Energy-saving tire

Abstract

The utility model discloses an energy-saving type tire. The energy-saving type tire comprises a tire body, the tread is arranged on the outer surface of the tire body along the radial direction and is connected with the tire body; the multiple convex parts are arranged on the outer surface of the tire body in the radial direction and connected with the tire body, the multiple convex parts are arranged at intervals in the circumferential direction to form multiple concave parts, and the multiple convex parts are arranged on the two sides of the tire tread in the axial direction respectively; the elastic parts are arranged in the concave parts between every two adjacent convex parts in the circumferential direction, and the thickness of the elastic parts is smaller than that of the convex parts. According to the energy-saving tire, the performance of the tire can be dynamically optimized according to different load conditions, energy is saved, and driving safety is guaranteed.

Description

Technical Field

[0001] This utility model relates to the field of tire technology, and in particular to an energy-saving tire. Background Technology

[0002] With the global energy shortage and environmental pollution becoming increasingly severe, energy conservation and emission reduction have become core issues in the automotive industry. Energy-efficient tires, thanks to new materials and innovative designs, effectively reduce rolling resistance, decrease fuel consumption and exhaust emissions, and significantly enhance the environmental performance of vehicles while improving fuel economy, thus attracting widespread attention in the market.

[0003] Currently, an energy-efficient tire is available on the market. This tire consists of a carcass, which includes the tread, shoulder, and bead. The tread area is divided into a light-load energy-efficient zone and a heavy-load energy-efficient zone, separated by the transition area from the outer edge of the light-load energy-efficient zone to the shoulder. The light-load energy-efficient zone has two parallel straight grooves with a central tread block between them; the heavy-load energy-efficient zone is equipped with multiple sets of streamlined main tread grooves, with the bottom of the grooves featuring a maximum rounded corner design. This design not only reduces energy consumption, improves straight-line performance and handling, and reduces noise during driving, but also enhances anti-skid safety when driving on wet surfaces.

[0004] However, existing energy-saving tires still have significant technological shortcomings. Most of these tires focus solely on improving the tire tread pattern, failing to adequately consider different real-world application scenarios. Different road conditions, climates, and vehicle loads have varying impacts on tire rolling resistance. Simple tread pattern improvements are insufficient to comprehensively address complex usage conditions, resulting in limitations in reducing rolling resistance and failing to achieve the expected energy-saving effects. Therefore, there is an urgent need to develop more efficient and adaptable energy-saving tire technologies. Utility Model Content

[0005] The purpose of this invention is to address the current market shortage of highly adaptable, energy-efficient tires. This invention provides an energy-efficient tire that dynamically optimizes its performance based on different load conditions, achieving both energy savings and ensuring driving safety.

[0006] To solve the above-mentioned technical problems, the present invention discloses an energy-saving tire, the energy-saving tire comprising:

[0007] fetus;

[0008] Tread, radially, the tread is disposed on the outer surface of the tire body and connected to the tire body;

[0009] Multiple protrusions are provided on the outer surface of the tire body along the radial direction and connected to the tire body. Along the circumferential direction, the multiple protrusions are spaced apart to form multiple recesses. Along the axial direction, the multiple protrusions are respectively provided on both sides of the tire tread.

[0010] Multiple elastic elements are provided along the circumferential direction, each of the elastic elements being disposed in the recess between two adjacent protrusions, and the thickness of the elastic element being less than the thickness of the protrusion.

[0011] Using the above technical solution, taking a single tire load of less than 300kg as low load and a single tire load greater than 300kg as high load as an example, under low load conditions, because the thickness of the elastic element is smaller than that of the convex parts, only the tire tread and multiple convex parts contact the road surface. The load-bearing capacity of the tread and convex parts is sufficient to meet low load requirements, effectively preventing deformation of both. This design reduces the contact area between the tire and the road surface, lowers rolling resistance, thereby improving the fuel efficiency of gasoline vehicles and the battery range of electric vehicles, achieving the goal of reducing energy consumption. Simultaneously, the design of the tread and multiple convex parts contacting the road surface ensures vehicle stability during driving.

