A non-pneumatic tire cushioning support and a non-pneumatic tire prepared therefrom

Abstract

The utility model belongs to tire technical field, concretely relates to a kind of non-pneumatic tire buffer support and the non-pneumatic tire prepared by it. The buffer support is sequentially support outer ring, support spoke piece, support inner ring along tire ground side to inside, its characterized in that, the support spoke piece is located between support outer ring and support inner ring, support spoke piece is evenly distributed in radial along circumference, support spoke piece is in the shape of truncated cone, support spoke piece cross section gradually decreases from tire inside to outside, one end of section is fixedly connected with support inner ring, one end of section is fixedly connected with support outer ring. The non-pneumatic tire has the same support ability 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 buffer support and the non-pneumatic tire made therefrom. 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 invention provides a non-pneumatic tire buffer support and a non-pneumatic tire made therefrom. The non-pneumatic tire has a simple structure and has the same support capacity and buffering performance as a pneumatic tire. It can completely solve the problem of pneumatic tire blowout and thus avoid traffic accidents.

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

[0006] A non-pneumatic tire buffer support body comprises, in sequence, an outer support ring, support spokes, and an inner support ring along the tire's contact side. The support spokes are located between the outer and inner support rings and are evenly distributed radially along the circumference. The support spokes are frustoconical in shape, and their cross-sections gradually decrease from the inner to the outer side of the tire. 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.

[0007] The support spokes are connected to the inner support ring by a frustum a, and the support spokes are connected to the outer support ring by a frustum b. The taper of frustum a and frustum b is greater than that of the support spokes.

[0008] The width of the supporting spokes is 4-5 times the thickness, forming the supporting spoke plate.

[0009] The axial section of the support spoke along the tire axis is S-shaped, C-shaped, or Z-shaped.

[0010] The supporting element is made of an elastomeric polymer material, which is reinforced by long or short fibers; the long or short fibers are carbon fiber or glass fiber.

[0011] The supporting spokes are made of polyurethane, and the polyurethane is reinforced by long or short fibers; the long or short fibers are carbon fiber or glass fiber.

[0012] A non-pneumatic tire made with a non-pneumatic tire buffer support includes a tread layer and a rim, wherein the non-pneumatic tire buffer support is located between the tread layer and the rim.

[0013] Compared with the prior art, the beneficial technical effects of this utility model are:

[0014] 1. The non-pneumatic tire of 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.

[0015] 2. The non-pneumatic tire described in this utility model has the same support capacity and cushioning performance as a pneumatic tire, completely solving the problem of pneumatic tire blowout and avoiding traffic accidents.

[0016] 3. The non-pneumatic tire of this invention has a large tread area and uniform ground pressure distribution, resulting in higher grip performance compared to pneumatic tires. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of a non-pneumatic tire according to Embodiment 1 of this utility model.

[0018] Figure 2 This is a schematic diagram of the cross-sectional structure of the non-pneumatic tire axle of this utility model.

[0019] Figure 3 This is a schematic diagram of the S-shaped axial section of the support spoke 22 of this utility model.

[0020] Figure 4 This is a schematic diagram of the C-shaped axial section of the support spoke 22 of this utility model.

[0021] Figure 5 This is a schematic diagram of the Z-shaped axial section of the support spoke 22 of this utility model.

[0022] Figure 6 This is a schematic diagram of the structure of a non-pneumatic tire according to Embodiment 2 of this utility model.

[0023] Figure 7This is a schematic diagram of the structure of a non-pneumatic tire according to Embodiment 3 of this utility model.

[0024] 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

[0025] 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.

[0026] like Figures 1 to 7 As shown, the non-pneumatic tire provided by this utility model consists of a tread layer 1, a buffer support 2, and a rim 3 arranged sequentially from the tire contact side inward.

[0027] 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.

[0028] 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.

[0029] 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.

[0030] 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.

[0031] The axial section of the support spokes along the tire axis is S-shaped, C-shaped, or Z-shaped.

[0032] 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.

