Tool cart tire with shock absorbing function

Abstract

The utility model provides a tool car tire with shock -absorbing function, including the outer cover, the tread of outer cover is integrally provided with the block, its inside inner wall is provided with the occlusion convex and the occlusion recess, and is formed with the foamed inner cover, every the cavity inside the foamed inner cover is provided with the spring, and the both ends of every spring are equipped with the closing plate, the closed inner ring is integrally arranged together with the foamed inner cover, and the opening of cavity is closed, the utility model discloses with spring and foamed inner cover form compound shock -absorbing, and the performance is promoted to the response different impact, the rigidity of both is complementary, and the multiple working conditions are adapted, and the outer cover and the inner cover mechanical occlusion, guarantee stability, reduce hidden danger.

Description

Technical Field

[0001] This utility model belongs to the field of tire technology, and in particular relates to a utility vehicle tire with shock absorption function. Background Technology

[0002] In the field of utility vehicles, tire performance plays a crucial role in the overall operation of the vehicle. Currently, common types of utility vehicle tires include pneumatic tires and solid tires. While pneumatic tires offer some shock absorption, they are prone to punctures and leaks under complex working conditions, such as frequent driving on rough and bumpy roads, leading to vehicle malfunctions, reduced work efficiency, and increased operating costs due to the need for regular maintenance and inflation. Solid tires, while solving the leak problem, suffer from poor shock absorption due to their harder material. During driving, they transmit significant vibrations to the vehicle body, reducing driving comfort and causing additional impacts to vehicle components, thus shortening their lifespan.

[0003] In existing technologies, some pneumatic tires use foam materials to improve shock absorption performance. However, simple foamed inner tubes have limited cushioning capacity when facing large impacts. Furthermore, the connection between the inner tube and the outer tire is often simple bonding or conventional physical fixing. During long-term use, frequent vibrations can cause the inner tube to detach from the outer tire, further reducing shock absorption and overall tire stability. In the daily operating environment of utility vehicles, which often carry heavy loads and experience complex and changing road conditions, existing tire technologies struggle to meet the comprehensive requirements of utility vehicles for tire shock absorption performance, structural stability, and durability.

[0004] Therefore, it is essential to invent a utility vehicle tire with shock absorption capabilities. Utility Model Content

[0005] To solve the above-mentioned technical problems, this utility model provides a utility vehicle tire with shock absorption function, including an outer tire, tire blocks, engagement protrusions, engagement grooves, a foamed inner tube, cavities, springs, sealing plates, and a sealed inner ring. The tire blocks are integrally formed on the tread of the outer tire, and engagement protrusions and engagement grooves are provided on the inner wall of the outer tire, forming the foamed inner tube. Each cavity inside the foamed inner tube contains a spring, and sealing plates are installed at both ends of each spring. The sealed inner ring is integrally formed with the foamed inner tube and seals the opening of the cavity.

[0006] Preferably, the inner wall of the tire is provided with alternating circular arrays of engagement protrusions and engagement grooves, the engagement protrusions forming bosses on the inner wall of the tire, and the engagement grooves forming depressions on the inner wall of the tire.

[0007] Preferably, the outer tire is filled with high-elasticity foam to form the foamed inner tire, which engages with the engagement protrusions and engagement grooves.

[0008] Preferably, the cured foamed inner tube forms a plurality of circularly arranged cavities, each cavity having an opening facing the center of the outer tire.

[0009] Preferably, each cavity is equipped with two sealing plates and a single spring, wherein the two ends of the spring are respectively connected to the inner sides of the two sealing plates.

[0010] Preferably, the opening of the cavity is closed by the cured inner ring, which is an inner ring structure made of high-elasticity foam.

[0011] Compared with the prior art, the present invention has the following beneficial effects:

[0012] This invention creates a composite shock-absorbing structure by incorporating a spring inside a foamed inner tube. When encountering high-frequency, low-amplitude impacts such as road bumps, the spring, with its linear elasticity, quickly provides stable support, effectively reducing tire deformation. Conversely, when encountering low-frequency, high-amplitude impacts such as potholes, the foamed inner tube dissipates a significant amount of impact energy through its own compression and internal friction, preventing the spring from failing due to overload. This dual buffering mechanism works in tandem to cover a wider range of impact energy, resulting in a breakthrough improvement in shock absorption performance compared to traditional single-material shock-absorbing tires, significantly enhancing the stability and comfort of the vehicle.

[0013] The stiffness of the spring in this invention complements the dynamic stiffness of the foamed inner tube. By rationally adjusting parameters such as the spring's wire diameter, pitch diameter, and the density of the foamed inner tube, segmented stiffness characteristics of the tire under different working conditions can be achieved, making the tire's dynamic response more precise. For example, when the vehicle is traveling at low speed on rough roads, the greater damping of the foamed inner tube can effectively absorb vibrations; while at high speeds, the stable elastic support of the spring can ensure the tire's handling performance, greatly improving the driving safety and stability of the utility vehicle under various road conditions.

