Support structure for non-pneumatic tire and non-pneumatic tire

Abstract

The present disclosure relates to the technical field of non-pneumatic tire design, in particular to a support structure for a non-pneumatic tire and a non-pneumatic tire, the support structure is arranged between an outer cushion layer and an inner cushion layer of the non-pneumatic tire, and comprises a main body and two support legs, one end of each of the two support legs is connected with the outer cushion layer and the inner cushion layer respectively, and is located on the same straight line with the center point of the main body; the other end of each of the two support legs is connected with the main body and extends obliquely away from the straight line, and the cross-sectional shape of the main body along the radial direction of the tire is a central symmetric figure, and the two support legs are arranged in a central symmetric manner relative to the center point of the main body, so that the two support bodies can exert a pressing force on the main body, twist and shorten the main body, make the deformation of the support body more uniform, and avoid stress and strain concentration, thereby further ensuring the supporting effect of the support body and improving the safety performance of the tire.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of non-pneumatic tire design, and in particular to a support structure for a non-pneumatic tire and a non-pneumatic tire. BACKGROUND

[0002] Non-pneumatic tires have a series of advantages such as blowout prevention, air pressure maintenance exemption, safety performance, etc., and have a huge structural design space and material design space, becoming one of the future development directions of the tire industry. Non-pneumatic tires generally replace the tire pressure in pneumatic tires with an elastic support structure to provide support for vehicles. When the tire bears a radial load, the support structure in the contact area is compressed and shortened in length, while the support structure in the non-contact area is stretched and elongated. Therefore, for non-pneumatic tires, the radial support force is mainly provided by the compression deformation of the support structure in the contact area.

[0003] However, the existing support structure is generally a support rod structure arranged along the radial direction of the tire. In the case of heavy load, the support structure may be buckled and deformed, resulting in structural instability, reduced load bearing performance, and ultimately leading to problems such as damage, failure, poor handling, etc. of the tire under heavy load, and the safety performance of the tire cannot be guaranteed. SUMMARY

[0004] In order to solve the above technical problems or at least partially solve the above technical problems, the present disclosure provides a support structure for a non-pneumatic tire and a non-pneumatic tire.

[0005] In a first aspect, the present disclosure provides a support structure for a non-pneumatic tire, arranged between an outer cushion layer and an inner cushion layer of the non-pneumatic tire, the support structure comprising a main body portion and two support legs, one end of each of the two support legs being connected to the outer cushion layer and the inner cushion layer, respectively, and the other end of each of the two support legs being connected to the main body portion.

[0006] The other end of each of the two support legs is inclined to extend away from the center point of the main body portion, and the cross-sectional shape of the main body portion along the radial direction of the tire is a center-symmetric figure, and the two support legs are arranged in a center-symmetric manner with respect to the center point of the main body portion.

[0007] Optionally, the main body portion is a cylindrical structure arranged to extend in a direction parallel to the tire axis, and the other end of each of the two support legs is connected to the outer wall of the cylindrical structure, and the two support legs are arranged to extend in a direction tangent to the cylindrical structure.

[0008] Optionally, a ratio of an outer diameter of the main body portion to a total length of the support body structure is not greater than 1:2 and not less than 1:7 along a tire radial direction.

[0009] Optionally, an angle between a direction in which each of the support legs extends and a straight line direction in which one end of the two support legs and a center point of the main body portion are located is 10°-60°.

[0010] Optionally, the main body portion is a ring structure, and a hollow cavity is formed in the ring structure and penetrates through in a direction parallel to a tire axis.

[0011] Optionally, a cross-sectional shape of the main body portion along a tire radial direction is a circular ring shape.

[0012] Optionally, a cross-sectional outer contour shape of the main body portion and the hollow cavity along a tire radial direction is a circular shape, and a distance between an axis of the hollow cavity and an axis of the main body portion is less than 10% of an outer diameter of the main body portion.

[0013] Optionally, a wall thickness of the main body portion is not less than 10% of the outer diameter of the main body portion along a radial direction of the main body portion.

