Tire carcass and cross-linked foam tires

Abstract

This utility model relates to the field of tire manufacturing technology. It provides a tire carcass comprising an inner support portion, a rim, and support units. The rim is annular and concentrically arranged with the inner support portion. A support space is formed between the inner sidewall of the rim and the outer sidewall of the support portion. The outer sidewall of the rim abuts against the inner surface of the tire to support the tire. Multiple support units are provided on the outer sidewall of the inner support portion. The two ends of each support unit abut against the inner sidewall of the rim and the outer sidewall of the inner support portion, respectively. The inner support portion, support units, and rim are integrally formed. This utility model also provides a cross-linked foamed tire, comprising a tire carcass and an outer tire mounted on the tire carcass. Through the above technical solutions, the carcass structure can be installed without splicing, forming a continuous whole. This solves the technical problem in the prior art where traditional split tire carcasses rely on splicing processes, and stress concentration points easily form at the splicing points, leading to delamination of the tire carcass under high loads or complex working conditions.

Description

Technical Field

[0001] The embodiments of this utility model relate to the field of tire manufacturing technology, specifically to tire skeletons and cross-linked foamed tires. Background Technology

[0002] In the field of tire manufacturing technology, the tire carcass, as the core component supporting the tire structure and bearing the vehicle load, directly affects the tire's performance and reliability. Common plastic tire carcasses typically employ a two-part splicing structure. This traditional design reveals significant drawbacks in practical applications: First, stress concentration areas easily form at the splicing points, leading to a reduction in the overall strength of the carcass, especially prone to fatigue cracking under complex road conditions; second, the multi-part assembly process is cumbersome, increasing manufacturing costs; and third, the multi-part assembled tire carcass experiences uneven deformation with temperature changes, further exacerbating wear at the splicing points and reducing the tire's overall stability and durability. Utility Model Content

[0003] To overcome the above-mentioned defects, embodiments of this utility model provide a tire carcass and a cross-linked foamed tire, which solves the technical problem that traditional split tire carcasses rely on splicing processes, and stress concentration points are easily formed at the splicing points of the tire carcass, causing the tire carcass to delaminate under high loads or complex working conditions.

[0004] According to one aspect, at least one embodiment of the present invention provides a tire skeleton, comprising: an inner support portion having a cylindrical outer sidewall;

[0005] The rim is annular and concentrically arranged with the inner support portion. A support space is formed between the inner sidewall of the rim and the outer sidewall of the inner support portion. The outer sidewall of the rim is used to abut against the inner surface of the tire to support the tire.

[0006] A support unit is provided, wherein multiple support units are located within the support space and are distributed at intervals along the circumference of the support space; the two ends of the support unit abut against the inner sidewall of the wheel rim and the outer sidewall of the inner support part, respectively; the inner support part, the support unit and the wheel rim are integrally formed.

[0007] According to one aspect, at least one embodiment of the present invention provides a tire frame, wherein the end of the support unit connected to the inner wall of the rim has at least two support points, and the number of support points connected to the rim by the support unit is greater than the number of support points connected to the inner support portion, so that the load on the rim is evenly distributed.

[0008] For example, in at least one embodiment of the present invention, the support unit is provided with at least two layers along the axial direction of the rim, and the support units of adjacent two layers are staggered to distribute the load on the rim.

[0009] For example, in at least one embodiment of the tire carcass provided by this utility model, the inner support portion includes:

[0010] Mounting cylinder, the mounting cylinder having a through hole for the vehicle support shaft to pass through;

[0011] A support ring, which is coaxially arranged with the mounting cylinder and has a diameter larger than that of the mounting cylinder, and the outer wall of the support ring is used to connect with the support unit;

[0012] The spokes are multiple and arranged at intervals along the circumference of the mounting cylinder, and the two ends of the spokes are respectively connected to the outer side wall of the mounting cylinder and the inner side wall of the support ring.

[0013] For example, in at least one embodiment of the present invention, the width of the support ring is greater than that of the rim, and the side wall of the support unit located at the end of the support ring is provided with an extension. The extension is located on the side wall of the support unit facing the end of the support ring, and the side wall of the extension is a smoothly transitioning curved surface and is used to abut against the inner wall of the tire.

[0014] For example, in at least one embodiment of the present invention, the cross-section of the support unit is V-shaped and / or bifurcated.

