Anti-loosening solid tire

Abstract

The utility model discloses an anti-loosening solid tire which comprises an annular tire body and a plurality of reinforcing pieces arranged in the tire body, the reinforcing pieces are made of hard materials, the reinforcing pieces are annularly distributed in the tire body at intervals, and the distribution track of the reinforcing pieces is coaxial with the tire body; when the inner ring of the tire body is subjected to external expansion force, the tire body between any two adjacent reinforcements is stretched and deformed, so that the intervals among the reinforcements are expanded, and the whole tire body is expanded and deformed; and when the inner ring of the tire body is loosened, the tire body between any two adjacent reinforcements is recovered under the action of self elasticity, so that the intervals among the reinforcements are reduced, and the whole tire body is recovered. According to the anti-loosening solid tire provided by the invention, by arranging the reinforcing pieces which are annularly distributed at intervals, the phenomenon of tire body knocking-over can be effectively avoided, the tire body can be assembled on a single-piece type hub and a double-piece type hub, and the practicability is good.

Description

Technical Field

[0001] The utility model generally relates to the technical field of tires, and in particular to an anti-loosening solid tire. Background Art

[0002] Tires are circular, ground-contacting, rolling, elastic rubber products installed on various vehicles or machinery. They are generally divided into hollow tires and solid tires. Solid tires are usually solid structures made of foam or other rubber materials and are widely used in assembled solid wheels. Solid tires are often assembled by clamping the solid tire with a two-piece hub or by expanding the solid tire and pressing it into a single-piece hub. When assembled wheels encounter obstacles in the application of universal wheels, resulting in inflexible or stuck wheel rotation, there is a risk of tire detachment. Although this risk occurs very rarely, if it occurs in certain special application scenarios, such as electric wheelchairs used by people with disabilities, the detachment of the caster wheel's solid tire can cause the wheelchair to overturn, leading to falls and other personal injuries to the disabled.

[0003] In order to solve the problem of solid tire support, the existing patent provides an anti-debonding solid tire (patent number: CN201010143265.9). An annular hard insert is embedded in the carcass of the solid tire. Because hard materials generally do not have elasticity, after the tire is assembled with the wheel hub, the hard insert always maintains the same relative position with the wheel hub. Therefore, even if the solid tire is deformed due to elastic fatigue after a period of use and then becomes loose, the hard insert will always have a clamping force to grasp the solid carcass, so that the tire will not fall off the wheel hub, thereby preventing the phenomenon of wheel unseat.

[0004] However, the above solution has the following problems: the solid tire is assembled by disassembling the two-piece wheel hub and clamping the solid tire in the middle; however, for the single-piece wheel hub that cannot be disassembled, the annular hard insert makes it impossible for the tire body to expand and deform, resulting in the solid tire being unable to be fitted on the single-piece wheel hub, resulting in poor practicality. Summary of the Invention

[0005] In view of the above-mentioned defects or deficiencies in the prior art, it is desirable to provide a solid tire that prevents loosening. By providing a reinforcement made of a hard material at the position where the tire carcass and the wheel hub meet, when the universal wheel is not flexible or stuck, the reinforcement can firmly limit the wheel hub even when the tire carcass is deformed, thereby preventing the tire carcass from falling off the wheel hub. In addition, by distributing a number of reinforcements in an annular shape inside the tire carcass, the tire carcass between adjacent reinforcements can still produce elastic deformation under the action of external force, and drive the spacing between adjacent reinforcements to increase or decrease, thereby allowing the inner ring of the tire carcass to still expand, and after being inserted into the single-piece wheel hub, it can still be restored by elastic deformation and tightly adhere to the circumference of the wheel hub, which is more practical.

[0006] The effect of the utility model is achieved in this way:

[0007] The present application provides an anti-loosening solid tire, comprising an annular tire body and a plurality of reinforcements arranged inside the tire body, wherein the reinforcements are made of a hard material, and the plurality of reinforcements are distributed in an annular manner inside the tire body at intervals, and the distribution trajectory of the plurality of reinforcements is coaxial with the tire body; when the inner ring of the tire body is subjected to an external expansion force, the tire body between any two adjacent plurality of reinforcements is stretched and deformed, thereby causing the intervals between the plurality of reinforcements to expand and the tire body as a whole to be expanded and deformed; when the inner ring of the tire body is loosened, the tire body between any two adjacent plurality of reinforcements recovers under the action of its own elastic force, thereby causing the intervals between the plurality of reinforcements to shrink and the tire body as a whole to recover.

