Inflation-free anti-seismic tire

Abstract

The utility model discloses an inflation-free anti-seismic tire, and relates to the technical field of tires. Comprising a tire body and a tread arranged on the tire body, a first annular cavity and a second annular cavity are formed in the tire body; the cross section of the first cavity is composed of an arch bridge area and a trapezoidal area, and the arc top of the arch bridge area faces the outer arc of the tire body; the cross section of the first cavity and the cross section of the second cavity are symmetrical patterns and share the same symmetrical line, the second cavity is close to the inner arc of the tire body relative to the first cavity, and the symmetrical line of the first cavity coincides with the radial line of the tire body; a plurality of sinking grooves are formed in the sidewall of the tire body, the cross section of each sinking groove is trapezoidal, and the plurality of sinking grooves are distributed around the tire body at equal angles; according to the technical scheme, the use amount of tire materials can be reduced, the weight of the tire is reduced, the tire cost is reduced, and meanwhile the damping performance of the tire is improved.

Description

Technical Field

[0001] The present application relates to the field of tire technology, and in particular to an air-free, shock-resistant tire. Background Art

[0002] Tires are widely used in multiple transportation fields, such as transport vehicles, transfer vehicles, etc. In different application fields, different types of tires are selected according to their respective application scenarios, including pneumatic tires and airless tires.

[0003] Pneumatic tires offer excellent cushioning properties and are the preferred choice for traditional automobile, bicycle, and other vehicle tires. However, they are prone to leaks and punctures, requiring frequent inflation, replacement, and repairs, creating inconvenience in production and daily life. Airless tires omit the inner tube and rely solely on the tire's own material and structure for support and cushioning. Solid tires, for example, are suitable for some large load-carrying machinery, but they offer poor shock resistance and are heavier and more rigid. Utility Model Content

[0004] The purpose of this application is to provide a non-inflation anti-vibration tire to solve at least one of the above technical problems.

[0005] In order to solve the above technical problems, the present application provides a non-inflation anti-vibration tire, comprising a tire body and a tread provided on the tire body; an annular first cavity and a second cavity are formed in the tire body;

[0006] The cross section of the first cavity is composed of an arch bridge region and a trapezoidal region, wherein the arc top of the arch bridge region faces the outer arc of the tire body; the cross sections of the first cavity and the second cavity are both symmetrical and share the same symmetry line; the second cavity is closer to the inner arc of the tire body relative to the first cavity, and the symmetry line of the first cavity coincides with a radial line of the tire body;

[0007] A plurality of grooves are formed on the sidewall of the tire body, wherein the cross section of the grooves is trapezoidal, and the grooves are distributed at equal angles around the tire body;

[0008] In the above implementation process, the tire provided by this solution is formed with a first cavity and a second cavity, which can reduce the amount of tire material used, thereby reducing the weight of the tire and reducing the cost of the tire; in addition, due to the existence of the two cavities, they can interact with each other to effectively improve the shock absorption of the tire and the comfort during use; further, the cross-sectional figure of the first cavity includes an arch bridge area and a trapezoidal area, the arch bridge area is used to adapt to the outer arc surface of the tire, thereby improving multi-angle shock absorption and buffering, and the arch bridge area is finally converged into the trapezoidal area in order to comply with the principles of mechanics and provide better support; this solution further provides grooves on both sides of the tire body. The design of the grooves can also reduce the amount of tire material used, reduce the weight of the tire, reduce the cost of the tire, and at the same time reduce the rigidity of both sides of the tire, further improving the shock absorption performance of the tire.

[0009] Preferably, the trapezoidal cross-section of the sink includes a first oblique side and a second oblique side;

[0010] The first oblique side is close to the outer arc of the tire body, and the second oblique side is close to the inner arc of the tire body;

[0011] The angle between the first oblique side and the axis of the tire body is greater than the angle between the second oblique side and the axis of the tire body;

[0012] In the above implementation process, this solution further adjusts the structure of the trough to make it suitable for some specific application scenarios. The angle between the first oblique side and the axis of the tire body is greater than the angle between the second oblique side and the axis of the tire body, which provides greater deformability compared to the equal-angle method.

[0013] Preferably, the angle between the first oblique side and the axis of the tire body is 22°-30°;

[0014] In the above implementation process, the angle should not be too large. If it is too large, it will affect the strength of the tire and cause serious deformation of the sidewall. If it is too small, the shock absorption effect will be small. Therefore, setting it within 22°-30° can achieve a better balance.

[0015] Preferably, the trapezoidal cross-section of the sink includes a first oblique side and a second oblique side;

[0016] The first oblique side is close to the outer arc of the tire body, and the second oblique side is close to the inner arc of the tire body;

[0017] The included angle between the first oblique side and the axis of the tire body is equal to the included angle between the second oblique side and the axis of the tire body.