[0012] Under high load conditions, pressure forces the tread and convex parts to extend to the sides. At this point, the tire tread, convex parts, and elastic components all come into contact with the road surface, significantly increasing the contact area between the tire and the ground. This structural change enhances the tire's load-bearing capacity, enabling the vehicle to continue driving safely and stably under heavy loads. In summary, this technical solution can dynamically optimize tire performance based on different load conditions, achieving both energy savings and ensuring driving safety.

[0013] According to another specific embodiment of the present invention, the tire body includes:

[0014] The main tire body, along the radial direction, has the tread disposed on the outer surface of the main tire body and connected to the main tire body;

[0015] The auxiliary tire body is located along the axial direction, and is respectively disposed on both sides of the main tire body and connected to the main tire body. The plurality of protrusions are disposed on the outer surface of the auxiliary tire body and connected to the auxiliary tire body. The plurality of elastic elements are disposed on the outer surface of the auxiliary tire body and connected to the auxiliary tire body. The thickness of the main tire body and the auxiliary tire body are equal.

[0016] According to another specific embodiment of the present invention, the thickness of the tread is equal to the thickness of the protrusion.

[0017] By adopting the above technical solution, under low load conditions, the thickness of the tread and the convex parts are equal, so the tread and multiple convex parts can contact the road surface at the same time, ensuring that the vehicle remains stable during driving.

[0018] According to another specific embodiment of the present invention, the difference between the thickness of the protrusion and the thickness of the elastic element is 3mm to 5mm.

[0019] Using the above technical solution, when the difference between the thickness of the protrusion and the thickness of the elastic element is less than 3mm, meaning the elastic element is relatively thick, under high load conditions, due to the insufficient initial thickness difference, the space for the tread and protrusion to extend to both sides under pressure is limited. This results in a relatively small increase in contact area after the tread, protrusion, and elastic element all contact the road surface when the load increases, leading to insufficient improvement in tire load-bearing capacity. Under heavy loads, vehicles may experience excessive tire deformation and accelerated wear due to poor tire load-bearing capacity, affecting vehicle safety and stability and making it difficult to ensure the safe and stable operation of heavy-duty vehicles under various road conditions.

[0020] When the difference between the thickness of the protrusion and the thickness of the elastic element is greater than 5mm, that is, the elastic element is relatively thin. Under high load scenarios, the pressure forces the tread and the protrusion to extend to both sides. At this time, only the tire tread and the protrusion may be in contact with the road surface, while the elastic element remains in a state of not being in contact with the road surface. Therefore, it is impossible to achieve the technical effect of increasing the contact area between the tire and the ground and improving the tire's load-bearing capacity.

[0021] In this technical solution, the difference between the thickness of the protrusion and the thickness of the elastic element is 3mm to 5mm. This comprehensively considers various factors such as the tire's performance balance under different loads, material characteristics, and manufacturing processes. While ensuring energy saving, load-bearing capacity, and passability, it also takes into account the overall quality and production cost of the tire.

[0022] According to another specific embodiment of the present invention, the tread and the plurality of protrusions are made of natural rubber, and the plurality of elastic elements are made of synthetic rubber.

[0023] Using the above technical solution, the elastic properties of synthetic rubber are better than those of natural rubber. When a vehicle travels on an uneven road surface, multiple elastic components undergo significant elastic deformation under compression at the concave or convex sections, while the elastic deformation of multiple convex parts under compression at the concave or convex sections is smaller. Therefore, the elastic components and their circumferentially adjacent convex parts form a notch at the compression point. The notch abuts against the edge of the road surface depression or convexity, providing a support point for tire rotation and facilitating the vehicle to pass through uneven road sections.

[0024] According to another specific embodiment of the present invention, the tread, the plurality of protrusions and the plurality of elastic elements are respectively provided with tire patterns.

[0025] By employing the above technical solution, tire treads are incorporated into the tread, multiple protrusions, and multiple elastic elements. These treads provide excellent guidance and high-speed stability, and aid in tire heat dissipation. Simultaneously, the treads' water drainage performance allows for the rapid removal of water from the tire, reducing the risk of slippage on wet surfaces and ensuring vehicle safety and stability.

