A non-pneumatic tire

Abstract

The present invention relates to the field of tire technology, and in particular to a non-pneumatic tire comprising a rim, a spoke, and a tread. The rim, spoke, and tread are coaxially arranged, the spoke being disposed between the rim and the tread. The spoke comprises an outer buffer layer, an inner buffer layer, and an asymmetric spoke assembly. The inner surface of the inner buffer layer is fixedly connected to the outer surface of the rim, and the outer surface of the outer buffer layer is fixedly connected to the inner surface of the tread. The asymmetric spoke assembly is disposed between the outer buffer layer and the inner buffer layer. A plurality of first clamping blocks are provided on the outer surface of the rim, and a plurality of first clamping grooves are provided on the inner buffer layer. The first clamping grooves are engaged with the first clamping blocks, and the first clamping blocks extend into the asymmetric spoke assembly. The asymmetric spoke design allows the first clamping blocks to be effectively avoided, while optimizing the force distribution of the tire, significantly improving tire performance. The tire can deform appropriately when subjected to an impact, thereby enhancing the tire's impact resistance.

Description

Technical Field

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

[0002] A Chinese patent (CN118306134B) discloses a non-pneumatic tire and a multi-segment support body thereof. The multi-segment support body of the non-pneumatic tire includes at least three legs connected in sequence and a nose portion connected between two adjacent legs. The legs include a skeleton and a connecting portion connected to the skeleton. The connecting portion and the nose portion are both made of a polymer elastic material and are fixedly connected. Because the legs include a skeleton, the skeleton plays a supporting role and has a weaker deformation ability than the elastic material. This reduces the amount of elastic material used in the legs, avoids the use of elastic material in deformation-stressed areas, and significantly reduces rolling resistance. In addition, the use of a polymer elastic material for the nose portion enables the multi-segment support body to deform when subjected to stress, and can serve as a movable joint connecting two adjacent legs, providing a cushioning and shock-absorbing effect. In addition, the connecting portion and the nose are made of a polymer elastic material and are fixedly connected, enabling the legs and nose to be connected and combined to form a whole.

[0003] Chinese patent (CN114393956A) discloses a non-pneumatic tire comprising a wheel hub, a support member, a rotating structure, an adjustment ring, and an outer shell. The rotating structure comprises a clamping portion and a rotating member connected to the clamping portion. One end of the support member is connected to the outer shell, and the other end of the support member is connected to the clamping portion. The adjustment ring comprises a circular ring and a connecting member disposed on the circular ring. The connecting member is connected to the rotating member, and the circular ring is formed with multiple sets of fixing holes. The wheel hub is provided with multiple sets of first mounting holes. The adjustment ring is detachably connected to the wheel hub. The adjusting ring is used to drive the connecting member to rotate the rotating member, thereby driving the support member to rotate through the clamping portion. The clamping portion can also adjust the translation of the support member. This non-pneumatic tire achieves adjustable tire stiffness. Different rotation angles or positions are adjusted for different operating conditions to achieve optimal tire stiffness. The tire can also further increase stiffness to compensate for stiffness loss due to permanent deformation, significantly improving the tire's driving performance and service life.

[0004] The above-mentioned device still has the following drawbacks when in use: the spoke design of the non-pneumatic tire does not fully consider the key factors of shock absorption and improved comfort. This is particularly true for two-wheeled electric vehicles and electric scooters, as these vehicles typically lack complex suspension systems, making the smoothness and comfort requirements of the tire even more critical. Furthermore, the support body connection structure also affects the overall layout of the non-pneumatic tire. To address these issues, the present invention proposes an improved non-pneumatic tire design, specifically optimizing the spoke structure and support body connection structure. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to solve one or more technical problems existing in the prior art and at least provide a beneficial option or create conditions.

[0006] The solution of the present invention to its technical problem is: a non-pneumatic tire, which includes a rim, spokes and a tread, the rim, the spokes and the tread are coaxially arranged, the spokes are arranged between the rim and the tread, the spokes include an outer buffer layer, an inner buffer layer and an asymmetric spoke assembly, the inner surface of the inner buffer layer is fixedly connected to the outer surface of the rim, the outer surface of the outer buffer layer is fixedly connected to the inner surface of the tread, the asymmetric spoke assembly is arranged between the outer buffer layer and the inner buffer layer, a plurality of first clamping blocks are provided on the outer surface of the rim, a plurality of first clamping grooves are provided on the inner buffer layer, the first clamping grooves are clamped with the first clamping blocks, and the first clamping blocks extend into the asymmetric spoke assembly.

