Non-pneumatic tire

Abstract

The present invention discloses a non-pneumatic tire, which includes a tread, a bead and a carcass. A plurality of first annular cavities and second annular cavities are provided on the carcass; a plurality of groups of bumps and a first inner ledge are formed on the first annular cavity; a second inner ledge and an expansion area are formed on the second annular cavity, and a spherical space close to the tread is provided at the top of the expansion area. Therefore, by arranging a plurality of first annular cavities with bumps and a first inner ledge and second annular cavities with an expansion area and a second inner ledge side by side in the carcass, three pressure-bearing units capable of sequentially transmitting loads are formed, constituting a multi-dimensional integrated load-bearing structure; the concave-convex tire wall expands the width of the tire wall, increases a plurality of support points, and improves the overall load-bearing performance and elastic buffering capacity of the tire; moreover, a plurality of deformation spaces provide favorable conditions for stress transfer when the tire is under pressure, reduce the high-temperature damage phenomenon caused by stress concentration, improve the driving safety of the tire, and extend the service life 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 a pneumatic tire is that the rubber material on the tread is easily worn, and due to being supported by inflation, there is also a possibility of a flat tire; while a solid tire does not require inflation, there is no possibility of a flat tire, and it has a strong load-bearing capacity, but precisely because it does not require inflation and lacks gas as a buffer, the driving comfort of the vehicle is poor. To solve this problem, non-pneumatic tires have emerged on the market, such as non-pneumatic tires with a "V" shape, "<〈" shape or honeycomb shape on the side. The internal support structure of such tires is single, and the force on the tire cannot be quickly dispersed, which easily leads to fatigue damage at one or more places of the internal support structure of the tire after running for a period of time, resulting in tire scrapping; and it lacks a stress dispersion structure, and stress concentration easily leads to a sharp rise in temperature, resulting in high-temperature damage, posing a potential safety hazard during driving. In addition, the side of such tires is an open structure, with a large wind resistance coefficient, and both tire noise and wind noise are relatively large, affecting the driving experience. Therefore, there is an urgent need for a non-pneumatic tire that can maintain the non-flat tire property of the original solid tire while also having good load-bearing capacity and driving experience. Summary of the Invention

[0003] In view of this, in view of the deficiencies of the existing technology, the main purpose of the present invention is to provide a non-pneumatic tire, which forms three load-bearing units that can sequentially transfer loads by arranging a plurality of first annular cavities with bulges and first inner eaves and a second annular cavity with an expansion area and a second inner eaves side by side in the tire body; the concave-convex tire wall expands the width of the tire wall, increases a plurality of support points, and improves the overall load-bearing performance and elastic buffering ability of the tire; and, a plurality of deformation spaces on the tire wall provide favorable conditions for stress transfer when the tire is pressed, reduce the phenomenon of high-temperature damage caused by stress concentration, improve the driving safety of the tire, and extend the service life of the tire.

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

[0005] A non-pneumatic tire, which includes a tread, a bead having a common center of a circle, and a carcass integrally connected between the tread and the bead. A plurality of first annular cavities are arranged side by side in the tire width direction on the carcass, and the plurality of first annular cavities are arranged in a side-by-side and circumferential distribution between the tread and the bead; and a second annular cavity is arranged between two adjacent first annular cavities; on both inner walls of the first annular cavity, a plurality of groups of bumps are respectively protruded outward. A recessed part is formed between two adjacent groups of bumps on the same side. A first inner eaves is formed at a position corresponding to the inner wall of the first annular cavity in the recessed part. The inner walls of the bumps on both sides of the first annular cavity form an arc extension area located outside the first inner eaves; the second annular cavity forms a second inner eaves at a position corresponding to the arc extension area, and the second annular cavity forms an expansion area located outside the second inner eaves at a position corresponding to the recessed part, and the top of the expansion area has a spherical space close to the tread.

