Spoke structure of closed non-pneumatic tire, wheel and vehicle

Abstract

The utility model discloses a spoke structure of a closed non-pneumatic tire, a wheel and a vehicle, and relates to the technical field of vehicles, the inner peripheral side of the spoke structure is connected with a hub, the outer peripheral side of the spoke structure is connected with a tread, and the spoke structure comprises an inner ring, a plurality of spokes, an outer ring and at least one sidewall. The inner ring is mounted on the peripheral side of the hub; the first ends of the spokes are connected with the inner ring; the outer ring is connected with the second ends of the spokes, the outer ring is arranged on the peripheral side of the inner ring in a sleeving mode, and the tread is connected with the outer ring; the tire side covers one sides of the spokes in the axis direction at the same time, the tire side, the inner ring and the outer ring are matched to form a closed cavity, and the spokes are arranged in the closed cavity. According to the tire, gravel and other dirt can be effectively prevented from entering the tire in the driving process, large air resistance possibly generated in the driving process can be reduced, the bearing performance is improved, and the lateral rigidity is enhanced.

Description

Technical Field

[0001] This application relates to the field of transportation technology, and in particular to a spoke structure of a closed non-pneumatic tire, a wheel, and a vehicle. Background Technology

[0002] In today's automotive and mechanical industries, pneumatic tires have become a common and widely used wheel structure. These tires typically consist of three main parts: the rim, spokes, and tread, which together form a robust and practical wheel system. They offer many significant advantages. First, because they do not require inflation, they eliminate the risk of sudden malfunctions due to tire leaks, thus improving vehicle reliability and safety. Second, pneumatic tires perform better on rough roads because they are less prone to punctures from sharp objects, reducing the risk of unexpected stopping.

[0003] However, despite the numerous advantages of pneumatic tires, the spoke structure of most currently available closed-spoke pneumatic tires still suffers from some design flaws. Specifically, the sides of the spokes are typically open, meaning the support structure is exposed. While this design offers certain advantages, it also introduces potential problems. For instance, when vehicles travel on rough surfaces such as sand or mud, foreign objects can easily enter the open sides of the spokes. Once inside, these objects directly affect the elasticity of the support structure, significantly shortening the tire's lifespan. Furthermore, these objects can cause serious damage to the support structure, even leading to its breakage, thus threatening driving safety.

[0004] In addition to the above, existing spoked closed-type non-pneumatic tire structures have another significant problem: insufficient lateral support. Due to weak lateral support, the tires are prone to skidding when the vehicle is cornering or making emergency maneuvers. This skidding not only affects vehicle handling but can also lead to traffic accidents, endangering the safety of the driver and passengers. Therefore, how to improve the existing spoked closed-type non-pneumatic tire structure and enhance its lateral support has become an urgent technical challenge. Utility Model Content

[0005] This application provides a spoke structure, wheel, and vehicle for a closed non-pneumatic tire, which can effectively prevent sand and other dirt from entering the tire during driving, and also helps to reduce the large air resistance that may be generated during driving, and improves load-bearing performance and enhances lateral stiffness.

[0006] In a first aspect, embodiments of this application provide a spoke structure for a closed non-pneumatic tire, wherein the inner circumferential side of the spoke structure is connected to the hub, and the outer circumferential side of the spoke structure is connected to the tread. The spoke structure includes an inner ring, a plurality of spokes, an outer ring, and at least one tread sidewall.

[0007] The inner ring is installed on the outer periphery of the hub; the first end of the spoke is connected to the inner ring; the outer ring is connected to the second end of the spoke, and the outer ring is fitted on the outer periphery of the inner ring. The tread is connected to the outer ring; the sidewall simultaneously covers one side of the axis of multiple spokes. The sidewall, inner ring and outer ring cooperate to form a closed cavity, and multiple spokes are set in the closed cavity.

[0008] This application provides a spoke structure design for a closed-loop, non-pneumatic tire, designed to provide a more robust and durable tire solution. In this structure, the inner circumference of the spoke structure is tightly connected to the hub, while the outer circumference of the spoke structure is firmly bonded to the tread. The spoke structure itself consists of several key parts, including an inner ring, multiple spokes, an outer ring, and at least one sidewall.

[0009] The inner ring is precisely mounted on the outer circumference of the rim, ensuring a tight fit. The first end of each spoke is connected to the inner ring, while the outer ring is connected to the second end of the spoke, forming a stable and reliable connection. The outer ring is fitted around the outer circumference of the inner ring, ensuring the overall structural stability. The tread is tightly connected to the outer ring, ensuring the tire's proper function and durability.

