Non-pneumatic tread with spiral inlay, wheel and vehicle

Abstract

The utility model discloses a non-pneumatic tread with a spiral inlay, a wheel and a vehicle, and relates to the technical field of vehicles, the non-pneumatic tread with the spiral inlay comprises the spiral inlay and a buffer body, and the spiral inlay is embedded in the buffer body; each spiral inlay is of a spiral structure formed by spirally winding a rod body with the section in a matched shape, the buffer body is wrapped on the peripheral side of the spiral inlay or / and between the spiral inlays, and the side, close to the peripheral side of the non-pneumatic tread, of each spiral inlay is a spirally-arranged supporting surface. The part, located on the peripheral side of the non-pneumatic tread, of the section shape of the spiral inlay is a linear section parallel to the rotating axis. The supporting effect of the non-pneumatic tread can be improved, the durability and strength of the non-pneumatic tread are improved, and the service life of the non-pneumatic tread is guaranteed.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a non-pneumatic tire with a spiral insert, a wheel and a vehicle. BACKGROUND

[0002] As an indispensable part of modern vehicles, non-pneumatic tires have been favored by consumers due to their unique setting method and practicality. Compared with traditional pneumatic tires, non-pneumatic tires do not need to be inflated frequently, greatly reducing the inconvenience and safety hazards during use. In addition, due to their special material and structure, they can maintain stable performance even when pierced by sharp objects such as nails, effectively avoiding traffic accidents caused by tire deflation.

[0003] The setting of non-pneumatic tires is not perfect. In order to ensure the strength and toughness of the non-pneumatic tire, some rigid materials such as steel wires are usually embedded in the existing non-pneumatic tires. Many layers of steel wires are arranged inside the non-pneumatic tire to ensure the strength of the non-pneumatic tire. These inserts act as the "skeleton" of the non-pneumatic tire, providing solid support and allowing the non-pneumatic tire to maintain a stable shape even under heavy pressure. Through the embedding of multiple layers of steel wires, the carrying capacity of the non-pneumatic tire has been significantly improved, allowing it to adapt to various complex road environments and load requirements.

[0004] However, since the insert is made of multiple layers of steel wires, it is complex to wind and difficult to position, making it inconvenient to process and increasing the overall cost. Moreover, when damaged by sharp objects, multiple steel wires will break at the same time, severely affecting the strength and carrying capacity of the entire tire.

[0005] Novelty

[0006] The present application provides a non-pneumatic tire with a spiral insert, a wheel and a vehicle, which can improve the support effect of the non-pneumatic tire, improve the durability and strength of the non-pneumatic tire, and ensure the service life of the non-pneumatic tire.

[0007] In a first aspect, the present application provides a non-pneumatic tire with a spiral insert, the non-pneumatic tire comprising a spiral insert and a buffer body, the spiral insert being embedded in the buffer body;

[0008] The helical inlay is a helical structure formed by helically winding a rod body with a cross-section of a matching shape. The buffer body is wrapped around the outer periphery of the helical inlay, or / and between the helical inlays. The side of the helical inlay close to the outer periphery of the non-pneumatic tire is a helically arranged support surface. The part of the cross-sectional shape of the helical inlay close to the outer periphery of the non-pneumatic tire is a straight line segment parallel to the rotation axis. In this way, better load bearing capacity can be achieved, and better cooperation with the road surface can be achieved. The outer tangent surface of the above-mentioned support surface can be parallel to the road surface during travel. The above-mentioned parallel can be relative parallel, and the error can be within 3°.

[0009] In addition, the design of the straight line segment in the cross-sectional shape of the helical inlay close to the outer periphery of the non-pneumatic tire can make the stress between the inlay and the buffer body in the tire more uniform, ensure that the internal stress of the tire is not too concentrated, and improve the service life.

[0010] The above-mentioned structure can improve the support effect of the non-pneumatic tire, improve the durability and strength of the non-pneumatic tire, and ensure the service life of the non-pneumatic tire.

[0011] Specifically, the helical inlay is embedded in the interior of the buffer body, forming a unique combined structure. The helical inlay is a helical structure formed by helically winding a rod body with a cross-section of a matching shape. This structure makes the inlay form a solid support in the buffer body.

[0012] The buffer body serves to wrap and protect the helical inlay, ensuring that it will not be easily damaged during use. The material of the buffer body usually has a certain elasticity and flexibility, which can absorb and disperse external impact force, thereby protecting the inlay from damage. In addition, the buffer body can also provide a certain buffering effect, making the non-pneumatic tire more stable and comfortable when contacting the road surface.

[0013] In the present application, the side of the helical inlay close to the outer periphery of the non-pneumatic tire is designed as a helically arranged support surface. The design of this support surface makes the inlay more conformable when contacting the road surface, improving the grip and stability of the non-pneumatic tire. At the same time, the outer tangent surface of the support surface is parallel to the road surface during travel, ensuring that the non-pneumatic tire maintains good contact with the road surface during rolling, thereby improving the stability and maneuverability of travel. Moreover, the above-mentioned helical inlay can have higher impact resistance.

[0014] In some examples, the cross-sectional shape of the helical inlay is one of a rectangle, a trapezoid, a hexagon, an octagon, and a special shape, or a combination of at least two shapes; wherein the special shape is a shape with straight edges close to the outer periphery of the non-pneumatic tire, multiple angles, or circular arcs.

[0015] The diversified cross-sectional shape design not only enhances the structural strength of the spiral inlay, but also optimizes its compatibility with other parts of the non-pneumatic tire. For example, rectangular and trapezoidal cross-sections can provide better inlaying effects, increasing the contact area between the spiral inlay and the non-pneumatic tire material, thereby improving the overall connection stability. Hexagonal and octagonal cross-sections can reduce material usage while ensuring strength, achieving the purpose of lightweight design. As for the special-shaped cross-section, the unique shape design of the spiral inlay allows it to better adapt to the curve changes of the non-pneumatic tire, especially on the outer peripheral side of the non-pneumatic tire, the shape transition of the straight edge multi-angle to the circular arc is smoother, which helps to reduce noise and vibration during driving, and improves driving comfort.

[0016] In addition, the selectivity of the cross-sectional shape also provides more possibilities for the customized design of the tire. According to different use scenarios and needs, the most suitable cross-sectional shape or combination can be selected to achieve the best performance. For example, in situations that require higher wear resistance and stability, rectangular or trapezoidal cross-sections can be selected; while in situations that pursue lightweight and energy saving, hexagonal or octagonal cross-sections are more suitable.

[0017] In some examples, the spiral inlay is provided with at least one layer in the direction from the inner peripheral side to the outer peripheral side of the non-pneumatic tire, and when the spiral inlay has two or more layers, the adjacent two layers of spiral inlays are arranged at intervals.

[0018] This multi-layer spiral inlay design not only further enhances the structural strength of the non-pneumatic tire, but also improves the overall durability of the tire. Each layer of spiral inlay bears a part of the support performance, for example, the spiral inlay near the inner peripheral side is mainly responsible for supporting and dispersing the pressure received by the tire, while the spiral inlay near the outer peripheral side is more involved in contact and friction with the road surface, improving grip and driving stability. The interval arrangement of the adjacent two layers of spiral inlays not only ensures the independence of their respective functions, but also avoids interference between them, so that the performance of the entire tire can be optimized. At the same time, this multi-layer design also provides more possibilities for customization of the tire, which can adjust the number of layers, material, cross-sectional shape, etc. of the spiral inlay according to different use scenarios and needs, to achieve the best driving effect.

[0019] In some examples, the non-pneumatic tire includes a crown and two shoulders, the crown being the part of the non-pneumatic tire that can contact the road surface, and the two shoulders being located on the two sides of the crown;

[0020] The part of the spiral inlay that fits the crown is a flat plate, and the part of the spiral inlay near or embedded in the shoulder is provided as a flat plate or an arc-shaped plate;

[0021] Alternatively, the entire spiral inlay is an arc-shaped plate, and the arc-shaped plates in some areas have different bending radii.

