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] Automobile tires are a general term for tires, typically made of wear-resistant rubber material, and are divided into pneumatic tires and solid tires. Comfortable support is achieved by filling a sealed rubber tire chamber with sufficient air. However, pneumatic tires have the disadvantages of the rubber material on the tire surface being easily worn away and the possibility of punctures due to their air-supported nature. Solid tires, on the other hand, do not require inflation, are not prone to punctures, and have strong load-bearing properties. However, the lack of inflation results in a lack of air cushioning, resulting in a poor vehicle ride. Therefore, there has been a strong demand for non-pneumatic tires that can maintain the puncture-resistant properties of solid tires while also providing good load-bearing capacity and road comfort. Summary of the Invention [Problem to be solved by the invention]

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

[0004] To achieve the above object, the present invention adopts the following technical solution.

[0005] A non-pneumatic tire includes a tire surface and an inner ring having a common center of circle, and a plurality of sets of bulges that are connected together between the tire surface and the inner ring in a radial direction around the center of circle of the tire surface and the inner ring, the plurality of sets of bulges being distributed radially between the tire surface and the inner ring, the interior of each set of bulges being hollow, adjacent sets of bulges being connected together to form annular chambers that penetrate the plurality of sets of bulges and are surrounded between the tire surface and the inner ring, recesses being 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 top contour of the inner wall of each set of bulges is formed correspondingly with the expanded outer flange of the annular chamber, the wrapping wall of each set of bulges is formed with an arc-shaped extended 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 in each set are distributed symmetrically on both sides 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 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 the bulges are spherical.

[0009] Preferably, 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 on the 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 being connected in a stepped manner, and the first contact portion being located outside the second contact portion.

[0013] In a preferred embodiment, the tire surface has an arc shape in the width direction thereof, and grooves are provided at the center of the tire surface, extending toward both edges of the tire surface.

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

[0015] In a preferred solution, the second pores are respectively provided in the outer tire wall and the inner tire wall, 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 the center 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 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. Two adjacent bulges on the same side of the central plane are connected radially through the tire surface and the inner wheel.

[0019] Preferably, the protrusions are spherical, semi-spherical or elliptical, and the contact surfaces of the protrusions with the tire hub are flat or spherical. [Effects of the Invention]

[0020] The present invention has obvious advantages and beneficial effects compared to the prior art. Specifically, as can be seen from the above technical solution, multiple sets of interconnected bulges are distributed radially along the radial direction between the tire surface and the inner wheel, and these multiple sets of bulges form a concave-convex structure on the outer side wall of the tire. The interior 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 and mounting area of ​​the tire wall, thereby improving the overall mounting capacity of the tire. The recesses in the tire wall can provide strong support 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, improving driving comfort. [Brief explanation of the drawings]

[0021] [Figure 1] 1 is a perspective schematic view of a tire according to the present invention. [Figure 2] 1 is a schematic plan view of a tire according to the present invention. [Figure 3] FIG. 3 is a cross-sectional view taken along the line AA in FIG. 2. [Figure 4] 3 is a perspective schematic view of the cross section of section BB in FIG. 2 as viewed from a first angle. [Figure 5] 3 is a perspective schematic view of the cross section of section BB in FIG. 2 as viewed from a second angle. [Figure 6] 3 is a perspective schematic view of the cross section of section BB in FIG. 2 as viewed from a third angle. [Figure 7] 3 is a perspective schematic 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 INVENTION

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

[0023] As shown in Figures 1 to 8, the present invention provides 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 is a cycle tire and is primarily suitable for tools such as electric motorcycles, motorcycles, bicycles, scooters, and tricycles, but can also be used for small automobiles. The tire is made of an elastic material, preferably 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 in motion, and is designed in an arc shape along its width direction c. The main purpose of this arc shape is to allow a motorcycle to turn. The tire surface 10 is much thicker nearer to the edge than at other locations, and when force is applied to the tire surface 10 at the thicker locations, the center of the tire surface 10 is first to receive the force and deform, whereas the edge locations of the tire surface 10 are thicker and therefore less likely to deform, making jerking more likely to occur. Grooves 11 are provided at the thicker edge locations, and the depth of the grooves 11 gradually decreases (or may be the same) from the edge toward the center 12 of the tire surface, thereby improving cushioning performance when force is applied and increasing comfort when the tire surface 10 comes into contact with the ground.

[0025] The inner ring 20 has an annular structure that is 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. 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. When mounting the tire on the hub, the tire is stretched to elastically deform the tire and fit it onto the hub, thereby enabling quick assembly of the tire and hub 100. The unloading grooves 22 are mainly used to provide deformation space during this mounting process, allowing internal stress to be released when the tire is stretched, and improving the convenience of mounting the tire on the hub 100.

