Shock resistant solid tire

Abstract

The utility model provides a kind of shock resistance solid tire, including solid tire main body, the mesa of solid tire main body is integrally provided with tire pattern, the side recess of the side of solid tire main body is laid with several deformation holes, and is compounded with the side disc;Several deformation cavities are opened in the inside of solid tire main body, and high elastic ring is arranged in part deformation cavity;The utility model is opened by gradient distribution deformation cavity in different regions of solid tire main body, realizes vertical and lateral accurate shock absorption;Side recess composite side disc forms closed structure, prevents sundries blockage influence shock absorption;High elastic ring is arranged in part deformation cavity, enhances the absorption of high frequency vibration, effectively improves shock resistance and service life.

Description

Technical Field

[0001] This utility model belongs to the field of solid tire technology, and in particular relates to a shock-resistant solid tire. Background Technology

[0002] With their high strength and other characteristics, solid tires are widely used in engineering machinery, port transportation, and mining operations. However, due to their rigid material and lack of shock absorption structure, traditional solid tires exhibit significant drawbacks under complex road conditions. When vehicles travel on bumpy roads, the high-frequency vibrations generated by the road surface are directly transmitted to the vehicle body, which not only accelerates the wear and tear of vehicle parts and shortens the service life of equipment, but also seriously affects driving comfort and may even lead to operator fatigue, posing safety hazards.

[0003] To address these issues, existing technologies generally improve the shock absorption performance of solid tires by incorporating numerous shock-absorbing holes on the tire sidewall. However, these holes are mostly open structures, making it easy for hard debris such as stones and mud to enter them during actual use, causing blockage and deformation, thus hindering their effective shock absorption function. Furthermore, relying solely on sidewall shock-absorbing holes makes it difficult to comprehensively absorb and buffer vibrations of different directions and intensities, resulting in low shock absorption efficiency and failing to meet the shock absorption performance requirements of solid tires under complex working conditions.

[0004] Therefore, it is essential to invent a shock-resistant solid tire. Utility Model Content

[0005] To solve the above-mentioned technical problems, this utility model provides a shock-resistant solid tire, including a solid tire body, tire tread, side recesses, deformation holes, a sidewall disc, deformation cavities, and a high-elastic ring. The tire tread is integrally formed on the platform of the solid tire body. Several deformation holes are arranged in the side recesses on the side of the solid tire body, and the sidewall disc is combined with them. Several deformation cavities are formed inside the solid tire body, and a high-elastic ring is provided in some of the deformation cavities.

[0006] Preferably, the solid tire body has side recesses on both sides of the tire sidewalls, and the bottom of the side recesses has a circular array of several deformation holes, which are circular holes.

[0007] Preferably, the inner and outer edge surfaces of the side recess are arc-shaped curved surfaces, the arc-shaped edge area of ​​the side recess provided on the outside of the solid tire body sidewall is thermally fused together with the inner surface of the inner and outer rings of the sidewall disc, and the middle area of ​​the cross-section of the sidewall disc is an outwardly convex arc-shaped structure.

[0008] Preferably, the solid tire body has deformation cavities in the tread, shoulder, and sidewall regions. The density of deformation cavities in the tread is greater than that in the shoulder and sidewall. The solid tire body has densely distributed deformation cavities in the center tread, which gradually decrease towards the edge shoulder and sidewall.

[0009] Preferably, a high-elasticity ring is provided in the deformation cavity located in the tread of the solid tire body, while no high-elasticity ring is provided in the deformation cavities located in the tire shoulder and sidewall. The cross-section of the deformation cavity and the high-elasticity ring is elliptical.

[0010] Compared with the prior art, the present invention has the following beneficial effects:

[0011] This invention utilizes deformation cavities created within the tread, shoulder, and sidewall of a solid tire body, employing a gradient distribution with dense cavities on the tread and sparse cavities at the edges. This allows for precise vibration damping tailored to the specific stress characteristics of different areas. The dense deformation cavities in the tread, as the primary stress-bearing area, effectively absorb vertical vibrations from the road surface. The deformation cavities in the shoulder and sidewall further buffer lateral impacts. This multi-stage damping structure significantly enhances overall vibration resistance, reduces damage to vehicle components, and improves ride comfort.

