diagram of part A in the middle; Figure 7 This is a schematic diagram of the working state of the present invention.

[0022] In the diagram: 1. Hub; 2. Shear band; 3. Spoke; 31. Anchor foot; 311. Transition zone; 312. Node; 313. Weight reduction groove; 4. Elastic damper; 41. Sawtooth; 42. Flow channel; 43. Support; 44. Pressure block. Detailed Implementation

[0023] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0024] Please see Figures 1 to 7 This invention provides an all-terrain engineering machinery tire, the technical solution of which is as follows: A tire for all-terrain engineering machinery includes a rigid hub 1, an annular shear band 2, and multiple spokes 3 connecting the hub 1 and the shear band 2, the spokes 3 being radially distributed; the hub 1 connecting end and the shear band 2 connecting end of the spokes 3 are both bifurcated, and each bifurcated end of the spokes 3 forms at least two anchor legs 31 to convert single-point bending moment into multi-point tensile-compressive coupling force; thereby reducing the stress concentration factor at the root to avoid cracking; the anchor legs 31 have a cross-sectional width that varies continuously in the radial direction, and the width at the root of the anchor legs 31 is greater than the width at the intersection of the anchor legs 31. To promote deformation in the middle of the spoke 3; the vulnerable bonding interface (root of the spoke 3) remains stationary due to its high rigidity, while the middle of the spoke 3, with reduced rigidity, bears the deformation, thereby preventing tearing at the root; an independent elastic damper 4 is provided between two adjacent spokes 3. The elastic damper 4 maintains a clearance fit with at least one side of the spoke 3 in the stationary state to ensure tire flexibility and provide additional stiffness and damping during small and large deformations, respectively; the elastic damper 4 does not interfere with the spoke 3 during small deformation, ensuring tire flexibility; the spoke 3 contacts the elastic damper 4 during large deformation, providing additional stiffness and damping.

[0025] Before connecting the outer circumference of the hub 1 to the spokes 3, it needs to be sandblasted (roughness Ra 3.2-6.3μm) and coated with a special polyurethane-metal hot vulcanizing adhesive (such as Chemlok series) to ensure that the chemical bonding strength is greater than the tear strength of the polyurethane body. The spokes 3 preferably use a hydrolysis-resistant, low-heat-generating naphthalene diisocyanate type polyurethane casting elastomer to adapt to the humid environment of the mine. The elastic damper 4 preferably uses microporous polyurethane or high-damping butyl rubber with a foaming ratio of 1.2-1.5 to further dissipate impact energy using its internal pore structure. The specific clearance value of the "clearance fit" is set to 0.5% to 1.0% of the outer radius of the tire (for example, for a tire with a diameter of 1.5 meters, the clearance is about 7 to 15 mm). This threshold determines the critical load for the damper to intervene.

[0026] As one embodiment of the present invention, refer to Figures 1-3A smooth transition zone 311 is formed at the connection between the anchor leg 31 and the outer circumferential surface of the hub 1 or the inner circumferential surface of the shear band 2. The radius of curvature of the contour curve of the transition zone 311 changes continuously, and the radius of curvature of the transition zone 311 decreases monotonically along the direction closer to the anchor leg 31. The contour curve of the transition zone 311 is preferably constructed using Euler spiral or logarithmic spiral segments. In the mold design, the curve equation is set so that the curvature increases linearly with the arc length, thereby ensuring a smooth transition from the curvature of the surface of the hub 1 to the finite curvature at the root of the anchor leg 31, fundamentally eliminating the theoretical stress singularity caused by the discontinuity of the second derivative. Taking the Euler spiral as an example, the contour line of the transition zone 311 satisfies the Euler spiral equation. .

[0027] Where R is the radius of curvature, L is the arc length, and the value range of the characteristic parameter A is... Where W is the width of the root of the anchor leg 31, H is the radial height of the transition zone 311, the radius of curvature of the curve at the connection of the hub 1 is set to infinity (i.e., straight line entry), and the radius of curvature at the connection with the anchor leg 31 is equal to the tangential radius of curvature of the profile of the anchor leg 31 at that point.

