Non-pneumatic tires

Abstract

A non-pneumatic tire including a tire surface (10), an inner wheel (20) and a plurality of sets of bulges (30), the plurality of sets of bulges (30) being radially distributed between the tire surface (10) and the inner wheel (20), the interior of each set of bulges (30) being hollow, adjacent sets of bulges (30) being connected together to form an annular chamber (40), a recess (50) being formed at the connection position of the adjacent sets of bulges (30), and a contraction inner wall of the annular chamber (40) corresponding to the recess (50) being formed. A flange (41) is formed, and the contour of the inner wall top portion of each set of bulges (30) is formed correspondingly with the expanded outer flange (42) of the annular chamber (40), and the envelope wall of each set of bulges (30) is formed with an arc-shaped extended surface (43) that is integrally connected between the contracted inner flange (41) and the expanded outer flange (42), and a tire wall (60) that is connected between the tire surface (10) and the inner wheel (20) is formed between the contracted inner flange (41) of the annular chamber (40) and the top portion of the outer wall of the bulge (30).

Description

[Technical field]

[0001] The present invention relates to the technical field of tire manufacturing, and in particular to non-pneumatic tires. [Background technology]

[0002] A car tire is a general term for tires, which are usually made of wear-resistant rubber material and are divided into pneumatic tires and solid tires. Comfortable support is obtained by filling the sealed rubber tire chamber with sufficient air, but pneumatic tires have the disadvantage that the rubber material on the tire surface is easily worn out and there is a possibility of puncture because they are supported by air. On the other hand, solid tires do not need to be inflated, are not likely to be punctured, and have strong load-bearing properties, but since they do not need to be inflated, the cushion provided by the air is insufficient, making the vehicle's driving comfort worse. Therefore, there has been a strong demand for non-pneumatic tires that can maintain the puncture-proof properties of original solid tires while also providing good load-bearing properties and road comfort. Summary of the Invention [Problem to be solved by the invention]

[0003] In view of the above, the main objective of the present invention is to provide a non-pneumatic tire, which overcomes the defects existing in the prior art, by providing a plurality of sets of bulges between the tire surface and the inner wheel, thereby increasing the tire thickness, and forming a plurality of mounting units, thereby improving the mounting capacity, impact resistance and driving comfort of the entire tire. [Means for solving the problem]

[0004] In order to achieve the above object, the present invention adopts the following technical solutions.

[0005] A non-pneumatic tire includes a tire surface and an inner wheel having a common center, and a plurality of sets of bulges that are connected together between the tire surface and the inner wheel in a radial direction around the center of the tire surface and the inner wheel, the plurality of sets of bulges are distributed radially between the tire surface and the inner wheel, and the interior of each set of bulges is hollow, and adjacent sets of bulges are connected together to form annular chambers that penetrate the plurality of sets of bulges and are surrounded between the tire surface and the inner wheel, and recesses are formed at the connection positions of adjacent sets of bulges, and the annular chambers corresponding to the recesses The inner wall is formed with a contracted inner flange, the contour of the top of the inner wall of each set of bulges is correspondingly formed with the expanded outer flange of the annular chamber, the envelope wall of each set of bulges is formed with an arc-shaped extension surface integrally connected between the contracted inner flange and the expanded outer flange, and a tire wall connected between the tire surface and the inner wheel is formed between the contracted inner flange of the annular chamber and the top of the outer wall of the bulge, the tire wall including an outer tire wall connected between the tire surface and the outer edge of the inner wheel and an inner tire wall connected between the tire surface and the inner edge of the inner wheel.

[0006] In a preferred solution, the connection point between the bulge and the tire surface is the first pressure-receiving unit when a load is applied to the tire, the arc-shaped expanded surface is the second pressure-receiving unit, and the contracted inner flange is the third pressure-receiving unit, and the first pressure-receiving unit, the second pressure-receiving unit and the third pressure-receiving unit are connected together from the outside to the inside.

[0007] In a preferred solution, the bulges of each set are distributed symmetrically on both sides of the tire surface and the inner wheel about a central plane perpendicular to the axial direction of the tire surface and the inner wheel, and adjacent bulges located on the same side of the central plane are connected by penetrating the tire surface and the inner wheel in the radial direction.

