Tire deformation quantity accurate control structure

Abstract

The utility model discloses a tire deformation quantity accurate control structure which comprises a tire body which is provided with two end faces. The two end faces are of inclined plane structures; the tire body is an elastic body; the number of the baffles is two, each baffle comprises a first end face and a second end face, the diameter of each first end face is larger than that of each second end face, and the side face of each baffle is of an inclined face structure matched with the end face of the tire body; the fastener is arranged on the matching surface of the rim and the tire body; wherein the tire body is bonded to the outer side of the rim in a hot pressing mode, and the baffle is fixedly arranged on the outer side of the end face of the tire body through the fastener; and the difference between the thickness L2 of the tire body and the width L1 of the baffle plate is greater than the maximum deformation L3 of the tire body after bearing. The adjusting device is firm in structural connection, simple in structure and controllable in adjusting precision.

Description

Technical Field

[0001] The utility model relates to the technical field of tire rims, in particular to a tire deformation amount control structure. Background Art

[0002] Tires are mainly used to bear the weight of the carrier. For tires used under heavy load and overweight load conditions, due to the large weight of the carrier, the tires are prone to deformation. When the deformation amount exceeds a certain range, it may cause fatigue damage to the tires, reduce the service life, and even cause the structure to be damaged and lead to a tire burst accident; or due to the large deformation amount, the forces on multiple tires at the lower part of the carrier are uneven, resulting in damage to the carrier being carried due to uneven bottom, causing irreparable losses.

[0003] In order to control the tire deformation amount, it is possible to choose to increase the hardness of the tire carcass. However, once the hardness is increased, the tensile strength, tear resistance, abrasion, and service life of the tire carcass will be significantly reduced, the shock absorption and impact resistance effects of the tire will be weakened, and the service life of the tire will be greatly reduced.

[0004] Therefore, those skilled in the art urgently need to study a structure that can control the tire deformation amount without changing the hardness of the tire carcass. Summary of the Utility Model

[0005] The technical problem to be solved by the utility model is the problem that the existing tire deformation amount cannot be reasonably controlled.

[0006] To solve the above technical problem, the utility model adopts the following technical solutions:

[0007] A precise tire deformation amount control structure, comprising:

[0008] A tire carcass, which has two end faces; the two end faces are inclined plane structures; the tire carcass is an elastomer;

[0009] A baffle, the baffle is made of annular hard material, there are two baffles, the two baffles include a first end face and a second end face, the diameter of the first end face is larger than that of the second end face, the side face of the baffle is an inclined plane structure matching the end face of the tire carcass, after the baffle is attached to the tire carcass, the port of the second end face is flush with the port of the inner rim;

[0010] Fasteners, which are arranged on the mating surface of the rim and the tire carcass;

[0011] Wherein, the tire carcass is adhesively bonded to the outside of the rim by hot pressing, the baffle is fixedly arranged on the outside of the end face of the tire carcass through the fasteners; the difference between the thickness L2 of the tire carcass and the width L1 of the baffle is greater than the maximum deformation amount L3 after the tire carcass bears the load, satisfying L2 - L1 > L3.

[0012] In one embodiment, the baffle has two end faces, and the diameter of the first end face is larger than that of the second end face of the baffle.

[0013] In one embodiment, the fasteners are uniformly arranged on the joint surface between the carcass and the inner rim.

[0014] In one embodiment, the number of the fasteners is six.

[0015] In one embodiment, the hard material is steel.

[0016] Compared with the prior art, the technical solution of the present utility model has the following beneficial effects:

[0017] With the above structural design of the present utility model, the circular baffles arranged at both ends of the inner rim can protect and support the carcass between the two baffles, significantly reducing the deformation amount of the elastic carcass of the tire when bearing heavy loads, so that the tire can meet the deformation amount requirements under different use conditions, reducing the maximum stress level of the carcass at the joint positions between the carcass and both ends of the inner rim, thereby improving the overall load-bearing capacity of the tire and extending the service life of the tire.

[0018] By adjusting the size of the baffle, precise adjustment of the deformation amount of the tire can be achieved, changing the elastic characteristics of the tire, adjusting the overall mode of the large structural member equipment using the tire as a moving part, and further reducing the swaying amplitude of the equipment under various dynamic loads, making it reach a stable and controllable state, which is beneficial to the automation operation of the equipment.

[0019] The structural design of the present utility model solves the problems in the prior art, has a simple structure, is convenient for disassembly and assembly, and has a controllable adjustment precision, with high economic and practical value. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic exploded view of an embodiment of the present utility model.

[0021] Figure 2 It is a schematic left view structure diagram of an embodiment of the present utility model.

[0022] Figure 3 It is Figure 2 the schematic A-A direction structure diagram of

[0023] Figure 4 It is a schematic top view structure diagram of the baffle in an embodiment of the present utility model.

