Non-pneumatic tire of a rigid mold frame structure

Abstract

The utility model discloses a kind of steel mould frame structure's tubeless tire, it is characterized by: still including being mounted in outer tire body and its outer peripheral surface and outer tire body inner wall closely adhere to tubeless skeleton, the tubeless skeleton is formed by the circumferential splicing of several shape different steel module frame, the steel module frame includes the support that respectively adheres to the inner tire wall of outer tire body two sides and the intermediate support between support and support and expand the inner tire wall of outer tire body two sides to support;The utility model is formed stable tubeless skeleton by the splicing of steel module frame, combine the elastic performance of outer tire body, completely abandon the dependence of traditional pneumatic tire to air pressure, fundamentally avoid the risk such as tire burst, air leakage;Meanwhile, the combination structure of steel module frame and outer tire body has good bearing capacity and buffering performance, applicable to a variety of vehicles and complex road conditions, effectively guarantee driving safety.

Description

Technical Field

[0001] The utility model relates to the technical field of tire manufacturing, and specifically relates to a non-pneumatic tire with a rigid mold frame structure. Background Art

[0002] Traditional pneumatic tires rely on internal air pressure to support loads, and there are many potential hazards during use: on complex road conditions, they are prone to puncture and air leakage caused by sharp foreign objects, directly affecting driving safety. Especially under high-speed driving or heavy-load working conditions, such risks may trigger serious accidents.

[0003] As an alternative, solid tires can achieve the support function without relying on air pressure, but they have significant defects: firstly, the integral structure requires the whole replacement when there is local damage, which not only causes serious material waste but also greatly increases the use cost; secondly, traditional solid tires lack an effective heat dissipation structure. During long-term driving, a large amount of heat generated by the friction between the tire and the ground cannot be dissipated in time, which is likely to lead to a decline in tire performance, a shortened service life, and even potential safety hazards caused by overheating. Therefore, the utility model proposes a non-pneumatic tire with a rigid mold frame structure to solve the technical defects of the above traditional tires. Summary of the Invention

[0004] The purpose of the utility model is to propose a non-pneumatic tire with a rigid mold frame structure to solve the above problems.

[0005] To achieve the above purpose, the following technical solutions are provided: a non-pneumatic tire with a rigid mold frame structure, an outer tire body installed on a wheel, characterized in that: it further includes a non-pneumatic skeleton installed inside the outer tire body and whose outer peripheral surface is closely fitted with the inner wall of the outer tire body. The non-pneumatic skeleton is formed by circumferentially splicing several rigid module frames with different shapes. The rigid module frame includes brackets respectively fitted to the inner tire walls on both sides of the outer tire body and intermediate brackets arranged between the brackets and expanding the brackets towards the inner tire walls on both sides of the outer tire body.

[0006] Preferably, a positioning block is provided between adjacent rigid module frames for supporting the intermediate bracket and assisting the intermediate bracket to expand the brackets towards both sides and fitting with the wheel.

[0007] Preferably, the cross-sectional shape of the positioning block is rectangular or "U" shaped.

[0008] Preferably, the cross-sectional shape of the intermediate bracket is trapezoidal.

[0009] Preferably, both ends of the rigid module frame are provided with mating splicing surfaces.

[0010] Preferably, a flexible buffer layer is provided on the splicing surface to prevent wear between the rigid module frames.

[0011] Preferably, the flexible buffer layer is a rubber sleeve or rubber pad covering the splicing surface.

[0012] Preferably, one end of the bracket is provided with a support piece for fitting against both sides of the intermediate bracket.

[0013] The beneficial effects of this utility model are as follows: A stable, airless frame is formed by splicing rigid modular frames. Combined with the elastic properties of the tire body, this completely eliminates the dependence of traditional pneumatic tires on air pressure, fundamentally avoiding risks such as tire blowouts and leaks. Simultaneously, the combined structure of the rigid modular frame and the tire body possesses excellent load-bearing capacity and cushioning performance, suitable for various vehicles and complex road conditions, effectively ensuring driving safety. When the airless frame is partially damaged, only the damaged rigid modular frame needs to be removed and replaced with a new one; there is no need to replace the entire tire. If only the support or intermediate support of the rigid modular frame is damaged, only the damaged part can be replaced, greatly reducing usage costs and resource waste, aligning with the concept of energy conservation and environmental protection. The hollow cavity formed by the support and intermediate support, as well as the hollow cavity of the intermediate support itself, constitutes an efficient heat dissipation channel. When the vehicle is in motion, cold air from the outside can enter the hollow cavity of the intermediate support through the ventilation holes on the wheels, directly contacting the support and carrying away heat, effectively dissipating the heat generated by friction in the tire body, reducing the working temperature of the tire body, and significantly extending the service life of the tire body.