[0008] Preferably, the outer walls of each of the bulges are spherical.

[0009] In a preferred embodiment, the cross section of the contracted inner flange is a closed loop.

[0010] In a preferred solution, the inner wall of the inner ring is provided with a protrusion for elastically contacting the hub of the tire.

[0011] In a preferred solution, a plurality of the above-mentioned protrusions are provided at intervals along the circumferential direction of the inner ring on the inside wall of the inner ring, and unload grooves are formed between adjacent protrusions to easily stretch the tire and quickly assemble it when mounting the tire to a hub.

[0012] In a preferred solution, a first contact portion for matching with the edge of the hub along the width direction of the inner ring and a second contact portion for contacting the groove wall of the hub are provided on both sides of the protrusion of the inner ring, the first contact portion and the second contact portion are connected in a stepped manner, and the first contact portion is located outside the second contact portion.

[0013] In a preferred embodiment, the tire surface is arcuate in the width direction, and grooves are provided at the center of the tire surface, extending toward both edges of the tire surface.

[0014] In a preferred solution, the inner ring is provided with a first air hole for forming air convection with the hub.

[0015] In a preferred solution, the second pores are provided in the outer tire wall and the inner tire wall respectively, and the second pores in the outer tire wall and the second pores in the inner tire wall are symmetrical or asymmetrical to each other.

[0016] In a preferred solution, the depth of the grooves gradually decreases from both side edges of the tire surface toward a central position of the tire surface.

[0017] As a preferred solution, the thickness of the recessed central region of the recess is 2 to 7 times the wall thickness of the bulge.

[0018] In a preferred embodiment, each set of bulges includes four bulges, which are symmetrically distributed, two on each side, of the tire surface and the inner wheel around a central plane perpendicular to the axial direction of the tire surface and the inner wheel, and two adjacent bulges located on the same side of the central plane are connected in the radial direction of the tire surface and the inner wheel.

[0019] In a preferred embodiment, the protrusion is a round sphere, a semicircular sphere or an elliptical sphere, and the contact surface of the protrusion with the tire hub is a flat or spherical surface. Effect of the Invention

[0020] The present invention has obvious advantages and beneficial effects compared with the prior art. Specifically, as can be seen from the above technical solution, a plurality of sets of interconnected bulges are radially distributed along the radial direction between the tire surface and the inner wheel, so that the plurality of sets of bulges form a concave-convex structure on the outer side wall of the tire, and the inside forms a mounting structure with a contracted inner rim, an expanded outer rim and an arc-shaped extended surface as mounting units. The concave-convex design increases the width of the tire wall and increases the mounting area of ​​the tire wall, thereby improving the mounting capacity of the entire tire. Furthermore, the recesses in the tire wall can provide strong supporting points when the tire is deformed under force, further improving the mounting ability and impact resistance of the tire. The internal multiple mounting structure has a fast transmission speed and fast acceleration of elastic deformation when force is applied, and can provide sufficient elastic force support when force is applied to the tire, thereby improving driving comfort. [Brief description of the drawings]

[0021] [Figure 1] 1 is a schematic perspective view of a tire according to the present invention. [Diagram 2] 1 is a schematic plan view of a tire according to the present invention. FIG. [Diagram 3] FIG. 3 is a schematic cross-sectional view taken along the line AA in FIG. 2. [Figure 4] 3 is a schematic perspective view of the cross section of section BB in FIG. 2 as viewed from a first angle. [Diagram 5] 3 is a schematic perspective view of the cross section of section BB in FIG. 2 as viewed from a second angle. [Figure 6] 3 is a schematic perspective view of the cross section of section BB in FIG. 2 as viewed from a third angle. [Figure 7] 3 is a schematic perspective view of the cross section of section BB in FIG. 2 as viewed from a fourth angle. [Figure 8] FIG. 2 is a schematic diagram of matching between the tire and the hub of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0022] In order to more clearly illustrate the structural features and effects of the present invention, the present invention will now be described in detail with reference to the drawings and specific embodiments.

[0023] As shown in Figs. 1 to 8, the present invention is a non-pneumatic tire comprising a tire surface 10 and an inner ring 20 having a common circular center, and a plurality of sets of bulges 30 connected integrally between the tire surface 10 and the inner ring 20 in the radial direction around the circular centers of the tire surface 10 and the inner ring 20, the tire being a cycle tire and being mainly applicable to tools such as electric motorcycles, motorcycles, bicycles, scooters, and tricycles, as well as to small automobiles, and the tire is made of an elastic material, preferably, for example, urethane, rubber, plastic, or the like.

