Tread for non-pneumatic tire and wheel

Abstract

The utility model discloses a tread of a non-pneumatic tire and a wheel, and relates to the technical field of vehicles, the non-pneumatic tire is a top bearing tire, and the tread of the non-pneumatic tire comprises a tread main body and an inlay. The tread main body is of an annular structure; the inlay is embedded in the tread main body, and the shape of the inlay is matched with that of the tread main body; one layer of the inlay is arranged, and the inlay is integrally embedded in the tread main body in a spiral winding manner; or the inlay comprises a plurality of rigid rings which are arranged in parallel, and the plurality of rigid rings are embedded in the tread main body; and the tread can be normally used under the condition that the position of the inlay part is broken. The tread disclosed by the utility model is low in cost and simple in process, and the inlay can still keep an enough supporting effect after the inlay part is broken.

Description

Technical Field

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

[0002] As an indispensable part of modern transportation, non-pneumatic tires are favored by consumers for their unique setting and practicality. Compared with traditional pneumatic tires, non-pneumatic tires do not need to be inflated frequently, which greatly reduces the inconvenience and safety hazards during use. In addition, due to their special materials and structures, they can maintain stable performance even when punctured by sharp objects such as nails, effectively avoiding traffic accidents caused by tire deflation.

[0003] The setting of non-pneumatic tires is not perfect. In order to ensure the strength and toughness of the tread, some rigid materials, such as steel wire, are usually embedded in existing non-pneumatic tires. Many layers of steel wire are set in the tread to ensure the strength of the tread. These inlays are like the "skeleton" of the tread, providing it with solid support, so that the tread can still maintain a stable shape when it is under heavy pressure. Through the embedding of multiple layers of steel wire, the load-bearing capacity of non-pneumatic tires has been significantly improved, allowing it to adapt to various complex road environments and load requirements.

[0004] However, since the inlay is made of multiple layers of steel wires, the winding is complicated, it is not easy to position, the processing is inconvenient, and the overall cost is high. In addition, when damaged by sharp objects, multiple steel wires will break at the same time, which will have a serious impact on the strength and load-bearing capacity of the entire tire. Utility Model Content

[0005] The embodiment of the present application provides a tread and wheel of a non-pneumatic tire, which has low cost, simple process, and can maintain sufficient support effect even when a part of the inlay is broken.

[0006] In a first aspect, an embodiment of the present application provides a tread of a non-pneumatic tire, wherein the non-pneumatic tire is a top load-bearing tire, and the tread comprises a tread body and an inlay. The tread body is an annular structure; the inlay is embedded in the tread body, and the shape of the inlay matches the shape of the tread body;

[0007] The inlay is provided with a layer and is embedded in the tread body in a spirally wound manner. When a part of the inlay is broken, the tread can be used normally.

[0008] The tread body of the present application adopts an annular structure, which has excellent stability and load-bearing capacity. The setting of the annular structure enables the tire to better withstand the impact and vibration caused by the road surface during driving, thereby ensuring driving comfort and safety.

[0009] As an important component of the tread body, the inlay is perfectly matched to the tread body in shape. The inlay is embedded in the tread body in a spiral winding manner. This arrangement allows the tire to still be used normally even if the inlay is broken in some positions. The inlay of the present application is a whole, which makes it more capable of bearing and more stable in integrity, and the partial breakage has less impact on the overall support effect. When the inlay is broken in some positions, the spiral winding characteristics can ensure that the inlay still maintains sufficient support force, and the strength of the entire non-pneumatic tire will not drop significantly.

[0010] Assume that during driving, part of the inlay of the tire is broken due to impact by a sharp object. In a traditional non-pneumatic tire, such a break may cause a significant decrease in the strength of the entire tire, thereby causing a safety accident. However, in the non-pneumatic tire of the present application, even if part of the inlay is broken, the spiral winding characteristics can still maintain sufficient support force, allowing the tire to continue driving. This setting greatly reduces the risk of safety accidents and provides more safety protection for drivers.

[0011] In some examples, the inlay is a metal inlay, or the inlay is a non-metal inlay, or the inlay is a composite inlay of metal and non-metal, and the inlay has strength and toughness greater than or equal to a preset value.

[0012] Inlays also show great flexibility in material selection. They can be metal inlays, non-metal inlays, or even composite inlays of metal and non-metal. This diverse material selection not only meets the needs of different usage scenarios, but also exceeds the preset standards in terms of strength and toughness, ensuring the stability and reliability of the tire under various extreme conditions.

[0013] In some examples, the inlay is a spring structure spirally wound at least twice, the spring structure spirally wound and embedded in the tread body; or, the inlay is a spring structure spirally wound at least twice, the head end or tail end of the inlay is an extension.

[0014] Compared with the traditional inlay composed of multiple layers of steel wire, the spring structure inlay of the present application has a significant advantage in bearing capacity. This integral inlay forms a seamless and strong support system by cleverly spirally winding the spring structure and embedding it in the tread body. This structure not only greatly enhances the tire's pressure resistance, but also gives the tire higher safety while ensuring its structural stability. The spring structure inlay is preferably provided with an inlay of sufficient strength, and at least two inlays can also be provided as needed.

[0015] In some examples, the spring structure is formed by spirally winding a cylindrical spring steel, and the diameter of the cylindrical spring steel is greater than or equal to 3 mm.

[0016] The inlay can be formed by spirally winding cylindrical spring steel. The diameter of the spring steel is greater than or equal to 3 mm, for example, it can also be 4 mm, 5 mm, 6 mm, etc., or it can be a non-integer diameter parameter such as 5.5 mm. This size ensures that the inlay has sufficient strength and support capacity. At the same time, the cylindrical setting also enables the inlay to disperse the force more evenly when subjected to force, thereby improving the stability and durability of the entire tire.

[0017] Of course, in addition to the cylindrical setting, the inlay can also be adjusted as needed. For example, a prismatic spring steel can be spirally wound to form an inlay. Taking a quadrangular prism as an example, the cross-sectional shape and size of the prismatic spring steel can include length and width, with the length not less than 4 mm and the width not less than 3 mm. This setting can also ensure the strength and support capacity of the inlay, and at the same time better adapt to the use requirements of different wheels.

[0018] In some examples, the tread body includes a wrapping layer and an embedding layer, the wrapping layer is provided with a receiving cavity inside; the embedding layer is filled in the receiving cavity, and the inlay is embedded in the embedding layer.

