Non-pneumatic tire

Abstract

The invention relates to the technical field of tires, and particularly discloses a non-pneumatic tire which comprises an inner hub connecting layer, an annular tire part and a supporting assembly, the supporting assembly comprises a plurality of supporting bodies arranged at intervals in the circumferential direction of the inner hub connecting layer, and the outer surface of the inner hub connecting layer and the inner surface of the annular tire part are connected through the supporting bodies; the width of at least one supporting body is gradually reduced from outside to inside in the radial direction, and the width of the supporting body is gradually reduced in the radial direction, so that the supporting body does not interfere with a side motor or other supporting parts after deformation when a vehicle rolls or deviates after the supporting body is installed, a larger grounding width can be ensured, sideslip is prevented, and the service life of the vehicle is prolonged. And in addition, the whole non-pneumatic tire can be lighter.

Description

Technical Field

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

[0002] Pneumatic tires are a known solution for ride comfort, quality and rolling resistance. However, pneumatic tires have disadvantages in terms of complexity, maintenance requirements and fragility. Non-pneumatic tire or wheel construction provides tire performance advantages without relying on gas inflation pressure to support the load applied to the tire. For example, a non-pneumatic tire disclosed in a Chinese patent with publication number CN114393956A, wherein the non-pneumatic tire mainly includes a wheel hub, a support member, a rotating structure, an adjustment ring and an outer shell layer, and a plurality of support bodies can be radially arranged between the wheel hub and the tread. Since the support body is the largest part of the structure of the non-pneumatic tire as a whole, the non-pneumatic tire often achieves radial load-bearing through the deformation of the support body. The structural improvement or design of the support body will directly affect the performance of the non-pneumatic wheel. Summary of the invention

[0003] The present application aims to improve at least one technical problem in the background technology.

[0004] The present application provides a non-pneumatic tire, comprising: an inner hub connection layer, a ring tire portion, and a support assembly; the outer surface of the inner hub connection layer and the inner surface of the ring tire portion are connected by the support assembly, and the support assembly comprises a plurality of support bodies arranged at intervals along the circumference of the tire; the width of at least one of the support bodies gradually decreases from the outside to the inside along the radial direction; The support body includes a first connection portion, a second connection portion, a third connection portion and a fourth connection portion extending outward from the inner end, and the minimum thickness of the first connection portion is greater than the maximum thickness of the second connection portion and the maximum thickness of the third connection portion.

[0005] The present application has at least the following beneficial effects: by gradually reducing the width of the support body in the radial direction, when the vehicle rolls or deviates after the support body is installed, the support body will not interfere with the side motor or other supporting components after deformation, and can also ensure a larger ground contact width to prevent skidding, and can also ensure that the non-pneumatic tire is lighter as a whole; the larger thickness of the upper part of the support body also makes the overall deformation of the support body more uniform when the support body is subjected to force, thereby improving the overall durability and reliability of the non-pneumatic tire.

[0006] According to some technical solutions of the present application, the radially innermost point of the support body is m1, the connection point of the first connecting portion and the second connecting portion is m2, the connection point of the second connecting portion and the third connecting portion is m3, the connection point of the third connecting portion and the fourth connecting portion is m4, the radially outermost point of the support body is m5, the overall radial height of the support body is H, the radial distance between m2 and m1 is 1 / 5 to 1 / 3 of H, and the thickness of m2 is 60% to 95% of the thickness of m1.

[0007] According to some technical solutions of the present application, the overall thickness between m2 and m5 is constant and equal to the thickness at m2.

[0008] According to some technical solutions of the present application, the radial distance between m3 and m1 is 1 / 2 of H, the radial distance between m4 and m5 is 1 / 4 to 1 / 3 of H, and the thicknesses of m2, m3, m4, and m5 are equal.

[0009] According to some technical solutions of the present application, the thicknesses of the second connecting portion, the third connecting portion, and the fourth connecting portion decrease successively from inside to outside in the radial direction, and the amount of each decrease is 1% to 5% of the thickness of m2.

[0010] There is also provided a non-pneumatic tire, which includes: an inner hub connection layer, a ring tire portion, and a support assembly; the outer surface of the inner hub connection layer and the inner surface of the ring tire portion are connected through the support assembly, and the support assembly includes a plurality of support bodies arranged at intervals along the circumferential direction of the tire; the width of at least one of the support bodies gradually decreases from outside to inside in the radial direction; the thickness of at least one of the support bodies is related to the width, and the thickness and the width satisfy the following functional relationship: m = V0 / (w * H) Wherein, V0 is the total volume of the support body, H is the overall radial height of the support body, the support body is divided into several parts along the radial height H, w is the width of each part of the support body, and m is the thickness of each part of the support body.

