Non-pneumatic tire

Abstract

The present invention discloses a non-inflatable tire, which comprises a tread, an inner ring and multiple groups of bumps. The multiple groups of bumps are radially distributed between the tread and the inner ring, and each group of bumps is hollow inside. Adjacent groups of bumps are integrally connected to form an annular cavity; a concave portion is formed at the connection position between adjacent groups of bumps, and the concave portion forms a tightened inner eaves corresponding to the inner wall of the annular cavity. The top contour of the inner wall of each group of bumps correspondingly forms an extended outer eaves of the annular cavity, and the bump wall of each group of bumps forms an arc-shaped extension surface integrally connected between the tightened inner eaves and the extended outer eaves; a tire wall connected between the tread and the inner ring is formed between the tightened inner eaves of the annular cavity and the top of the outer wall of the bump. Therefore, by arranging multiple groups of bumps between the tread and the inner ring, the width of the tire wall is increased, and multiple elastic load-bearing units that are closely connected to each other and support each other strongly are formed, thereby improving the overall load-bearing capacity, impact resistance and driving comfort of the tire.

Description

Technical Field

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

[0002] A tire is a general term for a tyre, usually made of wear-resistant rubber material, and is divided into pneumatic tires and solid tires. By filling with sufficient gas to obtain comfortable support in the sealed rubber tire cavity, the disadvantage of pneumatic tires is that the rubber material on the tread is easily worn, and due to the inflation support, there is also a possibility of tire bursting; while solid tires do not require inflation, there is no possibility of tire bursting, and they have strong load-bearing capacity, but precisely because they do not require inflation and lack gas as a buffer, the driving comfort of the vehicle is poor. Therefore, there is an urgent need for a non-pneumatic tire that can both maintain the non-bursting property of the original solid tire and at the same time have good load-bearing capacity and road surface comfort. Summary of the Invention

[0003] In view of this, in view of the deficiencies existing in the prior art, the main purpose of the present invention is to provide a non-pneumatic tire, which increases the tire wall thickness and forms multiple load-bearing units by arranging multiple groups of bumps between the tread and the inner ring, thereby improving the overall load-bearing capacity, impact resistance and driving comfort of the tire.

[0004] To achieve the above purpose, the present invention adopts the following technical solutions:

[0005] A non-pneumatic tire includes a tread and an inner ring having a common center, and multiple groups of bumps radially and integrally connected between the tread and the inner ring with the center of the tread and the inner ring as the center. The multiple groups of bumps are radially distributed between the tread and the inner ring, and each group of bumps is hollow inside. The adjacent groups of bumps are integrally connected to form an annular cavity that penetrates through the multiple groups of bumps and surrounds between the tread and the inner ring; the connection position between the adjacent groups of bumps forms a recess, and the recess corresponds to the inner wall of the annular cavity to form a tightened inner eaves, and the top contour of the inner wall of each group of bumps correspondingly forms an extended outer eaves of the annular cavity. The wall of each group of bumps forms an arc-shaped extension surface integrally connected between the tightened inner eaves and the extended outer eaves; a tire wall connected between the tread and the inner ring is formed between the tightened inner eaves of the annular cavity and the top of the outer wall of the bump, and the tire wall includes an outer tire wall connected between the outer edges of the tread and the inner ring and an inner tire wall connected between the inner edges of the tread and the inner ring.

[0006] As a preferred solution: the connection between the bump and the tread is the first pressure-bearing unit when the tire is loaded, the arc-shaped extension surface is the second pressure-bearing unit, and the tightened inner eaves is the third pressure-bearing unit; the first pressure-bearing unit, the second pressure-bearing unit and the third pressure-bearing unit are integrally connected from outside to inside.

[0007] As a preferred solution: Each group of bumps is symmetrically distributed on both sides of the tread and the inner ring with the central plane perpendicular to the axial direction of the tread and the inner ring as the center, and the adjacent bumps on the same side of the central plane are radially connected through the tread and the inner ring.

[0008] As a preferred solution: The outer wall of each bump is spherical.

[0009] As a preferred solution: The cross-section of the tightened inner eaves is a closed ring.

[0010] As a preferred solution: Protrusions for elastic contact with the hub of the wheel are provided on the inner side wall of the inner ring.