[0012] This utility model features a composite sidewall disc with a side recess on the side of a solid tire body. The bottom edge of the side recess has an arc-shaped curved surface, which, after being thermally fused with the sidewall disc, forms a closed structure. This design effectively prevents stones, mud, and other debris from entering the deformation holes, avoiding shock absorption failure caused by hole blockage, ensuring the long-term stable operation of the shock absorption structure, and extending the tire's service life.

[0013] The high-elasticity ring installed within the deformation cavity of this invention further enhances the shock absorption effect. The high-elasticity ring possesses excellent elastic deformation capability; when subjected to vibration and impact, it can work synergistically with the deformation cavity to absorb more energy through elastic deformation. Especially when the high-elasticity ring is installed in the tread area, it can significantly improve the tire's ability to cope with high-frequency vibrations, making the shock absorption effect more durable and efficient. Attached Figure Description

[0014] Figure 1 This is a half-sectional structural schematic diagram of the present invention.

[0015] Figure 2 This is a schematic diagram of the sidewall disc structure of this utility model before installation.

[0016] Figure 3 This is a utility model Figure 1 A magnified schematic diagram of the structure at point A.

[0017] In the picture:

[0018] Solid tire body 1, tire tread pattern 2, sidewall dent 3, deformation hole 4, sidewall disc 5, deformation cavity 6, high elastic ring 7. Detailed Implementation

[0019] To enable those skilled in the art to better understand the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present invention.

[0020] In the description of the embodiments, it should be noted that the terms "upper," "lower," "inner," "outer," "front end," "rear end," "both ends," "one end," and "the other end," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the present invention and for 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 present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. In the description of the utility model, it should be noted that unless otherwise explicitly specified and limited, the terms "installed," "equipped with," "connected," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in the present utility model based on the specific circumstances.

[0021] As attached Figure 1 To be continued Figure 3 As shown:

[0022] This utility model provides a shock-resistant solid tire, comprising a solid tire body 1, a tire tread pattern 2, side recesses 3, deformation holes 4, a sidewall disc 5, deformation cavities 6, and a high-elasticity ring 7. The tire tread pattern 2 is integrally formed on the platform of the solid tire body 1. Several deformation holes 4 are arranged in the side recesses 3 on the side of the solid tire body 1, and the sidewall disc 5 is combined with them. Several deformation cavities 6 are opened inside the solid tire body 1, and a high-elasticity ring 7 is provided in some of the deformation cavities 6.

[0023] Furthermore, symmetrical side recesses 3 are provided on both sides of the solid tire body 1. Several deformation holes 4 are evenly distributed in a circular array at the bottom of the side recesses 3. The deformation holes 4 are circular holes, and their diameter can be set to 5-10mm according to the tire specifications.

[0024] Furthermore, the inner and outer edges of the groove bottom of the side recess 3 are designed as arc-shaped curved surfaces. The radius of curvature of this arc-shaped surface is customized according to the curvature of the tire sidewall to ensure a tight fit with the sidewall disc 5. The arc-shaped edge area of ​​the outer side recess 3 of the solid tire body 1 is connected to the inner surface of the inner and outer rings of the sidewall disc 5 through a hot-melt composite process. The sidewall disc 5 is made of high wear-resistant and high-toughness styrene-butadiene rubber material. Its cross-section has an outwardly convex arc-shaped structure in the middle area, which can effectively disperse the impact force received by the tire sidewall. In practical applications, the thickness of the sidewall disc 5 is 3-5mm, and the protrusion height is 2-3mm, which ensures the protection of the deformation hole 4 without affecting the overall flexibility and shock absorption performance of the tire.

[0025] Furthermore, deformation cavities 6 are formed in the tread, shoulder, and sidewall areas of the solid tire body 1. The distribution of deformation cavities 6 follows a gradient design principle, with a higher density of deformation cavities 6 in the tread area than in the shoulder and sidewall. In practice, 3-4 deformation cavities 6 are set per square centimeter in the central area of ​​the tread, and the number of deformation cavities 6 gradually decreases to 1-2 per square centimeter towards the edge, shoulder, and sidewall.

