Non-pneumatic tire for passenger vehicles

Abstract

The utility model belongs to tire technical field, concretely relates to a kind of non-pneumatic tire for passenger car, including tread layer, buffer support body and rim, the tread layer includes tread ring base rubber layer, the outer surface of tread ring base rubber layer is tread pattern, and the inner of tread ring base rubber layer is provided with tread ring framework;The first layer tread ring framework, the second layer tread ring framework are sequentially composed by the inner of the tread ring framework along tire ground side, and the tread ring framework is made of nylon cord material, the included angle of the first layer tread ring framework and tire circumferential direction is 23-25 °, and the included angle of the second layer tread ring framework and tire circumferential direction is 15-17 °.By optimizing the structure and material of non-pneumatic tire, it needs to have good shock-absorbing performance, handling performance and lightweight design, suitable for passenger car;It has the same supporting capacity and buffering performance as pneumatic tire, completely solves the problem of tire burst of pneumatic tire, avoids traffic accident.

Description

Technical Field

[0001] This utility model belongs to the field of tire technology, specifically relating to a non-pneumatic tire for passenger cars. Background Technology

[0002] Currently, tires on the market are mainly divided into two types: pneumatic tires and non-pneumatic tires. Pneumatic tires have a wider range of applications and are more numerous. Non-pneumatic tires have a narrower range of applications, are less numerous, and are mainly solid tires. Pneumatic tires are mainly composed of composite materials made of rubber and reinforcing materials. After being mounted on a standard rim, a pneumatic tire forms a closed annular cavity filled with air or nitrogen at a high pressure. The high-pressure gas inside the pneumatic tire gives it high support capacity and good cushioning performance. However, when a pneumatic tire traveling at high speed is punctured or collides with an obstacle, it may burst, leading to a traffic accident.

[0003] Existing non-pneumatic tires are mainly solid tires, but solid tires have poor shock absorption and can only be used on low-speed vehicles. A small number of non-pneumatic tires have a support structure to replace the air or nitrogen in pneumatic tires, providing support and cushioning. However, existing support structures are complex and it is difficult to achieve both good load-bearing and cushioning performance, thus making it difficult to effectively guarantee the load capacity and comfort performance of vehicles using these non-pneumatic tires. Utility Model Content

[0004] This utility model provides a non-pneumatic tire for passenger vehicles. The non-pneumatic tire has a simple structure and has the same support capacity and cushioning performance as a pneumatic tire. It can completely solve the problem of tire blowout of pneumatic tires, thereby avoiding traffic accidents. At the same time, it must have good shock absorption performance, handling performance and lightweight design.

[0005] The present invention adopts the following technical solution:

[0006] A non-pneumatic tire for passenger vehicles includes a tread layer, a buffer support body, and a rim. The tread layer includes a tread ring base rubber layer, the outer surface of which is a tread pattern, and a tread ring skeleton is provided inside the tread ring base rubber layer.

[0007] The tread ring skeleton consists of a first tread ring skeleton and a second tread ring skeleton in sequence along the tire contact side inward. The tread ring skeleton is made of nylon cord material. The angle between the first tread ring skeleton and the tire circumference is 23-25°, and the angle between the second tread ring skeleton and the tire circumference is 15-17°.

[0008] The rim includes a rim barrel, and a rim spoke is provided inside the rim barrel. The rim barrel and the rim spoke are fixedly connected and kept concentric. The rim (3) is fixed to the inner ring of the buffer support by fusing the inner side of the rim barrel and the buffer support. The rim spoke is made of aluminum alloy.

[0009] The interlayer thickness of the first tread ring skeleton and the second tread ring skeleton is 0.55-0.7 mm; the tread ring base rubber is made of high-strength, low-heat-generating rubber material with a thickness of 5-7 mm.