[0022] This non-pneumatic tire design further enhances the adaptability and performance of the tire. The crown, as the main part of the tire that directly contacts the road surface, its shape and flatness have a direct impact on the driving effect and wear of the tire. By designing the part of the spiral insert that fits the crown as a flat plate, it can ensure the stable support of the spiral insert in the crown area, reducing the wear caused by uneven road surfaces or tire deformation. At the same time, the flat plate design also makes the installation and fixation of the spiral insert in the crown area more convenient, improving the production efficiency.

[0023] The shoulder, as the two side parts of the tire, will also be subjected to certain pressure and wear during driving. By setting the part of the spiral insert close to or embedded in the shoulder as a flat plate or arc-shaped plate, it can be optimized according to the specific shape and stress of the shoulder. The flat plate design can provide stable support, while the arc-shaped plate design can better adapt to the curved shape of the shoulder, reducing wear and performance degradation caused by shape mismatch.

[0024] In addition, the entire spiral insert can also be designed as an arc-shaped plate, and the bending radius of different areas can be adjusted as needed, which can further improve the adaptability and performance of the tire. This design can make the spiral insert better fit the overall shape of the tire, reducing stress concentration and wear caused by shape mismatch. At the same time, the bending radius of different areas can also be adjusted according to the use scenario and requirements of the tire to achieve the best driving effect and durability.

[0025] The arc-shaped plate in the above structure can have higher strength and anti-deformation ability, further packaging the stability of the tire.

[0026] In some examples, the spiral insert is spirally wound at least three turns; and, the parts of different turns in the spiral insert are provided with a support structure.

[0027] The above structure can further ensure the support effect of the spiral insert on the non-pneumatic tire, and the support structure can ensure the stability of the connection between the spiral insert and the buffer, ensuring the overall strength of the non-pneumatic tire. Through this design, the durability and safety of the tire can be effectively improved, so that it can maintain good performance in various complex road conditions.

[0028] In some examples, at least one corner position of the spiral insert is provided with an inverted bevel or a rounded corner.

[0029] In the above structure, at least one corner position of the spiral inlay is designed with an inverted bevel or a rounded corner. This design is to better address the stress concentration problem. The spiral inlay is part of the non-pneumatic tire internal structure, and through this unique structural design, the phenomenon of stress concentration can be effectively reduced. In this way, the overall service life of the non-pneumatic tire is significantly improved. By setting an inverted bevel or a rounded corner at these corner positions, the stress distribution of the non-pneumatic tire can be further optimized, thereby prolonging its service life. This design not only enhances the durability of the non-pneumatic tire, but also ensures its stability and reliability under various road conditions.

[0030] In some examples, the spiral inlay is provided with a plurality of reinforcing members on its peripheral side, and each reinforcing member is connected to a different position of the spiral inlay, and each position corresponds to a specific number of spiral turns.

[0031] These spiral inlays are particularly designed and placed with a plurality of reinforcing members on their peripheral sides. The role of these reinforcing members is to significantly enhance the overall structural strength and stability of the inlay. These reinforcing members are cleverly connected to different parts of the spiral inlay, ensuring that the inlay can maintain its shape and function when subjected to pressure or impact. Each reinforcing member corresponds to a specific number of spiral turns on the inlay, ensuring perfect coordination between the reinforcing member and the spiral structure. This design not only improves the mechanical properties of the inlay, but also ensures its reliability and durability in practical applications.

[0032] In some examples, the reinforcing members are arranged in a ring array on the outer peripheral side of the spiral inlay;

[0033] Alternatively, the reinforcing members are arranged in a ring array on the inner peripheral side of the spiral inlay;

[0034] Alternatively, the reinforcing members are arranged in a ring array on the peripheral side of the spiral inlay, and the reinforcing members wrap around the connecting part of the spiral inlay;

[0035] Alternatively, the reinforcing members are arranged in a ring array on the peripheral side of the spiral inlay, and the reinforcing members are flexible structures and are interlaced around the connecting part of the spiral inlay.

[0036] In some embodiments, the reinforcing members can be arranged on the outer peripheral side of the spiral inlay to provide additional support and stability. This arrangement helps to enhance the overall structural strength of the inlay, ensuring that it will not easily deform or be damaged when subjected to external forces.

[0037] In addition, the reinforcing members can also be arranged in a ring array on the inner peripheral side of the spiral inlay. Through this arrangement, the reinforcing members can be evenly distributed on the inner side of the inlay, thereby providing balanced support force in all directions and further improving the load-bearing capacity of the inlay.

[0038] In addition, the reinforcing member can also be arranged in a ring array on the periphery of the spiral inlay, and particularly wraps around the connecting portion of the inlay. This design not only enhances the structural strength of the inlay, but also protects the connecting portion from external impact and wear, prolonging the service life of the inlay.

[0039] Furthermore, the reinforcing member can also be arranged in a ring array on the periphery of the spiral inlay, and particularly adopts a flexible structure. These flexible reinforcing members can be intertwined around the connecting portion of the inlay, forming a flexible protective layer. This design not only provides the necessary support and protection, but also to some extent absorbs and buffers the impact force from the outside, thereby further improving the stability and durability of the inlay.

[0040] In some examples, the reinforcing member is a rigid structure, and the reinforcing member is connected to the spiral inlay by at least one of bonding, welding, clamping, and crimping;

[0041] Alternatively, the reinforcing member is a flexible structure, and the reinforcing member is connected to the spiral inlay by at least one of winding, crimping, and clamping.

[0042] The reinforcing member is designed as a component with a rigid structure. This rigid reinforcing member is fixed to the spiral inlay by at least one connection method, including but not limited to bonding, welding, clamping, and crimping. In this way, the rigid reinforcing member can effectively enhance the stability and carrying capacity of the overall structure.

[0043] In addition, in some cases, the reinforcing member can be designed with a flexible structure. The connection between this flexible reinforcing member and the spiral inlay includes at least one or more of winding, crimping, and clamping. Through these connection methods, the flexible reinforcing member can provide additional flexibility and adaptability, thereby better dispersing stress and reducing local damage when subjected to external forces.

[0044] In some examples, the non-pneumatic tread further comprises at least one wear-resistant layer located on the outer side of the spiral inlay.

[0045] The above-mentioned non-pneumatic tread not only includes the basic structure, but also additionally provides at least one wear-resistant layer. This wear-resistant layer is designed to be located on the outer side of the spiral inlay. Through this design, the wear resistance of the entire non-pneumatic tread can be significantly improved, thereby prolonging its service life and improving its performance on various road conditions.

[0046] In some examples, at least one anti-drop layer is provided between the buffer body and the spiral inlay to enhance the connection stability between the buffer body and the spiral inlay.

[0047] To further enhance the stability and reliability of the overall structure, one or more anti-disengagement layers are specially provided between the buffer body and the spiral inlays. The role of these anti-disengagement layers is to significantly enhance the connection stability between the buffer body and the spiral inlays, ensuring that they do not accidentally disengage or loosen under various working conditions and external stress. Through this design, it can effectively prevent equipment failure or performance degradation due to loose connection, thereby improving the operating efficiency and service life of the entire system.

[0048] In some examples, at least two layers of spiral inlays are embedded in the buffer body, and a rubber layer is filled between adjacent two layers of spiral inlays.

[0049] This multi-layer embedding design not only enhances the structural strength of the non-pneumatic tire, but also improves its grip and stability on complex road conditions. The filling of the rubber layer plays a good shock absorption and buffering role, further improving the comfort and safety of driving. Through these designs, the wheel can better adapt to various road conditions, providing a more stable and safe driving experience for the driver.