[0033] The following provides a detailed description of the non-pneumatic tire prepared by the non-pneumatic tire buffer support provided by the present invention, using various different embodiments.

[0034] Example 1

[0035] The non-pneumatic tire provided by this utility model is mainly used in engineering vehicles and must have high load-bearing capacity, wear resistance, grip and drainage performance.

[0036] like Figure 1 As shown, the tread pattern 11 is composed of alternating tread grooves 111 and tread rings 112 arranged along the circumference of the tread. The tread rings 112 are distributed with multiple steel plate grooves 113, which connect the tread grooves 111 and the tread rings 112, dividing the tread rings 112 into irregular block patterns. The tread pattern 11 is made of wear-resistant rubber material. The design of the steel plate grooves can provide better grip and drainage performance, effectively preventing the vehicle from slipping or getting stuck on wet or soft surfaces. The irregular block pattern design can provide good grip under various road conditions, especially on wet and slippery roads.

[0037] The base rubber thickness at the bottom of the 111 tread groove is 9-11 mm; in engineering vehicle applications, it can provide the required puncture resistance at the bottom of the tread groove, prevent the tread ring skeleton material from being affected by road moisture, and effectively prevent cracks and wear at the bottom of the tread groove.

[0038] The tread ring skeleton 12 is composed of a first tread ring skeleton 121, a second tread ring skeleton 122, and a third tread ring skeleton 123, arranged sequentially from the side of the tire tread pattern 11 inwards. The three tread ring skeletons 12 are made of steel cord material. The interlayer thickness between the first tread ring skeleton 121 and the second tread ring skeleton 122, and between the second tread ring skeleton 122 and the third tread ring skeleton 123, is 0.95-1.15 mm. The thickness of the interlayer rubber material is close to the diameter of the cord material of the skeleton material, which can avoid direct contact friction between adjacent skeleton materials. The angle between the first tread ring skeleton 121 and the tire circumference is 23-25°, the angle between the second tread ring skeleton 122 and the tire circumference is 14-16°, and the angle between the third tread ring skeleton 123 and the tire circumference is 14-16°.

[0039] The support spoke 22 is made of an elastomeric polymer material, which is reinforced by long fibers, such as carbon fiber or glass fiber; the support spoke 22 is made of polyurethane, which is reinforced by long fibers, such as carbon fiber or glass fiber.

[0040] The tread ring base rubber 13 is made of high-strength, low-heat-generating rubber material with a thickness of 18-22mm.

[0041] The rim barrel 31 is made of polyurethane or other elastomer composite material, and the polyurethane or other elastomer composite material is reinforced by long fibers, which are carbon fiber or glass fiber; the rim spoke 32 is made of steel material; the rim barrel 31 and the rim spoke 32 are fused together by polyurethane or other elastomer composite material and the two remain concentric.

[0042] Example 2

[0043] The non-pneumatic tire provided by this utility model is mainly used for long-haul freight trucks, which must have high load-bearing capacity and low rolling resistance.

[0044] like Figure 6 As shown, the tread pattern 11 is composed of alternating tread grooves 111 and tread rings 112 arranged along the circumference of the tread. 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 the tread rings 112 into regular mahjong tile-shaped patterns. The tread pattern 11 is made of wear-resistant rubber material. The regular mahjong tile-shaped pattern design can better distribute the weight of the vehicle and withstand a larger load.

[0045] The base rubber thickness at the bottom of the 111 tread groove is 4-6 mm; in long-haul truck applications, it can provide the puncture resistance required for the tread groove bottom and prevent the tread ring skeleton material from being affected by road moisture.