[0026] According to another specific embodiment of the present invention, the tire tread includes transverse tire tread, V-shaped tire tread, and longitudinal tire tread.

[0027] According to another specific embodiment of the present invention, the energy-saving tire includes a tire shoulder and a tire sidewall, and along the axial direction, the auxiliary tire body, the tire shoulder and the tire sidewall are connected in sequence.

[0028] According to another specific embodiment of the present invention, the energy-saving tire includes a bead, which is disposed on one side of the inner surface of the tire body along the radial direction, and is connected to the tire sidewall. The bead is used to support the tire body.

[0029] Using the above technical solution, the tire bead secures the tire to the outer rim and fits tightly with it to seal the tire. The tire bead connects to the tire shoulder via the tire sidewall, providing lateral support and maintaining the tire's shape. Attached Figure Description

[0030] Figure 1 A stereoscopic view of an energy-saving tire according to an embodiment of the present invention is shown. Figure 1 .

[0031] Figure 2 A stereoscopic view of an energy-saving tire according to an embodiment of the present invention is shown. Figure 2 (Excluding elastic components)

[0032] Figure 3 A cross-sectional view of an embodiment of the energy-saving tire of this utility model is shown.

[0033] Figure 4 A side view of an embodiment of the energy-saving tire of this utility model is shown.

[0034] Figure 5 A schematic diagram of the protrusion and elastic element in an embodiment of the present invention is shown.

[0035] Figure 6 A schematic diagram of the tire tread according to an embodiment of the present invention is shown.

[0036] Explanation of reference numerals in the attached figures

[0037] 10 fetuses;

[0038] Main fetal body 11; accessory fetal body 12;

[0039] Tread 20;

[0040] convex part 30;

[0041] Elastic element 40;

[0042] recess 50;

[0043] Tire tread 60;

[0044] Transverse tread pattern 61; First sidewall 611; First groove 6111; Second sidewall 612; Second groove 6121; V-shaped tread pattern 62; Longitudinal tread pattern 63;

[0045] Shoulder 70;

[0046] Sidewall 80;

[0047] Bead size 90. Detailed Implementation

[0048] The following specific embodiments illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. Although the description of this utility model will be presented in conjunction with preferred embodiments, this does not mean that the features of this utility model are limited to this embodiment. On the contrary, the purpose of describing the utility model in conjunction with the embodiments is to cover other options or modifications that may be derived based on the claims of this utility model. To provide a deep understanding of this utility model, many specific details will be included in the following description. This utility model may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of this utility model, some specific details will be omitted in the description. It should be noted that, without conflict, the embodiments and features in the embodiments of this utility model can be combined with each other.

[0049] It should be noted that in this specification, similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0050] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the utility model product is usually placed in during use. They are only for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the utility model.

[0051] The terms “first”, “second”, etc., are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0052] In the description of this embodiment, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set up," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this embodiment based on the specific circumstances.

[0053] To make the objectives, technical solutions, and advantages of this utility model clearer, the embodiments of this utility model will be described in further detail below with reference to the accompanying drawings.

[0054] refer to Figures 1 to 4 This application provides an energy-saving tire, which includes a tire body 10, a tread 20, sixteen protrusions 30, and sixteen elastic elements 40. Along the radial direction X, the tread 20 is disposed on the outer surface of the tire body 10 and connected to the tire body 10.

[0055] Along the radial direction X, sixteen protrusions 30 are provided on the outer surface of the tire body 10 and connected to the tire body 10. Along the circumferential direction R, the sixteen protrusions 30 are spaced apart to form sixteen recesses 50. Along the axial direction Y, the sixteen protrusions 30 are respectively provided on both sides of the tread 20, that is, along the axial direction Y, eight protrusions 30 are provided on the left side of the tread 20 and eight protrusions 30 are provided on the right side of the tread 20.

[0056] Along the circumferential direction R, each elastic element 40 is provided in the recess 50 between two adjacent protrusions 30, and the thickness of the elastic element 40 is less than the thickness of the protrusion 30.