[0024] The tire surface 10 is the side surface that comes into contact with the ground when the tire is running, and is designed to be arc-shaped along its width direction c, with the main purpose of being designed to be arc-shaped so that it can be used for turning operations of motorcycles. The closer to the edge position of the tire surface 10, the greater its thickness is compared to other positions, and when force is applied to the tire surface 10 at the point where the thickness is large, the center position of the tire surface 10 receives the force and deforms first, whereas the edge portions of the tire surface 10 are less likely to deform due to their large thickness, and jerking is likely to occur. By providing grooves 11 at the edge positions where the thickness is large, and by setting the depth of the grooves 11 to gradually decrease (or to be the same depth) from the edge toward the center portion 12 of the tire surface, cushioning performance when force is applied is improved, and comfort is improved when the tire surface 10 comes into contact with the ground.

[0025] The inner ring 20 is an annular structure fastened to the hub 100 of a vehicle, and is provided with protrusions 21 on the inner wall of the inner ring 20 for elastically contacting the hub 100, and in this embodiment, a plurality of protrusions 21 are provided at intervals on the inner wall of the inner ring 20 along the circumferential direction of the inner ring 20, and unloading grooves 22 are formed between adjacent protrusions 21, so that when the tire and the hub are mounted, the tire is stretched to elastically deform the tire and fit it onto the hub, thereby realizing quick assembly of the tire and the hub 100. The unloading grooves 22 are mainly used to provide deformation space during this mounting process, to release internal stress when the tire is stretched, and to improve the convenience of mounting the tire and the hub 100.

[0026] On both sides of the protrusion 21 of the inner ring 20, a first contact portion 23 for matching with the edge of the hub 100 along the width direction c of the inner ring 20 and a second contact portion 24 for contacting the groove wall of the hub are provided, respectively, and the first contact portion 23 and the second contact portion 24 are connected in stages, and the first contact portion 23 is located outside the second contact portion 24. The protrusion 21 and the first contact portions 23 and the second contact portions 24 on both sides thereof are distributed in parallel along the width direction c of the inner ring 20. The purpose of adopting the protrusion 21 and multiple contact portions is to make the connection between the inner ring 20 and the hub more tight and to provide a buffer elasticity between the tire and the hub. The number of the protrusions 21 and the contact portions distributed in parallel can be set according to actual needs. In this embodiment, a five-part shape is adopted, with a protrusion 21 provided in the center and a first contact portion 23 and a second contact portion 24 provided on both sides, so that at least one or two of the five parts elastically contact the inner wall of the hub groove. The shape of the protrusion 21 may be a round sphere, a semicircular sphere, or an elliptical sphere, and the surface of the protrusion 21 that contacts the hub is a flat or spherical surface. The first contact portions 23 on both sides are mainly used to closely map the edges of the hub on both sides, and the second contact portions 24 on both sides are mainly used to fill in the gaps that occur after the protrusion 21 contacts the inner wall of the hub groove, thereby realizing the tire and hub to be bonded together on the entire surface, thereby improving the adhesion and fastening that connects the tire and hub, increasing the frictional force between the tire and hub, preventing the tire and hub from slipping apart due to the relatively large torque when the tire is running, and extending the service life of the tire. In addition, the protrusions 21 and the multiple contact portions elastically contact the hub, thereby improving the elastic force of the entire tire and further reducing and preventing stiffness vibrations caused by the road, thereby improving driving comfort.

[0027] In addition, the first air hole 25 for forming air convection with the hub is provided on the contact surface of the inner ring 20 with the hub. In this embodiment, the first air hole 25 may be provided in the protrusion 21, between the protrusion 21 and the second contact portion 24, between the first contact portion 23 and the second contact portion 24, or between two adjacent protrusions 21 along the circumferential direction of the inner ring 20, and the matching hub is also provided with air holes at intervals, thereby matching with the first air hole 25 in the tire to form air convection between the tire, the hub, and the outside, dissipating hot air inside the tire, reducing heat caused by material accumulation inside the tire, and extending the service life of the tire.

