Hub of non-pneumatic tire and wheel

Abstract

The utility model discloses a hub of a non-pneumatic tire and a wheel, and relates to the technical field of vehicles, the hub of the non-pneumatic tire is used for installing a spoke of the non-pneumatic tire, and the hub of the non-pneumatic tire comprises an assembly part and a rigid ring. The assembling part is installed on a vehicle body of a vehicle. The rigid ring is arranged on the peripheral side of the assembling part; the rigid ring is of an annular structure, the peripheral face, away from the assembling part, of the rigid ring is a bonding face, and the spoke can be bonded to the bonding face; at least one annular protruding edge is arranged on the bonding face, and the annular protruding edge can be partially connected to the spoke. According to the tire, the phenomenon that the rigid ring and the spoke are relatively unglued can be reduced or even avoided, so that the overall performance of the tire is improved, and the attractiveness of the whole tire is also improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and in particular to a hub and a wheel with a non-pneumatic tire. Background Art

[0002] Tires are key components that connect vehicles to the ground, and their technology and design are constantly improving and innovating. Among these technologies, non-pneumatic tires have gradually attracted widespread attention in the industry with their unique advantages. In particular, spoke-type non-pneumatic tires, with their unique structural design and superior performance, have become one of the important directions for the development of future tire technology.

[0003] Spoke-type non-pneumatic tires are mainly composed of three parts: tread, spokes and hub. The close connection and coordinated work between these three parts are the key to ensuring tire performance. In the traditional manufacturing process, the hub and spokes are bonded with adhesives and molded by injection molding.

[0004] However, during the molding process, this bonding method often causes debonding due to uneven pressure on both sides, which not only affects the overall performance of the tire, but also reduces its aesthetics. Utility Model Content

[0005] The embodiment of the present application provides a hub and wheel of a non-pneumatic tire, which can reduce or even avoid the phenomenon of relative debonding between the rigid ring and the spokes, which not only improves the overall performance of the tire, but also increases the aesthetics of the entire tire.

[0006] In a first aspect, an embodiment of the present application provides a wheel hub of a non-pneumatic tire, which is used to install the spokes of the non-pneumatic tire, and the wheel hub of the non-pneumatic tire includes a mounting portion and a rigid ring. The mounting portion is mounted on the body of the vehicle; and the rigid ring is arranged on the outer peripheral side of the mounting portion.

[0007] The rigid ring is an annular structure, and the outer peripheral surface of the rigid ring facing away from the assembly portion is a bonding surface, and the bonding surface can be bonded to the spoke; at least one annular ridge is arranged on the bonding surface, and the annular ridge can be partially connected to the spoke.

[0008] The rigid ring of the wheel hub is located on the outer circumference of the assembly part and is the core of the entire wheel hub. The rigid ring adopts a ring structure design, which not only increases the overall strength of the wheel hub, but also enables it to better support the spokes of the tire. The outer circumference of the rigid ring is designed as a bonding surface, which can be tightly bonded to the spokes. This design not only simplifies the tire assembly process, but also greatly improves the overall performance of the tire.

[0009] At least one annular ridge is provided on the bonding surface. These annular ridges can be connected or embedded in the spokes, thereby further strengthening the connection between the hub and the spokes. This connection method is not only firm and reliable, but also can effectively prevent the tire from loosening and falling off during driving. The best connection effect between the hub and the spokes is achieved through the carefully designed number and position of the ridges. In addition, the phenomenon of relative debonding between the rigid ring and the spoke is reduced or even avoided, which not only improves the overall performance of the tire, but also increases the aesthetics of the entire tire.

[0010] In some examples, one annular ridge is provided, the annular ridge is provided in the middle of the bonding surface, the annular ridge surrounds the bonding surface, or the annular ridge is spirally wound on the bonding surface.

[0011] The addition of annular ridges gives the bonding surface of the tire a unique texture and layering, making the entire tire look more refined and high-end.