[0026] Furthermore, a high-elasticity ring 7 is provided within the deformation cavity 6 of the solid tire body 1 tread, while no high-elasticity ring 7 is provided within the deformation cavities 6 at the tire shoulder and sidewall. Both the high-elasticity ring 7 and the deformation cavity 6 have elliptical cross-sections. The high-elasticity ring 7 is made of polyurethane elastomer material, which has high elasticity and high resilience. The major axis of the elliptical high-elasticity ring 7 is arranged radially along the tire, and the minor axis is arranged circumferentially. The high-elasticity ring 7 is installed with the deformation cavity 6 using an interference fit, ensuring that the outer surface of the high-elasticity ring 7 fits tightly against the inner wall of the deformation cavity 6 after installation.

[0027] The working principle is as follows: First, when the vehicle is driving on a bumpy road, the impact force is transmitted through the tire to the solid tire body 1. At this time, the tire tread 2 contacts the ground, initially cushioning some of the vibration. Next, the dense deformation cavities 6 located on the tire tread begin to function, absorbing a large amount of vertical vibration energy through their own deformation. In particular, the high-elasticity ring 7 set in the center area of ​​the tire tread, with the high elasticity and high resilience of the polyurethane elastomer, undergoes elastic deformation synchronously within the deformation cavity 6, further enhancing the absorption capacity of high-frequency vibration.

[0028] Meanwhile, when the tire is subjected to lateral forces (such as turning or avoiding obstacles), the deformation cavities 6 at the tire shoulder and sidewall help to disperse lateral stress, reducing the risk of excessive tire tilting or deformation. The sidewall recesses 3 and deformation holes 4 on both sides of the solid tire body 1 can also buffer vibrations through the elastic deformation of the circular holes when vibrations are transmitted to the sidewalls, reducing the impact on the tire sidewalls.

[0029] Furthermore, the curved surface of the side recess 3 groove fits tightly against the sidewall disc 5, forming a protective barrier after hot-melt bonding. This not only prevents debris such as stones from entering the deformation hole 4 and causing shock absorption failure, but also further disperses lateral impact forces through the outward-protruding curved structure in the middle of the sidewall disc 5, ensuring the stable operation of the shock absorption function of the deformation hole 4. These structures work together to provide synergistic shock absorption from multiple directions, including vertical and lateral, significantly improving the shock resistance of the solid tire.

[0030] Any technical solution that achieves the above-mentioned technical effects by utilizing the technical solution described in this utility model, or by designing a similar technical solution inspired by the technical solution described in this utility model, falls within the protection scope of this utility model.

Claims

1. A shock resistant solid tire characterized by, The tire body includes a solid tire body (1), tire tread (2), side recess (3), deformation holes (4), sidewall disc (5), deformation cavity (6), and high-elasticity ring (7). The solid tire body (1) has an integrally formed tire tread (2) on its surface. The side recess (3) on the side of the solid tire body (1) is provided with several deformation holes (4) and is combined with the sidewall disc (5). Several deformation cavities (6) are opened inside the solid tire body (1), and some of the deformation cavities (6) are provided with high-elasticity rings (7).

2. The shock-resistant solid tire as described in claim 1, characterized in that: The solid tire body (1) has side recesses (3) on both sides of the tire sidewalls, and the bottom of the side recesses (3) has a circular array of several deformation holes (4), which are circular holes.

3. The shock-resistant solid tire as described in claim 2, characterized in that: The inner and outer edge surfaces of the groove bottom of the side recess (3) are arc-shaped curved surfaces. The edge arc-shaped area of ​​the side recess (3) provided on the outside of the solid tire body (1) is thermally melted and bonded together with the inner and outer ring surfaces of the sidewall disc (5). The middle area of ​​the cross section of the sidewall disc (5) is an outwardly protruding arc-shaped structure.

4. The shock-resistant solid tire as described in claim 3, characterized in that: The solid tire body (1) has deformation cavities (6) in the tread, shoulder and sidewall regions. The density of the deformation cavities (6) in the tread is greater than that in the shoulder and sidewall. The solid tire body (1) has densely distributed deformation cavities (6) in the center tread, which gradually decrease towards the edge shoulder and sidewall.

5. A shock-resistant solid tire as described in claim 4, characterized in that: A high-elasticity ring (7) is provided in the deformation cavity (6) located in the tread of the solid tire body (1), while no high-elasticity ring (7) is provided in the deformation cavity (6) located in the tire shoulder and tire sidewall. The cross-section of the deformation cavity (6) and the high-elasticity ring (7) is elliptical.

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