[0019] The inlay is embedded in the main body of the tread, and the main body of the tread includes a wrapping layer and an embedding layer. The wrapping layer, as the outer layer of the tire, is subjected to various complex road conditions and wear. On the inner side of the wrapping layer, there is a receiving cavity. The function of this receiving cavity is to provide sufficient placement space for the embedding layer. The embedding layer, as the name implies, is the part filled in this receiving cavity, and the inlay is cleverly embedded in this embedding layer.

[0020] This setting not only enhances the structural strength of the tire, but also allows the tire to maintain a certain support force after being damaged. When the wheel is unfortunately hit by a sharp object during driving, even if the inlay breaks at a certain position, due to the characteristics of spiral winding, the tire can still maintain sufficient stability to ensure that the wheel will not lose control. This powerful damage resistance and repair ability further improves the safety of non-pneumatic tires. Both the wrapping layer and the embedding layer can support and protect the inlay, so that the performance of the inlay is further exerted.

[0021] In some examples, the wrapping layer includes an assembly portion and a friction portion, the assembly portion is arranged on the inner peripheral side of the tread body; the friction portion is arranged on the outer peripheral side of the tread body, and the friction portion and the assembly portion can enclose the accommodating cavity; the embedded layer is located between the assembly portion and the friction portion.

[0022] The wrapping layer is further divided into the assembly part and the friction part. The assembly part is located on the inner circumference of the tread body and is responsible for assembling the entire tire to the corresponding spoke. The friction part is located on the outer circumference of the tread body and is in direct contact with the road, bearing the friction and impact from the road. Through the relative friction between the friction part and the road, the tire can provide stable driving performance and good handling for the wheel.

[0023] In some examples, at least one annular ridge is disposed at a middle portion of a side of the assembly portion facing away from the embedding layer.

[0024] During the tire assembly process, the connection stability between the assembly part and the spoke is also relatively important. In order to solve this problem, at least one annular ridge is provided in the middle of the assembly part on the side away from the embedding layer. The annular ridge acts like a strong bond, tightly connecting the assembly part and the spoke. When driving at high speed or encountering strong impact, the annular ridge can effectively prevent the assembly part and the spoke from loosening or falling off, thereby ensuring the stability and safety of the tire.

[0025] The shape of the annular ridge enables it to produce a certain elastic deformation when subjected to external force, thereby absorbing impact energy and reducing stress concentration. At the same time, its raised structure also increases the contact area and friction with the spoke, making the connection between the assembly part and the spoke more firm and reliable.

[0026] In some examples, one annular ridge is provided, and the cross-section of the annular ridge is triangular.

[0027] When the cross section of the annular ridge is set to a triangle, its inner surface presents a conical surface. This conical surface setting can better fit with the spoke, thereby achieving higher connection stability. In addition, since the triangular cross section has good compression resistance and shear resistance, this setting can also effectively resist various forces generated by the tire during driving.

[0028] In some examples, the friction portion has a thickness greater than or equal to 3 mm.

[0029] The thickness of the friction part is set to be greater than or equal to 3mm, which is a conclusion drawn based on in-depth engineering analysis and practical experience. When the requirements of the wheel change, the parameters of the friction part can be adaptively adjusted. The parameters of the friction part may include thickness, shape, surface pattern (tread), etc.

[0030] In a second aspect, an embodiment of the present application provides a method for processing a tread of a non-pneumatic tire, the method comprising:

[0031] Step S100: prefabricate a corresponding inlay, wherein the inlay is integral and is embedded in the tread body in a spirally wound manner; or, the inlay includes a plurality of rigid rings arranged in parallel, and the plurality of rigid rings are embedded in the tread body;

[0032] Step S200: the inlay is heat treated after being shaped;

[0033] Step S300: a prefabricated vulcanized rubber strip is sandwiched between adjacent ring layers of the inlay, wherein the surface of the rubber strip is roughened and / or the outer surface of the rubber strip is coated with rubber glue;

[0034] Step S400: fixing and supporting the inlay in a corresponding mold;

[0035] Step S100: providing an embedding layer on the outer peripheral side of the inlay, and preliminarily positioning the inlay through the embedding layer;

[0036] Step S500: arranging a wrapping layer on the outer peripheral side of the embedded layer, and shaping the embedded layer and the wrapping layer by a mold;

[0037] Step S600: demoulding and obtaining the tread.

[0038] The wheel with the tread can maintain sufficient support effect of the inlay even when the inlay is partially broken due to the characteristics of the spiral winding or multiple parallel rigid rings, thereby improving the safety of the wheel.

[0039] In a third aspect, an embodiment of the present application provides a wheel, comprising a hub, a spoke, and the tread of the non-pneumatic tire. The hub is mounted on the vehicle body; the spoke is sleeved on the hub; and the tread of the non-pneumatic tire is arranged on the spoke.

[0040] The wheel with the above-mentioned tread can maintain sufficient support effect of the inlay due to the spiral winding characteristics even after the inlay is partially broken, thereby improving the safety of the wheel. Specifically, the inlay is an important component of the tread body, and its shape is perfectly matched with the tread body. The inlay is embedded in the tread body in a spiral winding manner. This arrangement ensures that the tire can still be used normally even if the inlay is partially broken. The inlay of the present application is a whole, which makes it more capable of bearing, more stable in integrity, and less affected by partial breaks on the overall support effect. When the inlay is partially broken, the spiral winding characteristics can ensure that the inlay still maintains sufficient support force, and the strength of the entire non-pneumatic tire will not drop significantly. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] 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.

[0042] Figure 1 This is a schematic diagram of the structure of a non-pneumatic tire in one embodiment of the present application;

[0043] Figure 2 A schematic structural diagram of a tread of a non-pneumatic tire in an embodiment of the present application;

[0044] Figure 3 A schematic structural cross-sectional view of a tread of a non-pneumatic tire in an embodiment of the present application;

[0045] Figure 4 This is a schematic diagram of the structure in which the inlay in the tread is spirally wound in one embodiment of the present application;

[0046] Figure 5 This is a schematic diagram of a structure in which an inlay in the tread is spirally wound and extended from end to end and staggered in one embodiment of the present application;

[0047] Figure 6 It is a cross-sectional schematic diagram of a tread in one embodiment of the present application;

[0048] Figure 7 It is a cross-sectional schematic diagram of a rubber strip disposed between inlay ring layers in the tread in one embodiment of the present application;

[0049] Figure 8 This is a cross-sectional schematic diagram of a first implementation of a rubber strip in an embodiment of the present application;

[0050] Fig. 9 This is a cross-sectional schematic diagram of a second implementation of a rubber strip in an embodiment of the present application;

[0051] Fig.10 This is a cross-sectional schematic diagram of a third implementation of a rubber strip in an embodiment of the present application;

[0052] Fig.11 It is a schematic diagram of the process of tread processing in one embodiment of the present application.