[0011] According to some technical solutions of the present application, the direction in which the support body extends from the center axis to both ends is the draft direction, and the support body has a draft angle of 0.2° to 0.6° on the surface in the draft direction. According to some technical solutions of the present application, thickened layers are provided on both longitudinal sides of the support body in the radial direction.

[0012] According to some technical solutions of the present application, the position of the support body satisfies the following relational expression:

[0013] Wherein, The position of the $i$-th support body after non-uniform interval distribution. When the support bodies are non-uniformly spaced along the circumferential direction of the inner hub connection layer, The position of the $i$-th support body in the uniformly distributed support bodies, The modulation amplitude, where the modulation amplitude is less than 30%, the modulation period is $m$, and the modulation period is 2, 3, or 4.

[0014] According to some technical solutions of the present application, the support assembly includes multiple groups of support groups. Each group of support groups includes two support bodies. The distance between the inner ends of the two support bodies in the same support group is the inner end spacing, and the distance between the outer ends is the outer end spacing. The inner end spacing is greater than or less than the outer end spacing.

[0015] According to some technical solutions of the present application, it further includes a snap component. The snap component includes two cooperating snap rings. The two snap rings respectively have a circular ring portion and a plurality of snap rods disposed at one end on the circular ring portion and distributed circumferentially along the circular ring portion. There is a circular ring gap between adjacent snap rods for another snap rod to insert. The two snap rings are connected by the snap rods on the opposite sides. The circular ring portion is fixed to the inner hub connection layer through bolts and bolt holes. Each support body is disposed between two adjacent snap rods in sequence.

[0016] According to some technical solutions of the present application, a plurality of protrusion portions are further provided on the circular ring portion. Description of the Drawings

[0017] Figure 1 Schematic diagram of the tire structure according to the embodiment of the present application; Figure 2 Schematic diagram of a part of the tire structure provided by the embodiment of the present application; Figure 3 Schematic cross-sectional view of the support body in one direction provided by the embodiment of the present application; Figure 4 Schematic cross-sectional view of another support body in one direction provided by the embodiment of the present application; Figure 5 Schematic comparison diagram of the compression deformation of the equal-thickness and variable-thickness support bodies provided by the embodiment of the present application; Figure 6 Schematic radial cross-sectional view of the support body provided by the embodiment of the present application; Figure 7 Schematic diagram of the randomly modulated support body provided by the embodiment of the present application; Figure 8 Schematic enlarged partial structure diagram of the support body provided by the embodiment of the present application; Figure 9 Schematic diagram of a structure of the support body after rotation provided by the embodiment of the present application; Figure 10 Another structural schematic diagram after the rotation of the support body provided by the embodiment of the present application; Figure 11 Structural schematic diagram of the buckle assembly provided by the embodiment of the present application; Figure 12 Installation structural schematic diagram of the buckle assembly provided by the embodiment of the present application; Figure 13 Structural schematic diagram of the protrusion provided by the embodiment of the present application.

[0018] In the drawings: 100 - inner hub connection layer; 210 - inner buffer layer; 220 - support body; 230 - outer buffer layer; 300 - annular tire part; 221 - first connection part; 222 - second connection part; 223 - third connection part; 224 - fourth connection part; 400 - buckle assembly; 410 - circular ring part; 420 - clamping rod; 430 - protrusion. Detailed implementation manners

[0019] The embodiments of the present application will be described in detail below. The examples of the embodiments are shown in the drawings, where the same or similar reference numerals represent the same or similar elements or elements with the same or similar functions from beginning to end. The embodiments described below with reference to the drawings are exemplary and are only used to explain the present application and should not be construed as a limitation to the present application.

[0020] In the description of the present application, it should be understood that for the orientation description, such as the upper, lower, front, rear, left, right, etc., the orientation or position relationship indicated is based on the orientation or position relationship shown in the drawings. It is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present application.

[0021] In the description of the present application, unless otherwise clearly defined, words such as setting, installation, connection, etc. should be understood in a broad sense. Those skilled in the art can reasonably determine the specific meanings of the above words in the present application in combination with the specific content of the technical solution.

[0022] In the context, it should be distinguished between several different uses of such words by those skilled in the art.