[0018] Preferably, the sink includes a first trough body and a second trough body, and the first trough body is farther away from the axis of the tire body along the axial direction relative to the second trough body;

[0019] The plurality of sinks are composed of first and second trough bodies that alternate at equal angles.

[0020] In the above implementation process, the staggered setting adopted in this solution can improve the response speed of the sink to deformation caused by external force, thereby achieving better shock absorption.

[0021] Preferably, a reinforcement block is provided in the sink, and the cross section of the reinforcement block is trapezoidal, and the cross section of the reinforcement block is trapezoidal, and includes a first parallel side close to the tire body and a second parallel side away from the tire body, and the length of the first parallel side is greater than the length of the second parallel side;

[0022] In the above implementation process, the reinforcement block can enhance the anti-deformation strength to a certain extent. Specifically, it can be selected whether it is necessary to further tend to the tire strength according to the actual application scenario to achieve a better balance between shock absorption and strength.

[0023] Preferably, the cross section of the second cavity is gourd-shaped, and comprises an upper circular portion, a lower circular portion, and a connecting portion connecting the upper circular portion and the lower circular portion;

[0024] The center point of the upper circular portion and the center point of the trapezoidal cross section of the sink are in the same straight line;

[0025] In the above implementation process, the center point of the upper circular part and the center point of the sink are in the same straight line, so that they can bear the force together, have better strength in shock absorption and better shock absorption effect.

[0026] Preferably, the lower circular portion is closer to the axis of the tire body relative to the upper circular portion, and the area of ​​the lower circular portion is larger than the area of ​​the upper circular portion;

[0027] In the above implementation process, this solution takes into account the force mode of the tire to adjust the areas of the upper and lower circles, so that the lower circle closer to the tire axis has a larger area to make the force more balanced.

[0028] Preferably, the sum of the cross-sectional areas of the first cavity and the second cavity accounts for 12%-15% of the sum of the cross-sectional areas of the tire body;

[0029] In the above implementation process, the areas of the first cavity and the second cavity should not be too large, as this will affect the strength of the tire body, nor too small, as this will affect the shock absorption performance. Therefore, a better balance can be achieved under the above ratio.

[0030] Compared with the prior art, the beneficial effects of the present application are as follows: the tire provided by the present solution is formed with a first cavity and a second cavity, which can reduce the amount of tire material used, thereby reducing the weight of the tire and reducing the cost of the tire; in addition, due to the existence of the two cavities, they can interact with each other to effectively improve the shock absorption of the tire and the comfort during use; further, the cross-sectional figure of the first cavity includes an arch bridge area and a trapezoidal area, the arch bridge area is used to adapt to the outer arc surface of the tire, thereby improving multi-angle shock absorption and buffering, and the arch bridge area is finally converged into the trapezoidal area in order to comply with the principles of mechanics and provide better support; the present solution further provides grooves on both sides of the tire body. The design of the grooves can also reduce the amount of tire material used, reduce the weight of the tire, reduce the cost of the tire, and at the same time reduce the rigidity on both sides of the tire, further improving the shock absorption performance of the tire. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0032] Figure 1 This is a schematic diagram of the cross-sectional structure of a tire according to one embodiment of the present application;

[0033] Figure 2 This is a schematic diagram of the cross-sectional angle of a sink in one embodiment of the present application;

[0034] Figure 3 This is a schematic diagram of the tire side structure of one embodiment of the present application;

[0035] Among them: 10, tire body; 20, tread; 30, first cavity; 31, arch bridge area; 32, trapezoidal area; 40, second cavity; 41, upper circular part; 42, connecting part; 43, lower circular part; 50, sinking groove; 51, first trough body; 52, second trough body; 60, reinforcement block. DETAILED DESCRIPTION

[0036] The following diagrams illustrate various embodiments of the present application. For clarity, many practical details will be included in the following description. However, it should be understood that these practical details are not intended to limit the present application. In other words, in some embodiments of the present application, these practical details are not essential. Furthermore, to simplify the drawings, some conventional structures and components are depicted in a simplified schematic manner.

[0037] It should be noted that all directional indications such as up, down, left, right, front, back, etc. in the embodiments of the present application are only used to explain the relative position relationship, movement status, etc. between the various components in a certain specific posture as shown in the accompanying drawings. If the specific posture changes, the directional indication will also change accordingly.

[0038] In addition, in this application, descriptions such as "first" and "second" are only used for descriptive purposes and do not specifically refer to the order or ranking, nor are they used to limit this application. They are only used to distinguish components or operations described with the same technical terms, and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one such feature. In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the ability of ordinary technicians in this field to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by this application.