[0010] The sidewall design is a key feature of the spoke structure. The sidewall can cover one side of multiple spoke axes, working in conjunction with the inner and outer rings to form a closed cavity. This design not only effectively prevents sand and other contaminants from entering the tire during driving, thus avoiding potential damage, but also significantly enhances the internal protective performance of the closed, non-pneumatic tire spoke structure, thereby extending tire lifespan.

[0011] The sidewall design also helps reduce significant air resistance during driving, effectively reducing noise. This noise reduction not only improves driving comfort but also enhances tire range, allowing the vehicle to operate more efficiently.

[0012] The spoke structure of closed-type non-pneumatic tires, through the design of the sidewalls, effectively improves load-bearing capacity and enhances lateral stiffness. This solves the stability problems that traditional non-pneumatic tires may encounter during cornering, making vehicles more stable and safer when turning or changing lanes.

[0013] In some examples, a sidewall is provided, which is located on the inside of the non-pneumatic tire, and the sidewall, inner ring and outer ring cooperate to form a closed cavity on the inside.

[0014] Alternatively, one can be provided on the sidewall, which is located on the outside of the non-pneumatic tire, and the sidewall, inner ring, and outer ring work together to form a closed cavity on the outside.

[0015] Alternatively, there are two sidewalls, located on both sides of a non-pneumatic tire. The sidewalls, inner ring, and outer ring work together to form a closed cavity on both sides.

[0016] In some specific embodiments, the non-pneumatic tire has a sidewall located on the inner side of the tire. In this configuration, the sidewall, inner rim, and outer rim work together to form a closed, internally sealed cavity. This design effectively prevents some sand and other contaminants from entering the tire during driving, thereby enhancing the internal protective performance of the closed non-pneumatic tire spoke structure and ultimately improving tire lifespan.

[0017] In other examples, non-pneumatic tires also have a sidewall, but this sidewall is located on the outer side of the tire. In this case, the sidewall, inner bead, and outer bead work together to form a closed cavity on the outside. This design also prevents the intrusion of sand and dirt, while effectively avoiding the large air resistance that may be generated during driving, thereby effectively reducing noise and improving the tire's range.

[0018] In a further example, the pneumatic tire has two sidewalls, located on either side of the tire. In this configuration, the two sidewalls, the inner rim, and the outer rim work together to form a closed cavity on both sides. This closed-sided design effectively prevents the intrusion of sand and dirt, enhancing the internal protection of the closed pneumatic tire spoke structure and increasing tire lifespan. It also effectively improves the load-bearing capacity of the closed pneumatic tire spoke structure and enhances lateral stiffness. This design helps address steering instability issues, thereby improving the overall performance and safety of the tire.

[0019] In some examples, at least one heat dissipation hole is provided on the tire sidewall.

[0020] The tire sidewall has at least one hole for heat dissipation. These holes help improve the tire's heat dissipation performance during prolonged use or in high-temperature environments, thereby extending the tire's lifespan and ensuring its optimal working condition. By providing such holes in the sidewall, heat accumulated inside the tire can be effectively dissipated, reducing the risk of tire performance degradation or damage due to excessive heat.

[0021] In some examples, the heat dissipation holes are heat dissipation gaps smaller than the preset size, or the heat dissipation holes are at least one of round holes, square holes, elliptical holes, and fan-shaped holes.

[0022] The heat dissipation holes can be gaps smaller than a pre-defined standard size; if necessary, they can be omitted. These holes can also be openings of various shapes and sizes, such as circular, square, oval, or fan-shaped holes. The shape and size of these holes can be selected and designed according to heat dissipation requirements, and are not limited to the types listed above, to ensure that the equipment can effectively dissipate heat during operation, thereby maintaining equipment stability and extending its service life.

[0023] In some examples, the sidewall is a ring structure, with the inner circumference of the sidewall being integrally formed with or detachably connected to the inner ring; and / or, the outer circumference of the sidewall being integrally formed with or detachably connected to the outer ring.

[0024] The sidewall can have a ring-shaped structure. This ring-shaped sidewall structure can be designed to be integrally formed with the inner ring, meaning the inner circumference of the sidewall is tightly connected to the inner ring, forming an inseparable whole. Alternatively, the inner circumference of the sidewall can be designed to be detachable, allowing for easy separation of the sidewall from the inner ring when needed.