[0011] As a preferred solution: A plurality of the above-mentioned protrusions are arranged at intervals along the circumferential direction of the inner ring on the inner side wall of the inner ring, and unloading grooves are formed between adjacent protrusions to facilitate stretching the tire for quick assembly when the tire and the hub are assembled.

[0012] As a preferred solution: A first contact portion for cooperating with the edge of the hub and a second contact portion for contacting the groove wall of the hub are respectively arranged on both sides of the protrusion of the inner ring along the width direction of the inner ring, and the first contact portion and the second contact portion are connected in a stepped manner; and the first contact portion is located outside the second contact portion.

[0013] As a preferred solution: The tread is arc-shaped along its width direction, and grooves are respectively extended from the middle position of the tread to both side edges of the tread.

[0014] As a preferred solution: First air holes for forming air convection with the hub are provided on the inner ring.

[0015] As a preferred solution: Second air holes are respectively provided on the outer tire wall and the inner tire wall, and the second air holes on the outer tire wall and the second air holes on the inner tire wall are symmetric or asymmetric with each other.

[0016] As a preferred solution: The depth of the groove gradually decreases from both side edges of the tread to the position close to the middle of the tread.

[0017] As a preferred solution: The thickness of the depression center area of the depression part is 2-7 times the wall thickness of the bump.

[0018] As a preferred solution: Each group of bumps includes four bumps, and the four bumps are symmetrically distributed in pairs on both sides of the tread and the inner ring with the central plane perpendicular to the axial direction of the tread and the inner ring as the center, and the adjacent two bumps on the same side of the central plane are radially connected through the tread and the inner ring.

[0019] As a preferred solution: The protrusion is spherical, semi-spherical or elliptical, and the contact surface of the protrusion with the wheel hub is flat or spherical.

[0020] Compared with the prior art, the present invention has obvious advantages and beneficial effects. Specifically, as can be seen from the above technical solution, by arranging multiple groups of connected bumps radially along the radial direction between the tread and the inner ring, these multiple groups of bumps form a concave-convex structure on the outer sidewall of the tire, and a load-bearing structure with a tightened inner eaves, an extended outer eaves, and an arc-shaped extension surface as load-bearing units is formed inside; the concave-convex design increases the width of the tire sidewall, improves the load-bearing area of the tire sidewall, and thus enhances the overall load-bearing capacity of the tire; moreover, the concave portions in the sidewall can provide a strong support point when the tire is compressed and deformed, further improving the load-bearing performance and impact resistance of the tire; and the multiple load-bearing structures inside have a fast force transmission speed and a fast elastic deformation acceleration, and can provide sufficient elastic support when the tire is compressed, improving the driving comfort.

[0021] To more clearly illustrate the structural features and functions of the present invention, the following will be described in detail in combination with the drawings and specific embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 Stereoscopic schematic diagram of the tire of the present invention;

[0023] Figure 2 Planar schematic diagram of the tire of the present invention;

[0024] Figure 3 For Figure 2 Cross-sectional view taken along line A-A;

[0025] Figure 4 For Figure 2 First perspective stereoscopic diagram of the cross-section of section B-B;

[0026] Figure 5 For Figure 2 Second perspective stereoscopic diagram of the cross-section of section B-B;

[0027] Figure 6 For Figure 2 Third perspective stereoscopic diagram of the cross-section of section B-B;

[0028] Figure 7 For Figure 2 Fourth perspective stereoscopic diagram of the cross-section of section B-B;

[0029] Figure 8 Schematic diagram of the cooperation between the tire of the present invention and the wheel hub.