[0053] Reference numerals:

[0054] 100, wheel hub; 200, spoke; 300, tread; 310, tread body; 311, wrapping layer; 3111, assembly part; 3112, friction part; 3113, annular ridge; 312, embedded layer; 320, inlay; 321, rubber strip. DETAILED DESCRIPTION

[0055] 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.

[0056] As an indispensable part of modern transportation, non-pneumatic tires are favored by consumers for their unique setting and practicality. Compared with traditional pneumatic tires, non-pneumatic tires do not need to be inflated frequently, which greatly reduces the inconvenience and safety hazards during use. In addition, due to their special materials and structures, they can maintain stable performance even when punctured by sharp objects such as nails, effectively avoiding traffic accidents caused by tire deflation.

[0057] The tread of a non-pneumatic tire is its core component. To ensure that the tread has sufficient strength and toughness, various rigid materials, such as steel wires, can be cleverly embedded inside it. These steel wires are stacked layer by layer inside the tread to provide it with solid support. When a fully loaded truck is driving on a bumpy road, it is these steel wires that ensure that the tire can maintain a stable shape and will not be deformed due to heavy pressure.

[0058] This method of embedding multiple layers of steel wires not only significantly improves the load-bearing capacity of non-pneumatic tires, enabling them to adapt to various complex road environments and load requirements, but also greatly extends the service life of tires. According to statistics from authoritative organizations, the service life of non-pneumatic tires using this design is about 30% longer than that of traditional pneumatic tires under the same conditions.

[0059] However, although the multi-layer steel wire embedding in non-pneumatic tires brings many advantages, it also brings some problems that cannot be ignored. First, because the inlay is made up of multiple layers of stacked steel wires, its winding process is extremely complicated, which brings great difficulties to processing and positioning. This not only increases production costs, but also reduces production efficiency. Secondly, when the tire is damaged by sharp objects, due to the stacking structure of the steel wires, multiple steel wires often break at the same time. Once this happens, it will have a serious impact on the strength and load-bearing capacity of the entire tire, and may even cause the tire to lose its support capacity instantly, causing serious safety hazards.

[0060] In order to overcome this defect, the inventors of the present application are constantly exploring new inlay materials and structures, hoping to improve the configuration of the inlay to make it more durable and reduce the impact on the overall performance of the tire.

[0061] To solve the above technical problems, please refer to Figure 1-Figure 6 As shown, the first aspect of the present application proposes a tread 300 of a non-pneumatic tire, which has low tread cost, simple process, and can maintain sufficient support effect of the inlay 320 due to the spiral winding characteristics even when a part of the inlay 320 is broken.

[0062] Reference Figure 1-Figure 6 As shown, in some examples, the non-pneumatic tire is a top load-bearing tire, and the tread 300 of the non-pneumatic tire includes a tread 300 body and an inlay 320. The tread 300 body is an annular structure; the inlay 320 is embedded in the tread 300 body, and the shape of the inlay 320 is adapted to the shape of the tread 300 body.

[0063] The inlay 320 is provided with a layer, and the inlay 320 is a whole and is embedded in the main body of the tread 300 in a spiral winding manner; or, the inlay 320 includes a plurality of rigid rings arranged in parallel, and the plurality of rigid rings are embedded in the main body of the tread 300.

[0064] When the inlay 320 is partially broken, the tread 300 can be used normally.

[0065] In the current field of tire technology, non-pneumatic tires have attracted much attention due to their excellent durability and safety. The tread 300 of such tires can determine the performance and life of the tire to a certain extent. Here, the present application discloses a non-pneumatic tire with an innovative structure, wherein the tread 300 is composed of a tread 300 body and an inlay 320, showing an excellent structural setting and performance.

[0066] The main body of the tread 300 of the present application adopts an annular structure, which has excellent stability and load-bearing capacity. The setting of the annular structure enables the tire to better withstand the impact and vibration caused by the road surface during driving, thereby ensuring driving comfort and safety.

[0067] Inlay 320 is an important component of the main body of tread 300, and its shape is perfectly matched with the main body of tread 300. Inlay 320 is embedded in the main body of tread 300 in a spiral winding manner. This arrangement allows the tire to still be used normally when inlay 320 is broken at a part. A similar effect can be achieved after inlay 320 includes multiple rigid rings arranged in parallel and multiple rigid rings are embedded in the main body of tread 300. Inlay 320 of the present application is a whole, which makes it more capable of bearing, more stable in integrity, and less affected by partial breaks on the overall support effect. When inlay 320 is broken at a part of the part, the spiral winding feature can ensure that inlay 320 still maintains sufficient support force, and the strength of the entire non-pneumatic tire will not drop significantly.

[0068] The spirally wound integral inlay 320 and the inlay 320 composed of multiple rigid rings are both provided with only one layer, and both methods have a larger structure, are convenient for positioning and installation, can reduce the difficulty of processing the tread 300, and the process can be simpler, reducing the processing cost of the entire tread 300. The inlay 320 of the present application can be embedded in the main body of the tread 300 by vulcanization or the like.

[0069] Assume that during driving, part of the inlay 320 of the tire is broken due to impact by a sharp object. In a conventional non-pneumatic tire, such a break may cause a significant decrease in the strength of the entire tire, thereby causing a safety accident. However, in the non-pneumatic tire of the present application, even if part of the inlay 320 is broken, the spiral winding characteristics can still maintain sufficient support force, allowing the tire to continue driving. This setting greatly reduces the risk of safety accidents and provides more safety protection for drivers.

[0070] In addition, the non-pneumatic tire of this configuration also has a longer service life. Since the inlay 320 is a whole and adopts a spiral winding method, the inlay 320 can better disperse the force when it is impacted and reduce damage. Therefore, compared with traditional non-pneumatic tires, the non-pneumatic tire of the present application has a longer service life and lower maintenance costs.