[0057] Using the above technical solution, taking a single tire load of less than 300 kg as low load and a single tire load greater than 300 kg as high load as an example, under low load conditions, because the thickness of the elastic element 40 is less than that of the protrusions 30, only the tread 20 and multiple protrusions 30 of the tire are in contact with the road surface. The load-bearing capacity of the tread 20 and the protrusions 30 is sufficient to meet low load requirements, effectively preventing deformation of both. This design reduces the contact area between the tire and the road surface, lowers rolling resistance, thereby improving the fuel efficiency of gasoline vehicles and the battery range of electric vehicles, achieving the goal of reducing energy consumption. Simultaneously, the design of the tread 20 and multiple protrusions 30 contacting the road surface ensures vehicle stability during driving.

[0058] Under high-load conditions, pressure forces the tread 20 and the protrusion 30 to extend to both sides. At this point, the tread 20, the protrusion 30, and the elastic element 40 all come into contact with the road surface, significantly increasing the contact area between the tire and the ground. This structural change enhances the tire's load-bearing capacity, enabling the vehicle to maintain safe and stable operation even under heavy loads. In summary, this technical solution dynamically optimizes tire performance based on different load conditions, achieving both energy savings and ensuring driving safety.

[0059] It should be noted that the number of protrusions 30 is not specifically limited in this embodiment. For example, in other possible implementations, the number of protrusions 30 may be eighteen, twenty, twenty-two, etc. Similarly, the number of elastic elements 40 is not specifically limited in this embodiment. For example, in other possible implementations, the number of elastic elements 40 may be eighteen, twenty, twenty-two, etc. Likewise, the number of recesses 50 is not specifically limited in this embodiment. For example, in other possible implementations, the number of recesses 50 may be eighteen, twenty, twenty-two, etc.

[0060] In some possible implementations, refer to Figures 1 to 4 The tire body 10 includes a main tire body 11 and a secondary tire body 12. Along the radial direction X, the tread 20 is disposed on the outer surface of the main tire body 11 and connected to the main tire body 11.

[0061] Along the axial direction Y, the auxiliary tire body 12 is respectively disposed on both sides of the main tire body 11 and connected to the main tire body 11. Multiple protrusions 30 are disposed on the outer surface of the auxiliary tire body 12 and connected to the auxiliary tire body 12. Elastic members 40 are disposed on the outer surface of the auxiliary tire body 12 and connected to the auxiliary tire body 12. The main tire body 11 and the auxiliary tire body 12 have the same thickness.

[0062] In some possible implementations, refer to Figures 1 to 4 The thickness of the tread 20 is equal to the thickness of the protrusion 30.

[0063] By adopting the above technical solution, under low load conditions, the tread 20 and the protrusions 30 have the same thickness, so the tread 20 and multiple protrusions 30 can contact the road surface at the same time, ensuring that the vehicle remains stable during driving.

[0064] In some possible implementations, refer to Figure 5 The difference between the thickness d1 of the protrusion 30 and the thickness d2 of the elastic member 40 is 3mm to 5mm.

[0065] Using the above technical solution, when the difference between the thickness d1 of the protrusion 30 and the thickness d2 of the elastic element 40 is less than 3mm, the elastic element 40 is considered relatively thick. Under high load conditions, due to insufficient initial thickness difference, the space for the tread 20 and protrusion 30 to extend laterally under pressure is limited. This results in a relatively small increase in contact area after the tread 20, protrusion 30, and elastic element 40 all contact the road surface when the load increases, leading to insufficient improvement in tire load-bearing capacity. Under heavy loads, the vehicle may experience excessive tire deformation and accelerated wear due to poor tire load-bearing capacity, affecting the vehicle's safety and stability and making it difficult to ensure the safe and stable operation of heavy-duty vehicles under various road conditions.

[0066] When the difference between the thickness d1 of the protrusion 30 and the thickness d2 of the elastic element 40 is greater than 5mm, the elastic element 40 is relatively thin. Under high load conditions, the pressure forces the tread 20 and the protrusion 30 to extend to both sides. At this time, only the tire tread 20 and the protrusion 30 may be in contact with the road surface, while the elastic element 40 remains in a state of not being in contact with the road surface. In this case, the technical effect of increasing the contact area between the tire and the ground and improving the tire's load-bearing capacity cannot be achieved.