[0014] Optionally, a joint between the support leg and the main body portion is smoothly transitioned.

[0015] Optionally, a joint between the support leg and the main body portion is formed with a circular-arc-shaped joint surface.

[0016] The main body portion is a cylindrical structure extending in a direction parallel to a tire axis, and a ratio of a radius of the circular-arc-shaped joint surface to an outer diameter of the main body portion is not less than 1:5.

[0017] Optionally, the support body structure further includes a connecting leg for connecting with a tread of a tire, and the connecting leg is disposed at an end of the support leg away from the main body portion.

[0018] Optionally, a joint between the connecting leg and the support leg is smoothly transitioned.

[0019] Optionally, the main body portion and all the support legs are integrally formed.

[0020] Optionally, the support body structure further includes a connecting leg for connecting with a tread of a tire, and the connecting leg is disposed at the other end of the support leg away from the main body portion, and the support leg and the connecting leg are integrally formed.

[0021] In a second aspect, the disclosure also provides a non-pneumatic tire including the support body structure for a non-pneumatic tire as described above.

[0022] The technical scheme provided by the present disclosure has the following advantages compared with the prior art.

[0023] The support body structure and the non-pneumatic tire provided by the present disclosure have the following advantages. The support body structure comprises a main body and two support legs, one end of each of the two support legs is connected to the outer buffer layer and the inner buffer layer respectively, and the other end of each of the two support legs is connected to the main body. When the support body is compressed, the two support legs move towards the main body. One end of each of the two support legs is on the same straight line with the center point of the main body, and the other end of each of the two support legs extends obliquely away from the straight line. Thus, the two support bodies can apply pressure to the main body, twist and shorten the main body. In other words, when the support body is compressed, the deformation mainly occurs in the twisting degree and the compression degree along the radial direction of the tire, so that the deformation of the support body is relatively uniform, and stress concentration is less likely to occur, thereby further ensuring the supporting effect of the support body and improving the safety performance of the tire. In addition, one end of each of the two support legs is on the same straight line with the center point of the main body, so that the deformation of the support body mainly occurs in the radial direction of the tire, and thus the deformation along the circumferential direction of the tire is less likely to occur, thereby reducing the risk of contact between adjacent support bodies and further ensuring the structural strength of the support body. BRIEF DESCRIPTION OF DRAWINGS

[0024] The accompanying drawings, which are incorporated into and form a part of the specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the disclosure.

[0025] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure or the prior art, the accompanying drawings needed to be used in the embodiments or prior art description will be briefly introduced. Obviously, those skilled in the art can obtain other drawings according to these drawings without any creative effort.

[0026] Figure 1 A cross-sectional view of the support body structure according to the embodiments of the present disclosure;

[0027] Figure 2 A second cross-sectional view of the support body structure according to the embodiments of the present disclosure;

[0028] Figure 3 A third cross-sectional view of the support body structure according to the embodiments of the present disclosure;

[0029] Figure 4 A third cross-sectional view of the support body structure according to the embodiments of the present disclosure;

[0030] Figure 5 Structure diagram of a non-pneumatic tire according to an embodiment of the present disclosure;

[0031] Figure 6 Structure diagram of a non-pneumatic tire according to an embodiment of the present disclosure.

[0032] Wherein, 1, support structure; 11, main body; 12, support leg; 13, hollow cavity; 14, connecting foot; 2, outer cushion layer; 3, inner cushion layer; 4, tread; 5, shear layer. DETAILED DESCRIPTION

[0033] In order to more clearly understand the above-mentioned purposes, features and advantages of the present disclosure, the schemes of the present disclosure will be further described below. It should be noted that the embodiments of the present disclosure and the features in the embodiments can be combined with each other without conflict.

[0034] In the following description, a large number of specific details are set forth in order to facilitate a thorough understanding of the present disclosure, but the present disclosure can also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only a part of the embodiments of the present disclosure, not all the embodiments.