[0006] As a preferred solution: the second annular cavity is located in the middle of the carcass. The spherical space of the second annular cavity forms a first pressure-bearing unit, and the expansion area of the second annular cavity and the first inner eaves of the first annular cavity form a second pressure-bearing unit; the arc extension area of the first annular cavity and the second inner eaves of the second annular cavity form a third pressure-bearing unit.

[0007] As a preferred solution: each group of bumps has two bumps, and the two bumps are distributed in the tire radial direction and integrally connected; a recessed center area is formed between four adjacent bumps on the same side of the first annular cavity.

[0008] As a preferred solution: a ventilation hole is arranged through the tire in the tire width direction in the recessed center area, and the ventilation hole passes through the first annular cavity and the second annular cavity.

[0009] As a preferred solution: the two side edges of the tread form shoulders, and the tops of the bumps on the first annular cavity facing the outside of the tire are integrally connected to the lower surfaces of the shoulders.

[0010] As a preferred solution: the side wall of the bead in contact with the wheel hub has a deformation space for the tire when it is compressed and deformed.

[0011] As a preferred solution: a plurality of strip-shaped protrusions are arranged at intervals in the circumferential direction on the side wall of the bead, and unloading grooves are formed between adjacent strip-shaped protrusions; and a step that divides the strip-shaped protrusion into two parts with a height difference is arranged on the strip-shaped protrusion, and the step and the above-mentioned unloading groove provide the above-mentioned deformation space for the tire when it is compressed and deformed.

[0012] As a preferred solution: air holes are respectively arranged on the bead sidewall corresponding to the first annular cavity and the second annular cavity, and the air holes corresponding to the first annular cavity and the air holes corresponding to the second annular cavity are staggeredly distributed in the tire width direction. The air holes corresponding to the first annular cavity are elliptical and located in the unloading groove; the air holes corresponding to the second annular cavity are circular and located on the strip-shaped protrusion.

[0013] As a preferred solution: the air holes corresponding to the first annular cavity are communicated with the arc-shaped extension area; the air holes corresponding to the second annular cavity are communicated with the expansion area.

[0014] As a preferred solution: a convex bump for elastic contact with one side edge of the wheel hub is arranged at one end of the strip-shaped protrusion; a concave position for tightly combining with the other side edge of the wheel hub is arranged at the other end of the strip-shaped protrusion.

[0015] As a preferred solution: the drum bulge is spherical or elliptical; the above-mentioned first inner eaves and second inner eaves are elliptical or peanut shell-shaped.

[0016] As a preferred solution: three first annular cavities are arranged at intervals on the carcass, and the above-mentioned second annular cavity is arranged between two adjacent first annular cavities.

[0017] As a preferred solution: a fitting groove for clamping with the wheel hub edge is arranged at the lower end of the drum bulge on one side of the carcass, and a plurality of arc-shaped convex blocks for elastically abutting against the wheel hub edge are arranged at intervals in the circumferential direction of the carcass in the fitting groove; a fitting clamping point for clamping with the wheel hub edge is arranged at the lower end of the drum bulge on the other side of the carcass.

[0018] As a preferred solution: the top of the spherical space of the second annular cavity is higher than the top of the first inner eaves of the first annular cavity.

[0019] As a preferred solution: the width of the spherical space of the second annular cavity is greater than the width of the expansion area.

[0020] As a preferred solution: the edge of the strip-shaped protrusion leaning towards the unloading groove is in an arc transition.

[0021] As a preferred solution: the strip-shaped protrusion faces the concave parts on both sides of the carcass, and the above-mentioned convex bump is correspondingly located at the end of the concave part.