[0071] In terms of statistical data, after actual testing, the non-pneumatic tire of the present application can still maintain sufficient support and continue to travel hundreds of kilometers or even longer after the inlay 320 is partially broken. This is enough for the driver to safely drive the wheel to a repair station for repair and replacement. This data fully proves the excellent performance of the non-pneumatic tire of the present application in terms of safety.

[0072] The non-pneumatic tire of the present application exhibits excellent stability and load-bearing capacity through the unique tread 300 structure. The spirally wound inlay 320 allows the tire to be used normally even if it is broken at a certain position, greatly reducing the risk of safety accidents. At the same time, the configuration also has a longer service life and lower maintenance costs.

[0073] The spirally wound inlay 320 can integrate multiple rigid circles into a solid whole. This structure not only significantly improves the bearing capacity of the tire, but also, even if a part of the tire is broken, the spirally wound feature can still maintain sufficient support, ensuring that the tire can still run normally after being damaged.

[0074] Specifically, the arrangement of the spirally wound inlay 320 can be similar to the spiral structure in nature, which has extremely high mechanical stability and load-bearing capacity. Through precise calculations and simulations, this structure was successfully applied to the inlay 320 of the non-pneumatic tire. In actual tests, it was found that the spirally wound inlay 320 can effectively disperse the force when facing impact and extrusion, avoiding damage caused by excessive force on a single point. At the same time, even if a part of the position is broken, the characteristics of the spiral winding can keep the remaining part tightly connected, thereby maintaining sufficient support force.

[0075] In addition, in order to further improve the safety performance of the non-pneumatic tire, a metal flaw detector is introduced as an auxiliary inspection tool. This device can accurately detect damage or fracture in the inlay 320. Once a problem is found, the tread 300 can be replaced in time to ensure the safety of the tire. This maintenance method is not only simple and easy, but also can detect and solve potential safety hazards in time, providing a solid guarantee for driving safety.

[0076] When the inlay 320 is metal, it can be inspected with the above-mentioned inspection tool; when the inlay 320 is non-metal, strength tests can be performed on multiple points. If the strength of some points is reduced, it means that there is damage nearby. Although it does not affect the use, the safety risk can be reduced by replacing the tread 300 with a new one.

[0077] The force-bearing mode of the tire can be set to have two bottom load-bearing modes and a top load-bearing mode. Traditional pneumatic tires and solid tires are both bottom load-bearing modes, that is, the load is transferred to the ground through the elastomer on the sidewall or the bottom; the force-bearing principle of the tire in the top load-bearing mode is that the tread of the tire has a support ring (corresponding to the inlay 320 in this application), the spokes are flexible, and the flexible spokes are circumferentially distributed in the support ring. The load is suspended on the support ring through the flexible spokes distributed on the top, and the flexible spokes at the bottom only play a role of easy bending and deformation, and do not play a major supporting force role.

[0078] Specifically, the non-pneumatic tire in the present application is a top-loaded tire with a rigid outer ring. During driving, the load of the tire is mainly borne by the rigid outer ring. The spokes 200 in the non-pneumatic tire include spokes with traction capabilities, referred to as traction units. When the tire is under pressure, the traction units at the upper side will be stretched and generate tensile force, and the traction units at the lower side will be compressed. Since the spokes 200 themselves do not have supporting force, the force on the wheel hub will be transmitted to the upper side of the outer ring through the upper traction unit, and the rigid characteristics of the outer ring will then transmit the force to the lower side of the outer ring where it contacts the ground.

[0079] Reference Figure 4 and Figure 5 , Figure 4 It shows a schematic diagram of the structure when the inlay 320 in the tread 300 is spirally wound and the head and tail positions are adapted to each other; Figure 4 The inlay 320 shown in FIG. 1 is spirally wound for 5 turns, and the embodiment here is an implementation method with close to or equal to five turns, which has better supporting ability.

[0080] The inlay 320 in the present application may be a spring structure that is spirally wound at least twice, and the head end or tail end of the inlay is an extension part. Specifically, Figure 5 A schematic diagram showing a structure in which the inlay 320 in the tread 300 is spirally wound and extended from end to end and staggered; Figure 5 The inlay 320 shown in the figure is spirally wound for 5 and a half turns, which can be specifically between five and six turns. The embodiment here is an implementation method when the number of turns is greater than five. With a certain degree of staggering, the inlay 320 can have higher stability and better support capability.

[0081] The above five turns are merely exemplary descriptions. The number of turns of the spiral winding of the inlay 320 of the present application is selected according to actual needs and is not limited to the above number of turns.

[0082] Reference Figure 1-Figure 5 As shown, in some examples, inlay 320 is a metal inlay 320, or, inlay 320 is a non-metal inlay 320, or, inlay 320 is a composite inlay 320 of metal and non-metal, and inlay 320 has strength and toughness greater than or equal to a preset value.

[0083] Inlay 320 also demonstrates great flexibility in material selection. It can be a metal inlay 320, a non-metal inlay 320, or even a metal and non-metal composite inlay 320. This diverse material selection not only meets the needs of different usage scenarios, but also reaches standards above the preset values ​​in terms of strength and toughness, ensuring the stability and reliability of the tire under various extreme conditions.

[0084] The non-pneumatic tire using the new inlay 320 has shown significant advantages in terms of mileage, wear resistance, load-bearing capacity, etc. In multiple simulation tests, even if the inlay 320 is partially broken, the tire can still maintain a stable driving state and successfully persist in the repair and replacement place for repair. This outstanding performance not only improves the durability of the tire, but also greatly reduces the probability of safety accidents.

[0085] In addition, the new inlay 320 is also environmentally friendly. Compared with traditional pneumatic tires, non-pneumatic tires do not require regular inflation and maintenance, which reduces the impact of tire waste on the environment. At the same time, since it can still maintain a certain driving ability after damage, it also reduces the risk of wheel breakdown and road congestion caused by tire damage.

[0086] In summary, the non-pneumatic tire with the novel inlay 320 of the present application has significant advantages in terms of strength, toughness, stability and environmental protection due to its unique configuration and material selection, thereby improving the durability and safety of the tire.

[0087] Reference Figure 1-Figure 6 As shown, in some examples, the inlay 320 is a spring structure that is spirally wound with at least two turns, and the spring structure is spirally wound and embedded in the main body of the tread 300. The accompanying drawings show an inlay 320 that is spirally wound with five turns, which does not mean that only five turns of the inlay 320 can be set in this application, and it is set and selected according to actual needs.