[0023] Among them, the "radial" direction means the radial direction of the tire, that is Figure 2 the "Y direction" in the support body; in the support body, if point A is closer to the rotation axis of the tire center in the radial direction of point B, it means that point A is "radially inside" point B or point A is inside point B in the radial direction; that is to say, when moving from point A to point B, it is called "radially outward" or "from inside to outside"; The "radially innermost point of the support body" is defined as the point on the support body that is closest to the axis of rotation of the tire center. Exemplarily, such as Figure 6 the point at m1 in Figure 5 . The "radially outermost point of the support body" is the point that is radially closest to the tread layer. Exemplarily, such as the point at m5 in Figure 6 .

[0024] The "radial section" or "radial cross-section" means a section or cross-section in a plane perpendicular to the axis of rotation of the tire.

[0025] The "axial" direction means a direction parallel to the axis of rotation of the tire. Exemplarily, such as Figure 2 the "X-direction" in the support body.

[0026] The "longitudinal" direction is a direction perpendicular to both the radius of the tire and the axial direction. Exemplarily, such as Figure 2 the "Z-direction" in

[0027] "Thickness" means a measurement in the longitudinal direction, or "longitudinal thickness", "Z-direction thickness" (as Figure 2 shown). The "thickness of the support body" refers to the measured size in the longitudinal direction of the support body.

[0028] "Width" means a measurement in the axial direction, or "axial width", "X-direction width" (as Figure 2 shown). The "width of the support body" refers to the measured size in the axial direction of the support body; It can be understood that without special instructions, the thickness or its variation in the context is in mm units, and can actually be set according to certain sizes or ratios as needed. Any numerical interval represented by the expression "a to b" or "a - b" means a numerical range extending from a to b (i.e., including the endpoints a and b).

[0029] The following will describe the embodiments of the present application in conjunction with Figures 1 to 13 .

[0030] This embodiment relates to a non-pneumatic tire, which includes: an inner hub connection layer 100, a ring tire part 300, and a support assembly. Figure 1 The overall structure of the non-pneumatic tire and the structure diagram of one of its surfaces are schematically shown in

[0031] Among them, the inner hub connection layer 100 includes an inner wheel hub, also known as a central annular part. By means of the inner wheel hub, a non-pneumatic tire can be installed on a vehicle to allow the vehicle to roll on the ground. It should be understood that the non-pneumatic tire can be installed on any desired wheeled vehicle, such as but not limited to: passenger cars, trailers, light trucks, off-road vehicles, ATVs, buses, agricultural vehicles, bicycles, and motorcycles.

[0032] The annular tire part 300 includes a tread and a shear band. The tread is wear-resistant rubber and mainly contacts the ground, and a tread pattern shape may be provided on the tread; the shear band is composed of a shear band matrix rubber and a shear band reinforcement component. Specifically, the shear band reinforcement component can be high-strength materials such as steel wires, nylon, and fiberglass, and is embedded in the shear band matrix rubber as the core load-bearing component of the whole tire.

[0033] The outer surface of the inner hub connection layer 100 and the inner surface of the annular tire part 300 are connected by a support assembly. The support assembly includes a plurality of support bodies 220 arranged at intervals along the circumferential direction of the tire; the support assembly further includes an inner buffer layer 210 and an outer buffer layer 230. The inner buffer layer 210 and the outer buffer layer 230 are connected by the support bodies 220, and the three can be integrally formed by injection molding or casting, and mainly use polyurethane polymer materials.

[0034] In the existing related technical solutions, the support body is often set to have an equal-width design in the radial direction. However, when such a setting is made, when the vehicle has a large roll or side slip, the equal-width design is very likely to interfere with the side motor or other support components. Therefore, in some embodiments, the width of the support body 220 gradually decreases from the outside to the inside in the radial direction. That is to say, the overall width of the support body 220 in the X direction is not uniform.

[0035] Figure 3 schematically shows the support body and the axial sectional view of the support body, Figure 4 schematically shows another support body and the axial sectional view of the support body. Here, the width of the support body 220 gradually widens from the inside to the outside. Therefore, this embodiment has a design with a narrow inner edge and a wide outer edge, so that the cross-section has a trapezoid-like shape after unfolding. On the one hand, this support body can avoid interfering with the side motor or other support components. On the other hand, the variable width can also match the whole vehicle, ensure a larger ground contact width, prevent side slip, and additionally, it can further make the non-pneumatic tire lighter.

[0036] Continue to refer to Figure 3 and in combination with Figure 5, since the width of the support body 220 gradually increases from the inside to the outside, the width here will also affect the thickness of the support body 220. Especially when the tire rotates under load, the support body is compressed and deformed by the force. Repeated and long-term deformation easily leads to fatigue of the support body, thereby affecting the service life of the support body.