[0025] Similarly, the outer periphery of the tire sidewall can be integrally molded with the outer rim, meaning the outer periphery of the sidewall is tightly connected to the outer rim, forming an inseparable whole. Alternatively, the outer periphery of the sidewall can be designed as a detachable connection, allowing for easy separation from the outer rim under specific circumstances. This design flexibility enables more convenient maintenance and replacement of the tire during use, based on actual needs.

[0026] In some examples, the inner circumferential side of the sidewall is vulcanized to the inner ring, and the outer circumferential side of the sidewall is vulcanized to the outer ring; or,

[0027] The inner circumference of the tire sidewall is detachably connected to the inner ring via a fixing component, and the outer circumference of the tire sidewall is detachably connected to the outer ring via a fixing component.

[0028] In some specific examples, the inner circumferential edge of the tire sidewall is tightly bonded to the inner ring of the tire through a vulcanization process, ensuring a strong bond between the two. Similarly, the outer circumferential edge of the tire sidewall is also tightly bonded to the outer ring of the tire through a vulcanization process, thereby achieving a stable connection between the sidewall and the outer ring.

[0029] In addition, there is another scenario where the inner circumferential edge of the tire sidewall is detachably connected to the inner ring via a specific fixing component. This allows the sidewall to be easily separated from the inner ring when needed. Similarly, the outer circumferential edge of the tire sidewall is also detachably connected to the outer ring via a similar fixing component, enabling convenient separation of the sidewall from the outer ring under certain circumstances. This design ensures both the overall performance of the tire and provides flexibility during maintenance or component replacement.

[0030] In some examples, the sidewall is a polyurethane flexible ring, with the inner circumference of the polyurethane flexible ring vulcanized to the inner ring and the outer circumference of the polyurethane flexible ring vulcanized to the outer ring.

[0031] The tire sidewall can be made of a flexible ring of polyurethane. The inner periphery of this flexible polyurethane ring is firmly bonded to the tire's inner ring through a vulcanization process, ensuring a tight bond between the sidewall and the inner ring. Similarly, the outer periphery of the flexible polyurethane ring is also tightly bonded to the tire's outer ring through a vulcanization process, thus creating a strong connection between the entire sidewall and the outer ring. This design not only enhances the overall structural stability of the tire but also improves its adaptability and durability under various road conditions.

[0032] In some examples, the surface of the sidewall is provided with a reinforcing structure, or the interior of the sidewall is embedded with reinforcing ribs.

[0033] The tire sidewall surface is designed and equipped with reinforcing structures, which can be raised textures, ribs, or other forms of reinforcement. This design aims to improve the strength and durability of the sidewall, preventing excessive deformation or damage caused by external forces during driving.

[0034] Reinforcing ribs can also be embedded or built into the tire sidewall. These ribs are typically made of high-strength materials, effectively improving the sidewall's rigidity and impact resistance. In this way, the tire maintains better stability and handling when facing complex road conditions, thereby extending tire life and improving driving safety. These reinforcing ribs can be made of materials such as metal or high-strength plastics to provide additional support and protection.

[0035] Secondly, embodiments of this application provide a wheel, including a hub, the spoke structure of the aforementioned closed non-pneumatic tire, and a tread, wherein the spoke structure is mounted on the outer periphery of the hub; and the tread is mounted on the outer periphery of the spoke structure.

[0036] Wheels with the aforementioned spoke structure can prevent sand and dirt from entering during driving through the sidewall design, enhancing the internal protection performance of the spoke structure of closed non-pneumatic tires and improving tire lifespan. They can also effectively avoid the drawback of high air resistance during driving, reduce noise, and improve range. Furthermore, they can effectively improve the load-bearing capacity and lateral stiffness of the spoke structure of closed non-pneumatic tires, solving the problem of steering instability.

[0037] Thirdly, embodiments of this application provide a vehicle, including a vehicle body; and at least one of the aforementioned wheels, the wheels being mounted on the vehicle body.

[0038] Wheels equipped with the aforementioned features can prevent sand and dirt from entering during driving through the sidewall design, enhancing the internal protection performance of the spoke structure of the closed non-pneumatic tire and improving tire lifespan. They can also effectively avoid the defects of generating large air resistance during driving, effectively reduce noise, and improve range. Furthermore, they can effectively improve the load-bearing capacity of the spoke structure of the closed non-pneumatic tire and enhance lateral stiffness, solving the problem of steering instability. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0040] Figure 1 This is a schematic diagram of the spoke structure of a closed non-pneumatic tire in one embodiment of this application;

[0041] Figure 2 for Figure 1 A cross-sectional view of the structure when the inner ring, spokes, outer ring, and sidewall are fitted together in the AA direction;

[0042] Figure 3 for Figure 2 An enlarged diagram showing the fit between the inner ring, spokes, outer ring, and sidewall at point A.