[0012] In specific implementation, there are two ways to set the annular ridge. One is to set the annular ridge in the middle of the bonding surface, which surrounds the bonding surface to form a complete ring. This design is simple and direct, easy to manufacture, and can effectively increase the contact area and improve the bonding strength. The other is to spirally wrap the annular ridge on the bonding surface. This design not only increases the contact area, but also makes the bonding surface present a dynamic beauty, which is more in line with modern aesthetic trends.

[0013] In some examples, two annular ridges are provided, both of which surround the bonding surface, and the two annular ridges are spaced apart.

[0014] In the arrangement of two annular ridges, both of them surround the bonding surface, and a certain interval is maintained between the two annular ridges. This arrangement not only makes the bonding surface more evenly stressed, but also improves the overall strength of the tire. At the same time, the presence of the two ridges also makes the tire more layered and three-dimensional visually, increasing the aesthetics of the entire tire.

[0015] In some examples, two annular ridges are provided, and the two annular ridges are respectively provided on two opposite sides of the hub.

[0016] Two annular ridges are set on opposite sides of the wheel hub, creating a symmetrical and harmonious aesthetic. This design not only makes the tire more attractive in appearance, but also improves the visual effect of the entire vehicle. When driving at high speeds, these ridges can also effectively reduce the resistance between the tire and the air, further improving the vehicle's fuel economy and driving stability.

[0017] In some examples, a height of the annular ridge relative to the bonding surface is a, 2 mm ≤ a ≤ 5 mm.

[0018] The height of the annular ridge is not set randomly. After a lot of experiments and data analysis, engineers found that the connection effect is best when the height a of the annular ridge relative to the bonding surface is between 2mm and 5mm. The ridge height within this range can ensure a close fit between the bonding surface and the spoke, while also not affecting the flatness and aesthetics of the tire due to the ridge being too high. The annular ridge in this height range not only has a higher connection effect, but also improves the driving stability and comfort of the tire.

[0019] In some examples, the width of the annular ridge is b, 1mm≤b≤5mm.

[0020] The annular ridges can also have a certain elasticity. When the tire is subjected to external forces, the annular ridges can produce a certain deformation to absorb and disperse the external forces, thereby reducing the impact on the rigid ring and the spokes. This elastic design not only extends the service life of the tire, but also improves the riding comfort.

[0021] The width of the annular ridge is also a very important design parameter. After a lot of experiments and data analysis, when the width b of the annular ridge is between 1mm and 5mm, the performance and aesthetics of the tire can reach the best state. The annular ridge in this width range has a better connection effect, which can ensure the tight connection between the rigid ring and the spoke; at the same time, it also has sufficient strength to resist various forces and vibrations generated by the tire during driving.

[0022] In some examples, the annular ridge has a strengthening wall surface intersecting with the bonding surface, and the angle between the strengthening wall surface and the bonding surface is β, 20°≤β≤90°.

[0023] The annular ridge is not simply protruding from the bonding surface. In the design process of the annular ridge, the angle of the reinforcement wall is specially considered. The angle β between the reinforcement wall and the bonding surface is precisely controlled between 20° and 90°. This angle range is set based on a large amount of experimental data and actual use experience. Within this angle range, the connection between the annular ridge and the spoke is optimal, which can ensure the firmness of the connection and reduce cracking or damage caused by stress concentration.

[0024] In some examples, a chamfer or a rounded corner is provided on a side of the annular ridge facing away from the bonding surface.

[0025] In the design of tire appearance, every detail may become a key factor affecting the overall beauty. The addition of annular ridges not only adds a unique decorative line to the sidewall of the tire, but also makes the overall shape of the tire fuller and more three-dimensional, thereby enhancing its visual appeal.

[0026] In order to further improve production efficiency and product quality, engineers also set chamfers or fillets on the side of the annular ridge that is away from the bonding surface. This change has played a huge role in the actual production process. The existence of chamfers or fillets not only makes the demoulding process of the rigid ring in the mold smoother, reduces resistance and wear in the production process, but also improves the product yield and production efficiency.

[0027] In some examples, a side of the annular ridge facing away from the bonding surface is provided with a serration structure, a blade structure or a corrugated structure; or,

[0028] A reinforcement pattern is arranged on at least one outer surface of the annular convex ridge.