[0037] Since the lower part of the support body is wide and the upper part is narrow, Figure 5 The leftmost shows that when the original equal-thickness support body after width change is compressed and deformed by force, the bending deformation part of the equal-thickness support body is mainly concentrated in the upper part. Therefore, the support body is designed to be not of equal thickness up and down. In some embodiments, the support body 220 includes a first connecting portion 221, a second connecting portion 222, a third connecting portion 223, and a fourth connecting portion 224 extending from the inner end to the outside. The minimum thickness of the first connecting portion 221 is greater than the maximum value of the maximum thickness of the second connecting portion 222 and the maximum thickness of the third connecting portion 223, that is, the minimum thickness of the first connecting portion 221 is greater than the maximum thickness of the second connecting portion 222 or the third connecting portion 223. The lower limit of the thickness of the first connecting portion 221 is higher than the maximum value in the thickness ranges of the latter two, so that the upper part is thicker than the lower part, as Figure 4 shown in the comparison of the medium-thickness and variable-thickness solutions (where the dotted part is the schematic diagram of the overall compression deformation degree of the support body). The deformation of the equal-thickness is significantly greater than that of the variable-thickness with a thicker upper part and a thinner lower part, and the deformation of the variable-thickness with a thinner upper part and a thicker lower part is also significantly greater than that of the variable-thickness with a thicker upper part and a thinner lower part. The larger thickness of the upper half of the variable-thickness makes the overall deformation of the support body more uniform and symmetric up and down.

[0038] Therefore, since the overall longitudinal thickness of the first connecting portion 221 is greater than the overall longitudinal thickness of any remaining connecting portion of the support body 220, when the inner hub connection layer 100 supports the annular tire portion 300 through the support body 220, the deformation of the support body 220 is more uniform, which not only improves the stiffness but also improves the fatigue and increases the service life of the support body.

[0039] Referring to Figure 6 , in the embodiment of the basic solution, the radially innermost point of the support body 220 is m1, the connection point of the first connecting portion 221 and the second connecting portion 222 is m2, the connection point of the second connecting portion 222 and the third connecting portion 223 is m3, the connection point of the third connecting portion 223 and the fourth connecting portion 224 is m4, the radially outermost point of the support body 220 is m5, the overall radial height of the support body 220 is H, the radial distance between m2 and m1 is 1 / 5 to 1 / 3 of the overall radial height H of the support body 220, the thickness of m2 is 60% to 95% of the thickness of m1, and the thickness extending to the outer end of the radius can be smoothly transitioned by a spline curve.

[0040] In an embodiment of Specific Solution 1, on the basis of the basic solution, the thickness can be uniform from m2 downwards, that is, the overall thickness between m2 and m5 is constant and equal to the thickness at m2, such that the overall thickness between m2 and m5 is equal to the thickness at m2. That is to say, the overall thicknesses of the second connecting portion 222, the third connecting portion 223, and the fourth connecting portion 224 are equal.

[0041] In an embodiment of Specific Solution 2, on the basis of the basic solution, the radial distance between m3 and m1 is 1 / 2 of the overall radial height H of the support 220, the radial distance between m4 and m5 is 1 / 4 to 1 / 3 of the overall radial height H of the support 220, and the thicknesses of m2, m3, m4, and m5 are equal.

[0042] In an embodiment of Specific Solution 3, on the basis of the basic solution, the thicknesses of the second connecting portion 222, the third connecting portion 223, and the fourth connecting portion 224 decrease successively from the inside to the outside in the radial direction, and the amount of each decrease can be 1% to 5% of the thickness of m2.

[0043] Additionally, in an embodiment of Specific Solution 4, the support 220 is divided into several parts n along the overall radial height H, that is, h0 = H / n, where h0 is the height of each part of the support. Assuming the total volume of the support 220 is V0, from the perspective of calculus, each part is a hexahedron. We can make the volume v of each part consistent, that is, v = V0 / n. That is to say, v = w * m * h0. Then the relationship between the thickness and width of the support 220 is: m = V0 / (w * H) Where V0 is the total volume, H is the total radial height of the support, the support is divided into several parts along the radial height H, w is the width of each part of the support, m is the thickness of each part of the support, both w and m are variable, but the thickness and width satisfy a certain functional relationship.

[0044] In addition, a variable-thickness solution with a thinner upper part and a thicker lower part of the support is set as Comparative Solution 1. Here, a thinner upper part and a thicker lower part means that the overall thickness of the first connecting portion of the support is less than the overall thickness of the remaining connecting portions, that is, the maximum thickness of the first connecting portion is less than the minimum thickness of any of the remaining connecting portions.