[0028] As one embodiment of the present invention, refer to Figure 3 and Figure 4 The anchoring feet 31 of adjacent spokes 3 are circumferentially adjacent to each other in the hub 1; "adjacent" means that the roots of adjacent anchoring feet 31 achieve "zero gap" contact in the circumferential direction of the hub 1 or are connected by the same material to form a complete annular base; in the centrifugal casting process, this means that the spoke 3 layer forms a closed-loop interference fit sleeve on the surface of the hub 1; when the tire rotates at high speed, the circumferential tension generated by this annular base will be converted into a radial clamping force on the hub 1, which can prevent the tire from coming off the bead even if the adhesive fails; in order to accelerate production and facilitate installation, multiple spokes 3 are integrally constructed in actual production, such as Figure 4 As shown.

[0029] As one embodiment of the present invention, refer to Figure 3The angle between the extension direction of the anchor leg 31 and the radial direction is 15 to 45 degrees. The core function of this angle is to adjust the distribution ratio between radial stiffness (load bearing) and tangential stiffness (driving and stability). If the angle is less than 15 degrees, the anchor leg 31 is too close to the radial straight line, which will lead to the following failures: 1) Insufficient lateral stability: Engineering machinery will generate huge lateral forces when turning or working on slopes. When the angle is less than 15 degrees, the projection component of the anchor leg 31 in the horizontal direction is too small, which causes the triangular truss structure formed at the root of the spoke 3 to become narrower, which cannot provide sufficient lateral support moment, thus causing the tire to roll severely or the spoke 3 to buckle laterally when subjected to lateral force; 2) Low torque transmission efficiency: Engineering machinery needs to transmit huge torque when starting and braking. The excessively vertical spoke 3 lacks tangential component, which causes the torque transmission to mainly rely on the shear deformation of the material rather than tensile and compressive deformation, which can easily cause the root of the spoke 3 to tear; 3) Loss of truss effect: The original intention of the bifurcation design is to convert bending moment into tensile and compressive coupling force. If the angle is close to 0 degrees The bifurcated structure degenerates into two parallel cantilever beams, unable to utilize "triangular stability" to convert bending moment into axial force, and the stress concentration factor at the root will increase again; if the included angle is greater than 45 degrees, the anchor leg 31 will be too tilted, leading to the following failures: 1) Radial load-bearing efficiency drops sharply: The main function of the tire is to bear weight. When the included angle is greater than 45 degrees, the projection of the leg in the vertical direction is significantly reduced. In order to support the same vehicle weight, the axial force that the anchor leg 31 needs to bear will increase geometrically, which can easily lead to premature material yielding; 2) Rolling resistance increases sharply: Due to insufficient radial stiffness, the tire sinking will increase significantly when bearing weight. The polyurethane material will generate severe hysteresis heat during repeated large deformations, leading to increased rolling resistance. This not only increases fuel consumption but also causes severe heat accumulation inside the tire, leading to the risk of hot melt; 3) Excessive bending of the shear band 2: An excessively large support angle will cause the span between the support points to increase, causing the external shear band 2 to bend excessively between the two support points due to the "bridge effect", accelerating the fatigue of the shear band 2.

[0030] In addition, the specific angle selection is related to the tire aspect ratio. For loader tires with high load-bearing requirements, 25 to 35 degrees is preferred. At this angle, the vertical load is decomposed into a pressure component along the outrigger axis and a tangential component that causes the outrigger to bend. This angle range maximizes the proportion of the pressure component along the outrigger axis and utilizes the characteristic of polyurethane material that is resistant to pressure but not to tension to improve load-bearing capacity.