[0043] Figure label:

[0044] 100, Inner ring; 200, Spokes; 300, Outer ring; 400, Sidewall; 410, Vents. Detailed Implementation

[0045] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0046] To solve the above technical problems, please refer to Figures 1-3 As shown, the first aspect of this application proposes a spoke structure for a closed non-pneumatic tire, which can effectively prevent sand and other dirt from entering the tire during driving, and also helps to reduce the large air resistance that may be generated during driving, and improves load-bearing performance and enhances lateral stiffness.

[0047] Reference Figures 1-3 As shown, in some examples, a spoke structure for a closed non-pneumatic tire is provided, wherein the inner peripheral side of the spoke structure is connected to the hub and the outer peripheral side of the spoke structure is connected to the tread. The spoke structure includes an inner ring 100, a plurality of spokes 200, an outer ring 300 and at least one sidewall 400.

[0048] The inner ring 100 is installed on the outer periphery of the wheel hub; the first end of the spoke 200 is connected to the inner ring 100; the outer ring 300 is connected to the second end of the spoke 200, and the outer ring 300 is fitted on the outer periphery of the inner ring 100, and the tread is connected to the outer ring 300; the sidewall 400 simultaneously covers one side of the axis of multiple spokes 200, and the sidewall 400, the inner ring 100 and the outer ring 300 cooperate to form a closed cavity, and multiple spokes 200 are arranged in the closed cavity.

[0049] The 400mm sidewall design prevents sand and dirt from entering during driving, enhances the internal protection of the spoke structure of the closed non-pneumatic tire, and improves tire lifespan. It also effectively avoids the defect of generating large air resistance during driving, effectively reduces noise, and improves range. Furthermore, it effectively improves the load-bearing capacity of the spoke structure of the closed non-pneumatic tire and enhances lateral stiffness, solving the problem of steering instability.

[0050] Specifically, this application provides a spoke structure design for a closed-loop, non-pneumatic tire, designed to provide a more robust and durable tire solution. In this structure, the inner circumference of the spoke structure is tightly connected to the hub, while the outer circumference of the spoke structure is firmly bonded to the tread. The spoke structure itself consists of several key parts, including an inner ring 100, multiple spokes 200, an outer ring 300, and at least one sidewall 400.

[0051] The inner ring 100 is precisely mounted on the outer circumference of the wheel hub, ensuring a tight fit. The first end of each spoke 200 is connected to the inner ring 100, while the outer ring 300 is connected to the second end of the spoke 200, forming a stable and reliable connection. The outer ring 300 is fitted around the outer circumference of the inner ring 100, ensuring the stability of the overall structure. The tread is tightly connected to the outer ring 300, ensuring the tire's proper function and durability.

[0052] The 400 sidewall design is a key feature of the spoke structure. The 400 sidewall covers one side of multiple spokes 200 along their axial direction, working in conjunction with the inner ring 100 and outer ring 300 to form a closed cavity. This design not only effectively prevents sand and other contaminants from entering the tire during driving, thus avoiding potential damage, but also significantly enhances the internal protective performance of the closed, non-pneumatic tire spoke structure, thereby extending tire lifespan.

[0053] The 400mm sidewall setting also helps reduce the significant air resistance that may occur during driving, thus effectively reducing noise. This noise reduction not only improves driving comfort but also enhances tire range, allowing the vehicle to operate more efficiently.

[0054] The spoke structure of the closed-type non-pneumatic tire, through the 400mm sidewall design, effectively improves load-bearing capacity and enhances lateral stiffness. This solves the stability problems that traditional non-pneumatic tires may encounter during cornering, making the vehicle more stable and safer when turning or changing lanes.

[0055] In summary, the spoke structure design of this application not only improves tire durability and performance, but also provides drivers with a safer and more comfortable driving experience.

[0056] In some examples, a sidewall 400 is provided, which is located on the inside of the non-pneumatic tire. The sidewall 400, the inner ring 100, and the outer ring 300 cooperate to form an inner closed cavity.

[0057] Alternatively, a sidewall 400 may be provided, which is located on the outside of a non-pneumatic tire. The sidewall 400, the inner ring 100, and the outer ring 300 work together to form a closed cavity on the outside.