[0045] As in the foregoing solutions, under the condition of the support structure with the same volume and other conditions, the support design solutions with optimized thickness in specific regions, the comparative solutions, and the original equal-thickness support are subjected to tire performance tests. The performance test method is as follows: A static load test is carried out on the entire tire, and strain gauges are pasted on the side of the support during the test to obtain the stiffness and strain values under the rated load. Among them, a higher stiffness can reduce deformation, and a lower strain can reduce frictional losses, etc. The test results of the specific solutions are shown in Table 1.

[0046] Table 1 Test Results before and after Optimization of Support Body Thickness

[0047] As shown above, the optimized tire shows significant changes in several parameters. In particular, without affecting the radial stiffness, other performances are also improved. Compared with the non-pneumatic tire using a support body with equal thickness, Comparative Scheme 1 is weakened in several parameters, showing a poor improvement effect, while the support body with optimized thickness in a specific area has an increase in radial stiffness and smaller strain. Taking Scheme 2 as an example, its radial stiffness increases, and the strain also decreases from 8.6% to 5.9%, indicating that the support body with optimized thickness in a specific area has better load-bearing performance and durability performance, which helps to extend the service life of the non-pneumatic tire.

[0048] In summary, the support body 220 with optimized thickness in a specific area enables the non-pneumatic tire to achieve better improvement in various performances.

[0049] In some specific embodiments, the support body 220 also considers the draft angle design. The draft angle is 0.2 - 0.6 degrees. If the angle is too large, it will cause excessive thickness in the middle, and it is easy to deform when the support body 220 bends. If it is too thin, it may be impossible to demold or difficult to demold. Secondly, the parting surface is in the middle. Looking from the top view, it is thick in the middle and thin on both sides. This not only facilitates demolding at both ends but also can prevent in-plane depression of the support body 220. The depression will cause deformation concentration, which is not conducive to the durability of the support body 220. In addition, fillets can be provided at both ends of the support body 220, which not only facilitates injection molding demolding but also can increase the connection area between the support body 220 and the inner and outer buffer layers, improving the bonding stability; Since the non-pneumatic tire uses rigid structures such as honeycombs and spokes to replace air pressure, it has higher stiffness, which may lead to an increase in the natural frequency and is more likely to be coupled with high-frequency road surface excitation, triggering vibration and shock transmission. That is to say, this kind of excitation will be transmitted to the vehicle interior through structures such as the tire, wheel rim, and vehicle frame, and be perceived by the occupants in the form of vibration or noise, affecting the driving and riding experience. Therefore, in some embodiments for improving comfort, the thickness of the support body 220 can be uniformly offset by 10% - 20% along both sides, that is, thickened layers are provided along the radial direction on the longitudinal two sides of the support body 220, and the thickened layers on both sides extend from m1 to m5. In actual processing of this scheme, by modifying the mold, the thickened layer can be integrally formed with the support body, and it will not increase much processing cost. Alternatively, the material modulus of the support body assembly can also be increased, doubling the modulus of polyurethane to increase the first-order natural frequency. Among them, the natural frequency can be accurately obtained through tire modal testing equipment. Similarly, the scheme of increasing the material modulus only requires replacing the material during actual processing and will not increase much processing cost. As shown in Table 2 below.

[0050] Table 2 Optimized Modal Results

[0051] As can be seen from the data in Table 2, in the scheme of increasing the thickness of the thickening layer, the first-order natural frequency is increased by about 57.4%. Additionally, in the scheme of increasing the material modulus of the support body 220 component, the modulus of polyurethane is doubled, and the first-order natural frequency can be increased by about 42.6%.

[0052] It can be understood that the natural frequency is the frequency of free vibration of an object after being disturbed. For a tire, the natural frequency will affect ride comfort, noise, and durability. Different modes correspond to different vibration forms. The first order is mainly radial vibration, and after improvement, more tread vibrations can be reduced. The second order is mainly lateral or circumferential vibration, and the third order is a more complex vibration mode.

[0053] In summary, by improving the first-order natural frequency of the pneumatic tire through a specific scheme, the vibration problem can be improved, enabling the non-pneumatic tire to maintain its structural advantages while enhancing ride comfort.

[0054] Continue to refer to Figure 1 , the entire non-pneumatic tire can be divided into 5 cycles. This is assuming that there are 5 hub avoidance structures on the actual hub. The design here can ensure matching with a certain vehicle model, that is, the interval of the support body 220 at the avoidance is 8.5 degrees, and at the non-avoidance, the interval is 5.5 degrees, making the entire circumference distributed in 5 cycles. Additionally, it can also be designed to match different vehicle models. When there is no hub avoidance structure, the support body 220 can be designed to be evenly distributed along the circumferential direction of the entire circumference of the non-pneumatic tire.

