Tire and wheel
By designing the inner core's perforated unit to cooperate with the outer tire body in the pneumatic tire, the problems of poor shock absorption and mud and gravel ingress in the pneumatic tire are solved, achieving better shock absorption and lighter weight.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-29
- Publication Date
- 2026-04-10
AI Technical Summary
Pneumatic tires have poor shock absorption due to their solid structure, and dirt, sand, and other objects can easily enter the holes, affecting the shock absorption effect.
Design a tire structure in which the inner core is located in the annular cavity of the outer tire body, and perforated units are formed on the inner core. The openings of the perforated units are set facing the cavity wall of the annular cavity to isolate the external environment and prevent objects such as mud and sand from entering. The outer tire body is used to isolate debris and ensure shock absorption effect.
It improves the shock absorption of the tires, prevents mud, sand and other objects from entering the holes, ensures normal vehicle operation, and reduces the overall weight and energy consumption of the tires.
Smart Images
Figure CN224103793U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of vehicle accessories, and in particular to a tire and a wheel. BACKGROUND
[0002] Tires are generally divided into two types: pneumatic tires and non-pneumatic tires. Non-pneumatic tires can prevent dangerous situations such as tire puncture and tire burst. However, non-pneumatic tires have a solid structure, which results in poor shock absorption effect and thus poor ride comfort of the vehicle.
[0003] In the conventional technology, holes are usually provided in non-pneumatic tires to achieve a shock absorption effect. However, when the vehicle passes through a muddy road, mud, sand and other objects can enter the holes of the non-pneumatic tire, affecting the shock absorption effect of the tire. CONTENT OF THE INVENTION
[0004] Therefore, it is necessary to provide a tire and a wheel to solve the problem that mud, sand and other objects can enter the holes of the tire in the conventional technology, thereby affecting the shock absorption effect of the tire.
[0005] The technical scheme is as follows:
[0006] One embodiment provides a tire, comprising:
[0007] An outer tire body provided with an annular cavity;
[0008] An inner tire core provided in the annular cavity and provided with a hole unit, and a hole opening of the hole unit is arranged towards a cavity wall of the annular cavity.
[0009] The tire described above is provided with the inner tire core in the annular cavity of the outer tire body and the hole unit. The hole unit can achieve a certain shock absorption effect for the tire. The hole opening of the hole unit is arranged towards the cavity wall of the annular cavity, so that the hole unit can be isolated from the external environment, thereby preventing mud, sand and other objects from entering the hole unit of the inner tire core and affecting the normal driving of the vehicle. Compared with the conventional technology, the tire described above can prevent foreign matters in the external environment from entering the hole unit through the outer tire body, ensure the shock absorption effect of the hole unit, and thus ensure the shock absorption effect of the tire.
[0010] In one of the embodiments, the hole unit comprises a first shock absorption hole and a second shock absorption hole. The first shock absorption hole is arranged on one side of the inner tire core along an axial direction of the tire, and the second shock absorption hole is arranged on the other side of the inner tire core along the axial direction of the tire.
[0011] In one of the embodiments, the first shock absorption hole is provided with at least two first shock absorption holes, and the at least two first shock absorption holes are arranged at intervals along a circumferential direction of the inner tire core.
[0012] In one of the embodiments, the first damping hole is provided with at least two, and the at least two first damping holes are arranged in a radial direction of the tire.
[0013] In one of the embodiments, the second damping hole is provided with at least two, and the at least two second damping holes are arranged in a circumferential direction of the inner tire core.
[0014] In one of the embodiments, the second damping hole is provided with at least two, and the at least two second damping holes are arranged in a radial direction of the tire.
[0015] In one of the embodiments, the outer tire body includes a first tire side, a second tire side, and a tire crown, the first tire side and the second tire side are arranged in an axial direction of the tire and are arranged on an inner side of the tire crown, the first tire side, the tire crown, and the second tire side form the annular cavity with an opening, the inner tire core can enter and exit the annular cavity through the opening, the hole of the first damping hole is arranged towards the first tire side, and the hole of the second damping hole is arranged towards the second tire side.
[0016] In one of the embodiments, a side of the tire crown away from the annular cavity is provided with a non-slip pattern.