[0058] Alternatively, there are two sidewalls 400, with the two sidewalls 400 positioned on both sides of the non-pneumatic tire. The sidewalls 400, inner ring 100, and outer ring 300 work together to form a closed cavity on both sides.

[0059] In some specific embodiments, the sidewall 400 of the pneumatic tire is provided with a sidewall 400 located on the inner side of the pneumatic tire. In this configuration, the sidewall 400, the inner ring 100, and the outer ring 300 work together to form an internally closed cavity. This design can effectively prevent some sand and other dirt from entering the tire interior during driving, thereby enhancing the internal protective performance of the closed pneumatic tire spoke structure and thus improving the tire's service life.

[0060] In other examples, the non-pneumatic tire also has a sidewall 400, but this sidewall 400 is located on the outside of the non-pneumatic tire. In this case, the sidewall 400, the inner ring 100, and the outer ring 300 work together to form a closed cavity on the outside. This design also prevents the intrusion of sand and dirt, while effectively avoiding the large air resistance that may be generated during driving, thereby effectively reducing noise and improving the tire's range.

[0061] In a further example, the pneumatic tire has two sidewalls 400, located on either side of the tire. In this configuration, the two sidewalls 400, the inner bead 100, and the outer bead 300 work together to form a closed cavity on both sides. This closed-sided design effectively prevents the intrusion of sand and dirt, enhancing the internal protection of the closed pneumatic tire spoke structure and increasing tire lifespan. It also effectively improves the load-bearing capacity of the closed pneumatic tire spoke structure and enhances lateral stiffness. This design helps address steering instability issues, thereby improving the overall tire performance and safety.

[0062] Reference Figures 1-3 As shown, in some examples, at least one heat dissipation hole 410 is provided on the tire sidewall 400.

[0063] At least one heat dissipation hole 410 is provided on the sidewall 400 of the tire. The presence of these heat dissipation holes 410 helps improve the tire's heat dissipation performance during prolonged use or in high-temperature environments, thereby extending the tire's service life and ensuring its good working condition. By providing such holes on the sidewall 400, heat accumulated inside the tire can be effectively dissipated, reducing the risk of tire performance degradation or damage due to excessive temperature.

[0064] Reference Figures 1-3 As shown, in some examples, the heat dissipation hole 410 is a heat dissipation gap with a size smaller than the preset size, or the heat dissipation hole 410 is at least one of round hole, square hole, elliptical hole, and fan-shaped hole.

[0065] The heat dissipation hole 410 can be a heat dissipation gap smaller than a pre-defined standard size; if necessary, the heat dissipation hole 410 may not be provided. The aforementioned heat dissipation hole 410 can also be an opening of various shapes and sizes, such as a circular hole, square hole, elliptical hole, or fan-shaped hole. The shape and size of these holes can be selected and designed according to heat dissipation requirements, and are not limited to the types listed above, to ensure that the equipment can effectively dissipate heat during operation, thereby maintaining the stability of the equipment and extending its service life.

[0066] In some examples, the sidewall 400 is a ring-shaped structure, with the inner circumference of the sidewall 400 integrally formed with or detachably connected to the inner ring 100; and / or, the outer circumference of the sidewall 400 integrally formed with or detachably connected to the outer ring 300.

[0067] The sidewall 400 can have a ring-shaped structure. This ring-shaped sidewall 400 structure can be designed to be integrally formed with the inner ring 100, meaning that the inner circumference of the sidewall 400 is tightly connected to the inner ring 100, forming an inseparable whole. Alternatively, the inner circumference of the sidewall 400 can be designed to be detachably connected, allowing for easy separation of the sidewall 400 from the inner ring 100 when needed.

[0068] Similarly, the outer periphery of the sidewall 400 can also be integrally molded with the outer ring 300, meaning the outer periphery of the sidewall 400 is tightly connected to the outer ring 300, forming an inseparable whole. Alternatively, the outer periphery of the sidewall 400 can be designed as a detachable connection, allowing for easy separation of the sidewall 400 from the outer ring 300 under specific circumstances. This design flexibility enables more convenient maintenance and replacement of the tire according to actual needs during use.

[0069] This 400mm sidewall design effectively prevents sand and dirt from entering during driving, thus enhancing the internal protection of the spoke structure of the closed, non-pneumatic tire. This not only increases tire lifespan but also effectively avoids the drawback of high air resistance during driving. By reducing air resistance, we can effectively reduce noise, thereby improving driving range.

[0070] This 400 sidewall design also effectively improves the load-bearing capacity of the spoke structure of closed, non-pneumatic tires and enhances their lateral stiffness. This solves the problem of steering instability during driving, resulting in a smoother and safer ride.