[0088] The spring structure inlay 320 of the present application has a significant advantage in bearing capacity. This integral inlay 320 forms a seamless strong support system by cleverly spirally winding the spring structure and embedding it in the main body of the tread 300. This structure not only greatly enhances the tire's pressure resistance, but also gives the tire higher safety while ensuring its structural stability. The spring structure inlay 320 is preferably provided with one inlay 320 of sufficient strength, and at least two inlays 320 may also be provided as needed.

[0089] Specifically, when a tire is punctured by a sharp object or otherwise damaged during driving, a conventional non-pneumatic tire may experience a significant drop in the strength of the entire tire due to the breakage of some steel wires, thereby causing a safety accident. However, when the non-pneumatic tire of the present application faces a similar situation, its spirally wound inlay 320 can still maintain sufficient support force. This is because, even if the spring structure at some locations breaks, the remaining spring structures can still support each other to form a stable support network, ensuring that the tire can continue to drive after being damaged.

[0090] It is worth mentioning that the configuration of the inlay 320 is not a simple stacking or combination, but the result of precise calculation and repeated tests. For example, the number of spring structures in the inlay 320, the density of the spiral winding, the material and elasticity of the spring, and other parameters can all be strictly screened and optimized, and then the inlay 320 with more suitable parameters can be selected. Such a configuration can not only ensure the stability and comfort of the tire during normal use, but also provide sufficient support when the tire is damaged to ensure driving safety.

[0091] Furthermore, a flexible cord traction layer may be wrapped around the circumference of the inlay 320 to further disperse the force on the inlay 320 , ensure that the inlay 320 will not be separated or disconnected from the main body of the tread 300 , and improve the connection stability of the entire tread 300 .

[0092] Reference Figure 1-Figure 6 As shown, in some examples, the spring structure can be formed by spirally winding cylindrical spring steel, and the diameter of the cylindrical spring steel is greater than or equal to 3mm. The above structure can make the inlay 320 have higher strength. Of course, the spring structure can also be set as a prismatic spring steel spirally wound according to needs. Take a quadrangular prism as an example. At this time, the cross-sectional shape of the prismatic spring steel may include length and width, with a length of not less than 4mm and a width of not less than 3mm, to ensure the strength of the inlay 320, which can have a higher supporting capacity. The above parameters are only example parameters. When the corresponding vehicle is lighter or heavier, the parameters of the spring structure can be adjusted according to actual needs.

[0093] Specifically, the inlay 320 can be formed by spirally winding a cylindrical spring steel. The diameter of the spring steel is greater than or equal to 3 mm, for example, it can also be 4 mm, 5 mm, 6 mm, etc., or it can be a non-integer diameter parameter such as 5.5 mm. This size ensures that the inlay 320 has sufficient strength and support capacity. At the same time, the cylindrical setting also enables the inlay 320 to disperse the force more evenly when subjected to force, thereby improving the stability and durability of the entire tire.

[0094] Of course, in addition to the cylindrical setting, the inlay 320 can also be adjusted as needed. For example, a prismatic spring steel can be spirally wound to form the inlay 320. Taking a quadrangular prism as an example, the cross-sectional shape and size of the prismatic spring steel can include length and width, with the length not less than 4 mm and the width not less than 3 mm. This setting can also ensure the strength and support capacity of the inlay 320, and at the same time better adapt to the use requirements of different wheels.

[0095] It is worth mentioning that the above parameters are only example parameters and are not fixed. In actual applications, the parameters of the spring structure can be flexibly adjusted according to factors such as the weight of the corresponding vehicle and the usage scenario to ensure the best performance and safety of the tire.

[0096] In actual applications, this new type of non-pneumatic tire has demonstrated its excellent performance and advantages. Even if part of the inlay 320 is damaged, the tire can still maintain sufficient support to ensure the safe driving of the vehicle. At the same time, due to its unique inlay 320, this tire also has higher durability and stability, and can maintain good performance under various complex road conditions.

[0097] Reference Figure 6 As shown, in some examples, the tread 300 body includes a wrapping layer 311 and an embedding layer 312 , and an accommodating cavity is provided inside the wrapping layer 311 ; the embedding layer 312 is filled in the accommodating cavity, and the inlay 320 is embedded in the embedding layer 312 .

[0098] The core of the non-pneumatic tire mentioned in the present application lies in its unique inlay 320. This inlay 320 is a whole, and compared with the inlay composed of multiple layers of steel wires in the prior art, it shows a more excellent bearing capacity. Imagine that when a steel wire of a traditional tire breaks, the strength of the entire tire will drop significantly, which is undoubtedly a huge safety hazard for a wheel in motion. The thinner steel wire is easier to be pulled out in the tread body, causing the collapse of the entire steel wire system. However, the non-pneumatic tire of the present application is different. Its spirally wound inlay 320 is set so that after a break occurs in a part of the position, it can still rely on the characteristics of the spiral winding to maintain sufficient support force, ensuring that the wheel can continue to run stably.

[0099] The inlay 320 is embedded in the main body of the tread 300, and the main body of the tread 300 includes a wrapping layer 311 and an embedding layer 312. The wrapping layer 311, as the outer layer of the tire, is subjected to various complex road conditions and wear. On the inner side of the wrapping layer 311, there is a receiving cavity. The function of this receiving cavity is to provide sufficient placement space for the embedding layer 312. The embedding layer 312, as the name implies, is the part filled in this receiving cavity, and the inlay 320 is cleverly embedded in this embedding layer 312.

[0100] This arrangement not only enhances the structural strength of the tire, but also enables the tire to maintain a certain support force after being damaged. When the wheel is unfortunately hit by a sharp object during driving, even if the inlay 320 is broken at a certain position, due to the characteristics of the spiral winding, the tire can still maintain sufficient stability to ensure that the wheel will not lose control. This powerful damage resistance and repair ability further improves the safety of the non-pneumatic tire. The wrapping layer 311 and the embedding layer 312 can both support and protect the inlay 320, so that the performance of the inlay 320 is further exerted.

[0101] In addition, the material of the inlay 320 can be selected and optimized. A high-strength, high-toughness composite material can be used to ensure that the inlay 320 can still maintain sufficient stability when subjected to huge pressure. At the same time, this material also has good wear resistance and corrosion resistance, so that the tire can still maintain good performance during long-term use.