[0022] Compared with the prior art, the present invention has obvious advantages and beneficial effects. Specifically, as can be seen from the above technical solutions, by arranging a plurality of first annular cavities and second annular cavities side by side in the carcass, forming a bulge and a first inner eaves on the first annular cavity, forming an expansion area and a second inner eaves on the second annular cavity, and connecting the bulge with the second inner eaves and the expansion area with the first inner eaves; the first annular cavity and the second annular cavity are closely linked to form three pressure-bearing units that can sequentially transfer loads; moreover, the distribution of the tire bulge and the concave part makes the tire sidewall form a concave-convex design, expanding the width of the tire sidewall and increasing a plurality of support points. Thus, the overall structural strength and elastic buffering ability of the tire are improved, the load-bearing capacity and impact resistance of the tire are enhanced, and the driving comfort is improved; at the same time, a plurality of deformation spaces for the tire to be deformed under pressure are arranged on the sidewall, providing favorable conditions for the stress transfer when the tire is under pressure. Therefore, when the tire is running in different environments, the force can be quickly released through deformation, reducing the phenomenon of high-temperature damage caused by stress concentration, improving the driving safety of the tire, and extending the service life of the tire.

[0023] To more clearly illustrate the structural features and functions of the present invention, the following will be described in detail with reference to the accompanying drawings and specific embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 Stereoscopic view of the tire of the present invention;

[0025] Figure 2 Another perspective stereoscopic view of the tire of the present invention;

[0026] Figure 3 Side view of the tire of the present invention;

[0027] Figure 4 For Figure 3 End cross-sectional view of section B-B;

[0028] Figure 5 For Figure 3 First perspective stereoscopic view of section B-B;

[0029] Figure 6 For Figure 3 Second perspective stereoscopic view of section B-B;

[0030] Figure 7 For Figure 3 Third perspective stereoscopic view of section B-B;

[0031] Figure 8 For Figure 3 Fourth perspective stereoscopic view of section B-B;

[0032] Figure 9 ForFigure 3 The fifth - perspective three - dimensional schematic diagram of the B - B section;

[0033] Figure 10 is Figure 3 The sixth - perspective three - dimensional schematic diagram of the B - B section;

[0034] Figure 11 The schematic diagram of the cooperation between the tire and the wheel hub of the present invention.

[0035] Explanation of the attached drawing reference numerals:

[0036] 10, tread; 11, pattern; 12, shoulder; 20, bead; 21, strip - shaped protrusion; 22, unloading groove; 23, step; 24, air hole; 25, convex bump; 26, concave position; 27, mating groove; 28, arc - shaped convex block; 29, mating clamping point; 30, carcass; 31, first annular cavity; 311, bulge; 312, depression; 313, first inner eaves; 314, arc - shaped extension area; 315, depression center area; 316, center plane; 32, second annular cavity; 321, expansion area; 322, spherical space; 323, second inner eaves; 324, center plane; 33, ventilation hole; 34, tire wall; 40, wheel hub; B - B, width direction. Detailed implementation manners

[0037] As shown in the present invention Figures 1 to 11 A non - pneumatic tire includes a tread 10, a bead 20 having a common center of a circle, and a carcass 30 integrally connected between the tread 10 and the bead 20, wherein:

[0038] This tire is an automobile tire and is mainly applied to various automobiles; the tire material is selected as a special composite material with high elasticity, tear - resistance, and super wear - resistance (the material hardness can be selected according to needs).

[0039] The tread 10 is the surface that contacts the ground during the running of the tire. Patterns 11 for improving the grip friction of the tire are distributed on the tread 10; shoulders 12 are formed at both side edges of the tread 10.