[0035] Non-pneumatic tires have a series of advantages such as blowout prevention, air pressure maintenance exemption, safety performance, etc., and have a huge structure design space and material design space, becoming one of the future development directions of the tire industry. Non-pneumatic tires generally replace the tire pressure in pneumatic tires with an elastic support structure to provide support for vehicles. When the tire bears a radial load, the support body in the contact area is compressed and shortened, while the support body in the non-contact area is stretched and deformed. Therefore, for non-pneumatic tires, the radial support force is mainly provided by the compression deformation of the support body in the contact area.

[0036] For tire structure, the radial stiffness of the tire is an important indicator for investigating the performance of the tire, which is the ratio of the load borne by the tire to the corresponding sinking amount. The traditional pneumatic tire can maintain a certain pressure by maintaining the sealing of the internal air to provide load bearing. With the increase of load and temperature, etc., the internal pressure of the tire will also increase, so the radial stiffness of the pneumatic tire is linear, and even for some pneumatic tires, the radial stiffness will increase with the increase of load.

[0037] However, for non-pneumatic tires, the support and load are mainly borne by the elastic support body. As the load borne by the support body increases, the deformation will also gradually increase, so under heavy load, the support body may produce buckling deformation, structural instability, material softening, etc., and the load bearing performance will decrease, eventually leading to problems such as damage, failure, poor control, etc. of the tire under heavy load, and the safety performance of the tire cannot be guaranteed.

[0038] To overcome the above-mentioned defects, the present embodiment provides a support structure for a non-pneumatic tire and a non-pneumatic tire. By improving the support structure, the structure of the support is more uniform when deformed, and the problem of stress and strain concentration is not easy to occur, thereby improving the radial stiffness of the support and further ensuring the safety performance of the tire. Specifically, the structure of the support structure for the non-pneumatic tire and the non-pneumatic tire is described in the following embodiment.

[0039] As shown in Figures 1-6 The present embodiment provides a support structure 1 for a non-pneumatic tire, which is arranged between an outer cushion layer 2 and an inner cushion layer 3 of the non-pneumatic tire.

[0040] The non-pneumatic tire includes a tread 4, an outer cushion layer 2, an inner cushion layer 3, a support group, and a hub, and the tread 4, the outer cushion layer 2, the support group, the inner cushion layer 3, and the hub are arranged in sequence from the outside to the inside along the radial direction of the tire. The support group includes a plurality of the above-mentioned support structures 1, and the plurality of the above-mentioned support structures 1 are uniformly distributed along the circumferential direction of the tire.

[0041] The support structure 1 includes a main body portion 11 and two support legs 12, one end of each of the two support legs 12 is connected to the outer cushion layer 2 and the inner cushion layer 3, the other end of each of the two support legs 12 is connected to the main body portion 11, one end of each of the two support legs 12 is located on the same straight line as the center point of the main body portion 11, the other end of each of the two support legs 12 extends obliquely away from the straight line, and the cross-sectional shape of the main body portion 11 along the radial direction of the tire is a center-symmetric figure, and the two support legs 12 are arranged in a center-symmetric manner relative to the center point of the main body portion 11.

[0042] The radial direction of the tire is the direction of the equatorial plane of the non-pneumatic tire on which the support structure 1 is installed, that is, the plane perpendicular to the rotation axis of the tire. Since one end of each of the two support legs 12 is connected to the outer cushion layer 2 and the inner cushion layer 3, and the other end of each of the two support legs 12 is connected to the main body portion 11, that is, the main body portion 11 is arranged between the two support legs 12, that is, at the middle position between the outer cushion layer 2 and the inner cushion layer 3.

[0043] And one end of each of the two support legs 12 is located on the same straight line as the center point of the main body portion 11, that is, when the support structure 1 is applied to the non-pneumatic tire, one end of each of the two support legs 12 and the center point of the main body portion 11 can be located on the same radial direction of the tire, so that when the tire is pressed in the contact area, the bearing force can be completely applied to the support structure 1 and supported along the radial direction of the tire by the support structure 1.