[0102] The side of the cross-sectional shape of the embedded layer 312 close to the center position of the tread 300 is a straight line, and the side of the cross-sectional shape of the embedded layer 312 away from the center position of the tread 300 is an arc.

[0103] The wrapping layer 311 is like the "outer coat" of the tire, protecting the internal embedding layer 312 and providing the contact surface between the tire and the ground. Inside the wrapping layer 311, there is a carefully designed accommodating cavity, the shape and size of which are determined according to the size and characteristics of the embedding layer 312. The embedding layer 312, as the core part of the tire structure, is accurately filled in the accommodating cavity. This embedding layer 312 not only enhances the strength of the tire, but also allows the embedding of the inlay 320.

[0104] It is worth mentioning that the cross-sectional shape of the embedded layer 312 of the present application is relatively unique. The side close to the center of the tread 300 presents a straight line shape, which helps to maintain the stability of the tire when driving in a straight line, and can make the inlay 320 more evenly stressed inward. The side away from the center of the tread 300 adopts an arc shape, which can better adapt to the wrapping layer 311. This setting enables the tire to better adapt to the ground when turning or encountering irregular roads, thereby improving driving safety and comfort.

[0105] To further explain the advantages of this setting, we can refer to some actual data and examples. According to research reports from authoritative institutions, tires with this setting can reduce tire vibration and noise when driving at high speeds, improving ride comfort. At the same time, when turning or encountering slippery roads, this setting can enhance the friction between the tire and the ground, improving the handling and stability of the wheel.

[0106] In addition, the material and manufacturing process of the inlay 320 are also key factors in tire performance. The material of the inlay 320 can be set to have high strength, wear resistance and high temperature resistance to ensure that the tire can maintain stable performance in various harsh environments. At the same time, the manufacturing process of the inlay 320 should also be precise and reliable to ensure that the inlay 320 can be perfectly embedded in the tread 300 body to avoid falling off or damage during use.

[0107] In some examples, the wrapping layer 311 includes an assembly portion 3111 and a friction portion 3112. The assembly portion 3111 is arranged on the inner circumference of the main body of the tread 300; the friction portion 3112 is arranged on the outer circumference of the main body of the tread 300, and the friction portion 3112 and the assembly portion 3111 can enclose a receiving cavity; the embedded layer 312 is between the assembly portion 3111 and the friction portion 3112. The entire tread 300 can be assembled to the corresponding wheel spoke 200, and the friction portion 3112 can be in direct contact with the road, and the corresponding wheel can travel by relative friction with the road.

[0108] The wrapping layer 311 is further divided into an assembly portion 3111 and a friction portion 3112. The assembly portion 3111 is located on the inner circumference of the tread 300 body and is responsible for assembling the entire tire to the corresponding spoke 200. The friction portion 3112 is located on the outer circumference of the tread 300 body and is in direct contact with the road, bearing the friction and impact force from the road. Through the relative friction between the friction portion 3112 and the road, the tire can provide stable driving performance and good handling for the wheel.

[0109] It is worth mentioning that a perfect accommodating cavity can be formed between the assembly portion 3111 and the friction portion 3112. This accommodating cavity not only provides a suitable space for the embedded layer 312, but also ensures the relative stability between the inlay 320 and the wrapping layer 311. This arrangement not only improves the overall strength and stability of the tire, but also makes the tire more wear-resistant and durable during driving.

[0110] In some examples, at least one annular ridge 3113 is disposed in the middle of the mounting portion 3111 on a side away from the embedding layer 312. The annular ridge 3113 can improve the connection stability between the mounting portion 3111 and the spoke 200.

[0111] During the tire assembly process, the connection stability between the assembly portion 3111 and the spoke 200 is also relatively important. In order to solve this problem, at least one annular ridge 3113 is provided in the middle of the assembly portion 3111 on the side away from the embedding layer 312. The annular ridge 3113 acts like a strong bond, tightly connecting the assembly portion 3111 and the spoke 200. When driving at high speed or encountering a strong impact, the annular ridge 3113 can effectively prevent the assembly portion 3111 and the spoke 200 from loosening or falling off, thereby ensuring the stability and safety of the tire.

[0112] The shape of the annular ridge 3113 enables it to produce a certain elastic deformation when subjected to external force, thereby absorbing impact energy and reducing stress concentration. At the same time, its convex structure also increases the contact area and friction with the spoke 200, making the connection between the assembly portion 3111 and the spoke 200 more firm and reliable.

[0113] Compared with the conventional configuration, the tire with the annular ridge 3113 has significantly improved stability during high-speed driving and sudden braking. This is because the annular ridge 3113 can effectively prevent the assembly portion 3111 from loosening and falling off from the spoke 200, thereby ensuring the stability and safety of the tire under extreme conditions.

[0114] In some examples, one annular ridge 3113 is provided, and the cross section of the annular ridge 3113 is triangular. At this time, the inner surface of the annular ridge 3113 is a conical surface, and such a setting can better connect with the spoke 200, specifically, higher connection stability. The number of annular ridges 3113 is not limited to only one, and more annular ridges 3113 can be provided as needed, as long as the connection stability between the assembly portion 3111 and the spoke 200 on the tire can be improved.

[0115] At least one annular ridge 3113 is also provided in the middle of the assembly portion 3111 on the side away from the embedding layer 312. These annular ridges 3113 not only enhance the overall strength of the tire, but also improve the connection stability with the spoke 200. For example, when the cross section of the annular ridge 3113 is set to be triangular, its inner surface presents a conical surface. The setting of this conical surface can better fit with the spoke 200, thereby achieving higher connection stability. In addition, since the triangular cross section has good compression resistance and shear resistance, this setting can also effectively resist various forces generated by the tire during driving.

[0116] The number of annular ridges 3113 is not fixed, but can be adjusted according to specific needs. In some cases, in order to further improve the connection stability between the assembly portion 3111 and the spoke 200 on the tire, more annular ridges 3113 can be provided. These annular ridges 3113 can be staggered, overlapped or arranged in parallel to form a complex support structure. This arrangement can not only enhance the overall strength of the tire, but also improve its adaptability and stability under various complex road conditions.

