Lightweight high-performance inner support body and safety tire assembly

Abstract

The utility model discloses a lightweight high-performance inner support body, at least two inner support bodies can be circumferentially spliced to form an inner support ring, the inner support ring is sleeved outside a mounting surface of a rim and is positioned in a tire, two adjacent inner support bodies are spliced through a mounting structure, and after mounting, the inner support bodies are spliced into a whole through the mounting structure. A certain gap is formed between the inner ring surface of the inner support ring and the mounting surface; the installation structure comprises a convex connector and a concave connector which are arranged at the two ends of each inner supporting body, fixing bolts used for fixing the adjacent inner supporting bodies are arranged between the convex connectors and the concave connectors, and anti-loosening structures used for preventing the fixing bolts from loosening are arranged on the convex connectors and the concave connectors. Due to the design of the gap between the inner supporting ring and the rim, the assembling difficulty of the tire assembly can be effectively reduced, and the assembling efficiency is improved; and an anti-loosening structure is arranged between every two adjacent inner supporting rings, so that the phenomena of loosening, collapse and the like of the inner supporting rings caused by bolt loosening under long-term and high-frequency vibration of the inner supporting rings can be effectively prevented, and the safety guarantee capability is extremely high.

Description

Technical Field

[0001] The utility model belongs to the technical field of safety tires, and in particular relates to a lightweight high-performance inner support body and a safety tire assembly. Background Art

[0002] At present, the materials of the inner support of the safety tire include nylon, polyurethane, composite materials, aluminum alloy, rubber, etc., that is, the inner support has hard support and soft support. Among them, the hard inner support such as aluminum alloy has high rigidity and strong load-bearing capacity, but has no buffering performance. When running with deflated air, the compressive stress and shear stress generated on the crown rubber of the tire are high, which is very easy to wear the tire and also causes the temperature of the tire to rise too quickly; while the soft inner support such as rubber has certain buffering performance, and the compressive stress and shear stress on the crown rubber and the rubber inside the tire are lower than the hard inner support, but it has a large weight, generates high heat, and is easy to burn. It cannot meet the needs of long-term deflated driving and has great application limitations. Utility Model Content

[0003] The utility model proposes a lightweight high-performance inner support body, which can support the tire to travel a higher mileage at a certain speed after the tire is deflated.

[0004] To this end, the technical solution adopted by the utility model is: a lightweight, high-performance inner support body, which is circumferentially spliced ​​by at least two support members, and is characterized in that: the support member includes a support outer ring arranged on the radial outside and capable of contacting the tire, and an installation inner ring arranged on the radial inside for being sleeved on the rim, a plurality of mesh holes are axially arranged on the support outer ring, and the sea-land ratio of the mesh area is between 50% and 90%, and the mesh holes are arranged as polygonal or circular holes.

[0005] As a preferred embodiment of the above scheme, the mesh is set to be a 3-6-sided or circular hole.

[0006] Further preferably, a groove is provided on the inner arc surface of the support member, and the circumferential length of the groove is between 70-90% of the length of the inner arc surface.

[0007] Further preferably, the angle between the bottom surface of the groove and the side surface of the groove is between 100-130°, and the bottom surface of the groove and the side surface of the groove, as well as the side surface of the groove and the inner ring arc surface are transitioned by arcs, and the radius of the arcs is between R2-R10.

[0008] More preferably, the support member is injection molded from a high molecular polymer, and the modulus of the high molecular polymer is between 1000-10000 and the density is between 0.8-2 g / cm 3 between.

[0009] Further preferably, the circumferential cross-section of the support member is trapezoidal with a narrower upper part and a wider lower part.

[0010] Further preferably, the outer surface of the support outer ring is coated with a wear-resistant coating.

[0011] Meanwhile, a safety tire assembly is also disclosed, which includes a tire, a rim and the above-mentioned inner support body. The inner support body is sleeved on the mounting surface of the rim and is located inside the tire. There is a gap of 0.2 - 1.5 mm between the inner ring surface of the inner support body after installation and the mounting surface of the rim.