[0050] After the above-mentioned buffer body is designed to accommodate at least two layers of spiral inlays, these inlays can be arranged in order, so that the gap to be filled between adjacent two layers of spiral inlays will be filled with an additional rubber layer. The specific process can adopt double-color injection molding or other composite process to realize the combination of multiple materials. Such a design not only enhances the overall structural strength of the non-pneumatic tire, but also further improves the buffering performance and service life of the tire through the elastic properties of the rubber layer.

[0051] The above design not only increases the structural strength of the non-pneumatic tire, but also improves the shock absorption and buffering performance of the entire non-pneumatic tire through the filling of the rubber layer. The rubber layer has good elasticity and shock absorption capacity, which can effectively absorb and disperse the impact force and vibration from the road surface, thereby improving the comfort and safety of driving.

[0052] The rubber layer between adjacent two layers of spiral inlays forms a micro-elastic unit, and these units work together to ensure that the non-pneumatic tire can maintain stable performance and performance under various complex road conditions.

[0053] In some examples, the hardness of the rubber layer is greater than the hardness of the buffer body.

[0054] The design of such hardness difference helps to further improve the performance of the tire. The harder rubber layer can provide better support and stability, while the relatively softer buffer can better absorb and disperse impact force, and the two work together to make the tire maintain stable handling during driving and provide a comfortable ride experience. In addition, the hardness of the rubber layer is greater than that of the buffer, which can effectively prevent the non-pneumatic tread from deforming excessively after long-term use, thereby prolonging the service life of the tire.

[0055] The design of the rubber layer with a higher hardness than the buffer is to optimize the performance of the non-pneumatic tread. The difference in hardness ensures that while the buffer absorbs the impact, the rubber layer can provide sufficient support and stability, thereby prolonging the service life of the tire and improving its performance on various road conditions.

[0056] In a second aspect, the embodiments of the present application provide a vehicle wheel, comprising the non-pneumatic tread with spiral inlays and a shell, wherein the non-pneumatic tread with spiral inlays is arranged in the shell.

[0057] The vehicle wheel with the above-mentioned non-pneumatic tread can improve the support effect of the non-pneumatic tread, improve the durability and strength of the non-pneumatic tread, and ensure the service life of the non-pneumatic tread. Specifically, the side of the spiral inlay close to the outer peripheral side of the non-pneumatic tread is designed as a spiral arranged support surface. The design of this support surface makes the inlay more conformable when it contacts the road surface, improving the grip and stability of the non-pneumatic tread. At the same time, the outer tangent plane of the support surface is parallel to the road surface during travel, ensuring that the non-pneumatic tread maintains good contact with the road surface during rolling, thereby improving the smoothness and handling of driving. Moreover, the above-mentioned spiral inlay can have higher impact resistance.

[0058] In a third aspect, the embodiments of the present application provide a vehicle, comprising the above-mentioned vehicle wheel and a vehicle body, wherein the vehicle wheel is mounted on the vehicle body.

[0059] The vehicle with the above-mentioned vehicle wheel can improve the support effect of the non-pneumatic tread, improve the durability and strength of the non-pneumatic tread, and ensure the service life of the non-pneumatic tread. Specifically, the side of the spiral inlay close to the outer peripheral side of the non-pneumatic tread is designed as a spiral arranged support surface. The design of this support surface makes the inlay more conformable when it contacts the road surface, improving the grip and stability of the non-pneumatic tread. At the same time, the outer tangent plane of the support surface is parallel to the road surface during travel, ensuring that the non-pneumatic tread maintains good contact with the road surface during rolling, thereby improving the smoothness and handling of driving. Moreover, the above-mentioned spiral inlay can have higher impact resistance. BRIEF DESCRIPTION OF DRAWINGS

[0060] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the accompanying drawings needed to be used in the embodiments or prior art description will be briefly introduced as follows. Obviously, the accompanying drawings in the following description only only some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor on the basis of these drawings.

[0061] Figure 1 Structure diagram of the inner spiral inlay of the non-pneumatic tire in an embodiment of the present application;

[0062] Figure 2 Structure diagram of the cross-sectional structure of the inner spiral inlay of the non-pneumatic tire in an embodiment of the present application;

[0063] Figure 3 Structure diagram of the inner spiral inlay of the non-pneumatic tire in an embodiment of the present application, provided with a reinforcing member and the reinforcing member is arranged on the outer peripheral side;

[0064] Figure 4 Structure diagram of the inner spiral inlay of the non-pneumatic tire in an embodiment of the present application, provided with a reinforcing member and the reinforcing member is arranged on the inner peripheral side;

[0065] Figure 5 Structure diagram of the inner spiral inlay of the non-pneumatic tire in an embodiment of the present application, provided with a reinforcing member and the reinforcing member is combined with the spiral inlay;

[0066] Figure 6 Structure diagram of the inner spiral inlay of the non-pneumatic tire in an embodiment of the present application, provided with a reinforcing member, the reinforcing member is arranged on the inner peripheral side, and a chamfer is arranged on the reinforcing member;

[0067] Figure 7 Structure diagram of the cross-sectional structure of the inner spiral inlay of the non-pneumatic tire in an embodiment of the present application, provided with three layers and the cross section is rectangular;

[0068] Figure 8 Structure diagram of the cross-sectional structure of the inner spiral inlay of the non-pneumatic tire in an embodiment of the present application, provided with three layers and the cross section is trapezoidal;

[0069] Figure 9 Structure diagram of the cross-sectional structure of the inner spiral inlay of the non-pneumatic tire in an embodiment of the present application, provided with three layers and the cross section is hexagonal;

[0070] Figure 10 Structure diagram of the cross-sectional structure of the inner spiral inlay of the non-pneumatic tire in an embodiment of the present application, provided with three layers and the cross section is octagonal;

[0071] Figure 11 Structure diagram of the cross-sectional structure of the inner spiral inlay of the non-pneumatic tire in an embodiment of the present application, provided with three layers and the cross section is special-shaped;

[0072] Figure 12 Figure 1 is a schematic view of a cross-sectional structure of a non-pneumatic tire according to an embodiment of the present application;

[0073] Figure 13 Figure 2 is a schematic view of a cross-sectional structure of a non-pneumatic tire according to an embodiment of the present application;

[0074] Figure 14 Figure 3 is a schematic view of a structure of a hub assembly according to an embodiment of the present application;

[0075] Figure 15 Figure 4 is a schematic view of a structure of a hub assembly according to an embodiment of the present application;

[0076] Figure 16 Figure 5 is a schematic view of a structure of a hub assembly according to an embodiment of the present application;

[0077] Figure 17 Figure 6 is a schematic view of a structure of a hub assembly according to an embodiment of the present application;

[0078] Figure 18 Figure 7 is a schematic view of a structure of a wheel according to an embodiment of the present application;

[0079] Figure 19 Figure 8 is a schematic view of a cross-sectional structure of a non-pneumatic tire according to an embodiment of the present application;

[0080] Figure 20 Figure 9 is a schematic view of a cross-sectional structure of a non-pneumatic tire according to an embodiment of the present application;

[0081] Reference Signs:

[0082] 1000, non-pneumatic tire; 100, spiral insert; 110, reinforcing member; 200, hub assembly; 210, reinforcing rod; 300, spoke assembly. DETAILED DESCRIPTION

[0083] In order to make the purpose, technical solutions, and advantages of the present application clearer, the present application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application, and are not used to limit the present application.

[0084] In order to solve the above technical problems, please refer to Figures 1-20The first aspect of the present application proposes a non-pneumatic tire tread 1000 with a spiral inlay 100, which can improve the supporting effect of the non-pneumatic tire tread 1000, improve the durability and strength of the non-pneumatic tire tread 1000, and ensure the service life of the non-pneumatic tire tread 1000.