[0117] The application of inlay 320 in the tire setting fully reflects the exquisite level of modern engineering technology. Through the close combination with the wrapping layer 311 and the embedding layer 312, the inlay 320 provides a strong structural support and excellent performance for the tire. At the same time, the introduction of innovative settings such as the annular ridge 3113 further improves the connection stability between the tire and the spoke 200, ensuring the safety and reliability of the tire under various extreme conditions. These carefully designed details not only show the ingenuity of the tire manufacturer, but also bring a safer and more comfortable driving experience to the majority of car owners.

[0118] In some examples, the thickness of the friction part 3112 is greater than or equal to 3 mm. The friction part 3112 can be in direct contact with the road, and the corresponding wheel can travel by relative friction with the road. Such a thickness setting can make the strength of the friction part 3112 higher and have a longer service life.

[0119] The thickness of the friction part 3112 is set to be greater than or equal to 3 mm, which is a conclusion drawn based on in-depth engineering analysis and practical experience. When the requirements of the wheel change, the parameters of the friction part 3112 can be adaptively adjusted. The parameters of the friction part 3112 may include thickness, shape, surface pattern (tread), etc.

[0120] The friction part 3112 is a part that is in direct contact with the road. When the wheel is running, it is through the relative friction with the road that these friction parts 3112 provide the necessary traction for the wheel to move forward, turn or stop. Therefore, the performance of the friction part 3112 directly affects the controllability and safety of the wheel.

[0121] The thickness of the friction part 3112 is set to be greater than or equal to 3 mm. On the one hand, a thicker friction part 3112 means more material support, which makes it have higher strength and durability. During long-term use, even if it is worn, the thicker friction part 3112 can maintain good performance for a longer time, thereby extending the service life of the wheel. On the other hand, the thicker friction part 3112 can also provide better shock absorption performance, reduce the impact of uneven road surface on the wheel and passengers, and improve driving comfort.

[0122] This setting enables the tire to withstand long-term driving and frequent wear while maintaining sufficient traction and handling. In practical applications, such tires can significantly reduce the performance degradation caused by wear, reduce the frequency of tire replacement, and save costs and time for users.

[0123] The width of the entire tread 300 can be 63 mm ± 10 mm. Adaptive adjustment and cover can be performed according to the different wheels.

[0124] Reference Figures 7 to 11 In a second aspect, an embodiment of the present application provides a method for processing a tread 300 of a non-pneumatic tire, the method comprising:

[0125] Step S100: Prefabricate the corresponding inlay 320, wherein the inlay 320 is a spirally wound integral structure; or the inlay 320 includes a plurality of rigid rings arranged in parallel. The inlay 320 is an integral structure and is spirally wound and embedded in the main body of the tread 300; or the inlay 320 includes a plurality of rigid rings arranged in parallel, and the plurality of rigid rings are embedded in the main body of the tread 300.

[0126] In this step, the inlay 320 can be pre-made and processed. The overall design of the inlay 320 can eventually be tightly embedded in the tread 300 body in a spiral winding manner; or, the inlay 320 is composed of multiple rigid rings arranged side by side, and these rigid rings are also embedded in the tread 300 body in a spiral manner.

[0127] Step S200: The inlay 320 is heat treated after being formed; this can improve the strength and stability of the inlay 320 and ensure that it can withstand various forces during use; specifically, the pre-formed insert can be strengthened by heat treatment, such as quenching first and then tempering, in order to improve the toughness and strength of the insert, and the quenching temperature and tempering temperature are set as needed, and the corresponding heat treatment process is adopted according to the actual performance requirements.

[0128] Step S300: a prefabricated vulcanized rubber strip 321 is sandwiched between adjacent circles of the inlay 320, wherein the surface of the rubber strip 321 is roughened and / or the outer surface of the rubber strip 321 is coated with rubber paste; the rubber strip 321 can be used to support adjacent circles of the inlay 320 so that there is a certain gap between the adjacent circles, which is convenient for subsequent vulcanization molding of the tread 300 with rubber or other materials. During the molding process of the tread 300, at least a part of the prefabricated vulcanized rubber strip 321 will be integrated into the vulcanized rubber.

[0129] Specifically, the above steps can set prefabricated vulcanized rubber strips 321 between adjacent circles of the inlay 320. The surfaces of these rubber strips 321 need to be roughened to increase their adhesion to the rubber. At the same time, a layer of rubber glue can be coated on the outer surface of the rubber strips 321 to better bond the rubber strips 321 and the inlay 320. Through these rubber strips 321, the adjacent circles of the inlay 320 can be effectively stretched apart so that a certain gap is maintained between the circles. In this way, in the subsequent vulcanization molding process, materials such as rubber can be more conveniently vulcanized into the tread 300.

[0130] Reference Figures 7 to 10 , shows the matching mode of the rubber strip 321, and several implementation modes of the rubber strip 321. Among them, Figures 8 to 10 The cross-sectional schematic diagrams of three types of rubber strips 321 are shown, and the rubber strips 321 of the present application are not limited to the above three types. In the specific matching process, the rubber strip 321 can be intermittently supported between two adjacent ring layers, and a section of the rubber strip 321 is set at a certain distance between the two adjacent ring layers. A continuous whole rubber strip 321 can also be set between two adjacent ring layers as needed.

[0131] Step S400: The inlay 320 is fixedly supported in a corresponding mold; this ensures that the position of the inlay 320 is fixed during the vulcanization process and will not shift.

[0132] Step S500: an embedding layer 312 is provided on the outer peripheral side of the inlay 320, and the inlay 320 is preliminarily positioned by the embedding layer 312; the embedding layer 312 can preliminarily position the inlay 320 to ensure that the inlay 320 maintains the correct position during the subsequent vulcanization process.

[0133] Step S600: a wrapping layer 311 is disposed on the outer peripheral side of the embedding layer 312, and the embedding layer 312 and the wrapping layer 311 are shaped by a mold; the embedding layer 312 and the wrapping layer 311 are shaped by a mold to ensure that the shape and size of the tread 300 meet the design requirements.

[0134] Step S700: demoulding and obtaining the tread 300. In this way, the final tread 300 product can be obtained.

[0135] The wheel with the tread 300 can maintain sufficient support effect of the inlay 320 even if a part of the inlay 320 is broken due to the characteristics of the spiral winding or the multiple parallel rigid rings, thereby improving the safety of the wheel.

[0136] The embodiment of the present application aims to provide an innovative method for processing a non-pneumatic tire tread 300. The method first includes a prefabrication step S100, in which the inlay 320 needs to be pre-processed to ensure that it can meet subsequent use requirements.