[0007] The beneficial effects of the present invention are as follows: the rim, spokes and tread are coaxially arranged to ensure the overall stability and uniform force of the tire; the outer buffer layer, inner buffer layer and asymmetric spoke assembly work together to provide additional support and elasticity, thereby enhancing the durability and load-bearing capacity of the tire; the coordinated use of the first card slot and the first card block enhances the overall structural strength of the tire; the asymmetric spokes can optimize the force distribution of the tire, further improve the performance of the tire, and also allow the tire to have a certain deformation space when impacted, thereby improving the impact resistance of the tire.

[0008] As a further improvement of the above technical solution, the asymmetric spoke assembly includes a plurality of first spoke groups and a plurality of missing block spokes, the missing block spokes are arranged between each adjacent first spoke group, the first spoke group includes a plurality of curved first spoke bodies, one end of the first spoke body and the missing block spokes are connected to the inner surface of the outer buffer layer, the other end of the first spoke body and the missing block spokes are connected to the outer surface of the inner buffer layer, and the first spoke bodies are arranged at intervals along the circumferential direction of the inner buffer layer.

[0009] As a beneficial effect of further improvement of the above technical solution, the lateral rigidity of the tire is significantly enhanced through spoke connection, and the missing block spokes are arranged between each adjacent first spoke group to fill the space and provide additional support, so that when the tire is subjected to lateral force, such as in high-speed driving, emergency lane change or turning, the tire can maintain better stability, which ensures that the driver can obtain more precise and reliable vehicle response under various driving conditions, thereby improving overall driving safety and comfort; when the tire is subjected to lateral force, the curved structure can absorb part of the stress through deformation, and at the same time use the arc-shaped support characteristics to resist lateral deformation, thereby maintaining the stability of the tire profile and improving vehicle handling accuracy.

[0010] As a further improvement of the above technical solution, the missing block spoke is arranged opposite to the first clamping block, and a second notch for inserting the first clamping block is provided on the missing block spoke.

[0011] As a beneficial effect of further improvement of the above technical solution, during the assembly process, the missing spoke can effectively avoid the first block, and the first block can be inserted into the predetermined position more conveniently, reducing the adjustment and correction steps during the installation process, improving the installation efficiency, reducing the installation difficulty, and making the structure easier to assemble and maintain.

[0012] As a further improvement of the above technical solution, the asymmetric spoke assembly includes a plurality of curved second spoke bodies, and the plurality of second spoke bodies are arranged at intervals along the circumferential direction of the inner buffer layer to form the asymmetric spoke assembly, one end of the second spoke body is connected to the inner surface of the outer buffer layer, and the other end of the second spoke body is connected to the outer surface of the inner buffer layer, and the second spoke body is arranged to one side in the width direction of the inner buffer layer.

[0013] As a beneficial effect of further improvement of the above technical solution, by setting multiple second spoke bodies biased to one side, the stress can be effectively distributed more evenly on the entire spoke structure, especially those areas that need special reinforcement, which helps to reduce local stress concentration and thus significantly improve the durability and service life of the overall structure. The side of the spoke away from the second spoke body provides the necessary avoidance space for the first block, which not only optimizes the structural design of the spoke, but also may facilitate the installation and maintenance of other components; when the tire is subjected to lateral force, the curved structure can absorb part of the stress through deformation, and at the same time use the arc-shaped support characteristics to resist lateral deformation, thereby maintaining the stability of the tire contour and improving vehicle handling accuracy.

[0014] As a further improvement of the above technical solution, the non-pneumatic tire also includes a first clamping ring and a second clamping ring, the first clamping ring and the second clamping ring are respectively arranged on both sides of the non-pneumatic tire, and the first clamping ring is fixedly connected to the second clamping ring to clamp the inner buffer layer.

[0015] As a beneficial effect of further improvement of the above technical solution, through the mutual cooperation of the first clamping ring and the second clamping ring, the inner buffer layer can be firmly clamped, thereby enhancing the overall assembly strength of the tire, reducing the impact and vibration caused by the uneven road surface, improving the comfort experience during driving, and simplifying the assembly process, making production more efficient and lower-cost, making the tire more economical and affordable, thereby increasing its market competitiveness.