[0031] As one embodiment of the present invention, refer to Figure 1 and Figure 3A node 312 is provided at the intersection of the anchor legs 31, and the thickness of the node 312 is greater than the fixed thickness of the anchor legs 31. Specifically, the thickness of the thickened node 312 is 1.2 to 1.5 times the thickness of the spokes 3. When the tire is deformed under load, causing the anchor legs 31 to tend to open, the node 312 reduces the peak tensile stress at the root of the bifurcation by increasing the section modulus, thereby preventing cracks from initiating from deep within the bifurcation angle and thus avoiding longitudinal tearing failure of the spokes 3. The lower limit (1.2 times) ensures that the bifurcation point has sufficient section modulus, reducing the stress concentration factor at the geometric notch to below the safety threshold to avoid tearing of the node 312. The upper limit (1.5 times) restricts the volume of the node 312 to prevent heat accumulation caused by the low thermal conductivity and high hysteresis heat generation characteristics of polyurethane material. Experiments show that when the thickness ratio exceeds 1.5 times, the center temperature of the node 312 will rise sharply and induce core thermal melting failure under continuous operation conditions of the engineering vehicle.

[0032] As one embodiment of the present invention, refer to Figure 3 The middle section of the anchor leg 31 is provided with a weight reduction groove 313. The weight reduction groove 313 is preferably designed as an elongated hole with closed ends. The two ends of the groove must be machined into full rounded corners to eliminate stress concentration at right angle transitions and prevent fatigue cracks from initiating from the groove ends. The weight reduction groove 313 runs through the thickness direction of the anchor leg 31, thereby transforming the solid leg section into a double-limb parallel structure. While retaining the edge material on both sides of the leg to maintain bending stiffness, it removes the low-efficiency material near the neutral axis, thereby maximizing weight reduction while minimizing stiffness loss. The through weight reduction groove 313 not only reduces weight but also forms an air convection channel perpendicular to the tire rotation plane. When the vehicle is in motion, the airflow passes through the groove and directly carries away the heat generated inside the leg due to high-frequency tensile and compressive hysteresis deformation, thereby reducing the core temperature and effectively preventing thermal degradation of the polyurethane material.

[0033] As one embodiment of the present invention, refer to Figure 5 and Figure 6 The hardness of the elastic damper 4 is 10 to 20 Shore A degrees lower than that of the spoke 3. If the difference between the two is less than 10°, the stiffness is too close and cannot form obvious graded stiffness characteristics. The transition of the tire from light load to heavy load no longer has a linear stiffness gain, but exhibits a hard characteristic similar to a solid tire, losing its shock absorption advantage. If the difference between the two is greater than 20°, the stiffness span is too large. When the spoke 3 presses on the elastic damper 4, the elastic damper 4 deforms too quickly, causing the load to not transition smoothly. This can easily cause the tire load-bearing curve to collapse, affecting operational stability.

[0034] Specifically, the material of the elastic damper 4 is high-damping rubber or foam material with a Shore A hardness of 70A to 80A. As an auxiliary load-bearing and energy-dissipating component, the hardness of the elastic damper 4 determines its buffering characteristics and mechanical engagement effect during intervention. If the hardness is lower than 70A (too soft), firstly, the supporting force will be insufficient. During large deformation stages, the overly soft elastic damper 4 will be easily flattened by the spokes 3, failing to provide effective additional stiffness. At this time, the effective buckling length of the spokes 3 cannot be effectively shortened, and the spokes 3 may still undergo plastic yielding. Secondly, the durability is poor: low-hardness materials usually have low tear strength. During high-pressure friction, the saw teeth 41 of the soft damper are easily shaved or torn by shear force, causing the mechanical engagement function to fail. If the hardness is higher than 80A (too hard): it will first cause an impact effect. The excessive hardness will result in insufficient hardness difference between it and the spoke 3. When the spoke 3 contacts the damper, it is equivalent to hitting a rigid body, which will produce violent contact impact and noise, and cannot achieve flexible energy dissipation. Secondly, it will cause the saw teeth 41 to fail. High hardness means that the saw teeth 41 is difficult to undergo elastic deformation and cannot form a "surface contact" with the spoke 3, resulting in excessive local contact pressure, which may scratch the surface of the spoke 3.