[0015] For example, in at least one embodiment of the present invention, the number of support points between each spoke and the support ring is greater than the number of support points between the spoke and the mounting cylinder, in order to distribute the load on the support ring.

[0016] For example, in at least one embodiment of the present invention, the outer wall of the support ring is provided with two grooves, which are located on both sides of the wheel rim, and the grooves are used to install the tire.

[0017] For example, in at least one embodiment of the present invention, the tire frame is provided with reinforcing ribs on the side wall formed by the spokes, the mounting cylinder and the support ring.

[0018] According to another aspect, at least one embodiment of the present invention also provides a cross-linked foamed tire, including a tire skeleton and an outer tire disposed on the tire skeleton.

[0019] The beneficial effects of the embodiments of this utility model are as follows:

[0020] In this invention, the one-piece molding eliminates the splicing gaps between components in the traditional split structure, making the three parts form a continuous force-bearing whole. The outer wall of the cylindrical inner support and the inner wall of the annular rim are directly and rigidly connected through the support unit, avoiding stress concentration at the splicing point. The support units distributed at intervals along the circumference form an integrated network with the inner support and the rim, eliminating the assembly step after processing multiple parts, reducing dimensional deviations caused by insufficient assembly precision, ensuring uniform radial load distribution of the tire, reducing local overload and wear caused by splicing errors, extending tire service life, and ensuring that each support unit bears a balanced support force, avoiding overload fracture of a single unit, and improving the overall fatigue life of the frame. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this utility model, the accompanying drawings used in the description of the embodiments of this utility model will be briefly introduced below. Obviously, the drawings described below are merely some exemplary embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the content of the exemplary embodiments of this utility model and these drawings without any creative effort.

[0022] Figure 1 This is a schematic diagram of the tire skeleton in an embodiment where the support unit is bifurcated.

[0023] Figure 2 for Figure 1 A front view of the tire skeleton in the embodiment;

[0024] Figure 3 This is a schematic diagram of the tire skeleton in an embodiment where the support unit is V-shaped.

[0025] Figure 4 for Figure 3 A front view of the tire skeleton in the embodiment;

[0026] Figure 5 for Figure 1 A side view of the tire skeleton in the embodiment;

[0027] Figure 6 This is a schematic diagram of the cross-linked foam tire with arc-shaped spokes in this utility model;

[0028] Figure 7 This is a schematic diagram of the cross-linked foam tire with bifurcated spokes in this utility model;

[0029] In the picture:

[0030] 1. Inner support part; 11. Mounting cylinder; 111. Through hole; 12. Support ring; 121. Groove; 13. Wheel spoke; 2. Wheel rim; 3. Support space; 4. Support unit; 41. Extension part; 5. Reinforcing rib; 6. Outer tire. Detailed Implementation

[0031] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and not intended to limit its scope.

[0032] To keep the drawings concise, each drawing only schematically shows the parts relevant to the disclosure; these do not represent the actual structure of the product. Furthermore, for ease of understanding, in some drawings, only one of components with the same structure or function is schematically shown, or only one is labeled. In this document, "one" not only means "only one," but can also mean "more than one," and "several" includes "two" and "more than two."

[0033] In this document, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0034] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0035] In the description of this embodiment, terms such as "upper," "lower," "left," and "right" are based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of description and simplification of operation, and are not intended to 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 this utility model.

[0036] Furthermore, in the description of this application, the terms "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0037] like Figures 1-5 The diagram illustrates a tire carcass according to one embodiment of the present invention. In some examples, the inner support portion 1 of the tire carcass has a cylindrical outer wall as a support base. The rim 2 is annular and concentrically arranged with the inner support portion 1. The outer wall of the rim 2 abuts against the inner surface of the tire to support the tire, and a support space 3 is formed between its inner wall and the outer wall of the inner support portion 1. Multiple support units 4 are distributed circumferentially within the support space 3. The two ends of the support unit 4 abut against the inner wall of the rim 2 and the outer wall of the inner support portion 1, respectively. The end of the support unit 4 connected to the inner wall of the rim 2 has at least two support points, and the number of support points connected to the rim 2 is greater than the number of support points connected to the inner support portion 1. The tire carcass is manufactured using an integral molding process, that is, the inner support portion 1, the rim 2, and the support units 4 are formed into an integral structure through a single molding process, with no splicing seams or assembly interfaces between the components. The advantages of this molding method are as follows: First, it eliminates stress concentration points at the connection points in traditional splicing structures, allowing the load to be evenly transmitted through the continuous structure when the frame is under stress, thus improving fatigue resistance and structural strength. Second, it eliminates the assembly process after processing multiple parts, reducing dimensional deviations caused by insufficient assembly precision and ensuring the stability of the fit between the frame and the outer tire 6. Third, the integrated structure makes the connection strength between the support unit 4, the inner support part 1, and the wheel flange 2 more balanced, avoiding the risk of local connection failure, while simplifying the production process and reducing manufacturing costs.