[0030] Explanation of the drawing reference numerals:

[0031] 10. Tread; 11. Groove; 12. Middle part of tread; 20. Inner ring; 21. Protrusion; 22. Unloading groove; 23. First contact portion; 24. Second contact portion; 25. First air hole; 30. Bulge; 40. Annular cavity; 41. Tightened inner edge; 42. Extended outer edge; 43. Arc-shaped extension surface; 50. Recessed portion; 51. Recessed center area; 60. Sidewall; 61. Outer sidewall; 62. Inner sidewall; 63. Second air hole; 70. First pressure-bearing unit; 80. Second pressure-bearing unit; 90. Third pressure-bearing unit; 100. Hub; a. Axial direction; b. Center plane; c. Width direction. DETAILED DESCRIPTION

[0032] The present invention Figures 1 to 8 As shown, a non-inflatable tire includes a tread 10 and an inner ring 20 with a common center, and a plurality of bulges 30 radially connected between the tread 10 and the inner ring 20 with the center of the tread 10 and the inner ring 20 as the center, wherein:

[0033] The tire is a bicycle tire, mainly used on electric motorcycles, motorcycles, bicycles, scooters, tricycles and other tools, and can also be used on small cars; the tire material is made of elastic material, preferably polyurethane, rubber and plastic and other materials.

[0034] The tread 10 is the side of the tire that contacts the ground during driving. The tread 10 is designed in an arc shape along its width direction c. The purpose of the arc design is mainly for the turning operation of two-wheeled vehicles. The closer the tread 10 is to the edge, the thicker it is than other positions. When the tread 10 is subjected to force, the middle position of the tread 10 is subjected to force first and deforms. The edge of the tread 10 is not easy to deform due to its large thickness, which easily causes bumps. A groove 11 is set at the edge position with large thickness, and the depth of the groove 11 is set to gradually decrease from the edge to the middle 12 of the tread (it can also be the same depth), so as to improve its buffering performance when subjected to force and increase the comfort of the tread 10 when it contacts the ground.

[0035] The inner ring 20 is an annular structure that is tightly matched with the wheel hub 100 of the vehicle. A protrusion 21 for elastically contacting the wheel hub 100 is arranged on the inner side wall of the inner ring 20. In this embodiment, a plurality of protrusions 21 are arranged on the inner side wall of the inner ring 20 at intervals along the circumferential direction of the inner ring 20, and a relief groove 22 is formed between adjacent protrusions 21. When the tire and the wheel hub are assembled, the tire needs to be stretched so that the tire can be elastically deformed and mounted on the wheel hub, thereby realizing rapid assembly of the tire and the wheel hub 100. The relief groove 22 is mainly used to provide deformation space during this assembly process, relieve the internal stress of the tire when stretched, and improve the ease and convenience of assembling the tire and the wheel hub 100.

[0036] On both sides of the protrusion 21 of the inner ring 20 along the width direction c of the inner ring 20, a first contact portion 23 for cooperating with the edge of the wheel hub 100 and a second contact portion 24 for contacting the inner wall of the wheel hub groove are respectively provided. The first contact portion 23 and the second contact portion 24 are connected in a stepped manner; and the first contact portion 23 is located outside the second contact portion 24. Moreover, the protrusion 21 and the first contact portion 23 and the second contact portion 24 on both sides thereof are arranged side by side along the width direction c of the inner ring 20. The purpose of using the protrusion 21 and multiple contact portions is to make the inner ring 20 and the wheel hub fit more tightly, and at the same time make the tire and the wheel hub have buffer elasticity; it should be noted that the number of the protrusions 21 and the contact portions arranged side by side can be set according to actual needs. In this embodiment, the form of having a protrusion 21 in the middle and a first contact portion 23 and a second contact portion 24 on both sides respectively, a total of five parts, is adopted. At least one or two of these five parts form an elastic contact with the inner wall of the wheel hub groove. And the shape of the protrusion 21 can be a spherical ball, a semi-spherical ball or an elliptical spherical ball, and the surface of the protrusion 21 in contact with the wheel hub is a plane or a spherical surface. In addition, the first contact portions 23 on both sides are mainly used to form a tight fit with the edges on both sides of the wheel hub, and the second contact portions 24 on both sides are mainly used to make up for the gap after the protrusion 21 contacts the inner wall of the wheel hub groove to achieve the full contact between the tire and the wheel hub, improve the tightness and firmness of the combination of the tire and the wheel hub, so as to increase the friction between the tire and the wheel hub, prevent the tire from slipping and separating from the wheel hub due to the large torque during the driving of the vehicle, and extend the service life of the tire. At the same time, the elastic contact between the protrusion 21 and the multiple contact portions and the wheel hub can improve the overall elasticity of the tire, further reduce and filter out the rigid vibrations brought by the road conditions, and improve the riding comfort.