[0044] In the specific implementation, when the contact area of the tire is in the extrusion state, the support legs 12 connected to the outer cushion layer 2 have a tendency to move towards the inside of the tire, and therefore, the two support legs 12 will simultaneously move towards the direction of the main body part 11. Since the cross-sectional shape of the main body part 11 along the radial direction of the tire is a central symmetric figure, and the two support legs 12 are arranged in a central symmetric manner relative to the center point of the main body part 11, the two support bodies will twist the main body part 11 located in the middle during the movement of moving close to each other, so that the deformation of the support body after being pressed is mainly absorbed through the twisting of the main body part 11. That is, the compression deformation along the radial direction of the tire is mainly converted into the twisting deformation of the main body part 11, and therefore, the shortening change of the support body along the radial direction of the tire is relatively uniform, and stress and strain concentration is not easy to occur. In addition, since the deformation mainly occurs in the radial direction of the tire through the above arrangement, the support body will not have excessive deformation in the advancing direction of the tire, thereby reducing the risk of contact between adjacent support bodies, and further ensuring the supporting effect of the support body on the tire.

[0045] The support body structure 1 for non-pneumatic tires provided in the embodiment includes a main body part 11 and two support legs 12, one end of each of the two support legs 12 is connected to the outer cushion layer 2 and the inner cushion layer 3, and the other end of each of the two support legs 12 is connected to the main body part 11, so that the support body structure 1 supports the inside of the tire. When the support body is pressed, the two support legs 12 can move towards the position close to the main body part 11, and on this basis, one end of each of the two support legs 12 is located on the same straight line as the center point of the main body part 11, and the other end of each of the two support legs 12 extends obliquely away from the straight line, so that the two support bodies can extrude the main body part 11 and twist and shorten the main body part 11. That is, when the support body is pressed, the deformation mainly occurs in the twisting degree of the main body part 11 and the compression degree along the radial direction of the tire, so that the deformation of the support body is relatively uniform, and stress and strain concentration is not easy to occur, thereby further ensuring the supporting effect of the support body, and improving the safety performance of the tire. In addition, one end of each of the two support legs 12 is located on the same straight line as the center point of the main body part 11, which can also ensure that the deformation of the support body mainly occurs in the radial direction of the tire, and therefore, the deformation along the circumferential direction of the tire will not occur, thereby reducing the risk of contact between adjacent support bodies, and further ensuring the structural strength of the support body.

[0046] In some embodiments, during use, the area of the tire in contact with the ground is compressed due to pressure, which is referred to as the contact area, while other parts are referred to as the non-contact area. In the contact area, the support body is shortened, while in the non-contact area, the support body is stretched. In practice, when the support body is stretched, the two support legs 12 will twist the main body 11 at the center point of the main body 11, and the main body 11 will be stretched while being twisted. Therefore, for the non-contact area of the tire, the deformation of the support body can be uniform, without stress concentration, thereby ensuring the supporting effect.

[0047] For the support body structure 1 described above, the present embodiment also provides a non-pneumatic tire, which includes the above-mentioned tread 4, outer cushion layer 2, inner cushion layer 3, support body group, and hub, etc. The support body group includes a plurality of the above-mentioned support body structures 1, and the plurality of the above-mentioned support body structures 1 are uniformly distributed along the circumference of the tire.

[0048] The outer side of the tread 4 has a tread pattern to ensure the basic performance of the tire. The inner side of the tread 4 is connected to the radially outer side of the outer cushion layer 2, and the inner side of the inner cushion layer 3 is connected to the radially outer side of the hub. The support body structure 1 is arranged between the outer cushion layer 2 and the inner cushion layer 3, and in some embodiments, the inner side of the tread 4 is also connected to a shear layer 5, and the radially outer side of the outer cushion layer 2 is specifically connected to the radially inner side of the shear layer 5.

[0049] In some embodiments, the main body 11 is a cylindrical structure arranged in a direction parallel to the axis of the tire, and the other end of the two support legs 12 is connected to the outer wall of the cylindrical structure, and the two support legs 12 are arranged in a direction tangent to the cylindrical structure. In this way, the two support legs 12 can better twist the main body 11 and deform the main body 11 more uniformly when pushing the main body 11 to twist. At the same time, the two support legs 12 are arranged tangentially to the main body 11, so that the compression movement of the support legs 12 is completely converted into the twisting and compression of the main body 11, without generating more decomposed forces in other directions.