[0010] The buffer support body consists of an outer support ring, a support spoke, and an inner support ring in sequence from the tire's contact side inwards. The support spoke is located between the outer support ring and the inner support ring. The support spoke is evenly distributed radially along the circumference. The support spoke is truncated cone-shaped. The cross-section of the support spoke gradually decreases from the inner side of the tire to the outer side. The end with the larger cross-section is fixedly connected to the inner support ring, and the end with the smaller cross-section is fixedly connected to the outer support ring.

[0011] The support spokes and the inner support ring are connected by a frustum a, and the support spokes and the outer support ring are connected by a frustum b. The taper of frustum a and frustum b is greater than the taper of the support spokes.

[0012] The width of the supporting spokes is 4-5 times the thickness, forming the supporting spoke plate;

[0013] The axial section of the support spoke along the axis of the tire is S-shaped, C-shaped, or Z-shaped.

[0014] The supporting spokes are made of polyurethane, and the polyurethane is reinforced with short fibers, which are carbon fibers or glass fibers.

[0015] Compared with the prior art, the beneficial technical effects of this utility model are:

[0016] 1. The non-pneumatic tire for passenger vehicles described in this utility model optimizes the structure and materials of the non-pneumatic tire to achieve good shock absorption performance, handling performance and lightweight design, and is suitable for passenger vehicles.

[0017] The non-pneumatic tire for passenger vehicles described in this utility model has a simple structure and its production cost is basically the same as that of existing pneumatic tires, making it easy to promote and apply.

[0018] 3. The non-pneumatic tire for passenger vehicles described in this utility model has the same support capacity and cushioning performance as a pneumatic tire, completely solving the problem of tire blowout of pneumatic tires and avoiding traffic accidents. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the structure of a non-pneumatic tire according to an embodiment of the present invention.

[0020] Figure 2 This is a schematic diagram of the cross-sectional structure of the non-pneumatic tire axle of this utility model.

[0021] Figure 3 This is a schematic diagram of the S-shaped axial section of the support spoke 22 of this utility model.

[0022] Figure 4 This is a schematic diagram of the C-shaped axial section of the support spoke 22 of this utility model.

[0023] Figure 5 This is a schematic diagram of the Z-shaped axial section of the support spoke 22 of this utility model.

[0024] Figure 6 This is a schematic diagram of the angle between the three-layer tread ring skeleton 12 of this utility model and the tire circumferential direction.

[0025] The components are as follows: 1. Tread layer; 11. Tread pattern; 111. Tread groove; 112. Tread ring band; 113. Steel plate groove; 12. Tread ring skeleton; 13. Tread ring base rubber layer; 2. Buffer support; 21. Support outer ring; 22. Support spoke; 23. Support inner ring; 3. Rim; 31. Rim barrel; 32. Rim spoke; 321. Fixing hole. Detailed Implementation

[0026] The embodiments of the present invention will be further described in detail below with reference to the accompanying drawings and examples. The following examples are used to illustrate the embodiments of the present invention, but should not be used to limit the scope of the present invention.

[0027] like Figures 1 to 5 As shown, the non-pneumatic tire provided by this utility model consists of a tread layer 1, a buffer support assembly 2, and a rim 3 arranged sequentially from the tire contact side inward.

[0028] The tread layer 1 is located on the outermost ring of the tire and is the only component of the tire that contacts the ground. The tread layer 1 includes a tread ring base rubber layer 13, the outer surface of which is the tread pattern 11, and a tread ring skeleton 12 is provided inside the tread ring base rubber layer 13.