[0035] The material of spoke 3 is thermoplastic polyurethane elastomer with a hardness range of Shore 90A to 98A and a tensile modulus of 50 MPa to 80 MPa. As the main load-bearing component, the hardness of spoke 3 directly determines the tire's load-bearing capacity and rolling resistance. If the hardness is below 90A (too soft), it will first cause load-bearing failure. The tensile modulus of the polyurethane material will decrease significantly, leading to excessive elastic creep of spoke 3 under heavy loads on construction machinery. This will cause excessive tire sinking, resulting in excessive bending of the shear band 2 and the generation of early fatigue cracks. Secondly, it will cause thermal melting: the excessively soft material will have excessive hysteresis loss during rolling, converting a large amount of mechanical energy into heat energy. The low-speed, high-torque operating conditions of construction vehicles will cause the internal temperature of the tire to rise rapidly, even exceeding the softening point of polyurethane. (Usually around 120°C), this can cause a "thermal melt" tire blowout; in addition, it can also cause clearance failure: excessive initial deformation in a stationary state may cause spoke 3 to directly contact the damper, eliminating the clearance fit design, making the tire very bumpy even when unloaded, and losing its flexibility under small deformation; if the hardness is higher than 98A (too hard), it will first lead to brittle fracture, the material properties will be close to hard plastic, and the toughness and elongation at break will drop sharply. Under the sharp impact of gravel roads in mines, the root of spoke 3 is very prone to brittle fracture or notch-sensitive cracking, losing the impact resistance that an elastomer should have; secondly, it will lose grip, the overall stiffness of the tire is too high, the contact area is smaller, resulting in insufficient traction on soft or slippery roads, and construction machinery is prone to slipping.

[0036] The elastic damper 4 has protruding serrations 41 on its side. The serrations 41 are configured to mechanically engage when the elastic damper 4 contacts the spokes 3. The serrations 41 adopt a triangular wave structure with a tooth height of 1.5 mm to 3.0 mm, a tooth pitch of 2.0 mm to 5.0 mm, a tooth tip angle of 60 degrees to 90 degrees, and a tooth tip radius of less than 0.2 mm to ensure that they can effectively pierce the mud-water film when the contact pressure is greater than 2 MPa. The surface of the serrations 41 can be pre-textured or coated with a high friction coefficient coating (such as a silicon carbide particle coating). When the damper is compressed, the serrations 41 undergo non-coordinated deformation, and the contact pressure generated by the tooth tip is much greater than the average pressure, which is sufficient to pierce the shear yield strength of the mud, achieving a mud-discharging effect similar to "ice breaking", and ensuring that the hysteresis loop area of ​​the mechanical engagement is maximized (i.e., energy consumption is maximized).

[0037] As one embodiment of the present invention, refer to Figure 6 The elastic damper 4 is located in the middle region along the length of the spoke 3. This position corresponds to the point of maximum lateral deflection when the spoke 3 is subjected to first-order Euler buckling under pressure. Placing the damper here can provide effective lateral support in the early stage of spoke 3 deformation, thereby increasing the critical buckling load of the spoke 3 and preventing it from plastically collapsing. At the same time, this position avoids the high-frequency vibration zone near the shear band 2 and the high-stress zone at the root of the hub 1, which is conducive to the stable operation of the damper.

[0038] As one embodiment of the present invention, refer to Figure 6 and Figure 7 The elastic damper 4 has a through-flow channel 42 inside, and the through-flow channel 42 is parallel to the axial direction of the hub 1. Specifically, the cross-sectional shape of the channel 42 is preferably elliptical or waist-shaped, and the major axis is arranged radially along the hub 1. This directional hole design has anisotropic stiffness characteristics - it is easy to collapse under radial compression (providing flexibility) and maintains rigidity under axial bending. In addition, the inner wall of the channel 42 is provided with spiral guide grooves to accelerate heat exchange by utilizing the centrifugal airflow generated by the tire rotation.