[0014] The interlocking protrusions and grooves on the inner wall of the outer tire of this invention tightly interlock with the foamed inner tube. This unique mechanical connection method provides a higher connection strength compared to traditional bonding or simple physical fixation. During long-term tire use, even under frequent vibration and impact, the foamed inner tube is not easily detached from the outer tire, effectively ensuring the integrity and stability of the tire structure and reducing safety hazards caused by the separation of the inner tube and outer tire. Attached Figure Description

[0015] Figure 1 This is a half-sectional structural schematic diagram of the present invention.

[0016] Figure 2This is a partial cross-sectional structural diagram of the present invention.

[0017] Figure 3 This is a utility model Figure 1 A magnified schematic diagram of the structure at point A.

[0018] In the picture:

[0019] 1. Outer tire; 2. Tire block; 3. Engagement protrusion; 4. Engagement groove; 5. Foamed inner tube; 6. Cavity; 7. Spring; 8. Sealing plate; 9. Sealed inner ring. Detailed Implementation

[0020] 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.

[0021] 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.

[0022] As attached Figure 1 To be continued Figure 3 As shown:

[0023] This utility model provides a utility vehicle tire with shock absorption function, including an outer tire 1, tire blocks 2, engagement protrusions 3, engagement grooves 4, foamed inner tube 5, cavities 6, springs 7, sealing plates 8, and a sealed inner ring 9. The tire blocks 2 are integrally formed on the tread of the outer tire 1, and the inner wall of the outer tire is provided with engagement protrusions 3 and engagement grooves 4, forming the foamed inner tube 5. Each cavity 6 inside the foamed inner tube 5 contains a spring 7, and sealing plates 8 are installed at both ends of each spring 7. The sealed inner ring 9 is integrally formed with the foamed inner tube 5 and seals the opening of the cavity 6.

[0024] Furthermore, the outer tire 1 is made of high-strength rubber material, possessing excellent wear resistance and tear resistance. On its inner wall, interlocking protrusions 3 and interlocking grooves 4 are arranged in an alternating circular array. The interlocking protrusions 3 are integrally formed into a boss structure on the inner wall of the outer tire 1. The height of this boss is 1 / 3 to 1 / 2 of the thickness of the inner wall of the outer tire 1, and its width matches the width of the adjacent interlocking grooves 4. The interlocking grooves 4 form a recessed structure on the inner wall of the outer tire 1, with the depth of the recess matching the height of the interlocking protrusions 3. The inner wall of the interlocking grooves 4 has an arc-shaped transition to avoid stress concentration. This alternating circular array arrangement ensures that the outer tire 1 and the subsequently formed foamed inner tire 5 are evenly stressed in the circumferential direction, guaranteeing the stability of the connection.

[0025] Furthermore, the cavity inside the outer tire 1 has a ring-shaped structure. During the manufacturing process, high-elasticity foam is filled into the cavity inside the outer tire 1. The high-elasticity foam is made of polyurethane foam material with a density of 0.2-0.4 g / cm³, exhibiting excellent elasticity and fatigue resistance. During the filling process, the high-elasticity foam flows fully into the interlocking groove 4 on the inner wall of the outer tire 1 and comes into close contact with the interlocking protrusion 3. After curing, it forms the foamed inner tire 5. At this point, the foamed inner tire 5 forms a strong interlocking connection with the interlocking protrusion 3 and the interlocking groove 4. The portion of the foamed inner tire 5 embedded in the interlocking groove 4 is completely fitted with the inner wall of the interlocking groove 4, while the interlocking protrusion 3 is embedded in the foamed inner tire 5, making the two a single unit and effectively preventing relative rotation or displacement of the foamed inner tire 5 inside the outer tire 1.

[0026] Furthermore, during the curing process of the high-elasticity foam to form the foamed inner tube 5, a pre-designed mold structure creates several cavities 6 inside the cured foamed inner tube 5. These cavities 6 are evenly distributed in a circular array, with equal spacing between adjacent cavities 6. Each cavity 6 is a cylindrical structure with a diameter of 1 / 4 to 1 / 3 of the radial thickness of the foamed inner tube 5, and a length consistent with the axial width of the foamed inner tube 5. The cavity 6 has an opening with a diameter slightly smaller than its inner diameter, and the opening faces the center of the outer tire 1. The edges of the opening are smooth and rounded to reduce stress concentration and prevent cracking during use.

[0027] Furthermore, each cavity 6 is equipped with two sealing plates 8 and a single spring 7. The sealing plates 8 are made of rigid plastic material, and their diameter matches the inner diameter of the cavity 6, allowing them to fit tightly against the inner wall of the cavity 6. The thickness of the sealing plates 8 is 3-5mm, providing a certain degree of rigidity and toughness. The springs 7 are made of high-strength spring steel with a wire diameter of 2-4mm and an effective number of coils of 5-8. The natural length of the springs 7 is slightly less than the length of the cavity 6. The two ends of each spring 7 are fixedly connected to the inner sides of the two sealing plates 8. During assembly, the two sealing plates 8 with springs 7 are inserted into the opening of the cavity 6, so that the two sealing plates 8 are located at the two ends of the cavity 6. The springs 7 are in a naturally extended / extended state, and the sealing plates 8 are interference-fitted with the inner wall of the cavity 6 to ensure that they will not loosen during use.