[0071] In some examples, the inner circumference of sidewall 400 is vulcanized to the inner ring 100, and the outer circumference of sidewall 400 is vulcanized to the outer ring 300; or,

[0072] The inner circumference of the sidewall 400 is detachably connected to the inner ring 100 via a fixing component, and the outer circumference of the sidewall 400 is detachably connected to the outer ring 300 via a fixing component.

[0073] In some specific examples, the inner circumferential edge of the tire sidewall 400 portion is tightly bonded to the inner ring 100 portion of the tire through a vulcanization process, ensuring a strong bond between the two. Similarly, the outer circumferential edge of the tire sidewall 400 portion is also tightly bonded to the outer ring 300 portion of the tire through a vulcanization process, thereby achieving a stable connection between the tire sidewall 400 and the outer ring 300.

[0074] In another scenario, the inner circumferential edge of the sidewall 400 is detachably connected to the inner ring 100 via a specific fastening assembly. This allows the sidewall 400 to be easily separated from the inner ring 100 when needed. Similarly, the outer circumferential edge of the sidewall 400 is detachably connected to the outer ring 300 via a similar fastening assembly, enabling easy separation of the sidewall 400 from the outer ring 300 under certain circumstances. This design ensures both the overall performance of the tire and provides flexibility during maintenance or component replacement.

[0075] The aforementioned fixing components can be fixing components including bolts, or they can be used to fix the tire sidewall 400 by means of snap-fit, clamps, etc. The specific setting and selection are based on actual needs.

[0076] Reference Figures 1-3 As shown, in some examples, the sidewall 400 is a polyurethane flexible ring, the inner circumference of which is vulcanized to the inner ring 100, and the outer circumference of which is vulcanized to the outer ring 300.

[0077] The tire sidewall 400 can be made of a flexible ring of polyurethane material. The inner periphery of this flexible polyurethane ring is firmly bonded to the tire's inner ring 100 through a vulcanization process, ensuring a tight bond between the sidewall 400 and the inner ring 100. Similarly, the outer periphery of the flexible polyurethane ring is also tightly bonded to the tire's outer ring 300 through a vulcanization process, thus forming a strong connection between the entire sidewall 400 and the outer ring 300. This design not only enhances the overall structural stability of the tire but also improves its adaptability and durability under various road conditions.

[0078] This polyurethane flexible circular sidewall design (400mm) significantly improves the load-bearing capacity of the spoke structure of closed-type pneumatic tires and enhances their lateral stiffness. This effectively addresses steering instability caused by insufficient lateral stiffness in the tire sidewall (400mm), thereby improving vehicle handling and driving safety. Through this design, closed-type pneumatic tires maintain better stability and reliability in various complex road conditions, ensuring the safety of drivers and passengers.

[0079] In some examples, the surface of the sidewall 400 is provided with a reinforcing structure, or the interior of the sidewall 400 is provided with reinforcing ribs.

[0080] The tire's sidewall 400 surface is designed and equipped with reinforcing structures, which can be raised textures, ribs, or other forms of reinforcement. This design aims to improve the strength and durability of the sidewall 400, preventing excessive deformation or damage from external forces during driving.

[0081] In addition, reinforcing ribs can be embedded or built into the sidewall 400. These ribs are typically made of high-strength materials, effectively improving the rigidity and impact resistance of the sidewall 400. This allows the tire to maintain better stability and handling when facing complex road conditions, thereby extending tire life and improving driving safety. These reinforcing ribs can be made of materials such as metal or high-strength plastics to provide additional support and protection.

[0082] Furthermore, this reinforced 400 sidewall design significantly improves the load-bearing capacity of the spoke structure of the closed-type pneumatic tire and enhances its lateral stiffness. This makes the tire more stable during cornering, effectively solving the problem of steering instability. This improvement not only enhances driving safety but also improves the tire's adaptability and handling under various road conditions. Overall, by incorporating a reinforced structure and embedded reinforcing ribs in the 400 sidewall, the overall performance of the closed-type pneumatic tire is significantly improved, making it more reliable and efficient in practical applications.

[0083] Secondly, embodiments of this application provide a wheel, including a hub, the spoke structure of the aforementioned closed non-pneumatic tire, and a tread, wherein the spoke structure is mounted on the outer periphery of the hub; and the tread is mounted on the outer periphery of the spoke structure.