[0039] As one embodiment of the present invention, refer to Figure 6The elastic damper 4 is mounted on the hub 1, and the elastic damper 4 is detachably connected to the hub 1. A T-slot is provided inside the hub 1. The elastic damper 4 includes a support column 43 and a pressure block 44. The support column 43 is inserted into the inner circumference of the hub 1 and connects to the elastic damper 4 on the outer circumference of the hub 1. After installation, the pressure block 44 is used to seal it. The elastic damper 4 and the support column 43 are two independent manufacturing units. The bottom of the elastic damper 4 has a positioning blind hole matching the shape of the support column 43. Its body is made of high-damping elastic material (such as Shore 70A-80A polyurethane) by injection molding or compression molding, eliminating the need for an embedded metal frame, thus simplifying the mold and reducing costs. The support column 43, as a rigid connector, is preferably made of stainless steel or high-strength engineering plastic (such as glass fiber reinforced nylon PA66-GF30) to withstand shear forces. Its surface may be provided with... To prevent detachment, barbs or knurling are used to increase the mechanical interlocking force with the adhesive. Before installation, a high-strength structural adhesive (such as cyanoacrylate or modified acrylate adhesive) is evenly applied to the inner wall of the pre-drilled hole at the bottom of the elastic damper 4. Then, the elastic damper 4 is placed on the pre-set groove or positioning surface on the outer circumference of the hub 1. The support column 43 is inserted radially outward from the inner circumference of the hub 1. After passing through the mounting hole on the wall of the hub 1, the support column 43 is directly inserted into the adhesive hole at the bottom of the elastic damper 4. The diameter of the insertion end of the support column 43 is slightly larger than the diameter of the pre-drilled hole of the elastic damper 4 (the interference fit is recommended to be 0.2mm-0.5mm). When the support column 43 is inserted, it forces the bottom of the elastic damper 4 to expand elastically, generating a radial clamping force. This "internal expansion" structure not only assists in the curing and positioning of the adhesive, but also provides initial mechanical stability when the damper is subjected to lateral forces.

[0040] Finally, after the support column 43 is fully inserted, it is fixed in the T-slot inside the hub 1 by the pressure block 44. The pressure block 44 and the tail of the support column 43 are connected by threads or stepped limit to prevent the support column 43 from retracting inward under centrifugal force or vibration, thereby ensuring the safety and reliability of the connection.

[0041] Working Principle: To achieve high load-bearing capacity, long service life, and excellent dynamic shock absorption performance for engineering machinery tires under all-terrain conditions, this invention adopts a rigid-flexible coupled non-pneumatic tire structure. The specific working principle is as follows: First, to solve the problem of stress fatigue fracture at the root of the spokes 3 in traditional non-pneumatic tires, this is achieved through a bifurcated variable cross-section anchoring foot 31. When the tire bears a vertical load, the bifurcated anchoring foot 31 transforms the traditional single cantilever beam stress mode into a triangular truss stress mode, decomposing the huge bending moment concentrated at the root into tensile-compressive coupling forces distributed along the axial direction of the two feet. At the same time, the variable cross-section design with a wide root and a narrow junction greatly increases the moment of inertia of the root section, thus avoiding the generation of root cracks. In addition, the weight-reducing groove 313 that runs through the middle section of the anchoring foot 31 removes the material in the low-stress area to reduce the moment of inertia while retaining the edge material to maintain bending stiffness, and utilizes the air channel formed by the groove to accelerate heat dissipation.

[0042] Secondly, to balance driving efficiency on smooth roads with shock absorption on rough roads, this is achieved through a nonlinear gap fit between the spokes 3 and the elastic damper 4. On smooth roads or under light loads (small deformation stage), the deformation of the spokes 3 does not exceed the preset gap, and the elastic damper 4 does not participate in the work. The tire relies solely on the high-modulus polyurethane spokes 3 for rigid support, ensuring low rolling resistance. When encountering gravel impacts or under heavy loads (large deformation stage), the spokes 3 undergo large deflection deformation and come into contact with the elastic damper 4. This invention specifically places the elastic damper 4 in the middle section of the spokes 3 (i.e., the antinode position of the first buckling mode). Once in contact, the damper acts as a lateral support point, thereby increasing the critical buckling load of the spokes 3 and preventing plastic collapse.