[0055] Among them, the "interval degree" means the included angle between two adjacent support bodies at the center of the circle, or in other words, for two adjacent support bodies, one can be obtained by rotating the other by a certain angle, and the interval here is the minimum included angle. The "avoidance structure" means that the conventional vehicle hub has 5 protruding screw positions, which generally occupy half of the positions of 5 support bodies. Then, the support bodies can also be designed to be evenly distributed in 5 cycles. Considering avoidance, there can be two interval degrees; for different vehicle models, the support body interval can be evenly distributed or designed in other cycles, which is not restricted here.

[0056] Optionally, in an advantageous embodiment capable of reducing running noise, the plurality of supports 220 can also be designed with random intervals, which can greatly improve the riding smoothness and reduce the running noise. Here, a sine modulation method is used for the design. Specifically, when the supports 220 are distributed at unequal intervals in the circumferential direction of the inner hub connection layer 100, the position of any support 220 with unequal interval distribution is related to its position with equal interval distribution, that is, the positions of the supports with unequal interval distribution and equal interval distribution satisfy the following relationship:

[0057] wherein, is the position of the i-th support after unequal interval distribution, is the position of the i-th support in the equal interval distribution, is the modulation amplitude, or the non-uniform distribution coefficient. The modulation period is m. To avoid excessive changes in the intervals between supports, resulting in excessive fluctuations in smoothness, the change in the distance between adjacent supports should be less than 30%, that is, the modulation amplitude should be less than 30%. The unit of the modulation amplitude is rad, and the modulation period is any integer from 2 to 4, that is, 2, 3, or 4. Uniform distribution or equal interval means that the interval degrees between any two adjacent supports are equal.

[0058] For example, there are 60 spokes in total, and the spoke interval is 6 degrees. Assuming that the change ratio of the distance between a pair of spokes is 20%, then =6*π / 180*0.2 = 0.024, that is, the modulation amplitude should not be greater than 0.024. Therefore, the modulation amplitude of the following test schemes is respectively taken as 0.02. In addition, the modulation period m is set to 2 here. The positions of each support set here are shown in Tables 3-1, 3-2, and 3-3 below.

[0059] Table 3-1 Design Table of Position Angles Before and After Modulation

[0060] Table 3-2 Design Table of Position Angles Before and After Modulation

[0061] Table 3-3 Design Table of Position Angles Before and After Modulation

[0062] Specifically, the position parameters of the equally arranged supports can be determined through the modulation position relationship formula above to obtain this modulation result. When not considering the avoidance structure of the hub, the uniformly distributed supports 220 are designed as supports 220 with random intervals.

[0063] Figure 7

[0063] is a comparative schematic diagram before and after modulating the support body 220 according to the data in Table 3-1, Table 3-2, and Table 3-3. It can be seen that the density of the intervals of the optimized support body 220 is random, not regularly periodic or fixed. That is to say, multiple support bodies 220 are unevenly spaced along the circumferential direction of the inner hub connection layer 100. In terms of the uneven spacing distribution, it will improve the driving noise and, to a certain extent, reduce the fluctuation of road excitation and improve the driving smoothness.

[0064] In an embodiment of further improving the buffering and shock-absorbing performance of the non-pneumatic tire, the support body assembly includes multiple support groups, and each support group includes two support bodies. The distance between the inner ends of the two support bodies in the same support group is the inner end spacing, and the distance between their outer ends is the outer end spacing. The inner end spacing is greater than or less than the outer end spacing. By presetting the angles of the paired support bodies, the distance between the two ends of the two support bodies is changed. The angle setting refers to rotating the support body along the axial axis passing through its center to set the angle during the simulation analysis process, and the two support bodies in the same support group can rotate in the same direction by the same angle or rotate in the opposite direction by the same angle, so as to effectively change the distance between the two ends of the two support bodies and ultimately improve the load-bearing performance and buffering and shock-absorbing performance of the non-pneumatic tire. It can be understood that the inner end refers to the end closer to the rotation axis of the tire center, and the outer end refers to the end radially closest to the annular tire part.

[0065] Refer to Figure 8 and Figure 9 For the support body structure shown, when the distance between the inner ends of the two support bodies is greater than the distance between the outer ends, it presents a "flare-out" shape B1; when the distance between the inner ends of the two support bodies is less than the distance between the outer ends, it presents an "inward flare" shape B2. It should be noted that the rotation of the "inward flare" or "flare-out" shape is an axial rotation, that is, rotating around the X-axis with a certain reference point as the benchmark, for example, the reference point is the center of the height and width of the support body. Before and after the axial rotation, a radial draft rotation can also be performed, that is, rotating around the Y-axis with a certain reference point as the benchmark, for example, rotating around the Y-axis with the center of the height and width of the support body as the reference point.