[0017] In one of the embodiments, the hardness of the outer tire body is greater than the hardness of the inner tire core.
[0018] Another embodiment of the present application provides a wheel, which includes a hub and a tire as described above, and the tire is sleeved on an outer peripheral wall of the hub. BRIEF DESCRIPTION OF DRAWINGS
[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.
[0020] Figure 1 It is a partial cross-sectional view of the tire in one embodiment of the present application.
[0021] Figure 2 It is a structural schematic view of the inner tire core in one embodiment of the present application.
[0022] Figure 3 It is a front view of the inner tire core in one embodiment of the present application.
[0023] Figure 4 It is a structural schematic view of the C-C cross section. Figure 3
[0024] BRIEF DESCRIPTION OF DRAWINGS
[0025] 100. carcass; 110. annular cavity; 120. opening; 130. first sidewall; 140. second sidewall; 150. crown; 151. sipe; 200. inner core; 300. hole unit; 310. first damping hole; 320. second damping hole. DETAILED DESCRIPTION
[0026] In order to make the above objectives, features and advantages of the present application more clear and easy to understand, the specific embodiments of the present application will be described in detail below with reference to the accompanying drawings. In the following description, a lot of specific details are set forth in order to provide a thorough understanding of the present application. However, the present application can be implemented in many different ways other than the ones described herein, and one of ordinary skill in the art can make similar improvements without departing from the spirit of the present application, so the present application is not limited to the specific embodiments disclosed below.
[0027] In the description of the present application, it should be understood that if these terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the purpose of facilitating the description of the present application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application.
[0028] In addition, if these terms "first", "second" appear, these terms are only for the purpose of description, and cannot be understood as indicating or implying relative importance or implying the number of the technical features indicated. Therefore, the features limited by "first", "second" can explicitly or implicitly include at least one of the features. In the description of the present application, if the term "a plurality of" appears, the meaning of "a plurality of" is at least two, for example, two, three, etc., unless otherwise specifically limited.
[0029] In the present application, unless otherwise specifically defined and limited, if the terms "mounting", "connecting", "connecting", "fixing" and the like appear, these terms should be interpreted broadly. For example, it can be fixedly connected, or it can be detachably connected, or it can be integrated; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the internal communication of two elements or the interaction relationship between two elements, unless otherwise specifically limited. For those of ordinary skill in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.
[0030] In the present application, unless otherwise explicitly specified and limited, if there is a description such as "on" or "under" of the first feature to the second feature, it means that the first and second features are in direct contact or the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature "above", "over" and "on" the second feature can be that the first feature is directly above or obliquely above the second feature, or only means that the first feature is higher than the second feature in horizontal height. The first feature "below", "under" and "under" the second feature can be that the first feature is directly below or obliquely below the second feature, or only means that the first feature is lower than the second feature in horizontal height.
[0031] It should be noted that if an element is referred to as "fixed to" or "provided on" another element, it can be directly on another element or there can be a middle element. If an element is considered to be "connected" to another element, it can be directly connected to another element or there can be a middle element. If present, the terms "vertical", "horizontal", "up", "down", "left", "right" and similar expressions used in the present application are only for illustrative purposes and do not represent the only implementation.
[0032] Referring to Figure 1 and Figure 2 , one embodiment of the present application provides a tire, comprising an outer carcass 100 and an inner tire core 200, the outer carcass 100 is provided with an annular cavity 110; the inner tire core 200 is arranged in the annular cavity 110 and is provided with a hole unit 300, the hole of the hole unit 300 is arranged towards the cavity wall of the annular cavity 110.
[0033] The above-mentioned tire, the inner tire core 200 is arranged in the annular cavity 110 of the outer carcass 100 and is provided with a hole unit 300, the arrangement of the hole unit 300 can play a certain damping effect for the tire, the hole of the hole unit 300 is arranged towards the cavity wall of the annular cavity 110, so that the hole unit 300 can be isolated from the external environment, thereby preventing objects such as soil and sand from entering the hole unit 300 of the inner tire core 200 and affecting the normal driving of the vehicle; compared with the prior art, the above-mentioned tire can prevent foreign matter in the external environment from entering the hole unit 300 through the outer carcass 100, ensure the damping effect of the hole unit 300, and further ensure the damping effect of the tire.