[0043] Furthermore, to ensure the effectiveness of damping and enhance heat dissipation in harsh environments such as mud and dust, this is specifically achieved through the interlocking structure of the serrations 41 and the pumping effect. When the spokes 3 press against the damper, the protruding serrations 41 act as high-pressure contact points, instantly piercing the water film, oil film, or dust layer attached to the surface of the spokes 3, establishing a mechanical interlock between the materials. During the subsequent compression process, the serrations 41 undergo shear deformation and frictional slippage, utilizing the viscoelastic hysteresis characteristics of the high-damping material to efficiently convert the impact kinetic energy into internal energy dissipation. At the same time, the axial flow channel 42 inside the elastic damper 4 forms a periodic "compression-rebound" pumping effect during tire rolling, accelerating the airflow inside the tire and reducing heat accumulation caused by high-frequency deformation.

[0044] Finally, to ensure the internal quality of key stress points and reduce the total life cycle maintenance cost, this is achieved through the shrinkage compensation effect of thickened node 312 and split-type embedded installation. Node 312 at the fork of spoke 3 is designed as a locally thickened area, which acts as a shrinkage compensation riser during the injection molding stage, using the solidification time difference to supplement raw materials to the surrounding thinner wall and eliminate shrinkage defects. In terms of maintenance, the elastic damper 4 adopts a split design, with the rigid support 43 inserted into the glued damper to generate interference tension, and the pressure block 44 is used to lock it in the T-slot of the hub 1. This structure not only simplifies the manufacturing process, but also allows the rubber component to be replaced separately after the damper wears out, without scrapping the entire metal hub 1 or the support 43.

[0045] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. An all-terrain engineering machinery tire, comprising a rigid hub, an annular shear belt, and a plurality of spokes connecting the hub and the shear belt, the spokes being radially distributed, characterized in that: The hub connection end and shear band connection end of the spoke are both bifurcated, and each bifurcated end of the spoke forms at least two anchoring feet to convert the single-point bending moment into a multi-point tension-compression coupling force. The anchor leg has a cross-sectional width that varies continuously in the radial direction, and the width at the root of the anchor leg is greater than the width at the intersection of the anchor legs to promote deformation in the middle of the spokes. An independent elastic damper is provided between two adjacent spokes. The elastic damper maintains a clearance fit with at least one side of the spoke in the static state to ensure tire flexibility and provide additional stiffness and damping during small deformation and large deformation, respectively.

2. The all-terrain engineering machinery tire according to claim 1, characterized in that: The connection between the anchor foot and the outer circumferential surface of the hub or the inner circumferential surface of the shear band forms a smooth transition zone. The radius of curvature of the contour curve of the transition zone changes continuously, and the radius of curvature of the transition zone decreases monotonically along the direction closer to the anchor foot.

3. The all-terrain engineering machinery tire according to claim 1, characterized in that: The anchoring feet of adjacent spokes are circumferentially adjacent to each other in the hub.

4. The all-terrain engineering machinery tire according to claim 1, characterized in that: The angle between the extension direction of the anchoring foot and the radial direction is 15 degrees to 45 degrees.

5. The all-terrain engineering machinery tire according to claim 1, characterized in that: The intersection of the anchoring feet is provided with a node, and the thickness of the node is greater than the fixing thickness of the anchoring feet.

6. The all-terrain engineering machinery tire according to claim 1, characterized in that: The middle section of the anchoring leg is provided with a weight-reducing groove.

7. The all-terrain engineering machinery tire according to claim 1, characterized in that: The hardness of the elastic damper is lower than that of the spokes, and the side of the elastic damper is provided with protruding serrations, which are configured to create mechanical engagement when the elastic damper contacts the spokes.

8. The all-terrain engineering machinery tire according to claim 1, characterized in that: The elastic damper is located in the middle region along the length of the spokes.

9. The all-terrain engineering machinery tire according to claim 1, characterized in that: The elastic damper has a through-flow channel inside, and the direction of the flow channel is parallel to the hub axis.

10. The all-terrain engineering machinery tire according to claim 1, characterized in that: The elastic damper is mounted on the wheel hub, and the elastic damper is detachably connected to the wheel hub.

Images