[0050] Of course, in other embodiments, the main body 11 can also have other shapes, such as an oval shape or a regular polygon shape, etc. In addition, the main body 11 can also have a plurality of center-symmetric structure combinations, such as a circular shape and a regular polygon shape arranged at intervals, as long as the overall cross-section of the main body 11 is center-symmetric.

[0051] In an implementable manner, along the tire radial direction, the ratio of the outer diameter D of the main body 11 to the overall length L of the support body structure 1 can be not greater than 1:2 and not less than 1:7. In this way, the outer diameter of the main body 11 is prevented from being too large, which results in a small deformation space of the support body, and in turn results in stress concentration on the support body, or the outer diameter of the main body 11 is prevented from being too small, which results in that after the support body is compressed, the deformation of the support body is not mainly rotational deformation, but mainly compression buckling of the support leg 12, thereby further ensuring the deformation ability and supporting ability of the support body structure 1. It should be noted that the outer diameter D of the main body 11 specifically refers to the outer diameter of the main body 11.

[0052] In an implementable manner, the angle θ between the extension direction of each support leg 12 and the straight line direction of one end of the two support legs 12 and the center point of the main body 11 can be 10°-60°. In this way, the support leg 12 can have a better supporting effect and better deformation ability.

[0053] It should be noted that when the support leg 12 extends in a straight line direction, the extension direction of the support leg 12 is the straight line direction in which the support leg 12 is located. When the support leg 12 extends in a curved shape, the extension direction of the support leg 12 can be understood as the direction of the line connecting the center point of the end of the support leg 12 away from the main body 11 and the center point of the end of the support leg 12 close to the main body 11.

[0054] In some embodiments, the main body 11 is a ring structure, and a hollow cavity 13 extending through the main body 11 in parallel to the axial direction of the tire is formed on the ring structure. In this way, the overall structural weight of the main body 11 can be further reduced without affecting the rotational potential energy of the main body 11, thereby making the support body lighter, making the tire structure more lightweight, and the main body 11 being in a ring shape can prevent the rigidity of the main body 11 from being too large, thereby providing more deformation space when the tire is deformed, thereby further improving the uniform deformation effect of the support body.

[0055] In an implementable manner, the cross-sectional shape of the main body 11 along the tire radial direction can be a circular ring shape. In this way, the deformation of the main body 11 can be more uniform.

[0056] Alternatively, only the main body 11 and the hollow cavity 13 can have a circular cross-sectional shape along the tire radial direction. When the main body 11 is a circular ring shape, the main body 11 and the hollow cavity 13 have a coaxial circular cross-sectional shape along the tire radial direction.

[0057] In other possible implementations, the main body 11 and the hollow cavity 13 can be arranged in different axes, and the distance between the axis of the hollow cavity 13 and the axis of the main body 11 is less than 10% of the outer diameter of the main body 11. In this way, the uniform deformation capability of the main body 11 can be improved as much as possible on the basis of reducing the weight of the support body.

[0058] In one possible implementation, the wall thickness b of the main body 11 in the radial direction of the main body 11 is not less than 10% of the outer diameter of the main body 11. In this way, the main body 11 can be ensured not to have a relatively weak position, and at the same time, the wall thickness of the main body 11 cannot be too large, because the greater the thickness of the main body 11, the greater the rigidity of the support body when bearing, thereby resulting in greater bearing capacity and greater stress.

[0059] In the embodiment, the main body 11 is further exemplified as a circular ring structure, which can be specifically referred to as shown in Figure 2 .

[0060] In some embodiments, the support leg 12 can be a straight rod structure extending in a straight line, which can be specifically referred to as shown in Figure 2 ; or can be a curved structure extending in a curve, which can be specifically referred to as shown in Figure 1 . Regardless of which structure is adopted, as long as the bearing effect of the support leg 12 can be ensured. In the embodiment, the support leg 12 is exemplified as a straight rod structure.