[0084] Wheels with the aforementioned spoke structure can prevent sand and dirt from entering during driving by setting the sidewall 400, enhancing the internal protection performance of the spoke structure of the closed non-pneumatic tire and improving tire lifespan. It can also effectively avoid the defect of generating large air resistance during driving, effectively reduce noise, and improve range. Furthermore, it can effectively improve the load-bearing capacity of the spoke structure of the closed non-pneumatic tire and enhance lateral stiffness, solving the problem of steering instability.

[0085] Specifically, the sidewall 400 design is a key feature of the spoke structure. The sidewall 400 covers one side of multiple spokes 200 along their axial direction, working in conjunction with the inner ring 100 and outer ring 300 to form a closed cavity. This design not only effectively prevents sand and other contaminants from entering the tire during driving, thus avoiding potential damage, but also significantly enhances the internal protective performance of the closed non-pneumatic tire spoke structure, thereby extending tire lifespan.

[0086] The 400mm sidewall setting also helps reduce the significant air resistance that may occur during driving, thus effectively reducing noise. This noise reduction not only improves driving comfort but also enhances tire range, allowing the vehicle to operate more efficiently.

[0087] The spoke structure of the closed-type non-pneumatic tire, through the 400mm sidewall design, effectively improves load-bearing capacity and enhances lateral stiffness. This solves the stability problems that traditional non-pneumatic tires may encounter during cornering, making the vehicle more stable and safer when turning or changing lanes.

[0088] Tires can be configured with two load-bearing modes: bottom load-bearing mode and top load-bearing mode. Traditional pneumatic tires and solid tires are bottom load-bearing mode, where the load is transferred to the ground through the sidewall 400 or the elastic body at the bottom. The load-bearing mode is based on the tire tread having a support ring and flexible spokes 200. The flexible spokes 200 are circumferentially distributed within the support ring, and the load is suspended from the support ring by the flexible spokes 200 distributed at the top. The flexible spokes 200 at the bottom only serve to bend and deform easily and do not play a major supporting role.

[0089] Specifically, the closed-type non-pneumatic tire in this application can be a top-load-bearing tire with a rigid outer rim 300. During driving, the tire's load is mainly borne by the rigid outer rim 300. The spoke structure of the closed-type non-pneumatic tire also includes spokes, each spoke having traction capability, referred to as a traction unit. When the tire is under pressure, the traction unit located at the upper part will be stretched, generating tensile force, while the traction unit located at the lower part will be compressed. Since the spokes themselves do not have supporting force, the force on the hub will be transmitted to the upper part of the outer rim 300 through the upper traction unit. The rigidity of the outer rim 300 then transmits the force to the position below the outer rim 300 that contacts the ground.

[0090] Thirdly, embodiments of this application provide a vehicle, including a vehicle body; and at least one of the aforementioned wheels, the wheels being mounted on the vehicle body.

[0091] The wheel with the above-mentioned features can prevent sand and dirt from entering during driving by setting the sidewall 400, which enhances the internal protection performance of the spoke structure of the closed non-pneumatic tire and improves the tire's service life. It can also effectively avoid the defect of generating large air resistance during driving, effectively reduce noise, and improve range. Furthermore, it can effectively improve the load-bearing capacity of the spoke structure of the closed non-pneumatic tire and enhance lateral stiffness, solving the problem of steering instability.

[0092] Specifically, the sidewall 400 design is a key feature of the spoke structure. The sidewall 400 covers one side of multiple spokes 200 along their axial direction, working in conjunction with the inner ring 100 and outer ring 300 to form a closed cavity. This design not only effectively prevents sand and other contaminants from entering the tire during driving, thus avoiding potential damage, but also significantly enhances the internal protective performance of the closed non-pneumatic tire spoke structure, thereby extending tire lifespan.

[0093] The 400mm sidewall setting also helps reduce the significant air resistance that may occur during driving, thus effectively reducing noise. This noise reduction not only improves driving comfort but also enhances tire range, allowing the vehicle to operate more efficiently.

[0094] The spoke structure of the closed-type non-pneumatic tire, through the 400mm sidewall design, effectively improves load-bearing capacity and enhances lateral stiffness. This solves the stability problems that traditional non-pneumatic tires may encounter during cornering, making the vehicle more stable and safer when turning or changing lanes.

[0095] Tires can be configured with two load-bearing modes: bottom load-bearing mode and top load-bearing mode. Traditional pneumatic tires and solid tires are bottom load-bearing mode, where the load is transferred to the ground through the elastic body at the bottom. The load-bearing mode of tires is based on the principle that the tire tread has a support ring and flexible spokes. The flexible spokes are circumferentially distributed within the support ring, and the load is suspended from the support ring through the flexible spokes distributed at the top. The flexible spokes at the bottom only serve to bend and deform easily and do not play a major supporting role.