[0016] As a further improvement of the above technical solution, the first clamping ring includes a first ring plate and a plurality of first pressure rod groups, the first pressure rod groups are arranged in a circular shape and vertically set on one surface of the first ring plate, the second clamping ring includes a second ring plate and a plurality of second pressure rod groups, the second pressure rod groups are arranged in a circular shape and vertically set on one surface of the second ring plate, the first pressure rod group is abutted against the outer surface of the inner buffer layer, and the second pressure rod group is abutted against the outer surface of the inner buffer layer.

[0017] As a beneficial effect of further improvement of the above technical solution, through this clamping ring structure, the inner buffer layer is pressed tightly against the rim, thereby enhancing the assembly tightness of the overall structure, improving the stability and reliability of the assembly, reducing the potential failure risk caused by looseness or vibration, and also helping to extend the service life of the equipment and improve its operating efficiency.

[0018] As a further improvement of the above technical solution, a plurality of second mounting holes are provided on the second ring plate, and the second mounting holes are arranged between each adjacent two second pressure rod groups. The first clamping blocks are arranged circumferentially on the outer surface of the rim, and the first clamping blocks are provided with second threaded holes, and the second mounting holes are arranged opposite to the second threaded holes.

[0019] As a beneficial effect of further improvement of the above technical solution, the fixed connection between the rim and the second ring plate is strengthened, the stability of the overall structure is enhanced, and the assembly process is optimized. By setting multiple mounting holes, the alignment and fixation during the assembly process become more convenient and quick, which significantly improves the assembly efficiency. The standardized connection method reduces the time required for assembly and reduces dependence on manpower, effectively improving production efficiency.

[0020] As a further improvement of the above technical solution, the second pressure rod group includes multiple connecting rods and multiple second pressure rod bodies, each of the connecting rods is provided with a first threaded hole at one end away from the second ring plate, and the first ring plate is provided with multiple first positioning holes, the first positioning holes are arranged between each adjacent first pressure rod group, and the first positioning holes are arranged opposite to the first threaded holes.

[0021] As a beneficial effect of further improvement of the above technical solution, precise connection is achieved by setting multiple positioning holes and threaded holes, thereby enhancing structural stability and bearing capacity, simplifying the installation process, saving time, reducing difficulty, and improving work efficiency. The number of second pressure rod bodies can be increased or decreased, the length and layout of the connecting rod can be adjusted, etc., to adapt to different working environments and force requirements, and it has stronger adaptability and application range.

[0022] As a further improvement of the above technical solution, the first pressure rod group includes multiple first pressure rod bodies and two missing block pressure rods, the two missing block pressure rods are arranged adjacent to each other, and the two missing block pressure rods are correspondingly provided with first notches for inserting the first clamping block.

[0023] As a beneficial effect of further improvement of the above technical solution, the missing block pressure rod can effectively avoid the first card block, and the first notch enables the first card block to be smoothly inserted into the missing block pressure rod and fixed, reducing the risk of structural damage or failure that may be caused by obstruction of the first card block during the insertion process, thereby improving the stability and reliability of the entire system. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is a structural schematic diagram of the present invention;

[0025] Figure 2 This is one of the cross-sectional views of the spokes;

[0026] Figure 3 This is the second cross-sectional view of the spoke;

[0027] Figure 4 It is a schematic diagram of the assembly of the rim, spokes, first clasp and second clasp;

[0028] Figure 5 This is an exploded view of the assembly of the rim, the first clasp, and the second clasp;

[0029] Figure 6 It is a vibration spectrum diagram of a tire with a notch, an asymmetric tire and a normal tire without a notch on an asphalt road.

[0030] In the accompanying drawings: 1-rim, 101-first clamping block, 2-spoke, 201-outer buffer layer, 202-inner buffer layer, 203-asymmetric spoke assembly, 204-first spoke group, 205-missing spoke, 206-first spoke body, 207-second spoke body, 208-first slot, 3-tread, 4-first snap ring, 401-first ring plate, 402-first pressure rod group, 403-first positioning hole, 404-first pressure rod body, 405-missing pressure rod, 5-second snap ring, 501-second ring plate, 502-second pressure rod group, 503-second mounting hole, 504-connecting rod, 505-second pressure rod body, 506-first threaded hole. DETAILED DESCRIPTION

[0031] To more clearly illustrate the technical solutions in the embodiments of the present invention, the above briefly describes the drawings required for describing the embodiments. Obviously, the drawings described only represent some embodiments of the present invention, not all embodiments. Those skilled in the art can also derive other design solutions and drawings based on these drawings without inventive effort.