[0029] Due to the presence of the annular ridges, when the tire is subjected to various complex stresses during driving, the ridges can effectively prevent relative displacement between the rigid ring and the spokes, thereby avoiding the possible debonding phenomenon. This not only improves the durability and safety of the tire, but also ensures the stable performance of the tire in various harsh environments.

[0030] Furthermore, in order to further improve the bonding strength between the annular ridge and the spoke, a variety of structures are provided on the side of the ridge that is away from the bonding surface. These structures include sawtooth structures, blade structures, or corrugated structures. These unique designs not only increase the contact area between the ridge and the spoke, but also enhance the connection between the two by physical engagement. In this way, the tire can maintain its structural integrity and stability even under extreme driving conditions.

[0031] In a second aspect, the present application provides a wheel, which includes the hub, spokes and tread of the above-mentioned non-pneumatic tire, wherein the spokes are mounted on the hub; and the tread is mounted on the spokes.

[0032] The wheel having the above-mentioned wheel hub of the present application can reduce or even avoid the phenomenon of relative debonding between the rigid ring and the spokes, which not only improves the overall performance of the tire, but also increases the aesthetics of the entire tire.

[0033] Specifically, at least one annular ridge is provided on the bonding surface. These annular ridges can be connected or embedded in the spokes, thereby further strengthening the connection between the hub and the spokes. This connection method is not only firm and reliable, but also can effectively prevent the tire from loosening and falling off during driving. The best connection effect between the hub and the spokes is achieved through the carefully designed number and position of the ridges. In addition, the phenomenon of relative debonding between the rigid ring and the spokes is reduced or even avoided, which not only improves the overall performance of the tire, but also increases the aesthetics of the entire tire. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without paying any creative work.

[0035] Figure 1 A schematic diagram of the structure of a non-pneumatic tire in one embodiment of the present application;

[0036] Figure 2 It is a schematic structural diagram of a rigid ring of a wheel hub in a non-pneumatic tire in one embodiment of the present application;

[0037] Figure 3 It is a cross-sectional schematic diagram of a rigid ring in an embodiment of the present application having two annular ridges;

[0038] Figure 4 It is a cross-sectional schematic diagram of a rigid ring provided with four annular ridges in one embodiment of the present application;

[0039] Figure 5 This is a schematic diagram of another structure of a rigid ring of a wheel hub in a non-pneumatic tire in one embodiment of the present application;

[0040] Figure 6 It is a cross-sectional schematic diagram of another embodiment of the present application in which two annular ridges are arranged on the rigid ring;

[0041] Figure 7 This is a schematic diagram of another structure of a rigid ring of a wheel hub in a non-pneumatic tire in one embodiment of the present application;

[0042] Figure 8 This is another cross-sectional schematic diagram of a rigid ring in an embodiment of the present application having two annular ridges.

[0043] Reference numerals:

[0044] 100, wheel hub; 110, assembly portion; 120, rigid ring; 121, bonding surface; 122, annular ridge; 123, reinforced wall surface; 124, chamfer; 200, spoke; 300, tread. DETAILED DESCRIPTION

[0045] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0046] To solve the above technical problems, please refer to Figure 1-Figure 8 As shown, the first aspect of the present application proposes a wheel hub 100 for a non-pneumatic tire, which can reduce or even avoid the phenomenon of relative debonding between the rigid ring 120 and the spoke 200, which not only improves the overall performance of the tire, but also increases the aesthetics of the entire tire.

[0047] Reference Figure 1-Figure 3 In some examples, a non-pneumatic tire hub 100 is provided for mounting a non-pneumatic tire spoke 200, and the non-pneumatic tire hub 100 includes a mounting portion 110 and a rigid ring 120. The mounting portion 110 is mounted on the vehicle body; the rigid ring 120 is arranged on the outer peripheral side of the mounting portion 110.