[0012] The beneficial effects of the present utility model are as follows: By being provided with mesh holes, the inner support body not only has a certain elastic deformation ability, so as to reduce the impact on the tire when deflating and reduce the wear of the tire, but also has a heat dissipation function. During the continued driving of the tire after deflation, it is convenient to dissipate the heat generated by tire wear. Therefore, it can meet the requirement that the tire can still support the tire to travel a specified mileage at a certain speed after deflation. Description of the Drawings

[0013] Figure 1 It is a schematic diagram of the support body in the present utility model.

[0014] Figure 2 It is a schematic diagram of the anti-loosening structure in the present utility model.

[0015] Figure 3 It is a schematic diagram of the safety tire assembly in the present utility model.

[0016] Figure 4 It is a schematic diagram of the convex joint in the present utility model.

[0017] Figure 5 It is a schematic diagram of the concave joint in the present utility model.

[0018] Reference numerals: tire - 100, inner surface of the tire - 110, rim - 200, mounting surface - 210, inner support body - 300, inner ring arc surface - 310, groove - 311, bottom surface - 311a, side surface - 311b, convex joint - 320, bolt counterbore - 321, positioning protrusion - 322, first joint surface - 323, first mating surface - 324, third mating surface - 325, concave joint - 330, threaded hole - 331, second joint surface - 332, second mating surface - 333, fourth mating surface - 334, outer ring arc surface - 340, reinforcing block - 350, support outer ring - 370, mesh hole - 371, mounting inner ring - 380, fixing bolt - 400, anti-backlash block - 500, tapered section - 510. Detailed Embodiments

[0019] The following further illustrates the present utility model through embodiments in conjunction with the drawings:

[0020] As Figures 1-5 shown, a lightweight high-performance inner support body is formed by circumferentially splicing at least two support members 300, and the number of the support members 300 is set to 2-6 pieces.

[0021] The support member 300 includes a support outer ring 370 disposed on the radially outer side and capable of contacting the tire 100, and a mounting inner ring 380 disposed on the radially inner side for sleeving on the rim 200. A plurality of mesh holes 371 are axially provided on the support outer ring 370, that is, the support outer ring is provided with a porous mesh structure, and the land-sea ratio of the mesh hole area is between 50%-90%. The mesh holes 371 are set as polygonal or circular holes. Preferably, the mesh holes are 3-6-sided or circular holes.

[0022] The uniformly distributed mesh holes enable the support member to generate a certain deformation when the tire assembly deflates and travels, and at the same time also have functions such as facilitating heat dissipation and reducing weight. The specific setting of the mesh holes in this application enables the elastic deformation amount of the support member in the radial direction to be between 2%-15%, so that the contact pressure between the inner surface 110 of the tire and the outer arc surface 340 of the support member is reduced by more than 5% compared with the rigid inner support body, reducing the stress on the tire, improving the impact resistance of the tire assembly, reducing the heat generation of the tire, and prolonging the wear time of the tire, thereby improving the driving ability of the tire assembly when deflating.

[0023] A groove 311 is provided on the inner arc surface 310 of the support member 300, so that the support member is designed to be lightweight. Preferably, the circumferential length of the groove 311 is between 70%-90% of the length of the inner arc surface 310, so that while ensuring the lightweight design, the groove also has good strength and impact resistance.

[0024] The included angle between the bottom surface 311a of the groove 311 and the side surface 311b of the groove 311 is between 100°-130°. Preferably, both between the bottom surface 311a of the groove and the side surface 311b of the groove, and between the side surface 311b of the groove and the inner arc surface 310 are transitioned by arcs, and the radius of the arc is between R2-R10.

[0025] The support member 300 is injection-molded from a polymer, and the rest is integrally injection-molded from a polymer, and the modulus of the polymer is between 1000-10000 and the density is between 0.8-2 g / cm 3 between.