[0085] Referring to Figures 1 to 6 In some examples, the present application provides a non-pneumatic tire tread 1000 with a spiral inlay 100, the non-pneumatic tire tread 1000 comprising a spiral inlay 100 and a buffer body, the spiral inlay 100 being embedded in the buffer body;

[0086] The spiral inlay 100 is a spiral structure formed by spirally winding a rod body with a cross-section of a matching shape. The buffer body is wrapped around the outer periphery of the spiral inlay 100, or / and between the spiral inlays 100. The side of the spiral inlay 100 close to the outer periphery of the non-pneumatic tire tread 1000 is a support surface arranged in a spiral. The part of the cross-sectional shape of the spiral inlay 100 that is on the outer periphery of the non-pneumatic tire tread 1000 is a straight line segment parallel to the rotation axis. This can have better bearing capacity and better cooperation with the road surface. The outer tangent of the support surface can be parallel to the road surface during travel. The above-mentioned parallel can be relatively parallel, with an error of within 3°.

[0087] In addition, the design of the straight line segment in the cross-sectional shape of the spiral inlay that is on the outer periphery of the non-pneumatic tire tread 1000 can make the stress between the inlay and the buffer body in the tire more uniform, ensure that the internal stress of the tire is not too concentrated, and improve the service life.

[0088] The above structure can improve the supporting effect of the non-pneumatic tire tread 1000, improve the durability and strength of the non-pneumatic tire tread 1000, and ensure the service life of the non-pneumatic tire tread 1000.

[0089] Specifically, the spiral inlay 100 is embedded in the interior of the buffer body, forming a unique combined structure. The spiral inlay 100 is a spiral structure formed by spirally winding a rod body with a cross-section of a matching shape. This structure makes the inlay form a solid support in the buffer body.

[0090] The buffer body serves to wrap and protect the spiral inlay 100, ensuring that it will not be easily damaged during use. The material of the buffer body usually has a certain elasticity and flexibility, which can absorb and disperse external impact force, thereby protecting the inlay from damage. In addition, the buffer body can also provide a certain buffering effect, making the non-pneumatic tire tread 1000 more stable and comfortable when contacting the road surface.

[0091] In this application, the spiral inlay 100 is designed as a spiral support surface on the side close to the outer peripheral side of the non-pneumatic tread 1000. This design of the support surface makes the inlay more closely contact with the road surface when in contact, improving the grip and stability of the non-pneumatic tread 1000. At the same time, the outer tangent plane of the support surface is parallel to the road surface in motion, ensuring that the non-pneumatic tread 1000 maintains good contact with the road surface during rolling, thereby improving the smoothness and maneuverability of the ride. Moreover, the above-mentioned spiral inlay 100 can have higher impact resistance.

[0092] The design of the above structure not only improves the support effect of the non-pneumatic tread 1000, but also significantly enhances the durability and strength of the non-pneumatic tread 1000. Through this unique structural design, the non-pneumatic tread 1000 can maintain good performance during heavy pressure and repeated use, thereby ensuring the service life of the non-pneumatic tread 1000. This design not only improves the performance of the non-pneumatic tread 1000, but also prolongs its service life, reduces the frequency of replacement, and has high economic benefits and practicality.

[0093] For example, when the inlay is set to a circular cross-section, damage occurs at a test running distance of about 700 kilometers in the impact resistance test. After replacing it with the spiral inlay 100, the test running distance in the impact resistance test can reach more than 10,000 kilometers.

[0094] The buffer body is wrapped around the outer peripheral side of the spiral inlay 100, or / and between the spiral inlays 100, and different matching methods can be selected as needed to adapt to the load requirements in different road environments. Specifically, the cross-sectional shape of the spiral inlay 100 is carefully designed to ensure that it can be tightly embedded in the buffer body, forming a stable support structure. This design not only improves the overall strength of the non-pneumatic tread 1000, but also allows the non-pneumatic tread 1000 to better disperse stress when under pressure, thereby prolonging the service life of the non-pneumatic tread 1000.

[0095] Further, the material selection of the buffer body is also crucial. It needs to have good elasticity and wear resistance so that it can effectively absorb energy when the non-pneumatic tread 1000 is impacted, protecting the spiral inlay 100 from damage. At the same time, the buffer body can also fill the gaps between the spiral inlays 100, further enhancing the overall stability and load capacity of the non-pneumatic tread 1000.

[0096] Reference Figure 2, the cross-section of the spiral inlay 100 is a rectangle with a*b, where a is the width of the rectangle, 2mm≤a≤1 / 2 of the crown height; b is the length of the rectangle, 5mm≤b≤crown height. Taking the crown height of 30mm as an example, 1 / 2 of the crown height is 15mm. The specific size is adapted according to the actual tire. The length of the rectangle can be set to more than twice the width, for example, 2a≤b, which can make the spiral inlay 100 have a larger compression area, thereby realizing stronger impact resistance. The specific parameters are selected according to actual needs, and the parameters of the spiral inlay 100 can be adjusted appropriately when different materials are used to ensure the use effect of the spiral inlay 100. The cross-sectional shape of the spiral inlay is not limited to a rectangle. Any shape can have an inscribed rectangular frame, and the corresponding rectangular frame is a rectangle with a*b, and a≤b must be satisfied.

[0097] Referring to Figures 3 to 6 In some examples, the spiral inlay 100 is spirally wound at least three turns; and a supporting structure is provided between the parts of different turns in the spiral inlay 100. The above structure can further ensure the supporting effect of the spiral inlay 100 on the non-pneumatic tread 1000, and the supporting structure can ensure the stability of the connection between the spiral inlay 100 and the buffer body, and ensure the overall strength of the non-pneumatic tread 1000. Through this design, the durability and safety of the tire can be effectively improved, so that it can maintain good performance in various complex road conditions.

[0098] The head or tail of the spiral inlay 100 can be lengthened as needed, for example, the spiral inlay 100 is spirally wound for three turns, and the head or tail is at least lengthened by one quarter of a turn, or it can be lengthened by half a turn, which is selected according to needs, which can further improve the supporting effect of the spiral inlay 100. The performance of the extended range can be obtained through certain tests.

[0099] In some examples, at least one corner position of the spiral inlay 100 is provided with an inverted bevel or a rounded corner.

[0100] In the above structure, at least one corner position of the spiral inlay 100 is designed to have an inverted bevel or a rounded corner. This design is to better cope with the problem of stress concentration. The spiral inlay 100 is part of the internal structure of the non-pneumatic tread 1000, and through this unique structural design, the phenomenon of stress concentration can be effectively reduced. In this way, the overall service life of the non-pneumatic tread 1000 is significantly improved. By setting an inverted bevel or a rounded corner at these corner positions, the stress distribution of the non-pneumatic tread 1000 can be further optimized, thereby prolonging its service life. This design not only improves the durability of the non-pneumatic tread 1000, but also ensures its stability and reliability in various road conditions.

[0101] Referring toFigures 3 to 6 In some examples, the peripheral side of the spiral inlay 100 is provided with a plurality of reinforcing members 110, which are connected to different positions of the spiral inlay 100 at the same time, and each position corresponds to a specific number of spiral windings.

[0102] These spiral inlays 100 are particularly designed and arranged with a plurality of reinforcing members 110 on their peripheral sides. The role of these reinforcing members 110 is to significantly enhance the overall structural strength and stability of the inlay. These reinforcing members 110 are ingeniously connected to different parts of the spiral inlay 100, ensuring that the inlay can maintain its shape and function when subjected to pressure or impact. Each reinforcing member 110 corresponds to a specific number of spiral windings on the inlay, ensuring perfect coordination between the reinforcing member 110 and the spiral structure. This design not only improves the mechanical properties of the inlay, but also ensures its reliability and durability in practical applications.