[0032] The following will clearly and completely describe the concept, specific structure and technical effects of the present invention in combination with the embodiments and drawings, so as to fully understand the purpose, characteristics and effects of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention. In addition, all the connection / connection relationships mentioned in the text do not refer to the direct connection of components, but refer to the fact that a better connection structure can be formed by adding or reducing connection accessories according to the specific implementation situation. The various technical features in the present invention can be combined interchangeably without conflicting with each other.

[0033] Non-pneumatic tires abandon the traditional pneumatic tire's reliance on compressed air to provide support and cushioning, and instead use an internal support structure to replace the tire pressure effect of pneumatic tires, thereby achieving the advantages of no maintenance and no need to worry about blowouts and air leaks.

[0034] The spoke design of non-pneumatic tires currently on the market has not fully considered the key factors of shock absorption and comfort improvement. This is especially true for two-wheeled electric vehicles and electric scooters. Since these vehicles generally lack complex suspension systems, the requirements for tire smoothness and comfort become particularly critical. In addition, the connection structure of the support body also affects the overall layout of the non-pneumatic tire.

[0035] To this end, the present invention provides a non-pneumatic tire, referring to Figures 1 to 5 , which includes a rim 1, a spoke 2 and a tread 3, the rim 1, the spoke 2 and the tread 3 are coaxially arranged, the spoke 2 is arranged between the rim 1 and the tread 3, the spoke 2 includes an outer buffer layer 201, an inner buffer layer 202 and an asymmetric spoke assembly 203, the inner surface of the inner buffer layer 202 is fixedly connected to the outer surface of the rim 1, the outer surface of the outer buffer layer 201 is fixedly connected to the inner surface of the tread 3, the asymmetric spoke assembly 203 is arranged between the outer buffer layer 201 and the inner buffer layer 202, a plurality of first clamping blocks 101 are provided on the outer surface of the rim 1, and a plurality of first clamping grooves 208 are provided on the inner buffer layer 202, the first clamping grooves 208 are clamped with the first clamping blocks 101, and the first clamping blocks 101 extend into the asymmetric spoke assembly 203.

[0036] The rim 1, spoke 2 and tread 3 are coaxially arranged to ensure the overall stability and uniform stress of the tire. The outer buffer layer 201, the inner buffer layer 202 and the asymmetric spoke assembly 203 work together to provide additional support and elasticity, thereby enhancing the durability and load-bearing capacity of the tire. The coordinated use of the first slot 208 and the first block 101 enhances the overall structural strength of the tire. Through the design of the asymmetric spokes, the first block 101 can be effectively avoided. At the same time, the stress distribution of the tire is optimized, which significantly improves the tire performance. The tire can be deformed moderately when subjected to impact, thereby enhancing the impact resistance of the tire.

[0037] When a tire is subjected to lateral forces, such as when driving at high speed, changing lanes urgently, or turning, it is easy to deform, which affects the handling and stability of the vehicle. Figure 2 The asymmetric spoke assembly 203 includes a plurality of first spoke groups 204 and a plurality of missing block spokes 205, wherein the missing block spokes 205 are arranged between each adjacent first spoke group 204, and the first spoke group 204 includes a plurality of curved first spoke bodies 206, wherein one end of the first spoke bodies 206 and the missing block spokes 205 are connected to the inner surface of the outer buffer layer 201, and the other ends of the first spoke bodies 206 and the missing block spokes 205 are connected to the outer surface of the inner buffer layer 202, and the first spoke bodies 206 are arranged at intervals along the circumferential direction of the inner buffer layer 202. Through the spoke connection, the lateral rigidity of the tire is significantly enhanced. The missing block spokes 205 are arranged between each adjacent first spoke group 204 to fill the space and provide additional support. When the tire is subjected to lateral force, such as when driving at high speed, changing lanes urgently or turning, the tire can maintain better stability. This ensures that the driver can obtain more precise and reliable vehicle response under various driving conditions, thereby improving overall driving safety and comfort.