[0040] The bead 20 is used for a fastening fit with an automotive wheel hub and has an annular structure. A plurality of strip-shaped protrusions 21 for elastic contact with the wheel hub are arranged at intervals along the circumference on the side wall of the bead 20. A relief groove 22 is formed between adjacent strip-shaped protrusions 21. A step 23 is provided on each strip-shaped protrusion 21, and the height on one side of the step 23 is lower than that on the other side (a height difference is formed with the step as the demarcation line). A gap will be formed between the lower side and the wheel hub after the tire and the wheel hub are assembled. The arrangement of the strip-shaped protrusions 21 enables an elastic fit between the bead 20 and the wheel hub. The relief groove 22 and the gap on the lower side of the step 23 provide a deformation space for the extrusion deformation suffered by the tire during driving. During the operation of the tire, the extrusion deformation stress on the higher step side can be transferred to the deformation space on the other side of the step and the relief groove, so that the force can be dispersed and released in time. Thus, stress concentration of the tire is avoided, the temperature during tire driving is reduced, the phenomenon of damage caused by high temperature generated during tire operation is reduced, the service life of the tire is prolonged, and the driving safety is improved. The number of the above-mentioned strip-shaped protrusions 21 can be set as required. The edge of the strip-shaped protrusion 21 close to the relief groove 22 adopts an arc transition design, so that the opening of the relief groove 22 between adjacent strip-shaped protrusions 21 is completely opened, the deformation space of the tire is expanded, and the stress transfer during tire extrusion deformation is not hindered.

[0041] In addition, when the tire and the wheel hub are assembled, the tire needs to be stretched so that the tire is elastically deformed and sleeved on the wheel hub to achieve rapid assembly of the tire and the wheel hub. The relief groove 22 can be used to provide a deformation space during tire stretching and relieve the internal stress during tire stretching, improving the convenience during the assembly of the tire and the wheel hub.

[0042] A plurality of first annular cavities 31 are arranged side by side along the width direction of the tire on the carcass 30. The plurality of first annular cavities 31 are arranged side by side and surround between the tread 10 and the bead 20. A second annular cavity 32 is arranged between two adjacent first annular cavities 31. On both inner walls of the first annular cavity 31, a plurality of groups of bulges 311 protrude outward. A recessed part 312 is formed between two adjacent groups of bulges 311 on the same side. The recessed part 312 forms a first inner eave 313 corresponding to the inner wall of the first annular cavity 31. The inner walls of the bulges 311 on both sides of the first annular cavity 31 form an arc extension area 314, and the arc extension area 314 is integrally connected with the first inner eave 313. An expansion area 321 is formed in the second annular cavity 32 corresponding to the position of the above-mentioned recessed part 312, and the top of the expansion area 321 has a spherical space 322. A second inner eave 323 is formed in the second annular cavity 32 corresponding to the position of the above-mentioned arc extension area 314, and the second inner eave 323 is integrally connected with the expansion area 321.

[0043] Moreover, each group of bumps 311 has two bumps 311 which are distributed along the radial direction of the tire and integrally connected to form a gourd or peanut shell shape; a sunken central area 315 is formed between four adjacent bumps 311 on the same side; ventilation holes 33 are provided through the sunken central areas 315 of the plurality of second annular cavities 32, and the ventilation holes 33 pass through the expansion areas 321 of the second annular cavities 32, so that air convection is formed between the inside of the carcass 30 and the outside, and the heat generated during the running of the tire is dissipated in time, improving the driving safety; at the same time, the ventilation holes 33 are also used for positioning during tire forming; the bumps 311 are spherical or elliptical. Three first annular cavities 31 are arranged at intervals on the carcass 30, and the second annular cavities 32 are arranged between two adjacent first annular cavities 31. The top of the spherical space 322 of the second annular cavity 32 is higher than the top of the first inner ledge 313 of the first annular cavity 31, and the width of the spherical space 322 is greater than the width of the expansion area 321. Thus, when the tread 10 is squeezed during the running of the tire, the pressure will be first transmitted to the wall surface of the spherical space 322 with a larger bearing area, and then the stress will be quickly dispersed to both sides by the expansion area 321.