[0066] Exemplarily, continue to refer to Figure 9 and refer to Figure 10, where A is a support group with the initial equidistant state at both ends. For two adjacent supports 220, if the left support rotates clockwise by a certain angle around the X-axis at m3 and the right support rotates counterclockwise by a certain angle around the X-axis at m3, that is, the radially inner ends of both rotate to the same direction, the "inward V" shape B2 can be obtained; conversely, if the left support rotates counterclockwise by a certain angle around the X-axis at m3 and the right support rotates clockwise by a certain angle around the X-axis at m3, that is, the radially outer ends of both rotate to the opposite directions, the "outward V" shape B1 can be obtained; on the basis of the "inward V" shape B2, the support is subjected to a radial draft rotation of 2 degrees to obtain the draft rotation shape C2. Similarly, the performance tests are respectively carried out on the non-pneumatic tire equipped with the support group in the initial state and the non-pneumatic tire equipped with the rotated support group, and the results are shown in Table 4 below.

[0067] Table 4 Performance Results before and after Rotation

[0068] As shown in Table 4 by the test results, after rotating the support 220 of the support group, the radial stiffness and longitudinal stiffness of the whole non-pneumatic tire can be significantly improved. In addition, the first-order natural frequency is also significantly improved, which can further improve the load-bearing performance and shock absorption performance of the non-pneumatic tire.

[0069] During the use of the support 220, the inner buffer layer 210 can be attached to the inner hub by using adhesives, fasteners and their combinations. For example, an adhesive is used for bonding between the inner hub and the inner buffer layer 210. After applying the adhesive, the daily use can already meet the durability requirements. However, under the impact of extremely harsh conditions, it may cause great pulling on the bonding, resulting in partial delamination between the hub and the inner buffer layer 210. Once partial delamination occurs, the bonding fatigue durability will be greatly attenuated.

[0070] Therefore, in order to further improve the reliability of the non-pneumatic tire in use, a buckle assembly 400 is provided between the inner buffer layer 210 and the hub. Refer to Figure 11 , and also refer to Figure 13, which exemplarily shows an embodiment of a snap component 400. The snap component 400 includes two cooperating and connected snap rings, namely a first snap ring and a second snap ring. The two snap rings respectively have a circular ring portion 410 and a plurality of snap rods 420 disposed at one end on the circular ring portion 410 and circumferentially distributed along the circular ring portion 410. There is a circular ring gap for inserting another snap rod between adjacent snap rods. The two snap rings are connected by the cooperation of the snap rods on the opposite sides. The circular ring portion 410 can be fixed to the inner hub connection layer 100 through bolts and bolt holes. Each support body 220 is disposed between two adjacent snap rods in sequence. In the shown embodiment, the end faces of the first snap ring and the second snap ring are respectively bolted and fastened to the two side faces of the hub. The snap rod 420 of the snap is inserted into the space between two adjacent support bodies 220 in sequence. The snap rod 420 is disposed at the outer edge of the outer buffer layer 230, so that the total number of snap rods 420 of the two parts of the snap ring is equal to the total number of support bodies 220. In this way, the snap rod 420 can further press the outer buffer layer 230 to prevent the outer buffer layer 230 from delaminating from the hub.

[0071] Furthermore, as Figure 13 shown, a plurality of protrusions 430 are further provided on the circular ring portion 410. The protrusions 430 are spaced along the circumferential direction of the inner edge of the circular ring portion 410. After the two snap rings are connected by the cooperation of a plurality of snap rods, the end of the snap rod can abut against the protrusion 430 on the circular ring portion 410 to prevent one end of the snap rod 420 from tilting, and convert the cantilever beam structure of the snap rod 420 into a simply supported beam. Further, a bayonet can be provided on the protrusion 430, and the end of the snap rod on the opposite side can be snapped into the bayonet of the protrusion 430, so as to further improve the fatigue durability of the snap ring.

[0072] The above has specifically described the preferred embodiments of the present application, but the present disclosure is not limited to the above embodiments. Those skilled in the art can also make various equivalent variations or substitutions without departing from the spirit of the present application, and these equivalent variations or substitutions are all included within the scope defined by the claims of the present disclosure.