[0008] Furthermore, the carcass includes a fitting portion near the inner ring, which is configured to fit the concave surface of the wheel hub. A reinforcement member is provided in the fitting portion, so that when the carcass is sleeved onto the wheel hub, the reinforcement member is embedded in the concave surface of the wheel hub. This further enhances the connection strength between the reinforcement member and the wheel hub and reduces the risk of carcass unseating.

[0009] Furthermore, the reinforcement extends toward the carcass axis to form an abutment. When the carcass is fitted onto the wheel hub, the abutment contacts the bottom of the concave surface around the wheel hub, thereby clamping the wheel hub to the carcass inner ring. The abutment contacts the bottom of the concave surface around the wheel hub, constraining both side walls and the bottom of the concave surface of the wheel hub with the reinforcement. This further enhances the connection strength between the reinforcement and the wheel hub, effectively reducing the risk of carcass unseating.

[0010] Furthermore, the abutting portion is a stepped protrusion, which ensures the connection strength between the reinforcement member and the wheel hub while enabling the reinforcement member to adapt to various types of wheel hubs, further improving the practicality of the carcass.

[0011] Furthermore, the reinforcement is a plastic member made of reinforced nylon. Reinforced nylon not only has good injection molding properties and is easy to manufacture, but also has high tensile and flexural strength. This allows the reinforcement to maintain structural stability when the tire carcass is deformed by external forces, thereby stably limiting the concave surface around the wheel hub and preventing the tire carcass from being removed from the wheel hub.

[0012] Furthermore, at least three reinforcement members are provided in the carcass. By providing multiple groups of reinforcement members, the wheel hub is constrained by the reinforcement members in multiple directions, thereby ensuring the connection strength between the wheel hub and the carcass.

[0013] The anti-loosening solid tire provided by the present application has a rigid reinforcement member disposed at the joint between the tire carcass and the wheel hub. This allows the reinforcement member to securely hold the wheel hub in place even when the tire carcass deforms, preventing the tire carcass from falling off the wheel hub when the universal wheel is sluggish or stuck. Furthermore, by distributing the reinforcement members in an annular pattern within the tire carcass, the tire carcass between adjacent reinforcement members can still undergo elastic deformation under the action of external forces, driving the spacing between adjacent reinforcement members to expand or contract. This allows the tire carcass' inner ring to expand and, after being inserted into a single-piece wheel hub, to recover and adhere closely to the wheel hub's circumference thanks to its elastic deformation capacity. For a two-piece wheel hub, the wheel hubs can still be separated and installed on the left and right sides of the tire carcass, respectively. After the two wheel hubs are secured, the tire carcass can be clamped in between to achieve assembly. Thus, the tire carcass not only effectively prevents wheel unseating but also can be assembled with both single-piece and two-piece wheel hubs, resulting in improved practicality. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Other features, objects and advantages of the present application will become more apparent upon reading the detailed description of non-limiting embodiments made with reference to the following drawings:

[0015] Figure 1 A schematic diagram of the three-dimensional structure of the anti-loosening tire provided in an embodiment of the present application;

[0016] Figure 2 A schematic diagram of the three-dimensional structure of the rear tire body provided by the embodiment of the present application;

[0017] Figure 3 A schematic diagram of the longitudinal cross-sectional structure of the carcass in its initial state provided by an embodiment of the present application;

[0018] Figure 4 A schematic diagram of the longitudinal cross-sectional structure of the carcass provided in an embodiment of the present application when stretched;

[0019] Figure 5 A schematic diagram of the transverse cross-sectional structure of a carcass provided in an embodiment of the present application;

[0020] Figure 6 A schematic diagram of the three-dimensional structure of the reinforcement member provided in an embodiment of the present application.

[0021] The reference numerals are: 1-carcass, 101-fitting portion, 2-reinforcement member, 210-contact portion, 3-hub, 301-concave surface. DETAILED DESCRIPTION

[0022] The present application will be further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are merely for the purpose of explaining the relevant utility model and are not intended to limit the utility model. It should also be noted that, for ease of description, only the portions relevant to the utility model are shown in the accompanying drawings.

[0023] Please refer to the attached Figure 1-6 The embodiment of the present application provides an anti-loosening solid tire, including a ring-shaped carcass 1 and a plurality of reinforcements 2 arranged inside the carcass 1, the reinforcements 2 are made of hard material, and the plurality of reinforcements 2 are distributed in an annular manner inside the carcass 1, and the distribution trajectory of the plurality of reinforcements 2 is coaxial with the carcass 1; when the inner ring of the carcass 1 is subjected to an external expansion force, the carcass 1 between any two adjacent plurality of reinforcements 2 is stretched and deformed, thereby causing the interval between the plurality of reinforcements 2 to expand, and the carcass 1 is expanded and deformed as a whole; when the inner ring of the carcass 1 is loosened, the carcass 1 between any two adjacent plurality of reinforcements 2 recovers under the action of its own elastic force, thereby causing the interval between the plurality of reinforcements 2 to shrink, and the carcass 1 recovers as a whole.