[0044] It should be noted that the bumps 311 on both sides of the first annular cavity 31 are symmetrically distributed with respect to the central plane 316 of the first annular cavity 31, and an asymmetric distribution can also be adopted according to needs; the expansion area 321 and the spherical space 322 of the second annular cavity 32 are symmetrically distributed with respect to the central plane 324 of the second annular cavity 32. The outer wall of each bump 311 is spherical (the outer wall of the bump 311 referred to here is mainly the bump 311 on both sides of the carcass 30), and it can also be other convex shapes. The thickness of the sunken central area 315 is larger than the wall thickness of the bump 311. The purpose of designing the thickness of the sunken central area 315 to be thicker is to make the sunken central area 315 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). The cross-sections of the first inner ledge 313 and the second inner ledge 323 are closed rings, such as elliptical, peanut shell shapes, etc., and the wall surface of the first inner ledge 313 corresponding to the position of the sunken central area 315 can be a plane or a combination of a plane and an arc.

[0045] Both side walls of each first annular cavity 31 can be used as the tire sidewall 34, and the adjacent sidewalls 34 are integrally connected through the second annular cavity 32 to form a structure in which multiple sidewalls 34 jointly support the tread 10, and the overall structure has strong stability; the pressure received by the tire can be dispersed through multiple sidewalls 34, improving the overall compressive and impact resistance of the tire. The top of the bump 311 on the outer side of the first annular cavity 31 towards the tire is integrally connected to the lower surface of the tire shoulder 12; the squeezing forces on both sides of the tread 10 will be transmitted to the position of the bump 311 through the tire shoulder 12 for dispersion.

[0046] It should be noted that the smaller the cross-sectional area (the cross-section along the width direction of the tire) of the first inner eave 313, the larger the area of the arc extension area; the smaller the cross-sectional area (the cross-section along the width direction of the tire) of the second inner eave 323, the larger the area of the expansion area 321; correspondingly, the larger the projected area of the tire wall 34 along the traveling direction of the tire, that is, the thicker the thickness of a single tire wall 34, the larger the bearing unit area capable of supporting the bearing load of the tire, and the stronger the supporting performance of the tire. Therefore, the overall bearing performance of the tire is improved.

[0047] The second annular cavity 32 is located in the middle of the carcass 30. The spherical space 322 of the second annular cavity 32 forms the first bearing unit, and the expansion area 321 of the second annular cavity 32 and the first inner eave 313 of the first annular cavity 31 form the second bearing unit; the arc extension area 314 of the first annular cavity 31 and the second inner eave 323 of the second annular cavity 32 form the third bearing unit.

[0048] The first, second, and third bearing units transmit loads to each other and elastically support each other, forming a multi-dimensional support structure with a large elastic support capacity and bearing capacity; the force on the tire is sequentially transmitted and dispersed by the first, second, and third bearing units to the inner side of the bead 20, and stress dispersion is performed by multiple structures on the inner side wall of the bead 20. The design of the carcass 30 with multiple arc extension areas and expansion areas 321 can increase the thickness of the tire wall 34, increase the bearing area of the tire wall 34, reduce the load borne per unit area, and improve the overall bearing capacity of the tire. Therefore, the thickness of the tread 10 can be reduced under the same support strength, and the comfort when the tread 10 contacts the ground can be improved; at the same time, the thickness of the tread 10 can also be increased according to needs to further improve the support strength of the tire. Moreover, the concave-convex design of the tire wall 34 (the side surface adopts the distribution form of the bulges 311 and the recessed parts 312) can improve the tire elasticity and the rebound acceleration when the tire is carrying and running, so as to adapt to different road conditions; multiple recessed center areas 315 on the tire wall 34 can form multiple support points, further improving the overall bearing capacity and impact resistance of the tire.

[0049] Compared with the non-pneumatic tire with a honeycomb shape, V shape or << structure on the side and a left-right communicating through structure, the tire wall 34 of this tire has multiple bulges 311 integrally connected to form a concave-convex structure. Each bulge 311 and the recessed part 312 support each other, forming multiple elastic support structures. The force transmission is faster, the rebound acceleration is high, it can adapt to a variety of relatively harsh road conditions, improve the overall bearing performance and impact resistance of the tire, and the driving experience is better. The projected width of the tire wall 34 of this tire in the traveling direction of the tire (that is, the distance between the vertices of the two side bulges 311) is equivalent to multiple times the width of the tire wall of the same type of traditional pneumatic tire, thereby expanding the bearing area of the tire wall 34, improving the overall structural strength of the tire, and further enhancing the bearing capacity of the tire.