[0037] In addition, a first air hole 25 for forming air convection with the wheel hub is provided on the contact surface of the inner ring 20 with the wheel hub. In this embodiment, the first air hole 25 can be provided on the protrusion 21, or between the protrusion 21 and the second contact portion 24, between the first contact portion 23 and the second contact portion 24, or between two adjacent protrusions 21 along the circumferential direction of the inner ring 20; at the same time, ventilation holes are also provided at intervals on the cooperating wheel hub to cooperate with the first air hole 25 on the tire to form air convection between the tire, the wheel hub and the outside, so as to dissipate the heat inside the tire, reduce the heat generated by the material accumulation inside the tire, and extend the service life of the tire.

[0038] The multiple sets of bulges 30 are radially distributed between the tread 10 and the inner ring 20; each set of bulges 30 is symmetrically distributed on both sides of the tread 10 and the inner ring 20 with the central plane b perpendicular to the axial direction a of the tread 10 and the inner ring 20 as the center. It should be noted that each set of bulges 30 can also be asymmetrically arranged on both sides of the central plane b (both sides of the tread 10 and the inner ring 20) as required; and each set of bulges 30 is hollow inside, and adjacent sets of bulges 30 are integrally connected to form an annular cavity 40 that penetrates through multiple sets of bulges 30 and surrounds between the tread 10 and the inner ring 20. Each set of bulges 30 respectively has four bulges 30, and these four bulges 30 are symmetrically distributed in pairs on both sides of the central plane b perpendicular to the axial direction a of the tread 10 and the inner ring 20, and the two bulges 30 on the same side of the central plane b are radially connected through the tread 10 and the inner ring 20, and the outer wall of each bulge 30 is spherical, or can also be other convex shapes. The connection position between adjacent sets of bulges 30 forms a recess 50 (the thickness of the recess center area 51 is 2-7 times the wall thickness of the bulge 30. The purpose of designing the thickness of the recess center area 51 to be relatively thick is to make the recess center area form a strong support point for the elastic deformation of the tire under pressure, improving the overall load-bearing capacity and impact resistance of the tire), and the recess 50 corresponds to the inner wall of the annular cavity 40 to form a tightened inner eave 41 (the cross-section of the tightened inner eave 41 is in a closed ring shape, such as an ellipse, peanut shell shape, etc.), and the tightened inner eave 41 can be a plane corresponding to the position of the recess center area 51, or can also adopt a form combining a plane and an arc. The top contour of the inner wall of each set of bulges 30 correspondingly forms an extended outer eave 42 of the annular cavity 40, and the wall of each set of bulges 30 forms an arc-shaped extended surface 43 integrally connected between the tightened inner eave 41 and the extended outer eave 42; it should be noted that the smaller the cross-sectional area (the cross-section along the width direction c of the tire) of the tightened inner eave 41, the larger the area of the arc-shaped extended surface 43. Correspondingly, the thicker the following tread wall 60 is, the larger the area of the load-bearing unit that can support the tire under pressure, and the stronger the support performance of the tire. Therefore, the overall load-bearing performance of the tire is stronger.

[0039] The groove 11 provided on the tread 10 can be used as both a drainage groove and a functional groove of the tire. Specifically, the position of the groove 11 corresponds to the position of the bulge 30. When the bulge 30 is under pressure and undergoes elastic deformation, the groove 11 can act as a load-unloading groove for relieving the deformation stress of the bulge 30. Thus, when the tire is running, the deformation stress of the bulge 30 can be quickly relieved, reducing the impact on the driving experience during the elastic deformation of the tire and improving the driving comfort.

[0040] A concavo-convex (a combination of multiple bumps 30 and recesses 50) tire wall 60 connecting the tread 10 and the inner ring 20 is formed between the tightening inner eaves 41 of the annular cavity 40 and the top of the outer wall of the bump 30. The tire wall 60 includes an outer tire wall 61 connecting the outer edges of the tread 10 and the inner ring 20 and an inner tire wall 62 connecting the inner edges of the tread 10 and the inner ring 20.