[0038] Based on the aforementioned tire carcass structure, the support unit 4 has at least two layers along the axial direction of the rim 2. The support units 4 of adjacent layers are staggered in the circumferential direction, meaning that the position of one layer of support unit 4 on the circumference does not coincide with the position of another layer, forming a staggered layout. The layered and staggered distribution of the support units 4 along the axial direction allows the load on the rim 2 in the axial direction to be transferred through different layers of support units 4, preventing excessive load concentration at any one location in the axial direction. Simultaneously, the staggered distribution structure further disperses the load transfer in the circumferential direction, improving the uniformity of the load on the rim 2, enhancing the support stability of the tire carcass for the rim 2, and thus improving the load-bearing capacity of the cross-linked foam tire under complex working conditions.

[0039] The inner support 1 includes a mounting cylinder 11, a support ring 12, and spokes 13. The mounting cylinder 11 has a through hole 111 through which the vehicle support axle passes. The support ring 12 is coaxially arranged with the mounting cylinder 11, and its diameter is larger than that of the mounting cylinder 11. The outer wall of the support ring 12 is used to connect with the support unit 4. Multiple spokes 13 are arranged circumferentially around the mounting cylinder 11. The two ends of each spoke 13 are connected to the outer wall of the mounting cylinder 11 and the inner wall of the support ring 12, respectively, connecting the mounting cylinder 11 and the support ring 12 into a single unit. The mounting cylinder 11 is connected to the vehicle support axle through the through hole 111, enabling the assembly of the tire frame with the vehicle. The support ring 12 is connected to the mounting cylinder 11 through the spokes 13, stabilizing the structure of the inner support 1. The multiple spokes 13 arranged circumferentially can evenly distribute the load on the support ring 12 to the mounting cylinder 11, preventing excessive local stress on the inner support 1 and enhancing its overall load-bearing capacity. At the same time, this structural design makes the force distribution of the inner support part 1 more reasonable, provides a stable support foundation for the support unit 4, and further ensures the uniform transmission of the load on the wheel flange 2.

[0040] The width of the support ring 12 is greater than the width of the rim 2. The support unit 4 at the end of the support ring 12 has an extension 41 on its sidewall facing the end of the support ring 12. The sidewall of the extension 41 is a smoothly transitioned curved surface, which abuts against the inner wall of the tire. The width of the support ring 12, combined with the extension 41 on the support unit 4, ensures that the inner wall of the tire is supported even near the end of the support ring 12. The smooth transition of the curved surface of the extension 41 abuts against the inner wall of the tire, avoiding stress concentration caused by sharp contact between the end of the support unit 4 and the inner wall of the tire, dispersing the load on the tire end, reducing the risk of structural damage to the tire end, and enhancing the stability of the fit between the tire carcass and the tire.

[0041] like Figure 1 , Figure 2 As shown, the cross-section of the support unit 4 is bifurcated. One end of the bifurcation abuts against the inner wall of the rim 2 to form two or more support points, and the other end abuts against the outer wall of the inner support part 1; as shown... Figure 3 , Figure 4 As shown, the cross-section of the support unit 4 is V-shaped, with both ends of the V-shape abutting against the inner wall of the rim 2 and the outer wall of the inner support part 1, respectively. The end abutting against the inner wall of the rim 2 forms two support points. These two cross-sectional shapes allow the support unit 4 to distribute the load on the rim 2 to the inner support part 1 through two or more branches when transmitting loads, enhancing the uniformity of load transmission. At the same time, the structure itself also has good resistance to deformation, improving the support reliability of the support unit 4.