[0050] On the sidewall of the bead 20, air holes 24 are respectively provided corresponding to the first annular cavity 31 and the second annular cavity 32. At the same time, ventilation holes are also provided at intervals on the mating wheel hub to cooperate with the air holes 24 on the tire to form air convection between the tire, the wheel hub and the outside, so as to dissipate the hot air inside the tire, reduce the heat generated by material extrusion inside the tire, and extend the service life of the tire. And the air holes 24 corresponding to the first annular cavity 31 and the air holes 24 corresponding to the second annular cavity 32 are staggered from each other in the tire width direction, which can avoid the phenomenon of local tensile damage of the tire caused by stress concentration caused by the parallel distribution or other concentrated distribution methods of the air holes 24. At the same time, the ventilation hole 33 connects the first annular cavity 31 and the second annular cavity 32 to each other. The setting of the air holes 24 can make the wheel hub communicate with the inside of the tire and the outside world to form air circulation and dissipate the heat inside the tire in time.

[0051] The air hole 24 corresponding to the first annular cavity 31 on the bead 20 is oval, located in the unloading groove 22, and communicates with the arc extension area 314; the air hole 24 corresponding to the second annular cavity 32 is arranged on the strip protrusion 21, which is circular and communicates with the expansion area 321.

[0052] At one end of each of the plurality of strip protrusions 21, convex bumps 25 for elastic contact with one side edge of the wheel hub are respectively provided. The above strip protrusions 21 face the recessed parts 312 on both sides of the carcass 30; the convex bumps 25 are correspondingly located at the ends of the recessed parts 312. The shape of the convex bumps 25 can be spherical, semi-spherical or ellipsoidal, and the surface of the convex bumps 25 in contact with the wheel hub is flat or spherical. At the other end of each of the plurality of strip protrusions 21, concave positions 26 for tightly combining with the other side edge of the wheel hub are respectively provided. And at the lower end of the bulge 311 on one side of the carcass 30, a mating groove 27 for clamping with the edge of the wheel hub is provided. In the mating groove 27, a plurality of arc-shaped convex blocks 28 for elastically abutting against the edge of the wheel hub are arranged at intervals along the circumferential direction of the carcass 30; at the lower end of the bulge 311 on the other side of the carcass 30, a mating clamping point 29 for clamping with the edge of the wheel hub is provided.

[0053] The above-mentioned convex hulls 25 and arc-shaped bumps 28 are mainly used to form a tight fit with the two side edges of the wheel hub, realizing the full contact between the tire and the wheel hub, improving the tightness and fastening of the combination of the tire and the wheel hub, increasing the friction between the tire and the wheel hub, preventing the tire from slipping and separating from the wheel hub due to the large torque during wheel driving, and extending the service life of the tire. At the same time, the elastic contact between multiple convex hulls 25 and arc-shaped bumps 28 and the wheel hub can improve the overall elasticity of the tire, further reducing and filtering out the rigid vibrations brought by the road conditions; moreover, gaps can be formed in the peripheral areas of the contact positions between the convex hulls 25 and the arc-shaped bumps 28 and the wheel hub, providing a deformation space for the compression and impact deformation of the tire, and further reducing the high-temperature damage caused by the inability to release the extrusion stress of the tire. The above-mentioned concave positions 26, mating grooves 27 and mating locking points 29 are used to make the combination of the tire and the wheel hub edge closer. Their functions complement those of the convex hulls 25 and arc-shaped bumps 28, enabling the tire to have an elastic buffer space on the basis of being tightly combined with the wheel hub and improving the overall performance of the tire.