[0103] In some examples, the reinforcing members 110 are arranged in a ring array on the outer peripheral side of the spiral inlay 100;

[0104] Alternatively, the reinforcing members 110 are arranged in a ring array on the inner peripheral side of the spiral inlay 100;

[0105] Alternatively, the reinforcing members 110 are arranged in a ring array on the peripheral side of the spiral inlay 100, and the reinforcing members 110 wrap around the connecting part of the spiral inlay 100;

[0106] Alternatively, the reinforcing members 110 are arranged in a ring array on the peripheral side of the spiral inlay 100, and the reinforcing members 110 are flexible structures and are staggered and wound around the connecting part of the spiral inlay 100.

[0107] In some embodiments, the reinforcing members 110 can be arranged on the outer peripheral side of the spiral inlay 100 to provide additional support and stability. This arrangement helps to enhance the overall structural strength of the inlay, ensuring that it will not easily deform or be damaged when subjected to external forces.

[0108] In addition, the reinforcing members 110 can also be arranged in a ring array on the inner peripheral side of the spiral inlay 100. Through this arrangement, the reinforcing members 110 can be evenly distributed on the inner side of the inlay, thereby providing balanced support force in all directions and further improving the load-bearing capacity of the inlay.

[0109] In addition, the reinforcing members 110 can also be arranged in a ring array on the peripheral side of the spiral inlay 100, and particularly wrap around the connecting part of the inlay. This design not only enhances the structural strength of the inlay, but also protects the connecting part from external impact and wear, prolonging the service life of the inlay.

[0110] Furthermore, the reinforcing member 110 can also be arranged in an annular array around the helical inlay 100, and in particular in a flexible configuration. These flexible reinforcing members 110 can be intertwined around the connecting portions of the inlay, forming a flexible protective layer. This design not only provides the necessary support and protection, but also to some extent absorbs and buffers external impact forces, thereby further improving the stability and durability of the inlay.

[0111] In some examples, the reinforcing member 110 is a rigid structure, and the reinforcing member 110 is connected to the helical inlay 100 by at least one of bonding, welding, clamping, and crimping;

[0112] Alternatively, the reinforcing member 110 is a flexible structure, and the reinforcing member 110 is connected to the helical inlay 100 by at least one of winding, crimping, and clamping.

[0113] The cushioning body is a rubber cushioning body composed of rubber material, so as to improve the elasticity and wear resistance of the cushioning body to adapt to impact and wear under different road conditions.

[0114] The reinforcing member 110 is designed as a component with a rigid structure. This rigid reinforcing member 110 is fixed to the helical inlay 100 by at least one connection mode, which includes but is not limited to bonding, welding, clamping, and crimping. In this way, the rigid reinforcing member 110 can effectively enhance the stability and carrying capacity of the overall structure.

[0115] In addition, in some cases, the reinforcing member 110 can be designed in a flexible structure. The connection between this flexible reinforcing member 110 and the helical inlay 100 at least includes one or more of winding, crimping, and clamping. Through these connection modes, the flexible reinforcing member 110 can provide additional flexibility and adaptability, so as to better disperse stress and reduce local damage when subjected to external forces.

[0116] As for the cushioning body, it is a rubber cushioning body composed of rubber material. The selection of rubber material aims to improve the elasticity and wear resistance of the cushioning body, so as to better adapt to impact and wear under various road conditions. This design enables the cushioning body to effectively absorb and disperse energy when facing complex road conditions, thereby protecting the overall structure from excessive impact and wear and tear.

[0117] In some examples, the non-pneumatic tread 1000 further comprises at least one wear-resistant layer located on the outer side of the helical inlay 100. To improve the overall wear resistance of the non-pneumatic tread 1000.

[0118] The non-pneumatic tread 1000 described above not only includes the basic structure, but also is additionally equipped with at least one wear-resistant layer. This wear-resistant layer is designed to be located on the outer side of the spiral insert 100. Through this design, the wear resistance of the entire non-pneumatic tread 1000 can be significantly improved, thereby prolonging its service life and improving its performance on various road conditions.

[0119] In some examples, at least one anti-drop layer is provided between the buffer body and the spiral insert 100 to enhance the connection stability between the buffer body and the spiral insert 100.

[0120] In order to further improve the stability and reliability of the overall structure, one or more anti-drop layers are specially provided between the buffer body and the spiral insert 100. The role of these anti-drop layers is to significantly enhance the connection stability between the buffer body and the spiral insert 100, ensuring that they do not accidentally separate or loosen under various working conditions and external stresses. Through this design, equipment failures or performance degradation due to loose connections can be effectively prevented, thereby improving the operating efficiency and service life of the entire system.

[0121] Referring to Figures 7 to 11 In some examples, the cross-sectional shape of the spiral insert 100 is one of a rectangle, a trapezoid, a hexagon, an octagon, and a special shape, or a combination of at least two shapes; wherein the special shape is a shape with straight edges, multiple angles, and even a circular arc near the outer peripheral side of the non-pneumatic tread 1000.

[0122] This diversified cross-sectional shape design not only enhances the structural strength of the spiral insert 100, but also optimizes its compatibility with other parts of the non-pneumatic tread 1000. For example, rectangular and trapezoidal cross-sections can provide better embedding effects, increasing the contact area between the spiral insert 100 and the material of the non-pneumatic tread 1000, thereby improving the overall connection stability. Hexagonal and octagonal cross-sections, on the other hand, can reduce material usage while ensuring strength, achieving the purpose of lightweight design. As for the special cross-section, its unique shape design allows the spiral insert 100 to better adapt to the curve changes of the non-pneumatic tread 1000, especially on the outer peripheral side of the non-pneumatic tread 1000, the transition of the shape with straight edges, multiple angles, and even a circular arc is smoother, which helps to reduce noise and vibration during driving, improving driving comfort.

[0123] In addition, the selectability of this cross-sectional shape also provides more possibilities for the customized design of the tire. According to different use scenarios and requirements, the most suitable cross-sectional shape or combination can be selected to achieve the best performance. For example, in situations that require higher wear resistance and stability, rectangular or trapezoidal cross-sections can be chosen; while in situations that pursue lightweight and energy saving, hexagonal or octagonal cross-sections are more suitable.

[0124] The cross-sectional shape of the spiral inlay 100 can take on a variety of different geometric forms, including but not limited to rectangles, trapezoids, hexagons, octagons, and other polygons, as well as various irregular shapes. The polygons are not limited to the examples mentioned above, but can also be other types of polygons. These shapes can exist individually or in combinations of two or more, resulting in unique spiral inlay 100 structures. Irregular shapes can include structures with a square center and curved sides.

[0125] In particular, when configured as irregular shapes, it refers to those with special design shapes, which usually have one characteristic, that is, they are linear near the edge of the outer peripheral side of the non-pneumatic tire tread 1000. This design not only increases the diversity of the inlay, but also may bring specific functional advantages in actual application.

[0126] The above-mentioned diversified cross-sectional shape design not only enhances the structural strength of the spiral inlay 100, but also optimizes its contact area and contact method with the non-pneumatic tire tread 1000 and the road surface. The rectangular cross-section provides a stable support surface, the trapezoidal cross-section helps guide vibrations and reduce tire noise, and the hexagonal and octagonal cross-sections further enhance the inlay's resistance to deformation. The design of irregular shapes, especially the linear segment shape near the outer peripheral side of the non-pneumatic tire tread 1000, not only ensures the close combination of the inlay with the non-pneumatic tire tread 1000, but also improves the relative support strength on the road during driving, improving the stability of the vehicle. By selecting the appropriate cross-sectional shape or shape combination, the spiral inlay 100 with the best performance can be customized according to different vehicle types, driving conditions, and usage requirements.

[0127] In some examples, the spiral inlay 100 is provided with at least one layer in the direction from the inner peripheral side to the outer peripheral side of the non-pneumatic tire tread 1000, and when the spiral inlay 100 has two or more layers, the adjacent two layers of spiral inlays 100 are spaced apart.