[0067] In this technical solution, the difference between the thickness d1 of the protrusion 30 and the thickness d2 of the elastic element 40 is 3mm to 5mm. This comprehensively considers various factors such as the tire's performance balance under different loads, material characteristics, and manufacturing processes. While ensuring energy saving, load-bearing capacity, and passability, it also takes into account the overall quality and production cost of the tire.

[0068] It should be noted that the specific value of the difference between the thickness d1 of the protrusion 30 and the thickness d2 of the elastic member 40 is not specifically limited in the embodiments of this application. For example, in other possible implementations, the difference between the thickness d1 of the protrusion 30 and the thickness d2 of the elastic member 40 can be 3mm, 3.5mm, 4.2mm, 5mm, etc.

[0069] In some possible implementations, refer to Figures 1 to 4 The tread 20 and multiple protrusions 30 are made of natural rubber, while the multiple elastic components 40 are made of synthetic rubber.

[0070] Using the above technical solution, the elastic properties of synthetic rubber are better than those of natural rubber. When the vehicle travels on an uneven road surface, multiple elastic elements 40 undergo significant elastic deformation under compression at the concave or convex sections, while multiple protrusions 30 undergo less elastic deformation under compression at the concave or convex sections. Therefore, the elastic element 40 and the protrusions 30 adjacent to it in the circumferential direction R form a notch at the compression point. The notch abuts against the edge of the road surface depression or protrusion, providing a support point for tire rotation and facilitating the vehicle to pass through uneven road sections.

[0071] It should be noted that the embodiments of this application do not impose specific limitations on the specific type of natural rubber. For example, in other possible embodiments, natural rubber can be rubber trifoliate rubber, eucommia rubber, styrax rubber, etc. Similarly, the embodiments of this application do not impose specific limitations on the specific type of synthetic rubber. For example, in other possible embodiments, synthetic rubber can be styrene-butadiene rubber, cis-butadiene rubber, chloroprene rubber, etc.

[0072] In some possible implementations, refer to Figures 1 to 4 The tread 20, multiple protrusions 30 and multiple elastic elements 40 are respectively provided with tread patterns 60.

[0073] Using the above technical solution, tread patterns 60 are provided on the tread 20, multiple protrusions 30, and multiple elastic elements 40. The tread patterns 60 provide good guidance and high-speed stability, and help with tire heat dissipation. At the same time, the water drainage performance of the tread patterns 60 can quickly shake off water accumulated on the tire, reduce the risk of slipping on wet surfaces, and ensure vehicle driving safety and stability.

[0074] In some possible implementations, refer to Figure 1 and Figure 6 The tire tread 60 includes lateral tire tread 61, V-shaped tire tread 62, and longitudinal tire tread 63, with the V-shaped tire tread 62 provided on the protrusion 30. The elastic member 40 has longitudinal tire tread 63, the extension direction of which intersects the axial direction Y. The tread 20 has lateral tire tread 61, which includes a first sidewall 611 and a second sidewall 612 extending along the axial direction Y, respectively, with the first sidewall 611 and the second sidewall 612 facing each other circumferentially R. The first sidewall 611 has a first groove 6111, which is rectangular, and the second sidewall 612 has a second groove 6121, which is also rectangular, with the first groove 6111 and the second groove 6121 facing each other circumferentially R.

[0075] It should be noted that the specific shape of the tread pattern 60 is not specifically limited in this application embodiment. For example, in other possible embodiments, the tread pattern 60 can be a serrated tread, a composite tread, an asymmetrical tread, etc., as long as it provides good guidance and high-speed stability, helps tire heat dissipation, can quickly shake off accumulated water, has good drainage performance, and reduces the effect of slipping on wet surfaces. The shape of the tread pattern 60 provided on the tread 20 is not specifically limited in this application embodiment. For example, in other possible embodiments, the tread pattern 60 provided on the tread 20 can be a V-shaped tread pattern 62, a longitudinal tread pattern 63, etc. The shape of the tread pattern 60 provided on the protrusion 30 is not specifically limited in this application embodiment. For example, in other possible embodiments, the tread pattern 60 provided on the protrusion 30 can be a lateral tread pattern 61, a longitudinal tread pattern 63, etc. The shape of the tread pattern 60 on the elastic member 40 is not specifically limited in this embodiment. For example, in other possible implementations, the tread pattern 60 on the elastic member 40 can be a transverse tread pattern 61, a V-shaped tread pattern 62, etc. The shape of the first groove 6111 is not specifically limited in this embodiment. For example, in other possible implementations, the shape of the first groove 6111 can be a triangle, a semicircle, etc. The shape of the second groove 6121 is not specifically limited in this embodiment. For example, in other possible implementations, the shape of the second groove 6121 can be a triangle, a semicircle, etc.