[0034] Further, referring to Figure 2 , the hole unit 300 comprises a plurality of damping holes distributed on the inner tire core 200, so as to ensure the damping effect of the inner tire core 200.
[0035] In addition, the arrangement of the hole unit 300 can also reduce the weight of the inner tire core 200, thereby reducing the overall weight of the tire and improving the lightweight level of the tire, so that the energy consumption of the vehicle during driving is lower.
[0036] As an explanation, the tire in the above embodiment can be used for a bicycle, an electric bicycle, or a motor vehicle, etc.
[0037] Further, the tire in the above embodiment is mainly used for an electric off-road bicycle; when the electric off-road bicycle is driven in the wild, there are more objects such as mud and sand in the wild, which can cause the objects such as mud and sand to be more easily entered into the hole of the airless tire; in the embodiment, the hole unit 300 of the inner tire core 200 is blocked by the outer tire body 100, so that the objects such as mud and sand are prevented from entering the hole unit 300 and affecting the normal driving of the electric off-road bicycle.
[0038] In one embodiment, the inner tire body is made of a light foaming material, such as a polystyrene foaming material (EPS), a polyurethane foaming material (PU), etc., which can further reduce the weight of the tire while ensuring the damping effect.
[0039] Further, referring to Figure 2 and Figure 3 , the shape of the inner tire core 200 is a circular ring, and the circular ring-shaped inner tire core 200 matches the shape of the annular cavity 110 of the outer tire body 100, so as to ensure the installation compatibility of the outer tire body 100 and the inner tire core 200.
[0040] Additionally, for the same type and different sizes of the outer tire body 100, the compatibility can be improved by deforming and fitting with the inner tire core 200.
[0041] Referring to Figure 1 and Figure 4 , in one embodiment, the hole unit 300 includes a first damping hole 310, and the first damping hole 310 is arranged on one side of the inner tire core 200 along the axial direction of the tire (i.e., the A direction in Figure 1 and Figure 4 ).
[0042] The first damping hole 310 is arranged on one side of the inner tire core 200 along the axial direction of the tire, so as to ensure the damping effect of the tire.
[0043] Further, referring to Figure 1 and Figure 4 , the hole unit 300 further includes a second damping hole 320, and the second damping hole 320 is arranged on the side of the inner tire core 200 away from the first damping hole 310 along the axial direction of the tire.
[0044] The first damping hole 310 and the second damping hole 320 are respectively arranged on the opposite sides of the inner tire core 200 along the axial direction of the tire, so that the damping effect of the tire is more reliable and uniform.
[0045] Further, when the vehicle is turning, the plane where the tire is located is inclined to the ground, that is, the plane where the tire is located is arranged at an angle to the ground. By arranging the first damping hole 310 and the second damping hole 320 on opposite sides of the inner tire core 200 along the tire axis direction respectively, the tire has good damping effect when it is inclined to any side, ensuring the comfort of the vehicle.
[0046] Further, referring to Figure 1 and Figure 4 , the first damping hole 310 and the second damping hole 320 are both strip-shaped holes, and the axis direction of the strip-shaped first damping hole 310 and the axis direction of the strip-shaped second damping hole 320 are both parallel to the axis direction of the tire.
[0047] Alternatively, the first damping hole 310 and the second damping hole 320 can be cylindrical holes, or can be polygonal holes, etc., which will not be described here.
[0048] Referring to Figures 1 to 4 , in an embodiment, the first damping hole 310 is provided with at least two, and the at least two first damping holes 310 are arranged at intervals along the circumference of the inner tire core 200.
[0049] The at least two first damping holes 310 are arranged at intervals along the circumference of the inner tire core 200, so that during the rolling driving of the tire, the at least two first damping holes 310 can provide multi-directional damping for the tire, ensuring the comfort of the vehicle during driving.
[0050] Further, referring to Figures 1 to 4 , the first damping hole 310 is provided with a plurality of and arranged at intervals along the circumference of the inner tire core 200.