[0128] This multi-layer spiral inlay 100 design not only further enhances the structural strength of the non-pneumatic tire tread 1000, but also improves the overall durability of the tire. Each layer of spiral inlay 100 bears a portion of the support performance, for example, the spiral inlay 100 near the inner peripheral side is mainly responsible for supporting and dispersing the pressure received by the tire, while the spiral inlay 100 near the outer peripheral side is more involved in contact and friction with the road surface, improving grip and driving stability. The spacing between adjacent layers of spiral inlays 100 not only ensures the independence of their respective functions, but also avoids interference between them, allowing the performance of the entire tire to be optimized. At the same time, this multi-layer design also provides more possibilities for customization of the tire, allowing adjustment of parameters such as the number of layers, material, cross-sectional shape, etc. of the spiral inlay 100 to achieve the best driving effect according to different usage scenarios and requirements.

[0129] Referring to Figure 12 and Figure 13 In some examples, the non-pneumatic tire 1000 includes a crown and two shoulders, the crown being the part of the non-pneumatic tire 1000 that can contact the road, and the two shoulders being located on both sides of the crown;

[0130] The part of the spiral insert 100 that is adapted to the crown is a flat plate, and the part of the spiral insert 100 that is close to or embedded in the shoulder is designed as a flat plate or an arc-shaped plate;

[0131] Alternatively, the entire spiral insert 100 is designed as an arc-shaped plate, and the bending radii of the arc-shaped plates in different regions are different.

[0132] This design of the non-pneumatic tire 1000 further improves the adaptability and performance of the tire. The crown is the main part of the tire that directly contacts the road, and its shape and flatness have a direct impact on the driving effect and wear of the tire. By designing the part of the spiral insert 100 that is adapted to the crown as a flat plate, the stable support of the spiral insert 100 in the crown area can be ensured, and the wear caused by uneven road or tire deformation can be reduced. At the same time, the flat plate design also makes the installation and fixation of the spiral insert 100 in the crown area more convenient, improving the production efficiency.

[0133] The shoulder is the part of the tire on both sides, which will also be subjected to certain pressure and wear during driving. By designing the part of the spiral insert 100 that is close to or embedded in the shoulder as a flat plate or an arc-shaped plate, the specific shape and stress condition of the shoulder can be optimized. The flat plate design can provide stable support, while the arc-shaped plate design can better adapt to the curved shape of the shoulder, reducing wear and performance degradation caused by shape mismatch.

[0134] In addition, the entire spiral insert 100 can also be designed as an arc-shaped plate, and the bending radii of different regions can be adjusted as needed, which can further improve the adaptability and performance of the tire. This design can make the spiral insert 100 better fit the overall shape of the tire, reducing stress concentration and wear caused by shape mismatch. At the same time, the bending radii of different regions can also be adjusted according to the use scenario and requirements of the tire to achieve the best driving effect and durability.

[0135] The arc-shaped plate in the above structure can have higher strength and anti-deformation ability, further improving the stability of the tire.

[0136] In some examples, at least two layers of spiral inserts 100 are embedded in the buffer, and a rubber layer is filled between the adjacent two layers of spiral inserts 100.

[0137] This multi-layered design not only enhances the structural strength of the non-pneumatic tire 1000 but also improves its grip and stability on complex road conditions. The rubber layer serves as a good shock absorber and cushion, further enhancing the comfort and safety of driving. Through these designs, the wheel can better adapt to various road conditions, providing a more stable and safe driving experience for the driver.

[0138] After the aforementioned buffer body is designed to accommodate at least two layers of spiral inlays 100, these inlays can be arranged in an orderly manner, such that gaps to be filled will be formed between adjacent two layers of spiral inlays 100, and these gaps will be filled with additional rubber layers. The specific process can adopt double-color injection molding or other composite process to realize the combination of multiple materials. Such a design not only enhances the overall structural strength of the non-pneumatic tire 1000, but also further improves the cushioning performance and service life of the tire through the elastic properties of the rubber layer.

[0139] This design not only increases the structural strength of the non-pneumatic tire 1000, but also improves the shock absorption and cushioning performance of the entire non-pneumatic tire 1000 through the filling of the rubber layer. The rubber layer has good elasticity and shock absorption capacity, which can effectively absorb and disperse the impact force and vibration from the road surface, thereby improving the comfort and safety of driving.

[0140] The rubber layer between the adjacent two layers of spiral inlays 100 forms a number of tiny elastic units that work together to ensure that the non-pneumatic tire 1000 maintains stable performance and behavior under various complex road conditions.

[0141] In some examples, the hardness of the rubber layer is greater than the hardness of the buffer body.

[0142] This hardness difference design helps to further improve the performance of the tire. The relatively hard rubber layer can provide better support and stability, while the relatively soft buffer body can better absorb and disperse impact forces. The two work together to ensure that the tire maintains stable handling during driving and provides a comfortable ride experience. In addition, the hardness of the rubber layer being greater than the hardness of the buffer body can effectively prevent the non-pneumatic tire 1000 from deforming excessively after long-term use, thereby prolonging the service life of the tire.

[0143] The rubber layer is designed to have a higher hardness than the buffer body to optimize the performance of the non-pneumatic tire 1000. This hardness difference ensures that while the buffer body absorbs the impact, the rubber layer provides sufficient support and stability, thereby prolonging the service life of the tire and improving its performance on various road conditions.

[0144] In a second aspect, the embodiments of the present application provide a vehicle wheel, comprising a hub assembly 200, a spoke assembly 300, and a non-pneumatic tire 1000, wherein the non-pneumatic tire 1000 is the non-pneumatic tire 1000 with the spiral lug 100 described above. The hub assembly 200 is installed on a vehicle; the spoke assembly 300 is installed on the outer circumferential side of the hub assembly 200; and the non-pneumatic tire 1000 is installed on the outer circumferential side of the spoke assembly 300.

[0145] The vehicle wheel with the non-pneumatic tire 1000 described above can improve the supporting effect of the non-pneumatic tire 1000, improve the durability and strength of the non-pneumatic tire 1000, and ensure the service life of the non-pneumatic tire 1000. Specifically, the side of the spiral lug 100 close to the outer circumferential side of the non-pneumatic tire 1000 is designed as a spiral arranged supporting surface. The design of such a supporting surface makes the lug more conformable when it contacts the road surface, thereby improving the grip and stability of the non-pneumatic tire 1000. At the same time, the tangent plane of the supporting surface is parallel to the road surface in motion, ensuring that the non-pneumatic tire 1000 maintains good contact with the road surface during rolling, thereby improving the smoothness and maneuverability of driving. Moreover, the spiral lug 100 described above can have higher impact resistance.

[0146] With reference to Figures 14 to 17 The outer circumferential side of the hub assembly 200 can be provided with a certain number of reinforcing rods 210, which can be a rod-shaped structure parallel to the rotation axis or a rod-shaped structure arranged at an angle to the rotation axis, according to the needs. The connection stability between the hub assembly 200 and the spoke assembly 300 can be improved.

[0147] According to the needs, a chamfer or a round corner can be formed on the reinforcing rod 210, or a reinforcing groove can be formed on the reinforcing rod 210. Such a setting mode can further improve the connection stability between the hub assembly 200 and the spoke assembly 300.

[0148] With reference to Figures 18 to 20 In the embodiments of the present application, a new vehicle wheel design is proposed. This vehicle wheel comprises three main components: a hub assembly 200, a spoke assembly 300, and a non-pneumatic tire 1000. In particular, the non-pneumatic tire 1000 of this vehicle wheel adopts a unique design with a spiral lug 100. The hub assembly 200 is the core part of the vehicle wheel, which is installed on the corresponding position of the vehicle. The spoke assembly 300 is fixedly installed on the outer circumferential side of the hub assembly 200, playing an important role in connecting the hub and the non-pneumatic tire 1000. Finally, the non-pneumatic tire 1000 is installed on the outer circumferential side of the spoke assembly 300, ensuring contact with the road surface and providing the necessary friction and support. This design not only improves the overall performance of the vehicle wheel, but also enhances its durability and safety.