[0048] The rigid ring 120 is an annular structure. The outer peripheral surface of the rigid ring 120 away from the assembly portion 110 is a bonding surface 121 , which can bond the spoke 200 ; at least one annular ridge 122 is provided on the bonding surface 121 , and the annular ridge 122 can be partially connected to the spoke 200 .

[0049] The non-pneumatic tire has attracted the attention of many automobile manufacturers and consumers due to its unique structural design and the feature of not requiring inflation. In the structure of the non-pneumatic tire, the wheel hub 100 is one of the key components, and its design is not only related to the stability of the tire, but also directly affects the connection effect between the tire and the vehicle body.

[0050] The assembly part 110 of the wheel hub 100 is a bridge connecting the wheel hub 100 and the vehicle body. This part must be firmly mounted on the vehicle body to ensure the stability and safety of the tire during driving. A flange or other fixing method can be used to ensure a close fit with the vehicle body and a strong load-bearing capacity.

[0051] The rigid ring 120 of the wheel hub 100 is located on the outer peripheral side of the assembly portion 110 and is the core part of the entire wheel hub 100. The rigid ring 120 adopts a ring structure design, which not only increases the overall strength of the wheel hub 100, but also enables it to better support the wheel spokes 200 of the tire. The outer peripheral surface of the rigid ring 120 is designed as a bonding surface 121, and the bonding surface 121 can be tightly bonded to the wheel spokes 200. This design not only simplifies the tire assembly process, but also greatly improves the overall performance of the tire.

[0052] At least one annular ridge 122 is provided on the bonding surface 121. These annular ridges 122 can be connected or embedded in the spokes 200, thereby further strengthening the connection between the hub 100 and the spokes 200. This connection method is not only firm and reliable, but also can effectively prevent the tire from loosening and falling off during driving. The best connection effect between the hub 100 and the spokes 200 is achieved by carefully designing the number and position of the ridges. In addition, the phenomenon of relative debonding between the rigid ring 120 and the spokes 200 is reduced or even avoided, which not only improves the overall performance of the tire, but also increases the aesthetics of the entire tire.

[0053] The non-pneumatic tire of the present invention can show excellent stability and safety in extreme working conditions such as high-speed driving and sharp turns. At the same time, the unique bonding method and ridge design of the hub 100 and the spoke 200 also significantly extend the life of the tire.

[0054] Reference Figure 3-Figure 8 In some examples, the annular ridge 122 is provided with one, the annular ridge 122 is provided in the middle of the bonding surface 121 , the annular ridge 122 surrounds the bonding surface 121 , or the annular ridge 122 is spirally wound on the bonding surface 121 .

[0055] The annular ridge 122 can greatly increase the contact area between the rigid ring 120 and the spoke 200, making the bonding tighter and less likely to cause the phenomenon of relative debonding. This feature is crucial to improving the overall performance of the tire, because it ensures that the tire can still remain stable under extreme conditions such as high-speed driving and sharp turns, providing the driver with a safer and more comfortable driving experience.

[0056] The design of the annular ridge 122 also has a certain aesthetic appeal. In the manufacturing process of tires, aesthetic appeal is often overlooked, but in fact, a well-designed and beautiful tire can not only enhance the overall image of the vehicle, but also bring a pleasant visual experience to the driver. The addition of the annular ridge 122 makes the bonding surface 121 of the tire present a unique texture and layering, making the entire tire look more refined and high-end.

[0057] In specific implementation, there are two ways to set the annular ridge 122. One is to set the annular ridge 122 in the middle of the bonding surface 121, which surrounds the bonding surface 121 to form a complete ring. This design is simple and direct, easy to manufacture, and can effectively increase the contact area and improve the bonding strength. The other is to spirally wrap the annular ridge 122 on the bonding surface 121. This design not only increases the contact area, but also makes the bonding surface 121 present a dynamic aesthetic, which is more in line with modern aesthetic trends.

[0058] The tire with the annular ridge 122 design has a debonding rate of about 30% lower than that of the conventional design when driving at high speed. This data fully proves the practicality and effectiveness of the annular ridge 122 design. At the same time, it also shows that through careful design and continuous optimization of details, the performance and quality of the product can be greatly improved to meet the needs of consumers.