[0042] like Figure 1 , Figure 2As shown, the number of support points formed at the connection between each spoke 13 and the support ring 12 is greater than the number of support points formed at the connection between the spoke 13 and the mounting cylinder 11. For example, the end of the spoke 13 connected to the support ring 12 has two contact points, while the end connected to the mounting cylinder 11 has one contact point. The greater number of support points between the spoke 13 and the support ring 12 allows the load on the support ring 12 to be transferred to the spoke 13 through multiple support points, preventing damage to the connection between the spoke 13 and the support ring 12 due to load concentration. Simultaneously, when the load is transferred from the spoke 13 to the mounting cylinder 11, it is more evenly distributed on the mounting cylinder 11, further optimizing the stress distribution of the inner support part 1 and enhancing the overall structural strength of the inner support part 1.

[0043] like Figure 3 , Figure 4 As shown, the spokes 13 are arc-shaped or bifurcated, with the curvature of the arc conforming to the load transmission direction of the spokes 13. Multiple arc-shaped spokes 13 are arranged at intervals along the circumference of the mounting cylinder 11, with their ends connected to the outer wall of the mounting cylinder 11 and the inner wall of the support ring 12, respectively. When under stress, the arc-shaped spokes 13 can disperse stress through their arc structure, reducing stress concentration at the connection points between the spokes 13 and the mounting cylinder 11 and support ring 12 compared to straight spokes 13. The arc structure provides a certain buffering effect during load transmission, improving the fatigue resistance of the spokes 13, extending the service life of the inner support part 1, and ensuring the stability of load transmission.

[0044] like Figure 5 As shown, the outer wall of the support ring 12 has two grooves 121, located on both sides of the rim 2. The shape of the grooves 121 is adapted to the mounting position of the tire, and is used to position the tire during installation. The two grooves 121, located on both sides of the rim 2, position the tire during installation, ensuring accurate relative positioning between the tire and the tire carcass and preventing axial displacement of the tire during use. Simultaneously, the grooves 121 enhance the connection stability between the tire and the support ring 12, allowing the load on the tire to be transmitted more stably to the support ring 12, further improving the overall structural reliability of the tire.

[0045] like Figures 1-4 As shown, reinforcing ribs 5 are provided on the side wall formed by the spokes 13, the mounting cylinder 11, and the support ring 12. The reinforcing ribs 5 are set along the edge of the side wall or in areas with high stress, forming an integral structure with the spokes 13, the mounting cylinder 11, and the support ring 12. The reinforcing ribs 5 enhance the structural strength of the side wall formed by the spokes 13, the mounting cylinder 11, and the support ring 12, and improve the deformation resistance of this area.

[0046] In some examples, such as Figures 6-7 As shown, the cross-linked foam tire includes the aforementioned tire skeleton and an outer tire 6 mounted on the tire skeleton. The outer tire 6 abuts against the outer sidewall of the rim 2, forming a complete tire structure. For the cross-linked foam tire, when the outer tire 6 abuts against the outer sidewall of the rim 2, the load is distributed through the rim 2 and then transferred to the outer tire 6, avoiding excessive local stress on the outer tire 6 and reducing the possibility of structural damage such as local bulges and cracks in the outer tire 6. At the same time, it alleviates the fatigue aging problem of the foam material caused by the mismatch of stress between the tire skeleton and the outer tire 6, thus improving the safe use performance and service life of the cross-linked foam tire.

[0047] In the production of cross-linked foamed tires, the raw materials are first prepared and put into the mixing equipment in proportion. After high-speed stirring to achieve preliminary mixing, they are then kneaded to form a uniform rubber compound. The kneaded rubber compound is then processed and prefabricated into a blank that matches the final contour of the outer tire 6. The thickness and curvature of the blank must be adapted to the size of the rim 2 of the tire skeleton and the distribution of the support unit 4.

[0048] The foaming and cross-linking stage then begins, where the preformed blank is placed in the outer tire mold 6, with the mold cavity corresponding to the outer surface pattern and inner surface contour of the outer tire 6. After the mold is closed, heating is applied to raise the temperature inside the mold to the effective range of the preform, causing the blank to fill the mold cavity and form the overall shape of the outer tire 6.

[0049] After the foaming and cross-linking is completed, the mold is opened and the outer tire 6 blank is taken out. At this time, the outer tire 6 is still in a softened state and has a certain degree of plasticity because it has just left the high temperature environment. Its inner wall contour has been adapted to the matching requirements of the outer wall of the wheel flange 2 of the tire skeleton, the extension 41 of the support unit 4 and the groove 121 of the support ring 12, which reserves plastic adjustment space for subsequent assembly with the skeleton.