[0029] The buffer support 2, arranged sequentially from the side of the tire tread pattern 11 inwards, consists of an outer support ring 21, a support spoke 22, and an inner support ring 23. Both the outer support ring 21 and the inner support ring 23 are annular structures. The buffer support 2 is fused to the tread ring base rubber layer 13 via the outer support ring 21 and fixed to the inner ring of the tread layer 1. The buffer support 2 and the tread layer 1 remain concentric. The support spoke 22 is located between the outer support ring 21 and the inner support ring 23. The support spoke 22 is evenly distributed radially along the circumference and is frustoconical in shape. The cross-section of the support spoke 22 gradually decreases from the inside to the outside of the tire. The end with the larger cross-section is fixedly connected to the inner support ring 23, and the end with the smaller cross-section is fixedly connected to the outer support ring 21. This design helps to optimize the deformation characteristics of the tire during rolling, reduce friction and energy loss of the tire's internal materials, thereby reducing rolling resistance. At the same time, the outer support ring, the support spoke, and the inner support ring together form an integral structure with a buffer function, providing support and buffer performance for the tire and transmitting the vehicle's driving and braking torque.

[0030] The support spoke 22 and the inner support ring 23 form a frustum a, and the support spoke 22 and the outer support ring 21 form a frustum b. The taper of frustum a and frustum b is greater than the taper of support spoke 22.

[0031] The width of the support spoke 22 is 4-5 times its thickness, forming the support spoke plate; the width of the support spoke 22 is along the tire axial direction, the length of the support spoke 22 is along the tire radial direction, and the thickness of the support spoke 22 is along the tire circumference.

[0032] The axial section of the support spoke along the axis of the tire is S-shaped, C-shaped, or Z-shaped; the support spoke 22 is made of an elastomer polymer material, and the elastomer polymer material is reinforced by short fibers, which are carbon fibers or glass fibers; the support spoke 22 is made of polyurethane, and the polyurethane is reinforced by short fibers, which are carbon fibers or glass fibers.

[0033] The rim 3 includes a rim barrel 31, and a rim spoke 32 is disposed inside the rim barrel 31. The rim 3 is fused to the inner side of the buffer support 2 through the rim barrel 31 and the buffer support 2, and is fixed to the inner ring of the buffer support 2. The rim barrel 31 and the rim spoke 32 are fixedly connected and remain concentric. The rim spoke 32 is evenly provided with fixing holes 321, which are distributed in a tire circumferential array with the center of the rim 3 as the center.

[0034] The non-pneumatic tire provided by this utility model is mainly used in passenger vehicles and needs to have good shock absorption performance, handling performance and lightweight design.

[0035] like Figure 1As shown, the tread pattern 11 consists of three tread rings 112 arranged along the circumference of the tread and tread grooves 111 located between the tread rings 112. The tread rings 112 are distributed with multiple steel plate grooves 113, which connect the tread grooves 111 and the tread rings 112. The steel plate grooves 113 divide each tread ring 112 into block patterns of different shapes. The tread pattern 11 is made of wear-resistant rubber material. This combination pattern provides good grip and optimizes the vehicle's handling performance through the synergistic effect of different shaped tread blocks, enabling the vehicle to have good driving performance under various road conditions.

[0036] The tread ring skeleton 12 is set inside the tread groove 111, and the base rubber thickness at the bottom of the tread groove 111 is 2-4mm. In passenger car applications, it can provide the puncture resistance required at the bottom of the tread groove and prevent the tread ring skeleton material from being affected by road moisture.

[0037] like Figure 6 As shown, the tread ring skeleton 12 is composed of a first tread ring skeleton 121 and a second tread ring skeleton 122 sequentially from the tire contact side inward. The tread ring skeleton 12 is made of nylon cord material. The interlayer thickness of the first tread ring skeleton 121 and the second tread ring skeleton 122 is 0.55-0.7 mm. The thickness of the interlayer rubber material is close to the cord diameter of the skeleton material, which can avoid direct contact friction between adjacent skeleton materials. The angle α between the first tread ring skeleton 121 and the tire circumference is 23-25°, and the angle β between the second tread ring skeleton 122 and the tire circumference is 15-17°.

[0038] The tread ring base rubber 13 is made of high-strength, low-heat-generating rubber material with a thickness of 5-7 mm.