[0059] By providing the annular ridge 122 on the bonding surface 121, the bonding strength of the tire can be greatly improved, the debonding rate can be reduced, and the overall performance can be improved. At the same time, this design is also aesthetically pleasing and can enhance the overall image of the vehicle.

[0060] In some examples, two annular ridges 122 are provided, and both of the two annular ridges 122 surround the bonding surface 121 , and the two annular ridges 122 are arranged at intervals.

[0061] In the arrangement of the two annular ridges 122, the two annular ridges 122 surround the bonding surface 121, and a certain interval is maintained between the two annular ridges 122. This arrangement not only makes the bonding surface 121 more evenly stressed, but also improves the overall strength of the tire. At the same time, the presence of the two ridges also makes the tire more layered and three-dimensional visually, increasing the aesthetics of the entire tire.

[0062] It is worth mentioning that in the field of tire manufacturing, through a large number of experiments and data analysis, the shape, number, layout and other parameters of the ridges are continuously optimized to seek the best bonding effect and performance. These efforts can make modern tires reach higher levels in terms of durability, safety, comfort and other aspects.

[0063] Reference Figure 3-Figure 8 In some examples, two annular ridges 122 are provided, and the two annular ridges 122 are respectively provided on two opposite sides of the wheel hub 100 .

[0064] The two annular ridges 122 are respectively arranged on opposite sides of the wheel hub 100, which can form a symmetrical and harmonious aesthetic. This design not only makes the tire more attractive in appearance, but also improves the visual effect of the entire vehicle. When driving at high speed, these ridges can also effectively reduce the resistance between the tire and the air, further improving the fuel economy and driving stability of the vehicle.

[0065] By providing an annular ridge 122 on the outer peripheral surface of the rigid ring 120 , the bonding problem between the rigid ring 120 and the spoke 200 is successfully solved, thereby improving the overall performance and aesthetics of the tire.

[0066] Reference Figure 3-Figure 8 In some examples, the height of the annular ridge 122 relative to the bonding surface 121 is a, 2mm≤a≤5mm. The annular ridge 122 in this height range has a higher connection effect.

[0067] The height of the annular ridge 122 is not set randomly. After a large number of experiments and data analysis, engineers found that the connection effect is best when the height a of the annular ridge 122 relative to the bonding surface 121 is between 2mm and 5mm. The ridge height within this range can ensure a tight fit between the bonding surface 121 and the spoke 200, while the flatness and aesthetics of the tire will not be affected by the ridge being too high. The annular ridge 122 in this height range not only has a higher connection effect, but also improves the driving stability and comfort of the tire.

[0068] Reference Figure 3-Figure 8 In some examples, the width of the annular rib 122 is b, 1 mm ≤ b ≤ 5 mm. The annular rib 122 in this width range has a better connection effect and can have sufficient strength.

[0069] The annular ridge 122 increases the surface area of ​​the bonding surface 121, allowing the adhesive to better penetrate between the rigid ring 120 and the spoke 200, forming a tighter connection. This connection is not only more secure, but also can effectively resist various forces and vibrations generated by the tire during driving, ensuring the stability and safety of the tire.

[0070] The annular ridge 122 may also have a certain elasticity. When the tire is subjected to external forces, the annular ridge 122 can produce a certain deformation to absorb and disperse the external forces, thereby reducing the impact on the rigid ring 120 and the spoke 200. This elastic design not only prolongs the service life of the tire, but also improves the riding comfort.

[0071] The width of the annular ridge 122 is also a very important design parameter. After a large number of experiments and data analysis, when the width b of the annular ridge 122 is between 1 mm and 5 mm, the performance and aesthetics of the tire can reach the best state. The width of the annular ridge 122 can also be 2 mm, 3 mm, 3.5 mm, and 4 mm. The annular ridge 122 in the above width range has a better connection effect and can ensure a tight connection between the rigid ring 120 and the spoke 200; at the same time, it also has sufficient strength to resist various forces and vibrations generated by the tire during driving.