[0137] In step S200, the inlay 320 is heat treated after being shaped; this can improve the strength and stability of the inlay 320 and ensure that it can withstand various forces during use;

[0138] Step S300: a prefabricated vulcanized rubber strip 321 is sandwiched between adjacent circles of the inlay 320. The rubber strip 321 can prop up adjacent circles of the inlay 320 so that there is a certain gap between adjacent circles, which is convenient for subsequent vulcanization molding of rubber and other materials for tread 300. During the molding process of the tread 300, at least a part of the prefabricated vulcanized rubber strip 321 will be integrated into the vulcanized rubber.

[0139] In this step S400, the prefabricated inlay 320 is fixed inside the corresponding mold to provide necessary support.

[0140] Then, step S500 is performed, in which an embedding layer 312 is disposed on the periphery of the inlay 320. The function of this layer is to preliminarily position the inlay 320 to ensure that it will not be offset in the subsequent processing. Next, step S600 is performed, in which a wrapping layer 311 is disposed on the periphery of the embedding layer 312. The function of this layer is to protect the embedding layer 312 and to shape it through a mold to form the final tread 300 structure.

[0141] Finally, step S700 is performed to demould and obtain the final tread 300. In this process, the inlay 320 is a spirally wound integral structure, or the inlay 320 includes a plurality of rigid rings arranged in parallel. This design ensures that even if the inlay 320 of the wheel is broken at a part of the wheel, the characteristics of the spiral winding or the plurality of rigid rings arranged in parallel can still enable the inlay 320 to maintain a sufficient support effect, thereby improving the safety of the wheel.

[0142] In general, the processing method of the non-pneumatic tire tread 300 can not only improve the safety of the wheel, but also provide better durability and comfort, which is undoubtedly an important improvement for the vehicle.

[0143] In a third aspect, the present invention provides a wheel, comprising a wheel hub 100, a wheel spoke 200 and a tread 300 of the non-pneumatic tire. The wheel hub 100 is mounted on the vehicle body; the wheel spoke 200 is sleeved on the wheel hub 100; and the tread 300 of the non-pneumatic tire is arranged on the wheel spoke 200.

[0144] The wheel with the above-mentioned tread 300 can maintain sufficient support effect of the inlay 320 due to the spiral winding characteristics even after the inlay 320 is partially broken, thereby improving the safety of the wheel. Specifically, as an important component of the main body of the tread 300, the inlay 320 has a shape that perfectly matches the main body of the tread 300. The inlay 320 is embedded in the main body of the tread 300 in a spiral winding manner. This arrangement ensures that the tire can still be used normally even if the inlay 320 is partially broken. The inlay 320 of the present application is a whole, which makes it more capable of bearing, more stable in integrity, and less affected by partial breaks on the overall support effect. When the inlay 320 is partially broken, the spiral winding characteristics can ensure that the inlay 320 still maintains sufficient support force, and the strength of the entire non-pneumatic tire will not drop significantly.

[0145] Assume that during driving, part of the inlay 320 of the tire is broken due to impact by a sharp object. In a conventional non-pneumatic tire, such a break may cause a significant decrease in the strength of the entire tire, thereby causing a safety accident. However, in the non-pneumatic tire of the present application, even if part of the inlay 320 is broken, the spiral winding characteristics can still maintain sufficient support force, allowing the tire to continue driving. This setting greatly reduces the risk of safety accidents and provides more safety protection for drivers.

[0146] The wheels mentioned in this application can be installed on vehicles, covering a wide range to meet the needs of various travel scenarios and uses. These vehicles include but are not limited to bicycles, electric vehicles, tricycles, cars, buses and tanks, each of which has its own unique advantages and applicable scenarios.

[0147] 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.

[0148] 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 tread of a non-pneumatic tire, characterized in that: The non-pneumatic tire is a top load-bearing tire, and the tread comprises: The tread body is a ring-shaped structure; An inlay, embedded in the tread body, the shape of the inlay being adapted to the shape of the tread body; The inlay is provided with a layer, the inlay is a whole and is embedded in the tread body in a spiral winding manner; or the inlay includes a plurality of rigid rings arranged in parallel, and the plurality of rigid rings are embedded in the tread body; When the inlay is partially broken, the tread can be used normally.

2. The tread of a non-pneumatic tire according to claim 1, wherein: The inlay is a metal inlay, or the inlay is a non-metal inlay, or the inlay is a composite inlay of metal and non-metal, and the inlay has strength and toughness greater than or equal to a preset value.

3. The tread of the non-pneumatic tire according to claim 1, characterized in that: The inlay is a spring structure that is spirally wound at least twice, and the spring structure is spirally wound and embedded in the tread body; Alternatively, the inlay is a spring structure that is spirally wound at least twice, and the head end or tail end of the inlay is an extended portion.

4. The tread of a non-pneumatic tire according to claim 3, wherein: The spring structure is formed by spirally winding a cylindrical spring steel, and the diameter of the cylindrical spring steel is greater than or equal to 3 mm.

5. The tread of the non-pneumatic tire according to claim 1, characterized in that: The tread body comprises: A wrapping layer, with a receiving cavity provided inside; An embedding layer is filled in the accommodating cavity, and the inlay is embedded in the embedding layer.

6. The tread of a non-pneumatic tire according to claim 5, characterized in that: The wrapping layer comprises: An assembly portion, arranged on the inner circumference of the tread body; A friction portion, arranged on the outer peripheral side of the tread body, wherein the friction portion and the assembly portion can enclose the accommodation cavity; The embedding layer is located between the mounting portion and the friction portion.

7. The tread of a non-pneumatic tire according to claim 6, wherein: At least one annular convex ridge is arranged at the middle of the assembly portion on a side away from the embedding layer.

8. The tread of a non-pneumatic tire according to claim 6, wherein: The thickness of the friction part is greater than or equal to 3 mm.

9. The tread of a non-pneumatic tire according to any one of claims 1 to 8, characterized in that: The inlay is a spring structure that is spirally wound with at least two turns, and a rubber strip is arranged between two adjacent turns of the spring structure.

10. A wheel, characterized in that: include: The wheel hub is mounted on the vehicle body; Spokes, sleeved on the hub; The non-pneumatic tire tread according to any one of claims 1 to 9, wherein the non-pneumatic tire tread is provided on the spoke.

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