[0039] In order to further understand the content, features and effects of the utility model of the present application, the following embodiments are given as examples and described in detail with reference to the accompanying drawings:

[0040] Example

[0041] Pneumatic tires offer excellent cushioning properties and are the preferred choice for traditional automobile, bicycle, and other vehicle tires. However, pneumatic tires are prone to leaks and punctures, requiring frequent inflation, replacement, and repairs, causing inconvenience in production and daily life. Pneumatic tires omit the pneumatic inner tube and rely solely on the tire's own materials and structure for support and cushioning. For example, solid tires are suitable for some large load-carrying machinery, but they offer poor shock resistance, are heavy, and have high rigidity. To address these technical issues, this embodiment provides the following technical solutions:

[0042] For details, see Figure 1-3 This embodiment provides a non-inflation anti-vibration tire, comprising a tire body 10 and a tread 20 provided on the tire body 10; an annular first cavity 30 and a second cavity 40 are formed in the tire body 10;

[0043] Specifically, the cross section of the first cavity 30 is composed of an arch bridge area 31 and a trapezoidal area 32, wherein the top of the arch bridge area 31 faces the outer arc of the tire body 10. The cross sections of the first cavity 30 and the second cavity 40 are both symmetrical and share the same symmetry line. The second cavity 40 is closer to the inner arc of the tire body 10 relative to the first cavity 30, and the symmetry line of the first cavity 30 coincides with a radial line of the tire body 10.

[0044] For further information, see Figure 1 ,and Figure 3 , a plurality of grooves 50 are formed on the sidewall of the tire body 10, the cross section of the groove 50 is trapezoidal, and the plurality of grooves 50 are distributed at equal angles around the tire body 10;

[0045] In the above scheme, the tire provided by this scheme is formed with a first cavity 30 and a second cavity 40, which can reduce the amount of tire material used, thereby reducing the weight of the tire and reducing the cost of the tire; in addition, due to the existence of the two cavities, they can interact with each other to effectively improve the shock absorption of the tire and the comfort during use; further, the cross-sectional figure of the first cavity 30 includes an arch bridge area 31 and a trapezoidal area 32, the arch bridge area 31 is used to adapt to the outer arc surface of the tire, thereby improving multi-angle shock absorption and buffering, and the arch bridge area 31 finally converges into the trapezoidal area 32 in order to comply with the principles of mechanics and provide better support; this scheme further provides grooves 50 on both sides of the tire body 10. The design of the grooves 50 can also reduce the amount of tire material used, reduce the weight of the tire, reduce the cost of the tire, and at the same time reduce the rigidity of both sides of the tire, further improving the shock absorption performance of the tire.

[0046] Specifically, the trapezoidal cross-section of the sink 50 includes a first oblique side and a second oblique side;

[0047] Furthermore, the first oblique side is close to the outer arc of the tire body 10, and the second oblique side is close to the inner arc of the tire body 10;

[0048] Specifically, the angle α between the first oblique side and the axis of the tire body 10 is greater than the angle β between the second oblique side and the axis of the tire body 10;

[0049] In the above scheme, this scheme further adjusts the structure of the trough 50 to make it suitable for some specific application scenarios. The angle between the first oblique side and the axis of the tire body 10 is greater than the angle between the second oblique side and the axis of the tire body 10, which provides greater deformability compared to the equal-angle method.

[0050] Furthermore, the angle between the first oblique side and the axis of the tire body 10 is 22°-30°;

[0051] In the above scheme, the angle should not be too large. If it is too large, it will affect the strength of the tire and cause serious deformation of the sidewall. If it is too small, the shock absorption effect will be small. Therefore, setting it within 22°-30° can achieve a better balance.

[0052] Specifically, the trapezoidal cross-section of the sink 50 includes a first oblique side and a second oblique side;

[0053] Furthermore, the first oblique side is close to the outer arc of the tire body 10, and the second oblique side is close to the inner arc of the tire body 10;

[0054] Specifically, the angle between the first oblique side and the axis of the tire body 10 is equal to the angle between the second oblique side and the axis of the tire body 10 .

[0055] Furthermore, the sink 50 includes a first groove body 51 and a second groove body 52. ​​The first groove body 51 is farther away from the axis of the tire body 10 relative to the second groove body 52.

[0056] Specifically, the plurality of sinks 50 are composed of first groove bodies 51 and second groove bodies 52 that alternate at equal angles.

[0057] In the above-mentioned solution, the staggered arrangement adopted in this solution can improve the response speed of the sink 50 to deformation caused by external force, thereby achieving better shock absorption.

[0058] Specifically, a reinforcement block 60 is provided in the sink 50. The cross-section of the reinforcement block 60 is trapezoidal. The cross-section of the reinforcement block 60 includes a first parallel side close to the tire body 10 and a second parallel side away from the tire body 10. The length of the first parallel side is greater than the length of the second parallel side.