[0014] The positioning block further enhances the overall stability of the airless frame, improves the support effect on the intermediate support, and achieves more precise positioning through close contact with the wheel, ensuring the structural stability of the tire during rotation. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0016] Figure 2 This is a schematic cross-sectional view of the present invention;

[0017] Figure 3 This is a schematic diagram of the airless frame structure of this utility model;

[0018] Figure 4 This is a schematic cross-sectional view of another embodiment of the present invention;

[0019] Figure 5 This is a schematic diagram of the rigid modular frame structure of this utility model;

[0020] Figure 6 This is a schematic diagram of another rigid modular frame structure of this utility model.

[0021] Legend: 1. Outer tire body; 2. Airless frame; 21. Rigid modular frame; 211. Bracket; 2111. Support piece; 212. Intermediate bracket; 213. Splicing surface; 22. Positioning block. Detailed Implementation

[0022] The following description, in conjunction with the accompanying drawings, further illustrates the pneumatic tire with a rigid mold frame structure according to this utility model.

[0023] It should be noted that all directional indications in the embodiments of the present invention, such as up, down, left, right, front, back, etc., are only used to explain the relative positional relationship and movement of the components in a specific posture as shown in the attached figure. If the specific posture changes, the directional indication will also change accordingly.

[0024] In this utility model, unless otherwise explicitly specified and limited, the terms "connection," "fixing," etc., should be interpreted broadly. For example, "fixing" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0025] Participation Figure 1-6As shown in this embodiment, a rigid molded frame structure of a pneumatic tire, with an outer tire body 1 mounted on a wheel, is characterized by: further including a pneumatic frame 2 installed inside the outer tire body 1 and whose outer circumferential surface is tightly fitted to the inner wall of the outer tire body 1. The pneumatic frame 2 is formed by circumferentially splicing several rigid modular frames 21 of different shapes. The rigid modular frame 21 includes supports 211 respectively fitted to the inner walls of both sides of the outer tire body 1, and intermediate supports 212 disposed between the supports 211 and expanding the supports 211 towards the inner walls of both sides of the outer tire body 1. The rigid modular frame 21 is made of steel-rubber composite material or other high-strength elastic materials, which has both the high strength of steel to ensure the load-bearing capacity of the structure and the elasticity of rubber to provide a certain cushioning performance during vehicle operation and improve ride comfort. The outer tire body 1 is made of high-elasticity wear-resistant rubber, which has good wear resistance, tear resistance and elasticity, and can adapt to different road conditions, reducing the impact of road bumps. Damage to the tire caused by sloshing; the bracket 211 fits against the inner wall of the outer tire body 1 on both sides, providing uniform support to the inner wall of the outer tire body 1; the intermediate bracket 212 is inserted between the brackets 211, not only supporting the brackets 211, but also supporting the inner circumferential surface of the outer tire body 1, thereby enhancing the overall structural strength of the rigid module frame 21; the brackets 211 and the intermediate bracket 212 form a hollow cavity, and the intermediate bracket 212 itself also has a hollow cavity. These hollow cavities not only reduce the overall weight of the tire and reduce vehicle energy consumption, but more importantly, they can serve as heat dissipation channels to effectively dissipate the heat generated by friction in the outer tire body 1; at the same time, the wheel is also provided with ventilation holes that communicate with the hollow cavity of the intermediate bracket 212 itself. When the vehicle is running, cold air can enter the hollow cavity of the intermediate bracket 212 itself through the ventilation holes on the wheel, efficiently dissipating the heat conducted from the outer tire body 1 to the brackets 211 and the intermediate bracket 212, thereby reducing the temperature of the outer tire body 1 and avoiding performance degradation due to overheating.