[0024] Figure 5 It is Figure 4 the schematic main cross-sectional structure diagram of

[0025] Figure 6This is a schematic cross-sectional structure diagram of the inner hub in an embodiment of the present utility model. Detailed implementation manners

[0026] In addition, the terms "first" and "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one of such features. In the description of the present utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0027] In the present utility model, unless otherwise clearly specified and defined, the terms "installed", "connected", "connected to", "fixed", etc. shall be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection or an electrical connection; it may be directly connected, or indirectly connected through an intermediate medium, and may be the communication inside two elements or the interaction relationship between two elements, unless otherwise clearly defined. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0028] In the present utility model, unless otherwise clearly specified and defined, the first feature being "on" or "under" the second feature may be that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on top of" the second feature may be that the first feature is directly above or obliquely above the second feature, or merely indicates that the first feature is at a higher horizontal level than the second feature. The first feature being "under", "below" and "beneath" the second feature may be that the first feature is directly below or obliquely below the second feature, or merely indicates that the first feature is at a lower horizontal level than the second feature.

[0029] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may also be a middle element. When an element is considered to be "connected" to another element, it may be directly connected to the other element or there may be a middle element at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used herein are only for the purpose of illustration and do not represent the only implementation manner.

[0030] The following will further describe the embodiments of the present utility model in conjunction with the accompanying drawings. Those skilled in the art should understand that the embodiments described in the present utility model are only exemplary embodiments.

[0031] Next, the embodiments of the present utility model will be described in conjunction with the accompanying drawings.

[0032] AsFigures 1 to 6 As shown in the figure, the present utility model provides a precise control structure for tire deformation, including a carcass 4. The carcass 4 has two end faces, and the two end faces are inclined plane structures with the same structure. Among them, the carcass 4 is an elastomer made of elastic materials commonly used in the technical field.

[0033] There are two baffles, namely the first baffle 11 and the second baffle 12 with the same structure. The two baffles are respectively arranged on the two end faces of the carcass 4. The baffle is a ring-shaped hard material, preferably steel. The size of the baffle and the type of steel are determined according to the bearing weight and the usage occasion.

[0034] As Figure 5 shown in the figure, the first baffle 11 has two end faces. The diameter of the first end face 111 of the first baffle is smaller than the diameter of the second end face 112 of the first baffle, so as to form an inclined plane structure 113 on the outside of the first end face 111 and the second end face 112. The inclination of the inclined plane structure is based on meeting the safety strength under the maximum load.

[0035] During specific use, the inclined plane structure fits the end face of the carcass 4. Preferably, after the first baffle 11 fits the carcass 4, the port of the second end face 112 is flush with the port of the inner rim 2. The connection method of the second baffle 12 is the same as the connection method of the structure of the first baffle 11, and will not be elaborated here.

[0036] The control structure further includes high-strength bolts used as fasteners 3. The fasteners 3 are arranged on the mating surface of the inner rim 2 and the carcass 4. The baffle is fixedly arranged between the carcass 4 and the inner rim 2 through the fasteners 3.

[0037] The fasteners are evenly arranged between the tire and the inner rim, and the number is based on meeting the safety strength under the maximum load. Preferably, the number of fasteners is 6. This connection method can be disassembled at any time while meeting the connection strength, is simple and convenient, and has high economic benefits.

[0038] Among them, the carcass is adhered to the outside of the inner rim by hot pressing, and the baffle is fixedly arranged on the outside of the two end faces of the carcass through fasteners.

[0039] In order to precisely control the deformation amount of the carcass 4, the difference between the thickness L2 of the carcass and the width L1 of the baffle is greater than the maximum deformation amount L3 after the carcass bears the load, satisfying L2 - L1 > L3. For different deformation requirements of the product, the deformation amount of the tire can be precisely controlled by adjusting the size of L1, that is, when L1 is larger, the tire deformation is smaller, and when L1 is smaller, the tire deformation is larger.

[0040] In the structural design of the present utility model, the circular baffle plates provided at both ends of the inner rim can protect and support the carcass 4 between the two baffle plates, significantly reducing the deformation amount of the elastic carcass of the tire when bearing heavy loads, so that the tire can meet the deformation amount requirements under different usage conditions, reducing the maximum stress level of the carcass at the combined position of the carcass and both ends of the inner rim, thereby improving the overall load-bearing capacity of the tire and extending the service life of the tire.

[0041] Although the embodiments of the present utility model have been shown and described, for those of ordinary skill in the art, it can be understood that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principle and spirit of the present utility model, and the scope of the present utility model is defined by the appended claims and their equivalents.

Claims

1. A tire deformation precise control structure, characterized in that: include: The tire body has two end surfaces; the two end surfaces are inclined structures; the tire body is an elastic body; A baffle, the baffle is an annular hard material, there are two baffles, the baffles include a first end face and a second end face, the diameter of the first end face is greater than the diameter of the second end face, and the side surface of the baffle is an inclined surface structure matched with the end face of the carcass; A fastener, the fastener being arranged on the mating surface between the rim and the carcass; The carcass is bonded to the outside of the rim by hot pressing, and the baffle is fixed to the outside of the carcass end surface by the fastener; the difference between the thickness L2 of the carcass and the width L1 of the baffle is greater than the maximum deformation L3 of the carcass after bearing load, satisfying L2-L1>L3.

2. The tire deformation precise control structure according to claim 1, characterized in that: The baffle has two end surfaces, and the diameter of the first end surface is greater than the diameter of the second end surface of the baffle.

3. The tire deformation precise control structure according to claim 1, characterized in that: The fasteners are evenly arranged on the joint surface between the carcass and the inner rim.

4. The tire deformation precise control structure according to claim 3, characterized in that: The number of the fasteners is 6.

5. The tire deformation precise control structure according to claim 1, characterized in that: The hard material is steel.

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