[0072] In general, the design of the annular ridge 122 on the bonding surface 121 between the rigid ring 120 and the spoke 200 not only improves the overall performance and stability of the tire, but also increases the aesthetics of the tire.

[0073] Reference Figure 3-Figure 8 In some examples, the annular ridge 122 has a strengthening wall 123 intersecting with the bonding surface 121, and the angle between the strengthening wall 123 and the bonding surface 121 is β, 20°≤β≤90°. The annular ridge 122 and the spoke 200 in this angle range have a better connection effect.

[0074] The annular ridge 122 does not simply protrude above the bonding surface 121. In the design process of the annular ridge 122, the angle of the strengthening wall 123 is particularly considered. The angle β between the strengthening wall 123 and the bonding surface 121 is precisely controlled to be between 20° and 90°. The setting of this angle range is based on a large amount of experimental data and actual use experience. Within this angle range, the connection effect between the annular ridge 122 and the spoke 200 is optimal, which can ensure the firmness of the connection and reduce the cracking or damage caused by stress concentration.

[0075] This carefully designed tire connection method not only improves the overall performance of the tire, but also increases the aesthetics of the entire tire.

[0076] Reference Figure 3-Figure 8 In some examples, a chamfer 124 or a rounded corner is provided on the side of the annular ridge 122 facing away from the bonding surface 121. The chamfer 124 or the rounded corner can facilitate demoulding.

[0077] At least one annular ridge 122 is provided on the bonding surface 121. The presence of the annular ridge 122 not only increases the contact area between the bonding surface 121 and the spoke 200, but also provides a stronger mechanical locking effect for bonding through its unique geometric shape. This design enables the rigid ring 120 and the spoke 200 to maintain a stable connection state when subjected to various external forces and environmental factors, thereby greatly reducing the risk of relative debonding.

[0078] In addition to improving the durability and stability of the tire, this design also brings another unexpected benefit: improved aesthetics. In the design of the tire's appearance, every detail may become a key factor affecting the overall aesthetics. The addition of the annular ridge 122 not only adds a unique decorative line to the sidewall of the tire, but also makes the overall shape of the tire fuller and more three-dimensional, thereby enhancing its visual appeal.

[0079] In order to further improve production efficiency and product quality, engineers also set a chamfer 124 or a rounded corner on the side of the annular ridge 122 away from the bonding surface 121. This change played a huge role in the actual production process. The existence of the chamfer 124 or the rounded corner not only makes the demoulding process of the rigid ring 120 in the mold smoother, reduces the resistance and wear in the production process, but also improves the product yield and production efficiency.

[0080] Reference Figure 3-Figure 8 In some examples, a sawtooth structure, a blade structure or a corrugated structure is provided on the side of the annular ridge 122 away from the bonding surface 121; or a reinforcing pattern is provided on at least one outer surface of the annular ridge 122. The above structure can further improve the strength of the combination between the annular ridge 122 and the spoke 200.

[0081] Due to the presence of the annular ridge 122, when the tire is subjected to various complex stresses during driving, the ridge can effectively prevent relative displacement between the rigid ring 120 and the spoke 200, thereby avoiding the possible debonding phenomenon. This not only improves the durability and safety of the tire, but also ensures the stable performance of the tire in various harsh environments.

[0082] Furthermore, in order to further improve the bonding strength between the annular ridge 122 and the spoke 200, a variety of structures are provided on the side of the ridge away from the bonding surface 121. These structures include sawtooth structures, blade structures or corrugated structures. These unique designs not only increase the contact area between the ridge and the spoke 200, but also enhance the connection force between the two by physical engagement. In this way, even under extreme driving conditions, the tire can maintain its structural integrity and stability.

[0083] In addition to the above structural design, designers also set reinforcing patterns on at least one outer surface of the annular ridge 122. These patterns not only improve the aesthetics of the tire, but also further enhance the bonding force between the ridge and the spoke 200 by increasing the friction coefficient and roughness of the surface.