[0038] During assembly, the first clamping block 101 can interfere with the asymmetric spoke assembly 203, making installation difficult. Therefore, in one embodiment, the missing spoke 205 is positioned opposite the first clamping block 101 and is provided with a second notch for the first clamping block 101 to insert. During assembly, the missing spoke 205 effectively avoids the first clamping block 101, allowing for more convenient insertion of the first clamping block 101 into the intended position. This reduces the number of adjustments and corrections required during installation, improves installation efficiency, reduces installation difficulty, and makes the structure easier to assemble and maintain.

[0039] In a non-pneumatic tire, since the tire is subjected to various complex stresses from the road surface during driving, the traditional symmetrical structural design is often difficult to achieve the best stress distribution effect. Figure 3 The asymmetric spoke assembly 203 includes a plurality of curved second spoke bodies 207, and the plurality of second spoke bodies 207 are arranged at intervals along the circumferential direction of the inner buffer layer 202 to form the asymmetric spoke assembly 203. One end of the second spoke body 207 is connected to the inner surface of the outer buffer layer 201, and the other end of the second spoke body 207 is connected to the outer surface of the inner buffer layer 202. The second spoke body 207 is arranged to one side in the width direction of the inner buffer layer 202. By setting multiple second spoke bodies 207 biased to one side, the stress can be effectively distributed more evenly on the entire spoke 2 structure, especially those areas that need special reinforcement, which helps to reduce local stress concentration and thus significantly improve the durability and service life of the overall structure. The side of the spoke 2 away from the second spoke body 207 provides the necessary avoidance space for the first block 101, which not only optimizes the structural design of the spoke 2, but also facilitates the installation and maintenance of other components; when the tire is subjected to lateral force, the curved structure can absorb part of the stress through deformation, and at the same time use the arc-shaped support characteristics to resist lateral deformation, thereby maintaining the stability of the tire contour and improving the vehicle's handling accuracy.

[0040] Specifically, refer to Figure 6 , Figure 6 This is the vibration spectrum of a notched, asymmetric tire and a normal tire without a notch on asphalt road. It can be clearly seen that the tire with a notched structure / asymmetric structure has much better low-frequency vibration than the tire without a notch. Among them, A represents the vibration spectrum of the notched, asymmetric tire, and B represents the vibration spectrum of the normal tire without a notch.

[0041] If the inner buffer layer 202 is loose, it may not be able to effectively absorb and disperse the impact and vibration from the road surface, resulting in an increased sense of bumpiness during driving, affecting the smoothness and comfort of driving. Therefore, in one embodiment, the non-pneumatic tire further includes a first snap ring 4 and a second snap ring 5, which are respectively arranged on both sides of the non-pneumatic tire, and the first snap ring 4 and the second snap ring 5 are fixedly connected to clamp the inner buffer layer 202. Through the mutual cooperation of the first snap ring 4 and the second snap ring 5, the inner buffer layer 202 can be firmly clamped, thereby enhancing the overall assembly strength of the tire, reducing the impact and vibration caused by the uneven road surface, improving the driving comfort experience, and simplifying the assembly process, making production more efficient and cost-effective, making the tire more economical and affordable, thereby increasing its market competitiveness.

[0042] A loose connection between the spokes 2 and the rim 1 may cause abnormal vibration of the tire during driving. Therefore, in one embodiment, the first snap ring 4 includes a first ring plate 401 and a plurality of first pressure rod groups 402, which are arranged circumferentially and vertically on one surface of the first ring plate 401. The second snap ring 5 includes a second ring plate 501 and a plurality of second pressure rod groups 502, which are arranged circumferentially and vertically on one surface of the second ring plate 501. The first pressure rod groups 402 abut against the outer surface of the inner buffer layer 202, and the second pressure rod groups 502 abut against the outer surface of the inner buffer layer 202. This snap ring structure tightly presses the inner buffer layer 202 against the rim 1, thereby enhancing the assembly tightness of the overall structure, improving the stability and reliability of the assembly, reducing the potential risk of failure due to looseness or vibration, and also helping to extend the service life of the equipment and improve its operating efficiency.