[0096] Specifically, the spoke structure of the closed-type non-pneumatic tire in this application is a top-load-bearing tire with a rigid tread insert. During driving, the tire's load is mainly borne by the rigid tread insert. The spoke structure of the closed-type non-pneumatic tire also includes spokes, which include spokes with traction capabilities, referred to as traction units. When the tire is under pressure, the traction unit located at the top will be stretched, generating tensile force, while the traction unit located at the bottom will be compressed. Since the spokes themselves do not have supporting force, the force on the hub will be transmitted through the upper traction unit to the top of the rigid tread insert. The rigidity of the rigid tread insert then transmits the force to the position below the rigid tread insert that contacts the ground.

[0097] In the accompanying drawings of this embodiment, the same or similar reference numerals correspond to the same or similar components. In the description of this application, it should be understood that if terms such as "upper," "lower," "left," and "right" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, they are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the terms used to describe positional relationships in the accompanying drawings are only for illustrative purposes and should not be construed as limiting this patent. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.

[0098] The above are merely preferred embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A spoke structure for a closed-type non-pneumatic tire, characterized in that, The inner circumferential side of the spoke structure is connected to the wheel hub, and the outer circumferential side of the spoke structure is connected to the tire tread. The spoke structure includes: The inner ring is installed on the outer periphery of the wheel hub; Multiple spokes, the first end of which is connected to the inner ring; The outer ring is connected to the second end of the spokes, and the outer ring is fitted around the outer periphery of the inner ring. The tread is connected to the outer ring. At least one tire sidewall, which simultaneously covers one side of the axis of the plurality of spokes, the tire sidewall, the inner ring and the outer ring cooperate to form a closed cavity, and the plurality of spokes are disposed within the closed cavity.

2. The spoke structure as described in claim 1, characterized in that, The tire sidewall is provided with one sidewall, which is located on the inner side of the non-pneumatic tire. The tire sidewall, the inner ring, and the outer ring cooperate to form the closed cavity that is closed on the inner side. Alternatively, the tire sidewall is provided with one sidewall located on the outside of the non-pneumatic tire, and the tire sidewall, the inner ring, and the outer ring cooperate to form the closed cavity that is closed on the outside. Alternatively, two sidewalls may be provided, with the two sidewalls located on both sides of the non-pneumatic tire, and the sidewalls, the inner ring, and the outer ring cooperating to form the closed cavity that is closed on both sides.

3. The spoke structure as described in claim 1, characterized in that, At least one heat dissipation hole is provided on the tire sidewall.

4. The spoke structure as described in claim 3, characterized in that, The heat dissipation hole is a heat dissipation gap with a size smaller than the preset size, or the heat dissipation hole is at least one of round hole, square hole, elliptical hole, and fan-shaped hole.

5. The spoke structure as described in claim 1, characterized in that, The tire sidewall has a ring-shaped structure, and the inner circumference of the tire sidewall is integrally formed with or detachably connected to the inner ring; and / or, the outer circumference of the tire sidewall is integrally formed with or detachably connected to the outer ring.

6. The spoke structure as described in claim 5, characterized in that, The inner circumferential side of the tire sidewall is vulcanized and connected to the inner ring, and the outer circumferential side of the tire sidewall is vulcanized and connected to the outer ring; or, The inner circumference of the tire sidewall is detachably connected to the inner ring via a fixing component, and the outer circumference of the tire sidewall is detachably connected to the outer ring via a fixing component.

7. The spoke structure as described in claim 1, characterized in that, The tire sidewall is a polyurethane flexible ring, the inner circumference of which is vulcanized to the inner ring, and the outer circumference of which is vulcanized to the outer ring.

8. The spoke structure as described in any one of claims 1 to 7, characterized in that, The surface of the tire sidewall is provided with a reinforcing structure, or the interior of the tire sidewall is embedded with reinforcing ribs.

9. A wheel, characterized in that, include: Wheel hub; The spoke structure of the closed non-pneumatic tire as described in any one of claims 1 to 8, wherein the spoke structure is mounted on the outer peripheral side of the hub; and, The tread is mounted on the outer periphery of the spoke structure.

10. A vehicle, characterized in that, include: Vehicle body; and, At least one wheel as described in claim 9, the wheel being mounted on the vehicle body.

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