[0026] A stable, airless frame 2 is formed by splicing together rigid modular frames 21. Combined with the elasticity of the outer tire body 1, this completely eliminates the dependence of traditional pneumatic tires on air pressure, fundamentally avoiding risks such as tire blowouts and leaks. Simultaneously, the combined structure of the rigid modular frame 21 and the outer tire body 1 possesses excellent load-bearing capacity and cushioning performance, suitable for various vehicles and complex road conditions, effectively ensuring driving safety. When the airless frame 2 is partially damaged, only the damaged rigid modular frame 21 needs to be removed and replaced with a new one; the entire tire does not need to be replaced. If the support 21 of the rigid modular frame 21... If either the 1 or the intermediate bracket 212 is damaged, only the damaged part needs to be replaced, which greatly reduces the cost of use, reduces resource waste, and conforms to the concept of energy conservation and environmental protection. The hollow cavity formed by the bracket 211 and the intermediate bracket 212, as well as the hollow cavity of the intermediate bracket 212 itself, constitutes an efficient heat dissipation channel. When the vehicle is in motion, cold air from the outside can enter the hollow cavity of the intermediate bracket 212 itself through the ventilation holes on the wheel, directly contact the intermediate bracket 212 and carry away the heat, effectively dissipating the heat generated by friction of the tire body 1, reducing the working temperature of the tire body 1, and significantly extending the service life of the tire body 1.

[0027] See appendix Figure 2-4 As shown, a positioning block 22 is provided between adjacent rigid module frames 21 to support the intermediate support 212 and assist the intermediate support 212 in expanding the support 211 to both sides and fitting with the wheel; the setting of the positioning block 22 can further enhance the overall stability of the airless frame 2, improve the support effect of the intermediate support 212, and achieve more precise positioning by closely fitting with the wheel, ensuring the structural stability of the tire during rotation.

[0028] In one embodiment, the positioning block 22 has a rectangular or "U"-shaped cross-section. The positioning block 22 can be selected according to different load requirements. The rectangular positioning block has a simple structure and is easy to manufacture. Its two ends abut against the inner wall of the intermediate support 212, which is suitable for medium load scenarios. The "U"-shaped positioning block supports the inner side of the intermediate support 212. At the same time, one end of the intermediate support 212 can be set on the "U"-shaped positioning block, and the two ends of the positioning block 22 abut against the bead seat of the outer tire body 1. This can effectively prevent the positioning block 22 from shifting, has better mechanical properties, can disperse stress, improve support strength, and is suitable for heavy load scenarios.

[0029] See appendix Figure 5-6 As shown, the cross-sectional shape of the intermediate support 212 is trapezoidal, which facilitates the insertion of the intermediate support 212 between the supports 211 on both sides.

[0030] See appendix Figure 2-6As shown, the rigid module frame 21 has mating splicing surfaces 213 at both ends; the splicing surfaces 213 are provided with a flexible buffer layer to prevent wear between the rigid module frames 21; the flexible buffer layer is a rubber sleeve or rubber pad covering the splicing surface 213; the rubber sleeve or rubber pad is made of a flexible material with good elasticity; the precise fit of the splicing surfaces 213 ensures the structural tightness of several rigid module frames 21 when they are spliced ​​together in the circumferential direction to form the airless skeleton 2, avoiding loosening or gaps at the splicing point, thereby ensuring the overall support performance of the inner tube. The rubber sleeve or rubber pad is made of wear-resistant rubber or other flexible materials. During tire operation, it can reduce wear caused by relative movement between the rigid module frames 21 and the rigid module frames 21 at the splicing point, extend the service life of the tire, and also play a certain buffering role, reducing vehicle noise during driving.

[0031] See appendix Figure 5-6 As shown, one end of the bracket 211 is provided with a support piece 2111 for fitting against both sides of the intermediate bracket 212; the support piece 2111 is integrally formed with the bracket 211, which increases the contact area between the bracket 211 and the intermediate bracket 212, making the connection between the two more stable, significantly improving the overall strength of the rigid module frame 21, and enabling it to better withstand external impact and load pressure.

[0032] In the process of using this utility model, the bracket 211 is first placed inside the outer tire body 1, so that the outer peripheral surface of the bracket 211 is tightly fitted with the inner wall of the outer tire body 1 on both sides. A trapezoidal intermediate bracket 212 is inserted between the brackets 211. One end of the bracket 211 is fitted with both sides of the intermediate bracket 212 through the support piece 2111, and the other end of the bracket 211 is directly fitted with both sides of the intermediate bracket 212, forming a rigid module frame 21. Several rigid module frames 21 are spliced ​​circumferentially through the splicing surfaces 213 with rubber sleeves or rubber pads at both ends, ensuring that the splicing surfaces 213 fit tightly. And the last piece of steel The shape of the rigid module frame 21 is complementary to that of the installed rigid module frame 21, with a small outer circumference and a large inner circumference. It can be easily inserted between the rigid module frames 21 already installed in the outer tire body 1 and fit tightly with them. Then, the positioning block 22 is installed between the adjacent rigid module frames 21, so that its two ends fit with the sides of the intermediate support 212, supporting the intermediate support 212 and assisting the intermediate support 212 in expanding the supports 211 on both sides of the outer tire body 1 towards the inner tire wall on both sides, and fitting and positioning with the wheel to form a complete airless skeleton 2. Finally, the outer tire body 1 is installed on the wheel to complete the tire assembly.