[0061] In some embodiments, the joint between the support leg 12 and the main body 11 is smoothly transitioned. The joint between the support leg 12 and the main body 11 can be one side with an acute angle or the other side with an obtuse angle, which is exemplified as the one side with an acute angle in the embodiment.

[0062] In one possible implementation, a circular arc joint surface is formed at the joint between the support leg 12 and the main body 11. When the support body bears the extrusion force, the support body at the joint area will be reduced in length due to the pressure. In the deformation process, the position with an acute angle at the joint between the support leg 12 and the main body 11 will be extruded, and the angle will be further reduced. If no round corner is arranged at this part, the support leg 12 will be easily deformed, resulting in poor bearing performance of the support body structure 1. Therefore, in this way, the stress bearing capacity of the joint between the connecting leg 14 and the support leg 12 can be significantly improved.

[0063] For example, the ratio of the radius R of the circular arc joint surface to the outer diameter D of the main body 11 is not less than 1:5, and is not less than 1 mm. The greater the radius of the round corner, the more material on the surface of the part, and the less likely to be deformed, that is, the greater the rigidity.

[0064] For referenceFigure 3 and Figure 4 As shown in FIG. 1, in some embodiments, the support body structure 1 further comprises a connecting leg 14 for connecting with the tread 4 of the tire, the connecting leg 14 being arranged at the end of the support leg 12 away from the main body 11. In this way, the support leg 12 is more convenient to connect and cooperate with the inner cushion layer 3 and the outer cushion layer 2.

[0065] For example, the connecting leg 14 and the support leg 12 are smoothly connected. In this way, the stress bearing capacity of the connecting part of the support leg 12 and the main body 11 can be further improved.

[0066] In some embodiments, the main body 11 and all the support legs 12 are integrally formed. In this way, the strength of the support body structure 1 can be further ensured, and the support and bearing capacity can be improved. Similarly, the support leg 12 and the connecting leg 14 can also be integrally formed. In this embodiment, the main body 11, the support leg 12 and the connecting leg 14 are integrally formed.

[0067] Since the non-pneumatic tire is replaced by the elastic support body structure 1 to replace the tire pressure in the pneumatic tire to provide support for the vehicle, in order to ensure good bearing effect, the elastic support body is mainly composed of polyurethane, rubber, resin and other high-molecular elastic bodies with high modulus, and some use fiber reinforced elastic body to form a composite material.

[0068] In some embodiments, the support body structure 1 can be a combination of an elastic body material and a reinforcing fiber. Specifically, the reinforcing fiber continuously extends in the radial direction of the tire inside the elastic body to improve the structural strength, fatigue performance, bearing capacity and the like of the support body. For example, the reinforcing fiber can be arranged in one or more layers inside the elastic body, or can be arranged in one or more layers on the surface of the elastic body. The material of the elastic body can be selected from high-molecular materials with a modulus (i.e. the ratio of stress to strain of the material under stress) not less than 5 MPa, such as rubber, polyurethane, resin with good weather resistance, etc. The reinforcing fiber can be selected from fibers with certain bending stiffness, such as low-modulus carbon fiber or its combination with resin, metal fiber or its combination with resin, glass fiber or its combination with resin, PET fiber, polyester fiber, nylon fiber, aramid fiber, and hollow pipe material, etc.

[0069] For example, the support body can be made of composite hard plastic material or fiber reinforced plastic. The connecting leg 14 can also be composed of an elastic body material, such as an elastic body material selected from the same elastic body material as the support body to simplify the process flow. Alternatively, an elastic body material with a smaller modulus than the support body material can be selected to improve the deformation and cushioning capacity, and to improve the connection characteristics.