[0059] In the above solution, the reinforcing block 60 can enhance the anti-deformation strength to a certain extent. Specifically, it can be selected according to the actual application scenario whether it is necessary to further tend to the tire strength to achieve a better balance between shock absorption and strength.

[0060] Specifically, the cross section of the second cavity 40 is gourd-shaped, and includes an upper circular portion 41, a lower circular portion 43, and a connecting portion 42 connecting the upper circular portion 41 and the lower circular portion 43;

[0061] Furthermore, the center point of the upper circular portion 41 and the center point of the trapezoidal cross section of the sink 50 are in the same straight line;

[0062] In the above solution, the center point of the upper circular portion 41 and the center point of the sink 50 are in the same straight line, so that they can bear the force together, and the strength and shock absorption effect are better.

[0063] Specifically, the lower circular portion 43 is closer to the axis of the tire body relative to the upper circular portion 41, and the area of ​​the lower circular portion 43 is larger than that of the upper circular portion 41;

[0064] In the above scheme, this scheme adjusts the areas of the upper circular portion 41 and the lower circular portion 43 in consideration of the force applied to the tire, so that the lower circular portion 43 closer to the tire axis has a larger area to make the force more balanced.

[0065] Specifically, the sum of the cross-sectional areas of the first cavity 30 and the second cavity 40 accounts for 12%-15% of the sum of the cross-sectional areas of the tire body 10;

[0066] In the above solution, the area of ​​the first cavity 30 and the second cavity 40 should not be too large, as this will affect the strength of the tire body, nor too small, as this will affect the shock absorption performance. Therefore, a better balance can be achieved under the above ratio.

[0067] The above description is only a preferred embodiment of the present application and does not constitute any form of limitation to the present application. Any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present application fall within the scope of the technical solution of the present application.

Claims

1. A non-inflatable, shock-resistant tire, characterized by: The invention comprises a tire body and a tread provided on the tire body; a first annular cavity and a second annular cavity are formed in the tire body; The cross section of the first cavity is composed of an arch bridge region and a trapezoidal region, wherein the arc top of the arch bridge region faces the outer arc of the tire body; the cross sections of the first cavity and the second cavity are both symmetrical and share the same symmetry line; the second cavity is closer to the inner arc of the tire body relative to the first cavity, and the symmetry line of the first cavity coincides with a radial line of the tire body; A plurality of grooves are formed on the sidewall of the tire body, wherein the cross section of the grooves is trapezoidal, and the grooves are distributed at equal angles around the tire body; The sink includes a first groove body and a second groove body, wherein the first groove body is farther away from the axis of the tire body relative to the second groove body along the axial direction of the tire body; The plurality of sinks are composed of first and second sink bodies which are alternately surrounded at equal angles.

2. The airless, shock-resistant tire according to claim 1, characterized in that: The trapezoidal cross-section of the sink includes a first oblique side and a second oblique side; The first oblique side is close to the outer arc of the tire body, and the second oblique side is close to the inner arc of the tire body; An included angle between the first oblique side and the axis of the tire body is greater than an included angle between the second oblique side and the axis of the tire body.

3. The airless, shock-resistant tire according to claim 2, characterized in that: The angle between the first oblique side and the axis of the tire body is 22°-30°.

4. The airless, shock-resistant tire according to claim 1, wherein: The trapezoidal cross-section of the sink includes a first oblique side and a second oblique side; The first oblique side is close to the outer arc of the tire body, and the second oblique side is close to the inner arc of the tire body; The included angle between the first oblique side and the axis of the tire body is equal to the included angle between the second oblique side and the axis of the tire body.

5. The airless, shock-resistant tire according to claim 1, characterized in that: A reinforcement block is provided in the trough, and the cross-section of the reinforcement block is trapezoidal. The cross-section of the reinforcement block is trapezoidal, and includes a first parallel side close to the tire body and a second parallel side away from the tire body. The length of the first parallel side is greater than the length of the second parallel side.

6. The airless, shock-resistant tire according to claim 1, characterized in that: The cross section of the second cavity is gourd-shaped and includes an upper circular portion, a lower circular portion, and a connecting portion connecting the upper circular portion and the lower circular portion; The center point of the upper circular portion and the center point of the trapezoidal cross section of the sink are in the same straight line.

7. The airless, shock-resistant tire according to claim 6, characterized in that: The lower circular portion is closer to the axis of the tire body than the upper circular portion, and the area of ​​the lower circular portion is larger than the area of ​​the upper circular portion.

8. The airless, shock-resistant tire according to claim 1, characterized in that: The sum of the cross-sectional areas of the first cavity and the second cavity accounts for 12%-15% of the sum of the cross-sectional areas of the tire body.

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