[0028] The multiple sets of bulges 30 are distributed radially between the tire surface 10 and the inner wheel 20, and each set of bulges 30 is distributed symmetrically on both sides of the tire surface 10 and the inner wheel 20 with respect to a central plane b perpendicular to the axial direction a of the tire surface 10 and the inner wheel 20. Note that each set of bulges 30 may be provided asymmetrically on both sides of the central plane b (on both sides of the tire surface 10 and the inner wheel 20) as necessary. The interior of each set of bulges 30 is hollow, and two adjacent sets of bulges 30 are connected together to form an annular chamber 40 that penetrates the multiple sets of bulges 30 and is surrounded between the tire surface 10 and the inner wheel 20. Each set of bulges 30 has four bulges 30, which are symmetrically distributed, two on each side, of a central plane b perpendicular to the axial direction a of the tire surface 10 and the inner wheel 20, and two bulges 30 on the same side of the central plane b are connected by penetrating the tire surface 10 and the inner wheel 20 in the radial direction, and the outer walls of each bulge 30 are spherical or may have other convex shapes. A recess 50 (the thickness of a central region 51 of the recess is 2 to 7 times the thickness of the bulge 30, and the purpose of setting the thickness of the central region 51 of the recess to be thick is to provide strong support by the central region of the recess when the tire is elastically deformed by the application of force, thereby improving the loading capacity and impact resistance of the entire tire) is formed at the connecting position of two adjacent sets of bulges 30, and a contracted inner flange 41 (the cross section of the contracted inner flange 41 is a closed ring, for example, an ellipse or a peanut shell shape) is formed on the inner wall of the annular chamber 40 corresponding to the recess 50, and the position of the central region 51 of the recess corresponding to the contracted inner flange 41 may be a flat surface, or may adopt a shape combining a flat surface and an arc shape. The contour of the top part of the inner wall of each set of bulges 30 correspondingly forms the expanded outer flange 42 of the annular chamber 40, and the wrapping wall of each set of bulges 30 forms an arc-shaped extended surface 43 integrally connected between the contracted inner flange 41 and the expanded outer flange 42. The smaller the area of ​​the cross section (cross section along the width direction c of the tire) of the contracted inner flange 41, the larger the area of ​​the arc-shaped extended surface 43. Accordingly, the greater the thickness of the tire wall 60 described below, the larger the area of ​​the mounting unit that can support the pressure load of the tire, and the stronger the supporting performance of the tire, thereby making the mounting performance of the entire tire stronger.

[0029] The groove 11 provided on the tire surface 10 described above may be a drainage groove or may be used as a functional groove of the tire. Specifically, the position of the groove 11 corresponds to the position of the bulge 30, and the bulge 30 is elastically deformed when force is applied to it. The groove 11 may be used as an unloading groove to release the strain stress of the bulge 30, thereby quickly releasing the strain stress of the bulge 30 during the operation of the tire, reducing the impact on the driving experience during the elastic deformation of the tire, and improving driving comfort.

[0030] Between the contracted inner flange 41 of the annular chamber 40 and the top of the outer wall of the bulge 30, a concave-convex (multiple bulges 30 and recesses 50 are connected) tire wall 60 is formed, which is connected between the tire surface 10 and the inner wheel 20, and includes an outer tire wall 61 connected between the tire surface 10 and the outer edge of the inner wheel 20, and an inner tire wall 62 connected between the tire surface 10 and the inner edge of the inner wheel 20.