[0028] Furthermore, the opening of cavity 6 is sealed by the cured inner ring 9. The inner ring 9 is an inner ring structure made of the same high-elasticity foam as the inner tube 5, and it is cured after the inner tube 5 has cured. The radial thickness of the inner ring 9 is 10-15mm, and its axial width is the same as that of the inner tube 5. Its inner surface is a smooth arc surface, which is compatible with the wheel hub of the utility vehicle, ensuring a good fit between the tire and the wheel hub. The inner ring 9 completely seals the opening of cavity 6, sealing the spring 7 and the sealing plate 8 inside cavity 6, preventing external dust, moisture, and other impurities from entering, and also preventing the high-elasticity foam inside the inner tube 5 from overflowing from the opening during use.

[0029] The working principle is as follows: First, when the vehicle is traveling on an uneven road surface, the tire block 2 first contacts the road surface and bears the impact load. The impact force is transmitted through the outer tire 1 to the inner foam tire 5. At this time, because the inner foam tire 5 is made of polyurethane high-elasticity foam material, it will absorb part of the impact energy through its own elastic deformation. At the same time, the mechanical interlocking structure formed by its interlocking protrusions 3 and interlocking grooves 4 on the inner wall of the outer tire 1 can evenly distribute the impact force to the entire circumference of the outer tire 1, avoiding local stress concentration.

[0030] Secondly, as the impact load increases, the foamed inner tube 5 is further compressed, and its internal cavity 6 is squeezed, causing the spring 7 inside the cavity 6 to be stressed. The spring 7, thanks to the elastic properties of high-strength spring steel, deforms, converting some of the impact energy into elastic potential energy through stretching or compression, thus forming a double buffer with the foamed inner tube 5 and significantly reducing the vibration amplitude transmitted to the vehicle body.

[0031] Then, when the impact load weakens, spring 7 releases its stored elastic potential energy, pushing the sealing plate 8 back to both ends of cavity 6. The interference fit between the sealing plate 8 and the inner wall of cavity 6 ensures that the extension and contraction of spring 7 is stable and without loosening. At the same time, the foamed inner tube 5 rebounds by its own elastic restoring force, coordinating with the spring's reset action to make the overall shape of the tire quickly return to its original state, preparing for the next impact.

[0032] Finally, throughout the entire shock absorption process, the inner ring 9 tightly seals the opening of the cavity 6, preventing the spring 7 and the sealing plate 8 from detaching from the cavity 6 during movement, and avoiding external impurities from entering and affecting the performance of the components. At the same time, it ensures the structural integrity of the foamed inner tube 5, allowing the tire to continuously and stably perform its shock absorption function.

[0033] 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 utility vehicle tire with shock absorption function, characterized in that, The outer tire (1), tire block (2), engagement protrusion (3), engagement groove (4), foamed inner tube (5), cavity (6), spring (7), sealing plate (8) and sealing inner ring (9) are included. The tire block (2) is integrally provided on the tread of the outer tire (1). Engagement protrusion (3) and engagement groove (4) are provided on its inner wall, and the foamed inner tube (5) is formed therein. Each cavity (6) provided inside the foamed inner tube (5) has a spring (7). Sealing plates (8) are installed at both ends of each spring (7). The sealing inner ring (9) is integrally provided with the foamed inner tube (5) and seals the opening of the cavity (6).

2. A utility vehicle tire with shock absorption function as described in claim 1, characterized in that: The inner wall of the outer tire (1) is provided with alternating circular arrays of engagement protrusions (3) and engagement grooves (4). The engagement protrusions (3) form bosses on the inner wall of the outer tire (1), and the engagement grooves (4) form depressions on the inner wall of the outer tire (1).

3. A utility vehicle tire with shock absorption function as described in claim 2, characterized in that: The outer tire (1) is filled with high-elastic foam to form the foamed inner tire (5), which engages with the engagement protrusion (3) and engagement groove (4).

4. A utility vehicle tire with shock absorption function as described in claim 3, characterized in that: The solidified foamed inner tube (5) forms several circular array cavities (6), each cavity (6) having an opening facing the center of the outer tube (1).

5. A utility vehicle tire with shock absorption function as described in claim 4, characterized in that: Two sealing plates (8) and a single spring (7) are installed in each cavity (6), wherein the two ends of the spring (7) are respectively connected to the inner sides of the two sealing plates (8).

6. A utility vehicle tire with shock absorption function as described in claim 5, characterized in that: The opening of the cavity (6) is sealed by the solidified inner ring (9), which is an inner ring structure made of high-elasticity foam.

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