[0076] In some possible implementations, refer to Figures 1 to 4 The energy-saving tire includes a shoulder 70 and a sidewall 80. Along the axial direction Y, the auxiliary tire body 12, the shoulder 70 and the sidewall 80 are connected in sequence.

[0077] In some possible implementations, refer to Figures 1 to 4 The energy-saving tire includes a bead 90 along the radial direction X. The bead 90 is located on one side of the inner surface of the tire body 10 and is connected to the sidewall 80. The bead 90 is used to support the tire body 10.

[0078] Using the above technical solution, the bead 90 fixes the tire to the outer rim and fits tightly with the outer rim (not shown in the figure) to seal the tire. The bead 90 is connected to the shoulder 70 through the sidewall 80, and the bead 90 provides lateral support to the tire and maintains the tire shape.

[0079] Although the present invention has been illustrated and described with reference to certain preferred embodiments, those skilled in the art should understand that the above description is a further detailed explanation of the present invention in conjunction with specific embodiments, and should not be construed as limiting the specific implementation of the present invention to these descriptions. Those skilled in the art can make various changes in form and detail, including some simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. An energy saving tire characterized by, The energy-saving tires include: fetus; Tread, radially, the tread is disposed on the outer surface of the tire body and connected to the tire body; Multiple protrusions are provided on the outer surface of the tire body along the radial direction and connected to the tire body. Along the circumferential direction, the multiple protrusions are spaced apart to form multiple recesses. Along the axial direction, the multiple protrusions are respectively provided on both sides of the tire tread. Multiple elastic elements are provided along the circumferential direction, each of the elastic elements being disposed in the recess between two adjacent protrusions, and the thickness of the elastic element being less than the thickness of the protrusion.

2. The energy saving tire of claim 1, wherein, The fetal body includes: The main tire body, along the radial direction, has the tread disposed on the outer surface of the main tire body and connected to the main tire body; The auxiliary tire body is located along the axial direction, and is respectively disposed on both sides of the main tire body and connected to the main tire body. The plurality of protrusions are disposed on the outer surface of the auxiliary tire body and connected to the auxiliary tire body. The plurality of elastic elements are disposed on the outer surface of the auxiliary tire body and connected to the auxiliary tire body. The thickness of the main tire body and the auxiliary tire body are equal.

3. The energy saving tire of claim 1, wherein, The thickness of the tread is equal to the thickness of the protrusion.

4. The energy saving tire of claim 1, wherein, The difference between the thickness of the protrusion and the thickness of the elastic element is 3mm to 5mm.

5. The energy saving tire of claim 1, wherein, The tread and the plurality of protrusions are made of natural rubber, and the plurality of elastic elements are made of synthetic rubber.

6. The energy-saving tire according to claim 1, wherein The tread, the plurality of protrusions, and the plurality of elastic elements are respectively provided with tire patterns.

7. The energy-saving tire according to claim 6, wherein The tire tread pattern includes lateral tire tread, V-shaped tire tread, and longitudinal tire tread.

8. The energy saving tire of claim 2, wherein, The energy-saving tire includes a shoulder and a sidewall, and along the axial direction, the auxiliary tire body, the shoulder, and the sidewall are connected in sequence.

9. The energy-saving tire according to claim 8, wherein, The energy-saving tire includes a bead, which is disposed on one side of the inner surface of the tire carcass along the radial direction. The bead is connected to the tire sidewall and is used to support the tire carcass.

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