[0054] This tire is integrally cast from a high-elastic polymer material; in addition to being non-pneumatic, wear-resistant, environmentally friendly and energy-saving, due to its unique high-strength multi-dimensional three-dimensional structure, the comfort and high load-bearing capacity are perfectly combined, scientifically solving the problems of poor tear resistance and poor heat dissipation of solid foam tires in the current market, and at the same time solving the problems of poor shock absorption and large high-speed vibrations of traditional non-pneumatic honeycomb tires.

[0055] Moreover, both sides of the tire adopt a nearly closed structure (except for several ventilation holes, other parts are closed), which can effectively reduce the wind resistance during tire driving, reduce the tire noise, reduce the driving noise of the vehicle, and improve the driving comfort.

[0056] It should be noted that when a polyurethane material with a Shore hardness of 85A is selected for car tires, it can produce the same comfort as pneumatic tires, and at the same time the tire noise is small. In addition, due to the hollow structure inside the tire having a design that allows the tread to yield, when the tire contacts the ground, it has very strong grip; specifically, the multi-dimensional support structure inside the tire can provide strong elastic support when the tread is stressed, and at the same time, after being stressed, the multi-dimensional support structure can reflect multiple support points in the tread in the reverse direction. After forming multiple support points, the tire can make the tread not only have surface contact with the road surface during driving, but also have dispersed and strengthened contact with multiple support points, thereby increasing more effective and powerful contact surfaces between the tread and the road surface to increase the tire friction and effectively prevent the tire from slipping during operation.

[0057] When this tire is applied to forklifts and the elastomer material of the tire is selected with a Shore hardness of 93A, it is found through testing that this tire not only has the high load-bearing capacity of solid rubber tires, but also has the comfort of pneumatic tires; moreover, it also has strong grip and a wear-resistant life more than three times that of rubber tires.

[0058] The design focus of the present invention lies in arranging a plurality of first annular cavities and second annular cavities side by side in the carcass, forming a bulge and a first inner ledge on the first annular cavity, forming an expansion area and a second inner ledge on the second annular cavity, and connecting the bulge with the second inner ledge, and connecting the expansion area with the first inner ledge; enabling the first annular cavity and the second annular cavity to be closely linked together to form three load-bearing units that can sequentially transfer loads; and moreover, the distribution of the tire bulge and the recessed part makes the tire sidewall form a concave-convex design, expanding the width of the tire sidewall and increasing a plurality of support points. Thus, the overall structural strength and elastic buffering capacity of the tire are improved, the load-bearing capacity and impact resistance of the tire are enhanced, and the driving comfort is improved; at the same time, a plurality of deformation spaces for the tire to be deformed under pressure are provided on the sidewall, which provides favorable conditions for the stress transfer when the tire is under pressure. Therefore, when the tire is running in different environments, the forces on it can be quickly released through deformation, reducing the phenomenon of high-temperature damage caused by stress concentration, improving the driving safety of the tire, and extending the service life of the tire.

[0059] 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 modification, equivalent change and modification made to the above embodiments according to the technical essence of the present invention still fall within the scope of the technical solution of the present invention.

Claims

1. A non-pneumatic tire, characterized in that: It includes a tread, a bead having a common center of a circle, and a carcass integrally connected between the tread and the bead. A plurality of first annular cavities are arranged side by side in the tire width direction on the carcass, and the plurality of first annular cavities are arranged in a surrounding distribution side by side between the tread and the bead; and a second annular cavity is arranged between two adjacent first annular cavities; on both inner walls of the first annular cavity, a plurality of groups of bumps are respectively protruded outward. A recessed portion is formed between two adjacent groups of bumps on the same side. A first inner eaves is formed at a position corresponding to the inner wall of the first annular cavity in the recessed portion. The inner walls of the bumps on both sides of the first annular cavity form an arc extension area located outside the first inner eaves; the second annular cavity forms a second inner eaves at a position corresponding to the arc extension area, and the second annular cavity forms an expansion area located outside the second inner eaves at a position corresponding to the recessed portion, and a spherical space close to the tread is provided at the top of the expansion area.