[0041] The connection between the bump 30 at the top of each group of bumps 30 and the tread 10 is the first pressure-bearing unit 70 when the tire is loaded. The arc-shaped extension surface 43 is the second pressure-bearing unit 80, and the tightening inner eaves 41 is the third pressure-bearing unit 90. The first pressure-bearing unit 70, the second pressure-bearing unit 80, and the third pressure-bearing unit 90 are integrally connected from outside to inside. The three pressure-bearing units transfer loads to each other and support each other elastically, forming a large elastic force and bearing capacity. Moreover, the design of multiple arc-shaped extension surfaces 43 can increase the thickness of the tire wall, increase the load-bearing area of the tire wall, reduce the load borne per unit area, and improve the overall load-bearing capacity of the tire. Thus, the thickness of the tread 10 can be reduced under the same support strength, improving the comfort when the tread 10 contacts the ground; at the same time, the thickness of the tread 10 can also be increased as needed to further improve the support strength of the tire. Moreover, the concavo-convex design of the tire wall can increase the elastic force and rebound acceleration of the tire during load-bearing operation to adapt to different road conditions; the multiple recesses 50 on the tire wall 60 can form multiple support points, further improving the overall load-bearing capacity and impact resistance of the tire. Compared with non-pneumatic tires with honeycomb or V-shaped left-right interconnected structures, the tire wall of this tire has multiple bumps integrally connected to form a concavo-convex structure. Each bump and recess support each other strongly, forming multiple elastic support structures, with faster force transmission and high rebound acceleration, capable of adapting to a variety of relatively harsh road conditions, improving the overall load-bearing performance and impact resistance of the tire, and providing a better driving experience. Moreover, the projected width of the tire wall in the wheel rotation direction (i.e., the distance between the apex of the outer wall of the bump and the tightening inner eaves) of this tire is 2-7 times the width of the tire wall of the same type of traditional pneumatic tire, thus expanding the load-bearing area of the tire wall, improving the overall structural strength of the tire, and further enhancing the load-bearing capacity of the tire.

[0042] Second air holes 63 are respectively provided on the outer tire wall 61 and the inner tire wall 62, and the second air holes 63 on the outer tire wall 61 and the second air holes 63 on the inner tire wall 62 are symmetrical or asymmetrical. Specifically, the second air holes 63 are provided at the positions of the recesses 50 of the tire wall. The second air holes 63 can cooperate with the above-mentioned first air holes 25 to achieve rapid air convection between the inside and outside of the tire, improving the heat dissipation efficiency of the hot air inside the tire.

[0043] The number of bulges 30 of the tire is between 6 groups and 60 groups, and can be specifically designed according to actual needs; the tread 10, the inner ring 20 and multiple groups of bulges 30 of the tire are all integrally formed designs, and the overall structural stability is strong.

[0044] When the hardness of the tire material is 85 degrees Shore, it is detected by a tire dynamic durability tester: when carrying a weight of 150 KG and passing through obstacle blocks with a size of 5*5 (5 mm high, 5 mm wide), at a speed of 40 kilometers per hour, it can continuously run for 3000 kilometers without damage.

[0045] The key point of the design of the present invention is that multiple groups of interconnected bulges 30 are radially distributed along the radial direction between the tread 10 and the inner ring 20. The multiple groups of bulges 30 form a concave-convex structure on the outer sidewall of the tire, and an internal load-bearing structure with a tightened inner eaves 41, an extended outer eaves 42 and an arc extension surface 43 as load-bearing units is formed; the concave-convex design increases the width of the tire sidewall and improves the load-bearing area of the tire sidewall, thereby enhancing the overall load-bearing capacity of the tire; moreover, the concave part 50 in the sidewall can provide a strong support point when the tire is compressed and deformed, further improving the load-bearing performance and impact resistance of the tire; and the internal multiple load-bearing structures have a fast force transmission speed and a fast elastic deformation acceleration, and can provide sufficient elastic support when the tire is compressed, improving the driving comfort.

[0046] The above is only a preferred embodiment of the present invention, and does not impose any limitation on the technical scope of the present invention. Therefore, any minor modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention still fall within the scope of the technical solution of the present invention.