[0051] Referring to Figures 1 to 4 , in an embodiment, the first damping hole 310 is provided with at least two, and the at least two first damping holes 310 are arranged at intervals along the radial direction of the tire (i.e. Figure 1 and Figure 4 B direction).
[0052] In this way, the inner tire core 200 has a larger deformation stroke in the radial direction of the tire, and the inner tire core 200 has better damping effect.
[0053] As an explanation, the number of first damping holes 310 arranged at intervals along the radial direction of the tire should be proportional to the thickness of the tire, for example, a thicker tire should be provided with a larger number of first damping holes 310 in its radial direction, and a thinner tire should be provided with a smaller number of first damping holes 310 due to the limited area.
[0054] Further, the number of the first shock-absorbing holes 310 arranged along the radial direction of the tire should not be too large. If the number of the first shock-absorbing holes 310 arranged along the radial direction of the tire is too large, the compression strength of the tire will be reduced, and the tire will be more likely to be damaged, which will affect the service life of the tire.
[0055] Referring to Figures 1 to 4 In an embodiment, the first shock-absorbing holes 310 are provided in a plurality, at least two of which are arranged along the circumferential direction of the inner tire core 200, and at least two of which are arranged along the radial direction of the tire.
[0056] Further, the plurality of the first shock-absorbing holes 310 can form at least two circles around the surface of the inner tire core 200, so that the inner tire core 200 is in a honeycomb shape, and the shock-absorbing effect is further improved.
[0057] Referring to Figures 1 to 4 In an embodiment, the second shock-absorbing holes 320 are provided in at least two, at least two of which are arranged along the circumferential direction of the inner tire core 200.
[0058] Referring to Figures 1 to 4 In an embodiment, the second shock-absorbing holes 320 are provided in at least two, at least two of which are arranged along the radial direction of the tire.
[0059] The second shock-absorbing holes 320 are similar to the first shock-absorbing holes 310, and will not be described here again.
[0060] Further, referring to Figures 1 to 4 The number of the first shock-absorbing holes 310 and the number of the second shock-absorbing holes 320 are arranged one-to-one, and the corresponding first shock-absorbing holes 310 and the second shock-absorbing holes 320 are coaxially arranged.
[0061] Referring to Figure 1 In an embodiment, the outer tire body 100 includes a first tire side 130, a second tire side 140, and a tire crown 150. The first tire side 130 and the second tire side 140 are arranged on the inner side of the tire crown 150 along the axial direction of the tire, and the first tire side 130, the tire crown 150, and the second tire side 140 form an annular cavity 110 with an opening 120. The inner tire core 200 can enter and exit the annular cavity 110 through the opening 120. The orifice of the first shock-absorbing holes 310 is arranged towards the first tire side 130, and the orifice of the second shock-absorbing holes 320 is arranged towards the second tire side 140.
[0062] The first sidewall 130, the crown 150 and the second sidewall 140 surround to form an annular cavity 110 with an opening 120, so that the inner tire core 200 can pass through the opening 120 to enter or exit the annular cavity 110, facilitating the replacement of the outer tire body 100 or the inner tire core 200; the first sidewall 130 can isolate the first shock-absorbing hole 310 from the external environment, and the second sidewall 140 can isolate the second shock-absorbing hole 320 from the external environment, so as to prevent objects in the external environment from entering the first shock-absorbing hole 310 or / and the second shock-absorbing hole 320 and affecting the normal driving of the vehicle.
[0063] Further, the inner side of the crown 150 is spaced apart from the first sidewall 130 and the second sidewall 140, and the outer side of the crown 150 is used to contact the road surface.
[0064] Please refer to Figure 1 In an embodiment, the crown 150 is provided with a non-slip pattern 151 on the side away from the annular cavity 110.
[0065] The side of the crown 150 away from the annular cavity 110 is usually used as the outer side of the tire to contact the ground, and by providing a non-slip part on the side of the crown 150 away from the annular cavity 110, the tire can be prevented from slipping on the ground and affecting driving safety.
[0066] In an embodiment, the hardness of the outer tire body 100 is greater than the hardness of the inner tire core 200.