[0024] In this embodiment, by providing a rigid reinforcement 2 at the interface between the tire carcass 1 and the wheel hub 3, even when the universal wheel is experiencing stiffness or stalling, the reinforcement 2 securely holds the wheel hub 3 in place, even if the tire carcass 1 deforms, thereby preventing the tire carcass 1 from falling off the wheel hub 3. Furthermore, by distributing a plurality of reinforcements 2 annularly within the tire carcass 1, the tire carcass 1 between adjacent reinforcements 2 can still undergo elastic deformation under the action of external forces, causing the spacing between adjacent reinforcements 2 to expand or contract. This allows the inner ring of the tire carcass 1 to expand and, after being inserted into a single-piece wheel hub, to recover and adhere closely to the wheel hub 3 using its elastic deformation capacity. For a two-piece wheel hub, the wheel hub 3 can be separated and installed on the left and right sides of the tire carcass 1, and then the two wheels can be secured and the tire carcass 1 clamped between them for assembly. Thus, the tire carcass 1 not only effectively prevents wheel unseating but also can be assembled with both single-piece and two-piece wheel hubs, offering excellent practicality.

[0025] The tire body 1 is cast using a casting process. The manufacturing principle is similar to a solid tire manufacturing method disclosed in a prior patent (Application No. CN201010107912.0). The mold comprises a closable upper and lower molds. The reinforcement 2 is secured to the annular inner wall of the lower mold via tabs. After the mold is closed, liquid foam is injected through the mold's pouring hole, filling the mold cavity and evenly enveloping the reinforcement 2. Once the foam solidifies, the tire body 1, encapsulating the reinforcement 2, is formed. The tire body 1 is removed, and the burrs and exposed protrusions are trimmed to complete the manufacturing process.

[0026] Please refer to the attached Figure 5In some embodiments of the present application, the carcass 1 includes a fitting portion 101 close to the inner ring, and the fitting portion 101 is configured to fit the concave surface 301 on the circumferential side of the hub 3; the reinforcement 2 is embedded in the fitting portion 101, so that when the carcass 1 is sleeved on the hub 3, the reinforcement 2 is embedded in the concave surface 301 on the circumferential side of the hub 3.

[0027] In this embodiment, by arranging the reinforcement 2 in the fitting portion 101 that fits the concave surface 301, when the tire body 1 is sleeved on the wheel hub 3, the reinforcement 2 can be buried in the concave surface 301 on the circumferential side of the wheel hub 3, thereby further improving the connection strength between the reinforcement 2 and the wheel hub 3 and further reducing the risk of the tire body 1 being unhooked.

[0028] Please refer to the attached Figure 5-6 In some embodiments of the present application, the reinforcement 2 protrudes toward one side of the axis of the carcass 1 to form an abutment portion 210. When the carcass 1 is sleeved on the wheel hub 3, the abutment portion 210 abuts against the bottom of the concave surface 301 on the circumferential side of the wheel hub 3, thereby clamping the wheel hub 3 to the inner ring of the carcass 1 by several reinforcements.

[0029] In this embodiment, the abutment portion 210 abuts against the bottom of the concave surface 301 on the circumferential side of the hub 3, so that both side walls and the bottom of the concave surface 301 of the hub 3 are constrained by the reinforcement 2, further improving the connection strength between the reinforcement 2 and the hub 3, and effectively reducing the risk of the carcass 1 being unhooked.

[0030] Please refer to the attached Figure 5-6 In some embodiments of the present application, the abutting portion 210 is a stepped protrusion.

[0031] In this embodiment, the depth and width of the concave surface 301 vary to varying degrees for different models of wheel hubs 3. By configuring the abutment portion 210 as a stepped structure, concave surfaces 301 of varying depths and widths can abut against different stepped surfaces of the abutment portion 210. This ensures the connection strength between the reinforcement member 2 and the wheel hub 3 while allowing the reinforcement member 2 to adapt to various models of wheel hubs 3, further enhancing the practicality of the carcass 1.