[0050] After the cross-linked foamed tire is manufactured and is still in a softened state before it has fully cooled, the inner ring of the tire 6 is aligned with the outer wall of the rim 2. Utilizing the plasticity of the uncooled foamed material, it is axially fitted onto the rim 2, ensuring a tight fit between the inner surface of the tire 6 and the outer wall of the rim 2. During this process, the grooves 121 on both sides of the outer wall of the support ring 12 on both sides of the rim 2 engage with the inner edge of the end of the tire 6, providing axial positioning for the tire 6. Simultaneously, the extension 41 of the support unit 4 at the end of the support ring 12, with its smoothly transitioned curved surface, naturally conforms to the inner wall of the tire 6 at the corresponding position, helping the tire 6 maintain a uniform circumferential distribution. After the tire 6 has cooled and solidified, its inner wall forms stable contact with the outer wall of the rim 2, the curved surface of the extension 41, and the edge of the groove 121, completing the assembly with the tire carcass.

[0051] It should be noted that the above embodiments are only used to illustrate the technical solution of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solution of this utility model without departing from the spirit and scope of the technical solution of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. Tyre carcass, characterized in that, include: The inner support part (1) has a cylindrical outer wall; The rim (2) is annular and is concentric with the inner support part (1). A support space (3) is formed between the inner sidewall of the rim (2) and the outer sidewall of the inner support part (1). The outer sidewall of the rim (2) is used to abut against the inner surface of the tire to support the tire. Support unit (4), the support unit (4) is located in the support space (3) and there are multiple units distributed at intervals along the circumference of the support space (3); the two ends of the support unit (4) abut against the inner sidewall of the wheel rim (2) and the outer sidewall of the inner support part (1) respectively, and the inner support part (1), the support unit (4) and the wheel rim (2) are integrally formed.

2. The tire carcass according to claim 1, characterized in that, The support unit (4) has at least two support points at one end connected to the inner wall of the wheel rim (2). The number of support points connected to the wheel rim (2) by the support unit (4) is greater than the number of support points connected to the support unit (4) and the inner support part (1) so that the load on the wheel rim (2) is evenly distributed.

3. The tire carcass according to claim 2, characterized in that, The support unit (4) has at least two layers along the axial direction of the rim (2), and the two adjacent layers of the support unit (4) are staggered to distribute the load on the rim (2).

4. The tire carcass according to claim 1, characterized in that, The inner support portion (1) includes: Mounting sleeve (11), the mounting sleeve (11) having a through hole (111) for the vehicle support shaft to pass through. Support ring (12), the support ring (12) is coaxially arranged with the mounting cylinder (11) and its diameter is larger than that of the mounting cylinder (11), and the outer side wall of the support ring (12) is used to connect with the support unit (4); The spokes (13) are multiple and arranged at intervals along the circumference of the mounting cylinder (11). The two ends of the spokes (13) are respectively connected to the outer side wall of the mounting cylinder (11) and the inner side wall of the support ring (12).

5. The tire carcass according to claim 4, characterized in that, The width of the support ring (12) is greater than that of the rim (2). The side wall of the support unit (4) located at the end of the support ring (12) is provided with an extension (41). The extension (41) is located on the side wall of the support unit (4) facing the end of the support ring (12). The side wall of the extension (41) is a smoothly transitioned curved surface and is used to abut against the inner wall of the tire.

6. The tire carcass according to claim 1, characterized in that, The cross-section of the support unit (4) is V-shaped and / or bifurcated.

7. The tire carcass according to claim 4, characterized in that, The number of support points between each spoke (13) and the support ring (12) is greater than the number of support points between the spoke (13) and the mounting cylinder (11), in order to distribute the load on the support ring (12).

8. The tire carcass according to claim 4, characterized in that, The outer wall of the support ring (12) is also provided with two grooves (121), which are located on both sides of the wheel rim (2), and the grooves (121) are used to install the tire.

9. The tire carcass according to claim 4, characterized in that, The side wall formed by the spokes (13), the mounting cylinder (11) and the support ring (12) is provided with reinforcing ribs (5).

10. Crosslinked foamed tire, characterized in that, Includes the tire carcass as described in any one of claims 1-9 and the outer tire (6) disposed on the tire carcass.

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