[0067] Since the outer tire body 100 contacts the ground, the outer tire body 100 with higher hardness can provide better wear resistance for the tire, and the inner tire core 200 with lower hardness can provide better shock absorption performance for the tire, so that the outer tire body 100 with higher hardness can provide a certain protection effect for the inner tire core 200 with lower hardness, so that the tire has better shock absorption performance and wear resistance.
[0068] Further, the outer tire body 100 is made of high wear-resistant rubber, and the inner tire core 200 is made of low-density and high-elastic foaming material, so as to complement the advantages and disadvantages of the outer tire body 100 and the inner tire core 200, so that the tire has better shock absorption performance and wear resistance.
[0069] Another embodiment of the present application provides a vehicle wheel, which comprises a hub and a tire as described above, and the tire is sleeved on the outer peripheral wall of the hub.
[0070] The tire wheel has the inner tire core 200 arranged in the annular cavity 110 of the outer tire body 100 and provided with the hole unit 300, the hole unit 300 is arranged towards the cavity wall of the annular cavity 110, so that the hole unit 300 can be isolated from the external environment, thereby preventing the soil, sand and other objects from entering the hole unit 300 of the inner tire core 200 and affecting the normal driving of the vehicle; compared with the conventional technology, the tire wheel can prevent the foreign matters in the external environment from entering the hole unit 300 through the outer tire body 100, ensure the shock absorption effect of the hole unit 300, and further ensure the shock absorption effect of the tire.
[0071] The technical features of the above embodiments can be combined in any manner, and for the sake of brevity, not all possible combinations of the technical features in the above embodiments are described, however, as long as the combinations of the technical features do not contradict, they should be considered as within the scope of the present disclosure.
[0072] The above embodiments only express several implementation manners of the present application, the description is relatively specific and detailed, but it should not be understood as a limitation on the patent application scope. It should be pointed out that for ordinary skilled persons in the art, several modifications and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application should be subject to the appended claims.
Claims
1. A tire characterized by, The tire comprises: an outer carcass provided with an annular cavity; an inner core provided in the annular cavity and provided with a hole unit, an orifice of the hole unit being provided towards a cavity wall of the annular cavity, the hole unit comprising a first shock-absorbing hole and a second shock-absorbing hole, the first shock-absorbing hole being provided on one side of the inner core along an axial direction of the tire, and the second shock-absorbing hole being provided on a side of the inner core away from the first shock-absorbing hole along the axial direction of the tire.
2. Tyre according to Claim 1, characterized in that, The first shock-absorbing hole and the second shock-absorbing hole are both strip-shaped holes.
3. The tire of claim 1, wherein, The first shock-absorbing hole is provided with at least two first shock-absorbing holes, and the at least two first shock-absorbing holes are arranged at intervals along a circumferential direction of the inner core.
4. The tire of claim 1, wherein, The first shock-absorbing hole is provided with at least two first shock-absorbing holes, and the at least two first shock-absorbing holes are arranged at intervals along a radial direction of the tire.
5. The tire of claim 1, wherein, The second shock-absorbing hole is provided with at least two second shock-absorbing holes, and the at least two second shock-absorbing holes are arranged at intervals along a circumferential direction of the inner core.
6. The tire of claim 1, wherein, The second shock-absorbing hole is provided with at least two second shock-absorbing holes, and the at least two second shock-absorbing holes are arranged at intervals along a radial direction of the tire.
7. The tire of claim 1, wherein, The outer carcass comprises a first sidewall, a second sidewall and a crown, the first sidewall and the second sidewall being arranged at intervals along an axial direction of the tire and being arranged on an inner side of the crown, the first sidewall, the crown and the second sidewall forming the annular cavity with an opening, the inner core being capable of entering and exiting the annular cavity through the opening, an orifice of the first shock-absorbing hole being arranged towards the first sidewall, and an orifice of the second shock-absorbing hole being arranged towards the second sidewall.
8. Tyre according to Claim 7, characterised in that, A side of the crown away from the annular cavity is provided with a non-slip pattern.
9. The tire of claim 1, wherein, A hardness of the outer carcass is greater than a hardness of the inner core.
10. A vehicle wheel, characterised in that The wheel comprises a hub and the tire according to any one of claims 1-9, the tire being sleeved on an outer peripheral wall of the hub.