Claims

1. A non-inflatable tire, characterized in that: It includes a tread and an inner ring having a common center of the circle, and multiple groups of bumps radially and integrally connected between the tread and the inner ring with the center of the circle of the tread and the inner ring as the center. The multiple groups of bumps are radially distributed between the tread and the inner ring, and each group of bumps is hollow inside. The adjacent groups of bumps are integrally connected to form an annular cavity that penetrates through the multiple groups of bumps and surrounds between the tread and the inner ring. A recessed portion is formed at the connection position between the adjacent groups of bumps. The recessed portion forms a tightened inner eave corresponding to the inner wall of the annular cavity. The top contour of the inner wall of each group of bumps correspondingly forms an extended outer eave of the annular cavity. The wall of each group of bumps forms an arc-shaped extended surface integrally connected between the tightened inner eave and the extended outer eave. A tire wall connected between the tread and the inner ring is formed between the tightened inner eave of the annular cavity and the top of the outer wall of the bump. The tire wall includes an outer tire wall connected between the outer edges of the tread and the inner ring and an inner tire wall connected between the inner edges of the tread and the inner ring.

2. The non-pneumatic tire according to claim 1, wherein: The connection between the bump and the tread is the first pressure-bearing unit when the tire is loaded. The arc-shaped extended surface is the second pressure-bearing unit, and the tightened inner eave is the third pressure-bearing unit. The first pressure-bearing unit, the second pressure-bearing unit, and the third pressure-bearing unit are integrally connected from outside to inside.

3. The non-pneumatic tire according to claim 1, wherein: Each group of bumps is symmetrically distributed on both sides of the tread and the inner ring with the central plane perpendicular to the axial direction of the tread and the inner ring as the center, and the adjacent bumps on the same side of the central plane are radially and integrally connected with the tread and the inner ring.

4. The non-pneumatic tire according to claim 1, characterized in that: The outer wall of each bump is spherical.

5. The non-pneumatic tire according to claim 1, characterized in that: The cross-section of the tightened inner eave is a closed ring.

6. The non-pneumatic tire according to claim 1, characterized in that: Protrusions for elastically contacting the hub of the wheel are provided on the inner side wall of the inner ring.

7. The non-pneumatic tire according to claim 6, wherein: A plurality of the above-mentioned protrusions are arranged at intervals along the circumferential direction of the inner ring on the inner side wall of the inner ring. Unloading grooves for facilitating stretching of the tire for quick assembly when the tire and the hub are assembled are formed between the adjacent protrusions.

8. The non-pneumatic tire according to claim 6, characterized in that: A first contact portion for cooperating with the edge of the hub and a second contact portion for contacting the groove wall of the hub are respectively arranged on both sides of the protrusion of the inner ring along the width direction of the inner ring. The first contact portion and the second contact portion are connected in a stepped manner, and the first contact portion is located outside the second contact portion.

9. The non-pneumatic tire according to claim 1, wherein: The tread is arc-shaped along its width direction, and grooves are respectively extended from the middle position of the tread to both side edges of the tread.

10. The non-pneumatic tire according to claim 1, wherein: First air holes for forming air convection with the hub are provided on the inner ring.

11. The non-pneumatic tire according to claim 10, wherein: Second air holes are respectively provided on the outer tire wall and the inner tire wall, and the second air holes on the outer tire wall and the second air holes on the inner tire wall are symmetric or asymmetric with each other.

12. The non-pneumatic tire according to claim 9, wherein: The depth of the groove gradually decreases from both side edges of the tread to the position close to the middle of the tread.

13. The non-pneumatic tire according to claim 1, characterized in that: The thickness of the recessed center area of the recessed portion is 2-7 times the wall thickness of the bump.

14. The non-pneumatic tire according to claim 1, wherein: Each group of bumps includes four bumps. The four bumps are symmetrically distributed in pairs on both sides of the tread and the inner ring with the central plane perpendicular to the axial direction of the tread and the inner ring as the center, and the adjacent two bumps on the same side of the central plane are radially and integrally connected with the tread and the inner ring.

15. The non-pneumatic tire according to claim 6, wherein: The protrusion is spherical, semi-spherical or elliptical, and the contact surface of the protrusion with the wheel hub is flat or spherical.

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