[0084] In a second aspect, the present application provides a wheel, which includes the hub 100 of the non-pneumatic tire, spokes 200 and a tread 300 , wherein the spokes 200 are mounted on the hub 100 ; and the tread 300 is mounted on the spokes 200 .

[0085] The wheel having the above-mentioned wheel hub 100 of the present application can reduce or even avoid the phenomenon of relative debonding between the rigid ring 120 and the spoke 200, which not only improves the overall performance of the tire, but also increases the aesthetics of the entire tire.

[0086] Specifically, at least one annular ridge 122 is provided on the bonding surface 121. These annular ridges 122 can be connected or embedded in the spokes 200, thereby further strengthening the connection between the hub 100 and the spokes 200. This connection method is not only firm and reliable, but also can effectively prevent the tire from loosening and falling off during driving. The best connection effect between the hub 100 and the spokes 200 is achieved by carefully designing the number and position of the ridges. In addition, the phenomenon of relative debonding between the rigid ring 120 and the spokes 200 is reduced or even avoided, which not only improves the overall performance of the tire, but also increases the aesthetics of the entire tire.

[0087] The same or similar numbers in the drawings of this embodiment correspond to the same or similar parts; in the description of this application, it should be understood that if the terms "upper", "lower", "left", "right", etc. indicate an orientation or position relationship based on the orientation or position relationship shown in the drawings, it is only for the convenience of describing this 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. Therefore, the terms describing the position relationship in the drawings are only used for illustrative purposes and cannot be understood as a limitation on this patent. For ordinary technicians in this field, the specific meanings of the above terms can be understood according to specific circumstances.

[0088] The above are only preferred embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present application should be included in the protection scope of the present application.

Claims

1. A wheel hub of a non-pneumatic tire, characterized in that: A wheel spoke for mounting the non-pneumatic tire, the wheel hub of the non-pneumatic tire comprising: An assembly part, mounted on the vehicle body; A rigid ring, arranged on the outer peripheral side of the assembly portion; The rigid ring is an annular structure, and the outer peripheral surface of the rigid ring away from the assembly portion is a bonding surface, and the bonding surface can be bonded to the wheel spoke; At least one annular ridge is disposed on the bonding surface, and the annular ridge can be partially connected to the spoke.

2. The non-pneumatic tire hub according to claim 1, characterized in that: The annular ridge is provided with one, and the annular ridge is provided in the middle of the bonding surface, and the annular ridge surrounds the bonding surface, or the annular ridge is spirally wound on the bonding surface.

3. The non-pneumatic tire hub according to claim 1, characterized in that: There are two annular ridges, both of which surround the bonding surface, and the two annular ridges are arranged at intervals.

4. The wheel hub of the non-pneumatic tire according to claim 3, characterized in that: There are two annular ridges, and the two annular ridges are respectively arranged on two opposite sides of the hub.

5. The non-pneumatic tire hub according to any one of claims 1 to 4, characterized in that: The height of the annular ridge relative to the bonding surface is a, 2mm≤a≤5mm.

6. The wheel hub of a non-pneumatic tire according to any one of claims 1 to 4, characterized in that: The width of the annular ridge is b, 1mm≤b≤5mm.

7. The non-pneumatic tire hub according to any one of claims 1 to 4, characterized in that: The annular convex ridge has a strengthening wall surface intersecting with the bonding surface, and the angle between the strengthening wall surface and the bonding surface is β, 20°≤β≤90°.

8. The non-pneumatic tire hub according to any one of claims 1 to 4, characterized in that: A chamfer or a rounded corner is provided on a side of the annular convex ridge away from the bonding surface.

9. The non-pneumatic tire hub according to any one of claims 1 to 4, characterized in that: The side of the annular convex ridge facing away from the bonding surface is provided with a sawtooth structure, a blade structure or a corrugated structure; Alternatively, a reinforcement pattern is provided on at least one outer surface of the annular ridge.

10. A wheel, characterized in that: include: The wheel hub of the non-pneumatic tire according to any one of claims 1 to 9; A spoke mounted on the hub; and, The tread is mounted on the spokes.

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