[0043] The tire assembly process typically relies on manual operation and alignment. Therefore, in one embodiment, the second ring plate 501 is provided with a plurality of second mounting holes 503, each of which is located between two adjacent second pressure rod groups 502. The first clamping blocks 101 are arranged circumferentially on the outer surface of the rim 1, and the first clamping blocks 101 are provided with second threaded holes, with the second mounting holes 503 being located opposite the second threaded holes. This strengthens the fixed connection between the rim 1 and the second ring plate 501, enhances the stability of the overall structure, and optimizes the assembly process. By providing multiple mounting holes, alignment and fixing during assembly become more convenient and rapid, significantly improving assembly efficiency. The standardized connection method reduces assembly time and reduces reliance on manpower, effectively improving production efficiency.

[0044] Preferably, a first buckle is provided on the first clamping block 101 , and a second clamping groove is provided on the second ring plate 501 , and the second clamping groove is clamped to the first buckle.

[0045] Without standardized connection holes, more debugging and correction work is required during installation, which increases the difficulty and time cost of installation. Therefore, in one embodiment, the second pressure rod group 502 includes multiple connecting rods 504 and multiple second pressure rod bodies 505. Each of the connecting rods 504 is provided with a first threaded hole 506 on the end away from the second ring plate 501. The first ring plate 401 is provided with multiple first positioning holes 403. The first positioning holes 403 are arranged between each adjacent first pressure rod group 402, and the first positioning holes 403 are arranged opposite to the first threaded holes 506. By providing multiple positioning holes and threaded holes to achieve precise connection, the structural stability and bearing capacity are enhanced, the installation process is simplified, time is saved, the difficulty is reduced, and work efficiency is improved. The number of second pressure rod bodies 505 can be increased or decreased, the length and layout of the connecting rods 504 can be adjusted, etc. to adapt to different working environments and force requirements, and it has stronger adaptability and application range.

[0046] Preferably, a second buckle is provided on the connecting rod 504, and a third slot is provided on the first ring plate 401, and the third slot is engaged with the second buckle.

[0047] The first clamping block 101 may be obstructed during the insertion process, causing unnecessary pressure or friction on the first clamping block 101 or the pressure rod structure. Therefore, in one embodiment, the first pressure rod group 402 includes a plurality of first pressure rod bodies 404 and two missing block pressure rods 405, the two missing block pressure rods 405 being arranged adjacent to each other, and the two missing block pressure rods 405 are correspondingly provided with first notches for the insertion of the first clamping block 101. The missing block pressure rods 405 can effectively avoid the first clamping block 101, and the first notches allow the first clamping block 101 to be smoothly inserted into the missing block pressure rods 405 and fixed, reducing the risk of structural damage or failure that may be caused by obstruction of the first clamping block 101 during the insertion process, thereby improving the stability and reliability of the entire system.

[0048] During assembly, the spoke 2 is first fitted onto the rim 1, ensuring that the first clamping block 101 on the rim 1 is precisely aligned with the mounting hole of the second ring plate 501. Next, the second pressure bar assembly 502 on the second retaining ring 5 is brought into close contact with the outer surface of the inner buffer layer 202, ensuring that the inner surface of the inner buffer layer 202 is tightly fitted against the outer surface of the rim 1. Bolts are threaded through the mounting holes and into the second threaded holes on the first clamping block 101, thereby securely securing the rim 1 and the second retaining ring 5 together. Subsequently, the first positioning hole 403 on the first ring plate 401 is precisely aligned with the first threaded hole 506 on the connecting rod 504. The first pressure bar assembly 402 on the first retaining ring 4 is also brought into close contact with the outer surface of the inner buffer layer 202. Bolts are threaded through the first positioning hole 403 and into the first threaded hole 506 on the connecting rod 504, securing the first retaining ring 4 and the second retaining ring 5, completing the assembly of the rim 1 and spoke 2. Next, the tread 3 is placed over the spokes 2, ensuring that the outer surface of the outer buffer layer 201 is in close contact with the inner surface of the tread 3. They are then connected and fixed by a process such as vulcanization to form a finished non-pneumatic tire. When the tread 3 needs to be replaced, the bolts can be removed and the rim 1 can be taken out for reuse.

[0049] The above specifically describes the preferred embodiments of the present invention, but the present invention is not limited to the embodiments. Those skilled in the art can make various equivalent modifications or substitutions without violating the spirit of the present invention. These equivalent modifications or substitutions are all included in the scope defined by the claims of this application.