[0031] The connection point between the bulge 30 and the tire surface 10 located at the top of each set of bulges 30 is the first pressure receiving unit 70 when a load is applied to the tire, the arc-shaped expanding surface 43 is the second pressure receiving unit 80, and the contracted inner flange 41 is the third pressure receiving unit 90, and the first pressure receiving unit 70, the second pressure receiving unit 80 and the third pressure receiving unit 90 are connected together from the outside to the inside. The three pressure receiving units transmit the load to each other and support each other elastically, thereby forming a relatively large elastic force and bearing force. And by adopting the design of multiple arc-shaped expanding surfaces 43, the thickness of the tire wall can be increased, the bearing area of ​​the tire wall can be increased, the load received per unit area can be reduced, and the bearing capacity of the entire tire can be improved. As a result, the thickness of the tire surface 10 can be reduced with the same bearing strength, and the comfort when the tire surface 10 contacts the ground can be improved, and the thickness of the tire surface 10 can be increased as necessary to further improve the bearing strength of the tire. In addition, the uneven design of the tire wall can improve the elastic force and rebound acceleration of the tire when the tire is placed and operated, making it suitable for various roads. The multiple recesses 50 in the tire wall 60 can form multiple support points, which can further improve the loading capacity and impact resistance of the entire tire. Compared with a through-type non-pneumatic tire that has a honeycomb or V-shape and is connected to the left and right, the tire wall has an uneven structure formed by connecting multiple bulges together, and each bulge and each recess are strongly supported by each other, forming multiple elastic support structures, which can transmit force faster and have a faster rebound acceleration, making it suitable for various relatively rough roads, improving the loading performance and impact resistance of the entire tire, and providing a better driving experience. The projected width of the tire wall in the direction of wheel rotation (i.e., the distance between the apex of the outer wall of the bulge and the contracted inner flange) is 2 to 7 times the width of the tire wall of a conventional pneumatic tire of the same model, thereby expanding the mounting area of ​​the tire wall, improving the structural strength of the entire tire, and further improving the mounting capacity of the tire.

[0032] The second air holes 63 are provided in the outer tire wall 61 and the inner tire wall 62, respectively, and the second air holes 63 in the outer tire wall 61 and the second air holes 63 in the inner tire wall 62 are symmetrical or asymmetrical to each other. Specifically, the second air holes 63 are provided at the positions of the recesses 50 of the tire walls, and the second air holes 63 are matched with the above-mentioned first air holes 25 to realize rapid air convection between the inside and outside of the tire, and improve the efficiency of dissipating hot air inside the tire.

[0033] The number of the bulges 30 of the tire is 6 to 60, and can be specifically designed according to actual needs. The tire surface 10, the inner wheel 20 and the multiple bulges 30 of the tire are all designed as an integral molding, and the robustness of the entire structure is strong.

[0034] When the tire material has a Shore hardness of 85 degrees, the results of the dynamic durability tester for tires show that when a weight of 150 kg is placed on the tire and it passes through an obstacle block of 5 x 5 (height 5 mm, width 5 mm), it can be driven continuously for 3,000 km at 40 km / h without any damage.

[0035] The design points of the present invention are as follows: A plurality of sets of mutually connected bulges 30 are radially distributed between the tire surface 10 and the inner wheel 20 along the radial direction, so that the plurality of sets of bulges 30 form a concave-convex structure on the outer side wall of the tire, and the inside forms a mounting structure with the contracted inner flange 41, the expanded outer flange 42 and the arc-shaped extended surface 43 as the mounting unit, and the concave-convex design increases the tire wall width and the mounting area of ​​the tire wall, thereby improving the overall mounting capacity of the tire. And the recesses 50 on the tire wall can provide a strong support point when the tire is subjected to force, further improving the mounting and impact resistance of the tire, and the internal multiple mounting structure has a fast transmission speed and a fast acceleration of elastic deformation when the tire is deformed by force, and can provide sufficient elastic force support when the tire is subjected to force, improving the comfort of driving.

[0036] The above is merely a preferred embodiment of the present invention, and does not constitute any limitation on the technical scope of the present invention. Therefore, all minor modifications, equivalent changes and modifications made to the above embodiments based on the substance of the technology of the present invention shall belong to the scope of the technical solution of the present invention. [Explanation of symbols]

[0037] 10 Tire Surface 11 Groove 12 Center of tire surface 20. Inner Circle 21 Protrusion 22 Unloading groove 23 First contact part 24 Second contact part 25 First pore 30 Swelling 40 Annular Chamber 41 Contracted inner flange 42 Extended outer guard 43 Circular extension surface 50 Recess 51 Central area of ​​the depression 60 Tire Wall 61 Outer tire wall 62 Inner tire wall 63 Second Pore 70 First pressure unit 80 Second pressure receiving unit 90 Third pressure unit 100 Hub a-axis direction b center plane c Width direction