[0046] The tread ring skeleton 12 is composed of a first tread ring skeleton 121, a second tread ring skeleton 122, and a third tread ring skeleton 123, arranged sequentially from the side of the tire tread pattern 11 inwards. The tread ring skeleton 12 is made of steel cord material. The interlayer thickness between the first tread ring skeleton 121 and the second tread ring skeleton 122, and between the second tread ring skeleton 122 and the third tread ring skeleton 123, is 0.75-0.9 mm. The thickness of the interlayer rubber material is close to the diameter of the cord material of the skeleton material, which can avoid direct contact friction between adjacent skeleton materials. The angle between the first tread ring skeleton 121 and the tire circumference is 23-25°, the angle between the second tread ring skeleton 122 and the tire circumference is 14-16°, and the angle between the third tread ring skeleton 123 and the tire circumference is 14-16°.

[0047] The support spoke 22 is made of an elastomeric polymer material, which is reinforced by long fibers, such as carbon fiber or glass fiber; the support spoke 22 is made of polyurethane, which is reinforced by long fibers, such as carbon fiber or glass fiber.

[0048] The tread ring base rubber 13 is made of high-strength, low-heat-generating rubber material with a thickness of 7-9 mm.

[0049] The rim barrel 31 is made of polyurethane or other elastomer composite material, and the polyurethane or other elastomer composite material is reinforced by long fibers, which are carbon fiber or glass fiber; the rim spoke 32 is made of steel material; the rim barrel 31 and the rim spoke 32 are fused together by polyurethane or other elastomer composite material and the two remain concentric.

[0050] Example 3

[0051] 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.

[0052] like Figure 7 As 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.

[0053] The base rubber thickness at the bottom of the 111 tread groove is 2-4 mm; in passenger car applications, it can provide the puncture resistance required for the tread groove bottom and prevent the tread ring skeleton material from being affected by road moisture.

[0054] The tread ring skeleton 12 is composed of a first tread ring skeleton 121 and a second tread ring skeleton 122 sequentially from the side of the tire tread pattern 11. The tread ring skeleton 12 is made of nylon cord material. The interlayer thickness between 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 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°.

[0055] The support spoke 22 is made of an elastomeric polymer material, which is reinforced by short fibers, which are carbon fibers or glass fibers; the support spoke 22 is made of polyurethane, which is reinforced by short fibers, which are carbon fibers or glass fibers.

[0056] The tread ring base rubber 13 is made of high-strength, low-heat-generating rubber material with a thickness of 5-7 mm.

[0057] 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.

[0058] In summary, this utility model provides a non-pneumatic tire buffer support and a non-pneumatic tire made therefrom. The non-pneumatic tire has a simple structure and has the same support capacity and buffering performance as a pneumatic tire, which can completely solve the problem of tire blowout of pneumatic tires, thereby avoiding traffic accidents.

[0059] 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 buffer support, wherein the buffer support (2) comprises, sequentially from the tire contact side inward, an outer support ring (21), a support spoke (22), and an inner support ring (23), characterized in that, The support spokes (22) are located between the outer support ring (21) and the inner support ring (23). The support spokes (22) are evenly distributed radially along the circumference. The support spokes (22) are truncated cone-shaped. The cross-section of the support spokes (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).

2. The non-pneumatic tire buffer support as described in claim 1, characterized in that, 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).

3. The non-pneumatic tire buffer support as described in claim 2, characterized in that, The width of the support spoke (22) is 4-5 times its thickness, forming the support spoke plate.

4. The non-pneumatic tire buffer support as described in claim 3, characterized in that, The axial section of the support spoke along the axis of the tire is S-shaped, C-shaped, or Z-shaped.

5. A non-pneumatic tire buffer support as described in claim 4, characterized in that, The supporting element (22) is made of an elastomeric polymer material, and the elastomeric polymer material is reinforced by long or short fibers; the long or short fibers are carbon fibers or glass fibers.

6. A non-pneumatic tire buffer support as described in claim 5, characterized in that, The supporting spokes (22) are made of polyurethane and are reinforced by long or short fibers; the long or short fibers are carbon fibers or glass fibers.

7. A non-pneumatic tire prepared according to any one of claims 1-6, comprising a tread layer (1) and a rim (3), characterized in that, Between the tread layer (1) and the rim (3) is a non-pneumatic tire buffer support (2) as described in claims 1-6.

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