[0026] Preferably, the circumferential cross-section of the support member 300 is trapezoidal with a narrower upper part and a wider lower part, and the two radial sides can be symmetrically designed or asymmetrically designed, so that the inner support body formed by splicing them has a certain shock absorption capacity and also has good roll stiffness, thereby improving the body's ability to maintain a correct posture during deflated driving of the tire assembly and its passing ability on different road surfaces.

[0027] Preferably, a wear-resistant coating is applied to the outer support ring to increase the wear resistance of the inner support body.

[0028] To realize the splicing of the support members into an inner support body, an installation structure is provided on each support member, that is, adjacent two support members 300 are spliced through the installation structure. The specific structure of the installation structure includes a convex joint 320 and a concave joint 330 provided at both ends of the support member 300, and when splicing, the convex joint 320 of one support member can cooperate with the concave joint 330 of the adjacent support member. Specifically, the convex joint 320 and the concave joint 330 are provided at both ends of the installation inner ring 380, that is, the installation inner ring is circumferentially offset relative to the outer support ring, so that the whole support member is in a Z shape in the axial direction.

[0029] To realize the connection between the convex joint 320 and the concave joint 330, a fixing bolt 400 for fixing adjacent support members 300 is provided between the convex joint 320 and the concave joint 330, that is, the convex joint and the concave joint are locked by a radially arranged fixing bolt, thereby realizing the connection between the two support members. At the same time, a loosening prevention structure is provided on the convex joint 320 and the concave joint 330 to prevent the fixing bolt 400 from loosening.

[0030] The loosening prevention structure includes a reinforcing block 350 embedded in the concave joint 330. A threaded hole 331 matching the fixing bolt 400 is provided in the concave joint 330, and the threaded hole 331 passes through the reinforcing block 350. At the same time, a bolt counterbore 321 for the fixing bolt 400 to pass through and corresponding to the position of the threaded hole 331 is provided on the convex joint 320. The bolt counterbore includes a through hole for the upper screw of the fixing bolt to pass through and a counterbore for accommodating the bolt head. Preferably, the reinforcing block is set as a metal block, and the reinforcing block is embedded in the concave joint during the integral injection molding of the support member, so that the threaded hole on the concave joint has high strength and anti-fatigue characteristics, enabling it to meet repeated use, and at the same time, the inner threaded hole will not fail during long-term use after assembly.

[0031] To further prevent the fixing bolts from loosening, the anti-loosening structure further includes a retaining block 500 that can be disposed in the bolt counterbore 321 to prevent the fixing bolt 400 from withdrawing. The retaining block is made of a flexible material and is bonded in the bolt counterbore after the fixing bolt is installed during installation. Preferably, one end of the retaining block 500 is set to be spherical or conical, and the end of the conical section is the small end. After the retaining block 500 is installed, the conical section 510 or the spherical section is located on the radially inner side, and the radially inner side surface of the retaining block 500 protrudes between 1.5 - 2.5 mm from the inner circular arc surface of the support member 300, that is, the conical section 510 or the spherical section of the retaining block protrudes between 1.5 - 2.5 mm from the inner circular arc surface of the support member 300.

[0032] A positioning protrusion 322 for facilitating the splicing of the male joint 320 and the female joint 330 is provided on the end of the male joint 320, and the positioning protrusion and the male joint are transitioned by an arc. Correspondingly, a positioning groove matching the positioning protrusion 322 is provided on the inner circle of the female joint 330. Preferably, the positioning groove communicates with the groove, that is, the positioning groove is a part of the groove. Through the fit of the positioning protrusion and the positioning groove, the assembly difficulty can be effectively reduced and the assembly efficiency can be improved.

[0033] Preferably, there is no gap between the radially combined surfaces when the male joint 320 and the female joint 330 are spliced, that is, the first combined surface 323 of the male joint and the second combined surface 332 of the female joint are designed to be parallel and the gap is zero, so as to ensure the tightness of the connection between adjacent joints. A gap of 0.5 - 2.5 mm is left between the circumferentially mating surfaces when the male joint 320 and the female joint 330 are spliced, that is, there is a certain distance between the first mating surface 324 of the male joint and the second mating surface 333 of the female joint, and between the third mating surface 325 of the male joint and the fourth mating surface 334 of the female joint after assembly. This further improves the dimensional tolerance of the two-by-two joints during circumferential splicing, effectively reduces the assembly difficulty, and improves the assembly efficiency.