[0033] When the vehicle is in motion, the wheels rotate, and cold air from the outside enters the hollow cavity of the intermediate support 212 through the ventilation holes on the wheels. The cold air comes into direct contact with the intermediate support 212, reducing its heat. The cooled intermediate support 212 then comes into contact with the hot air in the hollow cavity between the support 211 and the intermediate support 212, thereby reducing the temperature of the support 211. The inner wall of the tire body 1 comes into contact with the outer peripheral surface of the rigid module frame 21 formed by the cooled support 211 and the intermediate support 212, thereby reducing the temperature of the tire body 1. At the same time, heat can be dissipated from the ventilation holes of the wheels through the hollow cavity of the intermediate support 212 itself, achieving efficient heat dissipation.

[0034] When a rigid module frame 21 of the pneumatic tire frame 2 is damaged, the outer tire body 1 is removed from the wheel, the positioning block 22 is removed from the rigid module frame 21, the damaged rigid module frame 21 is removed and a new rigid module frame 21 is installed, and the positioning block 22 is reinstalled. The operation is simple and convenient. If the bracket 211 or the intermediate bracket 212 of the rigid module frame 21 is damaged, only the damaged bracket needs to be replaced, which greatly saves maintenance costs. Moreover, the damaged bracket can be recycled and reused, which meets environmental protection requirements.

[0035] When the outer tire body 1 is damaged, remove the outer tire body 1 from the wheel, remove the positioning block 22 and the rigid module frame 21 from the outer tire body 1, replace the outer tire body 1 with a new one, and reinstall the removed rigid module frame 21 into the new outer tire body 1 to reassemble it into an airless frame 2. Then install the positioning block 22 between the rigid module frames 21 to reuse the airless frame 2, further reducing the cost of use.

[0036] The above embodiments are illustrative of the present invention and are not intended to limit the present invention. Any simple modifications to the present invention are within the protection scope of the present invention.

Claims

1. A rigid mold frame structure for a pneumatic tire, wherein the outer tire body (1) is mounted on a wheel, characterized in that: It further includes a non-pneumatic framework (2) installed inside the outer tire body (1) and whose outer peripheral surface is closely fitted with the inner wall of the outer tire body (1). The non-pneumatic framework (2) is formed by circumferentially splicing a number of rigid module frames (21) with different shapes. The rigid module frame (21) includes brackets (211) respectively fitted to the inner tire walls on both sides of the outer tire body (1) and an intermediate bracket (212) disposed between the brackets (211) and expanding the brackets (211) towards the inner tire walls on both sides of the outer tire body (1).

2. The airless tire with a rigid mold frame structure according to claim 1, characterized in that: A positioning block (22) is provided between adjacent rigid module frames (21) for supporting the intermediate bracket (212) and assisting the intermediate bracket (212) to expand the brackets (211) towards both sides and fit with the wheel.

3. The airless tire with a rigid mold frame structure according to claim 2, characterized in that: The cross-sectional shape of the positioning block (22) is rectangular or "J" shaped.

4. The airless tire with a rigid mold frame structure according to claim 1, characterized in that: The cross-sectional shape of the intermediate bracket (212) is trapezoidal.

5. The pneumatic tire with a rigid mold frame structure according to claim 2, characterized in that: Both ends of the rigid module frame (21) are provided with mating splicing surfaces (213).

6. The pneumatic tire with a rigid mold frame structure according to claim 5, characterized in that: A flexible buffer layer for preventing wear between the rigid module frames (21) is provided on the splicing surface (213).

7. The pneumatic tire with a rigid mold frame structure according to claim 6, characterized in that: The flexible buffer layer is a rubber sleeve or rubber pad coated on the splicing surface (213).

8. The airless tire with a rigid mold frame structure according to claim 1, characterized in that: One end of the bracket (211) is provided with a support piece (2111) for fitting with both sides of the intermediate bracket (212).

Images