[0032] The profile of the reinforcement 2 is consistent with the profile of the concave surface 301 on the circumferential side of the hub 3 to be assembled, so that the fitting portion 101 can be completely fitted into the concave surface 301 of the hub 3 and the reinforcement 2 is completely buried in the above-mentioned concave surface 301, ensuring the connection strength between the hub 3 and the tire body 1.

[0033] Please refer to the attached Figure 6In some embodiments of the present application, the reinforcement member 2 is a plastic member, and the material of the reinforcement member 2 includes reinforced nylon. Reinforced nylon not only has good injection molding properties and is easy to manufacture, but also has high tensile strength and bending strength. When the tire carcass 1 is deformed by external forces, the reinforcement member 2 can maintain structural stability, thereby stably restraining the concave surface 301 on the side of the wheel hub 3 and preventing the tire carcass 1 from falling off the wheel hub 3.

[0034] Among them, preferably, the components of the reinforced nylon include 30% glass staple fibers. The addition of glass staple fibers can effectively improve the strength and rigidity of the reinforced nylon, and it is not easy to bend or deform when subjected to external extrusion or impact.

[0035] Please refer to the attached Figure 3 In some embodiments of the present application, at least three reinforcement members 2 are provided in the carcass 1. By providing multiple groups of reinforcement members 2, the wheel hub 3 is constrained by the reinforcement members 2 in multiple directions, thereby ensuring the connection strength between the wheel hub 3 and the carcass 1.

[0036] Preferably, ten reinforcement members 2 are arranged in an annular pattern within the carcass 1, so that the wheel hub 3 can be stably pressed between the ten reinforcement members 2, effectively improving the connection strength between the carcass 1 and the wheel hub 3 and preventing the carcass 1 from being dislodged. Of course, in other embodiments of the present application, the number of reinforcement members 2 within the carcass 1 can also be four, five, six, etc.

[0037] It should be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like used above to indicate orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "multiple" means more than three.

[0038] The above description is merely a preferred embodiment of the present application and an illustration of the technical principles employed. Those skilled in the art should understand that the scope of the utility model disclosed in this application is not limited to the technical solutions formed by the specific combination of the above-mentioned technical features, but also encompasses other technical solutions formed by any combination of the above-mentioned technical features or their equivalents without departing from the concept of the utility model. For example, a technical solution formed by replacing the above-mentioned features with (but not limited to) technical features with similar functions disclosed in this application.

Claims

1. A solid tire that prevents loosening, characterized in that: The invention comprises a ring-shaped carcass (1) and a plurality of reinforcing members (2) arranged inside the carcass (1), wherein the reinforcing members (2) are made of a hard material, and the plurality of reinforcing members (2) are distributed in a ring-shaped manner inside the carcass (1), and the distribution track of the plurality of reinforcing members (2) is coaxial with the carcass (1); when the inner ring of the carcass (1) is subjected to an external expansion force, the carcass (1) between any two adjacent plurality of reinforcing members (2) is stretched and deformed, thereby causing the interval between the plurality of reinforcing members (2) to expand, and the carcass (1) is expanded and deformed as a whole; when the inner ring of the carcass (1) is loosened, the carcass (1) between any two adjacent plurality of reinforcing members (2) is restored under the action of its own elastic force, thereby causing the interval between the plurality of reinforcing members (2) to shrink, and the carcass (1) is restored as a whole.

2. The anti-loosening solid tire according to claim 1, characterized in that: The carcass (1) comprises a fitting portion (101) close to the inner ring, wherein the fitting portion (101) is configured to fit a concave surface (301) on the circumferential side of the wheel hub (3); the reinforcement (2) is embedded in the fitting portion (101), so that when the carcass (2) is sleeved on the wheel hub (3), the reinforcement (2) is embedded in the concave surface (301) on the circumferential side of the wheel hub (3).

3. The anti-loosening solid tire according to claim 2, characterized in that: The reinforcement member (2) protrudes toward one side of the axis of the carcass (1) to form an abutment portion (210). When the carcass (1) is sleeved on the wheel hub (3), the abutment portion (210) abuts against the bottom of the concave surface (301), thereby allowing the wheel hub (3) to be clamped to the inner ring of the carcass (1) by the plurality of reinforcement members (2).

4. The anti-loosening solid tire according to claim 3, characterized in that: The abutting portion (210) is a stepped protrusion.

5. The anti-loosening solid tire according to claim 1, characterized in that: The reinforcement member (2) is a plastic member, and the material of the reinforcement member (2) includes reinforced nylon.

6. The anti-loosening solid tire according to claim 1, characterized in that: At least three reinforcement members (2) are provided in the carcass (1).

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