[0039] The rim barrel 31 is made of polyurethane or other elastomer composite material, and the polyurethane or other elastomer composite material is reinforced by short fibers, which are carbon fiber or glass fiber; the rim spokes 32 are made of aluminum alloy; the rim barrel 31 and the rim spokes 32 are fused together by polyurethane or other elastomer composite material, and the two remain concentric; the rim spokes 32 are made of aluminum alloy, which has the advantages of being lightweight and corrosion resistant. The material selection of the rim barrel and the rim spokes complement each other, which not only ensures that the rim has sufficient strength and rigidity to withstand the pressure of the tire, but also reduces the weight of the vehicle.

[0040] In summary, this utility model provides a non-pneumatic tire for passenger vehicles. This non-pneumatic tire has a simple structure, has the same support capacity and cushioning performance as a pneumatic tire, can completely solve the problem of tire blowout of pneumatic tires, thereby avoiding traffic accidents, and also has good shock absorption performance, handling performance and lightweight design.

[0041] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. It should be noted that for those skilled in the art and any person skilled in the art, any equivalent substitutions or changes made based on the technical solution and utility model concept of the present utility model without departing from the overall concept of the present utility model, as well as any changes and improvements made, should also be considered within the protection scope of the present utility model.

Claims

1. A non-pneumatic tire for passenger vehicles, comprising a tread layer (1), a cushioning support (2) and a rim (3), characterized in that, The tread layer (1) includes a tread ring base rubber layer (13), the outer surface of the tread ring base rubber layer (13) is a tread pattern (11), and a tread ring skeleton (12) is provided inside the tread ring base rubber layer (13). The tread ring skeleton (12) is composed of a first tread ring skeleton (121) and a second tread ring skeleton (122) in sequence along the tire contact side inward. The tread ring skeleton (12) is made of nylon cord material. The angle between the first tread ring skeleton (121) and the tire circumference is 23-25°, and the angle between the second tread ring skeleton (122) and the tire circumference is 15-17°.

2. The non-pneumatic tire for passenger vehicles as described in claim 1, characterized in that, The rim (3) includes a rim barrel (31), and a rim spoke (32) is provided inside the rim barrel (31). The rim barrel (31) and the rim spoke (32) are fixedly connected and kept concentric. The rim (3) is fixed to the inner ring of the buffer support (2) by fusing the rim barrel (31) and the inner side of the buffer support (2). The rim spoke (32) is made of aluminum alloy.

3. A non-pneumatic tire for passenger vehicles as described in claim 2, characterized in that, The interlayer thickness of the first tread ring skeleton (121) and the second tread ring skeleton (122) is 0.55-0.7 mm; the tread ring base rubber layer (13) is made of high-strength, low-heat rubber material with a thickness of 5-7 mm.

4. A non-pneumatic tire for passenger vehicles as described in claim 3, characterized in that, The buffer support (2) consists of an outer support ring (21), a support spoke (22), and an inner support ring (23) in sequence from the tire ground contact side inward. The support spoke (22) is located between the outer support ring (21) and the inner support ring (23). The support spoke (22) is evenly distributed radially along the circumference. The support spoke (22) is truncated cone-shaped. The cross-section of the support spoke (22) gradually decreases from the inner side of the tire to the outer side. The end with the larger cross-section is fixedly connected to the inner support ring (23), and the end with the smaller cross-section is fixedly connected to the outer support ring (21). The support spoke (22) and the inner support ring (23) are connected by a frustum a, and the support spoke (22) and the outer support ring (21) are connected by a frustum b. The taper of frustum a and frustum b is greater than that of the support spoke (22). The width of the support spoke (22) is 4-5 times its thickness, forming a support spoke plate; The axial section of the support spoke along the axis of the tire is S-shaped, C-shaped, or Z-shaped. The supporting spokes (22) are made of polyurethane and reinforced with short fibers, which are carbon fibers or glass fibers.

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