[0149] The force bearing mode of the tire can be provided with two bottom bearing modes and top bearing modes. The traditional pneumatic tire and the solid tire are both bottom bearing modes, that is, the load is transmitted to the road through the elastomer of the tire side or the bottom. The force bearing principle of the top bearing mode tire is that the non-pneumatic tire tread 1000 has a support ring, the spokes are flexible, the flexible spokes are circumferentially distributed in the support ring, the load is suspended on the support ring through the top distributed flexible spokes, and the bottom flexible spokes only play a role of easy bending deformation and do not play a main supporting force bearing role.

[0150] Specifically, the non-pneumatic tire in the application is a top bearing tire, which has a rigid outer ring. During driving, the load of the tire is mainly borne by the rigid outer ring. The non-pneumatic tire further includes spokes, which include traction units with traction ability. When the tire is subjected to pressure, the traction units in the relatively upper part will be stretched and generate a stretching force, and the traction units in the relatively lower part will be compressed. Since the spokes themselves do not have supporting force, the force received by the hub will be transmitted to the upper part of the outer ring through the upper traction units, and the rigid characteristic of the outer ring will transmit the force to the position below the outer ring which is in contact with the road surface.

[0151] In a third aspect, the embodiments of the application provide a vehicle, which includes the above-mentioned wheel and a vehicle body. The wheel is installed on the vehicle body. The overall stability and driving performance of the vehicle are ensured.

[0152] The vehicle with the above-mentioned wheel can improve the supporting effect of the non-pneumatic tire tread 1000, improve the durability and strength of the non-pneumatic tire tread 1000, and ensure the service life of the non-pneumatic tire tread 1000. Specifically, the side of the spiral inlay 100 close to the outer circumferential side of the non-pneumatic tire tread 1000 is designed as a spiral arranged supporting surface. The design of this supporting surface makes the inlay more conformable when it is in contact with the road surface, thereby improving the grip and stability of the non-pneumatic tire tread 1000. At the same time, the tangent surface of the supporting surface is parallel to the road surface in the process of advancing, which ensures that the non-pneumatic tire tread 1000 maintains good contact with the road surface during rolling, thereby improving the stability and maneuverability of driving. Moreover, the above-mentioned spiral inlay 100 can have higher impact resistance.

[0153] The non-pneumatic tire tread 1000 with the spiral inlay 100 based on the embodiments of the application is designed to improve driving safety. Specifically, the outer surface of this non-pneumatic tire tread 1000 is designed with drainage grooves, which can effectively drain the accumulated water when the non-pneumatic tire tread 1000 is in contact with the road surface, thereby reducing the phenomenon of skidding and ensuring the driving stability of the vehicle under various road conditions.

[0154] In addition, this non-pneumatic tire 1000 with a spiral insert 100 is suitable for a variety of vehicles, including but not limited to passenger cars, commercial vehicles, motorcycles, etc., to meet the different use requirements of different vehicles. This versatility makes this non-pneumatic tire 1000 more widely applicable in the market.

[0155] In terms of manufacturing process, the manufacturing process of this non-pneumatic tire 1000 with a spiral insert 100 includes but is not limited to injection molding, hot pressing, etc. These manufacturing processes can ensure the structural stability and durability of the non-pneumatic tire 1000, thereby prolonging the service life of the non-pneumatic tire 1000 and improving the overall performance of the vehicle.

[0156] In summary, the vehicle provided by the embodiments of the present application significantly improves the driving safety through the design and manufacturing process optimization of the non-pneumatic tire 1000 with a spiral insert 100, meets the use requirements of different vehicles, and ensures the structural stability and durability of the non-pneumatic tire 1000.

[0157] The present application discloses a non-pneumatic tire 1000 with an insert, which is easy to install and can be easily and quickly replaced with existing tires without the need for any special tools or equipment. This design makes it more convenient for users to replace tires, greatly saving time and effort.

[0158] The maintenance and care process of the non-pneumatic tire 1000 is very simple, and users can regularly check and replace it according to their own use to ensure that the non-pneumatic tire 1000 always maintains optimal performance. This design allows users to easily perform routine maintenance, extending the service life of the non-pneumatic tire 1000.

[0159] The production process of the non-pneumatic tire 1000 strictly follows environmental protection standards, uses harmless materials, and ensures that the impact on the environment during production and use is minimized. This environmentally friendly design concept not only protects the environment, but also meets the requirements of modern society for sustainable development.

[0160] The surface treatment of the non-pneumatic tire 1000 includes ultraviolet and oxidation resistance treatment to extend the service life of the non-pneumatic tire 1000 and maintain its performance. This surface treatment technology effectively improves the durability of the non-pneumatic tire 1000, allowing it to maintain good performance in various harsh environments.

[0161] The structural design of the non-pneumatic tire 1000 allows for refurbishment after wear, thereby extending the overall service life of the tire. This design not only improves the service life of the non-pneumatic tire 1000, but also reduces the user's use cost.

[0162] The non-pneumatic tire 1000 is designed with dimensions and shapes that can accommodate different sizes and types of wheel hubs, providing a wide range of applicability. This design allows the non-pneumatic tire 1000 to be used in various types of vehicles, meeting the needs of different users.

[0163] The manufacturing process of the non-pneumatic tire 1000 employs advanced computer-aided design techniques to ensure precision and consistency. This advanced manufacturing technology makes the production of the non-pneumatic tire 1000 more efficient and stable in quality.

[0164] The performance of the non-pneumatic tire 1000 is rigorously tested, including durability tests, tear resistance tests, and high-speed driving stability tests, to ensure reliability under various extreme conditions. This comprehensive testing guarantees the performance of the non-pneumatic tire 1000 in various harsh environments.

[0165] The use of the non-pneumatic tire 1000 reduces the friction between the tire and the road, thereby reducing the fuel consumption of the vehicle and helping to save energy and reduce emissions. This design not only improves fuel efficiency but also reduces environmental pollution.

[0166] The design concept of the non-pneumatic tire 1000 aims to improve driving safety by optimizing grip and stability, reducing the occurrence of traffic accidents. This design concept makes the non-pneumatic tire 1000 play an important role in improving driving safety.

[0167] The helical insert 100 is provided with a plurality of reinforcing members 110 on the peripheral side, and the reinforcing members 110 are connected to different positions of the helical insert 100 at the same time, and each position corresponds to a number of helical windings. This design makes the insert more firmly fixed in the non-pneumatic tire 1000, improving the overall strength of the non-pneumatic tire 1000.

[0168] The non-pneumatic tire 1000 is installed on the outer peripheral side of the spoke assembly 300, and the inner peripheral side of the spoke assembly 300 is installed on the wheel hub, and the outer peripheral side of the wheel hub is provided with a reinforcing rod 210 parallel to the rotation axis. This design makes the connection between the non-pneumatic tire 1000 and the wheel hub more stable, improving the overall performance of the tire.

[0169] The material of the reinforcing member 110 has high strength and light weight characteristics to ensure sufficient support force without adding extra weight. The selection of this material makes the non-pneumatic tire 1000 maintain lightness while also having sufficient strength and stability.

[0170] The material of the reinforcing rod 210 is high-strength alloy steel, which is designed to withstand the centrifugal force generated during high-speed rotation while maintaining the stability of the structure. The selection of this material makes the reinforcing rod 210 stable during high-speed rotation, ensuring the safety of the tire.

[0171] The connection between the reinforcement 110 and the spiral inlay 100 is achieved through welding, and the welded parts are stress-relieved to ensure the firmness and durability of the connection. This welding technique makes the connection between the reinforcement 110 and the inlay more secure, improving the overall strength of the non-pneumatic tread 1000.