Claims

1. A non-pneumatic tire, characterized in that: Comprising: An inner hub connection layer (100) and a toroidal tire portion (300); A support assembly, the outer surface of the inner hub connection layer (100) and the inner surface of the toroidal tire portion (300) being connected by the support assembly, the support assembly including a plurality of support bodies (220) spaced circumferentially along the tire; the width of at least one of the support bodies (220) gradually decreasing from outside to inside in the radial direction; The support body (220) includes a first connection portion (221), a second connection portion (222), a third connection portion (223), and a fourth connection portion (224) extending outward from the inner end, and the minimum thickness of the first connection portion (221) is greater than the maximum value of the maximum thickness of the second connection portion (222) and the maximum thickness of the third connection portion (223).

2. The non-pneumatic tire according to claim 1, characterized in that: The radially innermost point of the support body (220) is m1, the connection between the first connection portion (221) and the second connection portion (222) is m2, the connection between the second connection portion (222) and the third connection portion (223) is m3, the connection between the third connection portion (223) and the fourth connection portion (224) is m4, the radially outermost point of the support body (220) is m5, the overall radial height of the support body (220) is H, the radial distance between m2 and m1 is 1 / 5 to 1 / 3 of H, and the thickness of m2 is 60% to 95% of the thickness of m1.

3. The non-pneumatic tire according to claim 2, characterized in that: The overall thickness between m2 and m5 is constant and equal to the thickness at m2.

4. The non-pneumatic tire according to claim 2, wherein: The radial distance between m3 and m1 is 1 / 2 of H, the radial distance between m4 and m5 is 1 / 4 to 1 / 3 of H, and the thicknesses of m2, m3, m4, and m5 are equal.

5. The non-pneumatic tire according to claim 2, wherein: The thicknesses of the second connection portion (222), the third connection portion (223), and the fourth connection portion (224) gradually decrease from inside to outside in the radial direction, and the amount of each decrease is 1% to 5% of the thickness of m2.

6. A non-pneumatic tire, characterized in that: Comprising: An inner hub connection layer (100) and a toroidal tire portion (300); A support assembly, the outer surface of the inner hub connection layer (100) and the inner surface of the toroidal tire portion (300) being connected by the support assembly, the support assembly including a plurality of support bodies (220) spaced circumferentially along the tire; the width of at least one of the support bodies (220) gradually decreasing from outside to inside in the radial direction; The thickness of the support body (220) is related to the width, and the thickness and the width satisfy the following functional relationship: m = V0 / (w*H) wherein, V0 is the total volume of the support body, H is the overall radial height of the support body, the support body is divided into several parts along the radial height H, w is the width of each part of the support body, and m is the thickness of each part of the support body.

7. The non-pneumatic tire according to any one of claims 1-6, characterized in that: The direction in which the support body (220) extends along its central axis towards both ends is the draft direction, and the support body (220) has a draft angle of 0.2° to 0.6° on the surface in the draft direction.

8. The non-pneumatic tire according to claim 1 or 6, characterized in that: Reinforcing layers are provided on both longitudinal sides of the support body (220) in the radial direction.

9. The non-pneumatic tire according to claim 1 or 6, characterized in that: The position of the support body satisfies the following relational expression: Among them, is the position of the i-th support after non-uniform interval distribution. When the supports are non-uniformly spaced along the circumferential direction of the inner hub connection layer, is the position of the i-th support in the uniformly distributed supports, is the modulation amplitude, the modulation amplitude is less than 30%, the modulation period is m, and the modulation period is 2, 3 or 4.

10. The non-pneumatic tire according to claim 1 or 6, characterized in that: The support assembly includes multiple groups of support groups, each support group includes two of the support bodies (220). The distance between the inner ends of the two support bodies (220) in the same support group is the inner end spacing, and the distance between the outer ends is the outer end spacing. The inner end spacing is greater than or less than the outer end spacing.

11. The non-pneumatic tire according to claim 1 or 6, characterized in that: It further includes a buckle assembly (400). The buckle assembly (400) includes two cooperating and connected snap rings. The two snap rings respectively have a circular ring portion (410) and a plurality of snap rods (420) with one end disposed on the circular ring portion (410) and circumferentially distributed along the circular ring portion (410). There is a circular ring gap for another snap rod (420) to insert between adjacent snap rods (420). The two snap rings are cooperatively connected through the snap rods (420) on the opposite sides. The circular ring portion (410) is fixed to the inner hub connection layer (100) through bolts and bolt holes. Each support body (220) is disposed between two adjacent snap rods (420) in sequence.

12. The non-pneumatic tire according to claim 11, wherein: A plurality of protrusion portions are further provided on the circular ring portion (410) and are spaced apart from each other along its circumference.

Images