Claims

1. The tire includes a tire surface and an inner wheel having a common center, and a plurality of sets of bulges that are connected together between the tire surface and the inner wheel in a radial direction around the centers of the tire surface and the inner wheel, the plurality of sets of bulges are distributed radially between the tire surface and the inner wheel, the interior of each set of bulges is hollow, adjacent sets of bulges are connected together to form an annular chamber that penetrates the plurality of sets of bulges and is surrounded between the tire surface and the inner wheel, recesses are formed at the connection positions of the adjacent sets of bulges, and a contracted inner flange is formed on the inner wall of the annular chamber corresponding to the recesses, a contour of a top portion of each set of bulge inner walls is formed correspondingly with an expanded outer flange of the annular chamber; an arc-shaped extension surface is formed on the wrapping wall of each set of bulges, the extension surface being integrally connected between the contracted inner flange and the expanded outer flange; and a tire wall is formed between the contracted inner flange of the annular chamber and the top portion of the bulge outer wall, the tire wall being connected between the tire surface and the inner wheel, the tire wall including an outer tire wall connected between the tire surface and an outer edge of the inner wheel, and an inner tire wall connected between the tire surface and an inner edge of the inner wheel.

2. The non-pneumatic tire according to claim 1, characterized in that the connection point between the bulge and the tire surface is a first pressure-receiving unit when a load is applied to the tire, the arc-shaped expanded surface is a second pressure-receiving unit, and the contracted inner flange is a third pressure-receiving unit, and the first pressure-receiving unit, the second pressure-receiving unit and the third pressure-receiving unit are connected together from the outside to the inside.

3. 2. The non-pneumatic tire according to claim 1, wherein the bulges of each set are distributed symmetrically on both sides of the tire surface and the inner wheel about a central plane perpendicular to the axial direction of the tire surface and the inner wheel, and adjacent bulges located on the same side of the central plane are connected by penetrating the tire surface and the inner wheel in the radial direction.

4. 2. The non-pneumatic tire according to claim 1, wherein the outer walls of each of said bulges are spherical.

5. 2. The non-pneumatic tire of claim 1, wherein the cross section of the contracted inner collar is a closed loop.

6. 2. The non-pneumatic tire according to claim 1, characterized in that the inner wall of the inner wheel is provided with protrusions for elastically contacting the hub of the tire.

7. 7. The non-pneumatic tire of claim 6, wherein a plurality of the protrusions are spaced apart on the inner wall of the inner wheel along the circumferential direction of the inner wheel, and an unload groove is formed between adjacent protrusions to easily stretch the tire and quickly assemble it when mounting the tire to a hub.

8. 7. The non-pneumatic tire according to claim 6, characterized in that a first contact portion for matching with an edge of a hub along a width direction of the inner ring and a second contact portion for contacting a groove wall of the hub are provided on both sides of the protrusion of the inner ring, the first contact portion and the second contact portion are connected in a stepped manner, and the first contact portion is located outside the second contact portion.

9. 2. The non-pneumatic tire according to claim 1, wherein the tire surface is arcuate in its width direction, and grooves are provided at a central position of the tire surface so as to extend toward edges on both sides of the tire surface.

10. 2. The non-pneumatic tire according to claim 1, wherein the inner wheel is provided with a first air hole for forming air convection together with the hub.

11. 11. The non-pneumatic tire of claim 10, wherein the outer tire wall and the inner tire wall are each provided with a second void, and the second void in the outer tire wall and the second void in the inner tire wall are symmetrical or asymmetrical with respect to each other.

12. 10. The non-pneumatic tire according to claim 9, wherein the depth of the grooves gradually decreases from both side edges of the tire surface toward a central position of the tire surface.

13. 2. The non-pneumatic tire according to claim 1, wherein the thickness of the central region of the recess is 2 to 7 times the thickness of the bulge.

14. 2. The non-pneumatic tire according to claim 1, wherein each set of bulges includes four bulges, the four bulges being symmetrically distributed, two on each side of the tire surface and the inner wheel, around a central plane perpendicular to the axial direction of the tire surface and the inner wheel, and two adjacent bulges located on the same side of the central plane are connected to each other in the radial direction of the tire surface and the inner wheel.

15. 7. The non-pneumatic tire according to claim 6, wherein the protrusions are spherical, semi-spherical or elliptical, and the contact surfaces of the protrusions with the tire hub are flat or spherical.

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