[0172] The spoke assembly 300 is designed in a streamlined shape to reduce air resistance and improve the performance of the tire at high speeds. This streamlined design makes the tire more stable at high speeds, improving the driving performance.

[0173] The non-pneumatic tread 1000 is made of a high-wear-resistant rubber mixture, ensuring the close combination of the inlay and the non-pneumatic tread 1000. This material selection makes the non-pneumatic tread 1000 perform well in wear resistance, prolonging the service life.

[0174] The arrangement of the spiral inlays 100 is optimized to improve the grip and stability of the tire on different road conditions. This optimized arrangement makes the tire maintain good grip and stability on various road conditions.

[0175] The design of the present application is particularly suitable for heavy vehicles such as trucks and engineering vehicles to enhance their driving performance on complex road conditions. This design makes heavy vehicles maintain good driving performance on complex road conditions.

[0176] These spiral inlays 100 exhibit a spiral winding shape with a rectangular cross-section. These spiral inlays 100 are ingeniously embedded inside the non-pneumatic tread 1000 of the tire. Specifically, this tire non-pneumatic tread 1000 design containing spiral inlays 100 not only improves the overall performance of the tire, but also enhances its grip and stability on various road conditions. Through this innovative inlay structure, the tire can better distribute pressure during driving, thereby prolonging the service life and providing better traction on wet roads. In addition, the design of the spiral inlays 100 can effectively reduce noise and improve driving comfort.

[0177] Overall, this non-pneumatic tread 1000 with spiral inlays 100 has significant advantages in improving safety and driving experience.

[0178] The spiral inlay 100 design of the non-pneumatic tread 1000 also considers the drainage performance of the tire, which can effectively remove the water generated when the tire contacts the road by optimizing the spacing and arrangement of the inlays, reducing the occurrence of water sliding, thereby improving the driving safety on rainy or wet roads. This design greatly improves the driving safety of the tire on rainy or wet roads

[0179] In the manufacturing process, the combination of the inlay and the non-pneumatic tire 1000 uses a special bonding technology to ensure the stability of the inlay during long-term use, and the inlay is not easy to fall off or damage even under extreme temperature changes and heavy load conditions. This bonding technology makes the inlay more stable during use, prolonging the service life of the non-pneumatic tire 1000.

[0180] In addition, the tire design also takes into account environmental factors, using recyclable materials to reduce environmental impact and meet the requirements of the modern automotive industry for sustainable development. This environmentally friendly design concept makes the tire more environmentally friendly during use and meets the requirements of modern society for sustainable development.

[0181] The same or similar reference numerals in the drawings of the embodiments correspond to the same or similar components; in the description of the present application, it should be understood that if the terms "upper", "lower", "left", "right" and the like indicate the orientation or positional relationship shown in the drawings, they are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, therefore the terms describing the positional relationship in the drawings are only used for exemplary illustration, and cannot be understood as a limitation of the present patent, for those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.

[0182] The above is only a preferred embodiment of the present application and does not limit the present application, any modification, equivalent replacement and improvement made within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. A non-pneumatic tire having a spiral inlay, characterized by, The non-pneumatic tire includes the spiral inserts and a buffer body, the spiral inserts are embedded in the buffer body; The spiral inserts are spiral structures after the rod body is spirally wound in an adaptive shape cross section, the buffer body is wrapped on the outer circumferential side of the spiral inserts, or / and between the spiral inserts, the side of the spiral inserts close to the outer circumferential side of the non-pneumatic tire is a spiral arranged support surface, the part of the cross section shape of the spiral inserts close to the outer circumferential side of the non-pneumatic tire is a straight line segment parallel to the rotation axis.

2. The non-pneumatic tire with a spiral inset of claim 1, wherein, The cross section shape of the spiral inserts is one of a rectangle, a trapezoid, a hexagon, an octagon and a special shape, or a combination of at least two shapes; The special shape is a shape with straight edges close to the outer circumferential side of the non-pneumatic tire, which is a polygon or a circular arc.

3. The non-pneumatic tire with a spiral inset of claim 1, wherein, The spiral inserts are provided with at least one layer in the direction from the inner circumferential side to the outer circumferential side of the non-pneumatic tire, when the spiral inserts have two or more layers, the adjacent two layers of the spiral inserts are provided with a spacing.

4. The non-pneumatic tire with a spiral inset of claim 1, wherein, The non-pneumatic tire includes a crown and two shoulders, the crown is the part of the non-pneumatic tire that can contact the road surface, and the two shoulders are respectively located on the two sides of the crown; The part of the spiral inserts that is adaptive to the crown is a flat plate, and the part of the spiral inserts close to or embedded in the shoulder is provided with a flat plate or an arc-shaped plate; Or, the whole of the spiral inserts is an arc-shaped plate, and the bending radii of the arc-shaped plates in some areas are different.

5. The non-pneumatic tire with a spiral inset according to any one of claims 1 to 4, wherein, Each of the spiral inserts is spirally wound for at least three turns; And, the parts of the spiral inserts with different numbers of turns are provided with a support structure.

6. The non-pneumatic tire with a spiral fascia of any of claims 1-4, wherein, The cross section of the spiral inserts is a rectangle with a*b, a is the width of the rectangle, 2mm≤a≤1 / 2 the height of the crown; b is the length of the rectangle, 5mm≤b≤the height of the crown, and 2a≤b.

7. The non-pneumatic tire with a spiral fascia of any of claims 1-4, wherein, The circumferential side of the spiral inserts is provided with a plurality of reinforcing members, the reinforcing members are connected to different positions of the spiral inserts at the same time, and each position corresponds to a number of spiral turns.

8. The non-pneumatic tire with a spiral inset of claim 7, wherein, The reinforcing members are arranged in a ring array on the outer circumferential side of the spiral inserts; Or, the reinforcing members are arranged in a ring array on the inner circumferential side of the spiral inserts; Or, the reinforcing members are arranged in a ring array on the circumferential side of the spiral inserts, and the reinforcing members wrap the connecting parts of the spiral inserts; Or, the reinforcing members are arranged in a ring array on the circumferential side of the spiral inserts, and the reinforcing members are flexible structures and are interlaced and wound on the connecting parts of the spiral inserts.

9. The non-pneumatic tire with a spiral inset of claim 7, wherein, The reinforcing members are rigid structures, and the reinforcing members and the spiral inserts are connected by at least one of bonding, welding, clamping and hoop connection; Or, the reinforcing members are flexible structures, and the reinforcing members and the spiral inserts are connected by at least one of winding, hoop connection and clamping.

10. The non-pneumatic tire with a spiral inset of any of claims 1-4, wherein, The non-pneumatic tire further includes at least one wear-resistant layer, and the wear-resistant layer is located on the outer side of the spiral inserts.

11. The non-pneumatic tire with a spiral fascia of any of claims 1-4, wherein, At least one anti-extraction layer is arranged between the buffer body and the spiral inserts to enhance the connection stability between the buffer body and the spiral inserts.

12. The non-pneumatic tire with a spiral fascia of any of claims 1-4, wherein, An rubber layer is filled between the adjacent two layers of the spiral inserts.

13. The non-pneumatic tire with a spiral inset of claim 12, wherein, The hardness of the rubber layer is greater than the hardness of the buffer body.

14. A vehicle wheel, characterised in that Comprising: a hub assembly mounted to a vehicle; a spoke assembly mounted to an outer peripheral side of the hub assembly; and, a non-pneumatic tire having a spiral insert as claimed in any one of claims 1 to 13, the non-pneumatic tire being mounted to an outer peripheral side of the spoke assembly.

15. A vehicle characterized by comprising: Comprising: a wheel as claimed in claim 14; and, a vehicle body main body on which the wheel is mounted.

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