Claims

1. A non-pneumatic tire, characterized in that: The invention comprises a rim (1), a spoke (2) and a tread (3), wherein the rim (1), the spoke (2) and the tread (3) are coaxially arranged, the spoke (2) is arranged between the rim (1) and the tread (3), the spoke (2) comprises an outer buffer layer (201), an inner buffer layer (202) and an asymmetric spoke assembly (203), the inner surface of the inner buffer layer (202) is fixedly connected to the outer surface of the rim (1), and the outer surface of the outer buffer layer (201) is fixedly connected to the outer surface of the rim (1). The inner surface of the tread (3) is fixedly connected, the asymmetric spoke assembly (203) is arranged between the outer buffer layer (201) and the inner buffer layer (202), a plurality of first clamping blocks (101) are provided on the outer surface of the rim (1), a plurality of first clamping grooves (208) are provided on the inner buffer layer (202), the first clamping grooves (208) and the first clamping blocks (101) are clamped, and the first clamping blocks (101) extend into the asymmetric spoke assembly (203); The non-pneumatic tire further comprises a first clamping ring (4) and a second clamping ring (5), the first clamping ring (4) and the second clamping ring (5) being respectively arranged on both sides of the non-pneumatic tire, and the first clamping ring (4) and the second clamping ring (5) being fixedly connected to clamp the inner buffer layer (202); The first clamping ring (4) includes a first ring plate (401) and a plurality of first pressure rod groups (402), the first pressure rod groups (402) are arranged in a circumferential manner and vertically arranged on one surface of the first ring plate (401), the second clamping ring (5) includes a second ring plate (501) and a plurality of second pressure rod groups (502), the second pressure rod groups (502) are arranged in a circumferential manner and vertically arranged on one surface of the second ring plate (501), the first pressure rod group (402) is against the outer surface of the inner buffer layer (202), and the second pressure rod group (502) is against the outer surface of the inner buffer layer (202); The second ring plate (501) is provided with a plurality of second mounting holes (503), the second mounting holes (503) are arranged between each two adjacent second pressure rod groups (502), the first clamping blocks (101) are arranged in a circular pattern on the outer surface of the rim (1), the first clamping blocks (101) are provided with second threaded holes, and the second mounting holes (503) are arranged opposite to the second threaded holes; The second pressure rod group (502) includes a plurality of connecting rods (504) and a plurality of second pressure rod bodies (505), and each of the connecting rods (504) is provided with a first threaded hole (506) on one end away from the second ring plate (501), and the first ring plate (401) is provided with a plurality of first positioning holes (403), and the first positioning holes (403) are arranged between each adjacent first pressure rod group (402), and the first positioning holes (403) are arranged opposite to the first threaded holes (506).

2. A non-pneumatic tire according to claim 1, characterized in that: The asymmetric spoke assembly (203) comprises a plurality of first spoke groups (204) and a plurality of missing block spokes (205), wherein the missing block spokes (205) are arranged between each adjacent first spoke group (204), and the first spoke group (204) comprises a plurality of curved first spoke bodies (206), one end of each of the first spoke bodies (206) and the missing block spokes (205) is connected to the inner surface of the outer buffer layer (201), and the other end of each of the first spoke bodies (206) and the missing block spokes (205) is connected to the outer surface of the inner buffer layer (202), and the first spoke bodies (206) are arranged at intervals along the circumferential direction of the inner buffer layer (202).

3. The non-pneumatic tire according to claim 2, characterized in that: The missing block spoke (205) is arranged opposite to the first clamping block (101), and a second notch for inserting the first clamping block (101) is provided on the missing block spoke (205).

4. The non-pneumatic tire according to claim 1, characterized in that: The asymmetric spoke assembly (203) comprises a plurality of curved second spoke bodies (207), wherein the plurality of second spoke bodies (207) are arranged at intervals along the circumferential direction of the inner buffer layer (202) to form the asymmetric spoke assembly (203), one end of the second spoke body (207) is connected to the inner surface of the outer buffer layer (201), and the other end of the second spoke body (207) is connected to the outer surface of the inner buffer layer (202), and the second spoke body (207) is arranged to one side in the width direction of the inner buffer layer (202).

5. The non-pneumatic tire according to claim 1, characterized in that: The first pressure rod group (402) comprises a plurality of first pressure rod bodies (404) and two missing block pressure rods (405), wherein the two missing block pressure rods (405) are arranged adjacent to each other, and the two missing block pressure rods (405) are correspondingly provided with first notches for inserting the first clamping block (101).

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