[0070] In some embodiments, the shear layer 5 can be composed of a combination of elastomeric material and continuous reinforcing fibers, the continuous reinforcing fibers are arranged along the circumferential direction of the tire, and can be multiple layers, such as 5 layers. Moreover, the innermost and outermost layers of continuous reinforcing fibers have an angle with the circumferential direction of no more than 10°, and the middle layers have an angle with the circumferential direction of no more than 50°, such as ±45° arranged alternately. In the belt layer, the volume ratio of continuous reinforcing fibers ranges from 30% to 85%, to ensure the strength of the belt layer as a whole, and to ensure the position and structural stability of the continuous reinforcing fibers in the belt layer.

[0071] It should be noted that, in this document, relational terms such as“first” and“second”, and the like, are used solely to distinguish one entity or action from another entity or action, without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms“comprises”,“comprising”, or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without limitation, an element preceded by“comprises... a” does not, without more constraints, foreclose the existence of additional identical elements in the process, method, article, or apparatus.

[0072] The above description is merely that of a specific implementation of the present disclosure, and persons skilled in the art can understand or implement the present disclosure based on the above description. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present disclosure. Therefore, the present disclosure will not be limited to these embodiments described herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A support structure for a non-pneumatic tire, characterized by, The support structure is arranged between the outer cushion layer (2) and the inner cushion layer (3) of a non-pneumatic tire, and comprises a main body (11) and two support legs (12), one end of each of the two support legs (12) is connected with the outer cushion layer (2) and the inner cushion layer (3) respectively, and the other end of each of the two support legs (12) is connected with the main body (11); The other end of each of the two support legs (12) is inclined to extend away from the straight line, and the cross-sectional shape of the main body (11) along the tire radial direction is a center-symmetric figure, and the two support legs (12) are arranged in a center-symmetric manner relative to the center point of the main body (11); The main body (11) is a cylindrical structure extending in a direction parallel to the tire axis, and the other end of each of the two support legs (12) is connected with the outer wall of the cylindrical structure, and the two support legs (12) extend in a direction tangent to the cylindrical structure.

2. The support structure for a non-pneumatic tire of claim 1, wherein, The ratio of the outer diameter of the main body (11) to the overall length of the support structure is not greater than 1:2 and not less than 1:7 along the tire radial direction; And / or, the angle between the extension direction of each support leg (12) and the straight line direction of the center point of the main body (11) is 10°-60°.

3. The support structure for a non-pneumatic tire of claim 1, wherein, The main body (11) is an annular structure, and a hollow cavity (13) penetrating in a direction parallel to the tire axis is formed in the annular structure.

4. The support structure for a non-pneumatic tire of claim 3, wherein, The cross-sectional outer contour shape of the main body (11) and the hollow cavity (13) along the tire radial direction is circular, and the distance between the axis of the hollow cavity (13) and the axis of the main body (11) is less than 10% of the outer diameter of the main body (11); The wall thickness of the main body (11) is not less than 10% of the outer diameter of the main body (11) along the radial direction of the main body (11).

5. The support structure for a non-pneumatic tire of any of claims 1-4, wherein, The joint between the support leg (12) and the main body (11) is smoothly transitioned; And / or, a circular-arc joint surface is formed at the joint between the support leg (12) and the main body (11), the main body (11) is a cylindrical structure extending in a direction parallel to the tire axis, and the ratio of the radius of the circular-arc joint surface to the outer diameter of the main body (11) is not less than 1:

5.

6. The support structure for a non-pneumatic tire of any of claims 1-4, wherein, The support structure further comprises a connecting foot (14) arranged at the end of the support leg (12) away from the main body (11).

7. The support structure for a non-pneumatic tire of claim 6, wherein, The joint between the connecting foot (14) and the support leg (12) is smoothly transitioned.

8. The support structure for a non-pneumatic tire of any of claims 1-4, wherein, The main body (11) and all the support legs (12) are integrally formed. And / or, the support body structure further includes a connecting leg (14) provided at an end of the support leg (12) distal from the main body portion (11), the support leg (12) and the connecting leg (14) being of an integral molding type structure.

9. A non-pneumatic tire characterized by, A support body structure for a non-pneumatic tire as claimed in any one of claims 1-8.

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