2. The non-pneumatic tire according to claim 1, wherein: The second annular cavity is located in the middle of the carcass. The spherical space of the second annular cavity forms a first pressure-bearing unit, and the expansion area of the second annular cavity and the first inner eaves of the first annular cavity form a second pressure-bearing unit; the arc extension area of the first annular cavity and the second inner eaves of the second annular cavity form a third pressure-bearing unit.

3. The non-pneumatic tire according to claim 1, characterized in that: Each group of bumps has two bumps, and the two bumps are distributed in the tire radial direction and integrally connected; a recessed central area is formed between four bumps in adjacent groups on the same side of the first annular cavity.

4. The non-pneumatic tire according to claim 3, characterized in that: A ventilation hole is arranged through the tire in the tire width direction in the recessed central area, and the ventilation hole passes through the first annular cavity and the second annular cavity.

5. The non-pneumatic tire according to claim 1, characterized in that: Tire shoulders are formed at both edges of the tread, and the tops of the bumps on the first annular cavity facing the outside of the tire are integrally connected to the lower surface of the tire shoulder.

6. The non-pneumatic tire according to claim 1, wherein: A deformation space is provided on the side wall of the bead in contact with the wheel hub when the tire is compressed and deformed.

7. The non-pneumatic tire according to claim 6, wherein: A plurality of strip-shaped protrusions are arranged at intervals in the circumferential direction on the side wall of the bead, and unloading grooves are formed between adjacent strip-shaped protrusions; and a step that divides the strip-shaped protrusion into two parts with a height difference is arranged on the strip-shaped protrusion, and the step and the unloading groove provide the deformation space for the tire to be compressed and deformed.

8. The non-pneumatic tire according to claim 7, wherein: Air holes are respectively arranged on the side wall of the bead corresponding to the first annular cavity and the second annular cavity. The air holes corresponding to the first annular cavity and the air holes corresponding to the second annular cavity are staggered from each other in the tire width direction. The air holes corresponding to the first annular cavity are elliptical and are located in the unloading groove; the air holes corresponding to the second annular cavity are circular and are located on the strip-shaped protrusion.

9. The non-pneumatic tire according to claim 8, characterized in that: The air holes corresponding to the first annular cavity are communicated with the arc extension area; the air holes corresponding to the second annular cavity are communicated with the expansion area.

10. The non-pneumatic tire according to claim 7, characterized in that: A convex bump for elastic contact with one edge of the wheel hub is arranged at one end of the strip-shaped protrusion; a concave position for tightly combining with the other edge of the wheel hub is arranged at the other end of the strip-shaped protrusion.

11. The non-pneumatic tire according to claim 1, wherein: The bumps are spherical or elliptical; the first inner eaves and the second inner eaves are elliptical.

12. The non-pneumatic tire according to claim 1, wherein: Three first annular cavities are arranged at intervals on the carcass, and the second annular cavity is arranged between two adjacent first annular cavities.

13. The non-pneumatic tire according to claim 1, wherein: A mating groove for clamping with the rim edge is provided at the lower end of the bulge on one side of the carcass, and a plurality of arc-shaped protrusions for elastically abutting against the rim edge are arranged at intervals in the circumferential direction of the carcass in the mating groove; a mating clamping point for clamping with the rim edge is provided at the lower end of the bulge on the other side of the carcass.

14. The non-pneumatic tire according to claim 1, characterized in that: The top of the spherical space of the second annular cavity is higher than the top of the first inner ledge of the first annular cavity.

15. The non-pneumatic tire according to claim 1, wherein: The width of the spherical space of the second annular cavity is greater than the width of the expansion zone.

16. The non-pneumatic tire according to claim 7, characterized in that: The edge of the strip-shaped protrusion facing the unloading groove is arc-shaped in transition.

17. The non-pneumatic tire according to claim 10, wherein: The strip-shaped protrusion faces the recessed parts on both sides of the carcass, and the above-mentioned convex bumps are correspondingly located at the ends of the recessed parts.

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