[0034] Preferably, the angles between the first combined surface 323 and the first mating surface 324 on the male joint, and between the first combined surface 323 and the third mating surface 325 are both between 100 - 130°. The angles between the second combined surface 332 and the second mating surface 333 on the female joint, and between the second combined surface 332 and the fourth mating surface 334 are both between 100 - 130°. At the same time, fillets are provided at all the edges between the overall support members. Through the design of the angle greater than 90° between the surfaces and the design of the fillets, the radial rigidity of the radially connected joints can be further reduced, the impact resistance and fatigue resistance of the joints can be better ensured, and at the same time, the local stress concentration of the support member during the deflated driving load of the tire assembly can be reduced, and the fatigue resistance of the support member can be improved.

[0035] A safety tire assembly mainly consists of a tire, a rim and the above-mentioned inner support body. Specifically, the inner support body is sleeved on the mounting surface 210 of the rim 200 and is located inside the tire 100. The structures of the tire, the rim, and the mounting structure between the tire and the rim are all prior arts and will not be elaborated here. Preferably, there is a gap of 0.2 - 1.5 mm between the inner ring surface of the inner support body after installation and the mounting surface 210 of the rim 200. The gap design between the inner support body and the rim can effectively reduce the assembly difficulty of the tire assembly and improve the assembly efficiency. When the above-mentioned inner support body is adopted, when the safety tire assembly deflates, it can still continue to travel a relatively long distance at a certain speed.

Claims

1. A lightweight, high-performance inner support body, the inner support body being formed by circumferentially splicing at least two support members (300), characterized in that: The support member (300) comprises a support outer ring (370) arranged on the radial outer side and capable of contacting the tire (100) and a mounting inner ring (380) arranged on the radial inner side and capable of being mounted on the rim (200). A plurality of mesh holes (371) are axially arranged on the support outer ring (370), and the sea-land ratio of the mesh hole area is between 50% and 90%. The mesh holes (371) are arranged as polygonal or circular holes.

2. The lightweight high-performance inner support body according to claim 1, characterized in that: The mesh (371) is configured as a 3-6-sided or circular hole.

3. The lightweight high-performance inner support body according to claim 1, characterized in that: A groove (311) is provided on the inner arc surface (310) of the support member (300), and the circumferential length of the groove (311) is between 70% and 90% of the length of the inner arc surface (310).

4. The lightweight high-performance inner support body according to claim 3, characterized in that: The angle between the bottom surface (311a) of the groove (311) and the side surface (311b) of the groove (311) is between 100-130 degrees, and the bottom surface (311a) of the groove and the side surface (311b) of the groove, as well as the side surface (311b) of the groove and the inner ring arc surface (310) are transitioned through arcs, and the radius of the arcs is between R2-R10.

5. The lightweight high-performance inner support body according to claim 1, characterized in that: The support member (300) is injection molded from a high molecular polymer, and the modulus of the high molecular polymer is between 1000-10000 and the density is between 0.8-2 g / cm 3 between.

6. The lightweight high-performance inner support body according to claim 1, characterized in that: The circumferential cross-section of the support member (300) is arranged to be a trapezoidal shape that is narrow at the top and wide at the bottom.

7. The lightweight high-performance inner support body according to claim 1, characterized in that: The outer side of the supporting outer ring is coated with a wear-resistant coating.

8. A safety tire assembly, comprising a tire (100) and a rim (200), characterized in that: It also comprises the inner support body as claimed in any one of claims 1 to 7, wherein the inner support body is sleeved on the mounting surface (210) of the rim (200) and is located inside the tire (100), and a gap of 0.2 to 1.5 mm is left between the inner ring surface of the inner support body and the mounting surface (210) of the rim (200) after installation.

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