[0026] On both sides of the protrusion 21 of the inner ring 20, a first contact portion 23 for mating with the edge of the hub 100 and a second contact portion 24 for contacting the groove wall of the hub are provided along the width direction c of the inner ring 20. The first contact portion 23 and the second contact portion 24 are connected in a stepped manner, and the first contact portion 23 is located outside the second contact portion 24. The protrusion 21 and the first and second contact portions 23 and 24 on both sides thereof are distributed in parallel along the width direction c of the inner ring 20. The purpose of employing the protrusion 21 and multiple contact portions is to further tighten the connection between the inner ring 20 and the hub and to provide shock-absorbing elasticity between the tire and the hub. The number of parallelly distributed protrusions 21 and contact portions can be set according to actual needs. In this embodiment, a five-part structure is adopted, with a protrusion 21 in the center and first and second contact portions 23 and 24 on either side, so that at least one or two of the five portions elastically contact the inner wall of the hub groove. The shape of the protrusion 21 may be spherical, hemispherical, or oval, and the surface of the protrusion 21 that contacts the hub may be flat or spherical. The first contact portions 23 on both sides are primarily used to closely fit and map the edges of the hub, while the second contact portions 24 on both sides are primarily used to fill gaps that form after the protrusion 21 contacts the inner wall of the hub groove, ensuring a full bond between the tire and hub. This improves the adhesion and fastening strength between the tire and hub, increases the friction between the tire and hub, and prevents the tire and hub from slipping apart due to the relatively large torque generated when the tire is running, thereby extending the tire's service life. In addition, the protrusions 21 and the multiple contact points elastically contact the hub, 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, first vents 25 are provided on the contact surface of the inner ring 20 with the hub to form air convection with the hub. In this embodiment, the first vents 25 may be provided in the protrusions 21, between the protrusions 21 and the second contact portions 24, between the first contact portions 23 and the second contact portions 24, or between two adjacent protrusions 21 along the circumferential direction of the inner ring 20, and the matching hub also has vents provided at intervals, which match the first vents 25 in the tire to form air convection between the tire, hub, and the outside, dissipate hot air inside the tire, reduce heat caused by material accumulation inside the tire, and extend 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 around 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 arranged 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 by the tire surface 10 and the inner wheel 20. Each set of bulges 30 has four bulges 30, and the four bulges 30 are distributed symmetrically, 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. 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. The outer walls of each bulge 30 are spherical, but may also have other convex shapes. A recess 50 is formed at the connecting position of two adjacent sets of bulges 30 (the thickness of the 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 force is applied to the tire and it elastically deforms, thereby improving the loading capacity and impact resistance of the entire tire), and a contracted inner flange 41 (the cross section of the contracted inner flange 41 is a closed ring, for example, an oval or 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 flat, or may adopt a shape combining a flat surface and an arc shape. The contour of the top of the inner wall of each set of bulges 30 forms the corresponding 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 that is integrally connected between the contracted inner flange 41 and the expanded outer flange 42. The smaller the area of ​​the cross section of the contracted inner flange 41 (cross section along the tire width direction c), the larger the area of ​​the arc-shaped extended surface 43. Accordingly, the thicker the tire wall 60 below, the larger the area of ​​the mounting unit that can support the tire's pressure load, and the stronger the tire's supporting performance, thereby improving the overall tire mounting performance.

[0029] The grooves 11 provided on the tire surface 10 described above may be used as drainage grooves or functional grooves of the tire. Specifically, the positions of the grooves 11 correspond to the positions of the bulges 30, and the bulges 30 undergo elastic deformation when a force is applied to them. The grooves 11 may be used as unloading grooves to release the strain stress of the bulges 30, thereby quickly releasing the strain stress of the bulges 30 during tire operation, reducing the impact of the tire's elastic deformation on the driving experience 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 the tire wall 60 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 top of each pair of bulges 30 and the tire surface 10 forms the first pressure-receiving unit 70 when a load is applied to the tire, the arc-shaped expanding surface 43 forms the second pressure-receiving unit 80, and the contracted inner flange 41 forms the third pressure-receiving unit 90. The first, second, and third pressure-receiving units 70, 80, and 90 are connected together from the outside to the inside. The three pressure-receiving units transmit loads to each other and elastically support each other, thereby generating a relatively large elastic force and bearing force. Furthermore, the design with multiple arc-shaped expanding surfaces 43 increases the tire wall thickness and the tire wall bearing area, reducing the load per unit area and improving the overall tire bearing capacity. This allows the thickness of the tire surface 10 to be reduced while maintaining the same bearing strength, improving comfort when the tire surface 10 contacts the ground. Furthermore, the thickness of the tire surface 10 can be increased as needed to further improve the tire's bearing strength. The concave-convex design of the tire wall improves the tire's elastic force and rebound acceleration during tire operation, making it suitable for various roads. The multiple recesses 50 in the tire wall 60 can form multiple support points, further improving the tire's overall bearing capacity and impact resistance. Compared to non-pneumatic tires with a honeycomb or V-shaped through-hole structure that connects left and right, the tire wall has a concave-convex structure formed by multiple bulges connected together, and the bulges and recesses are strongly supported by each other, forming multiple elastic support structures, which transmit force more quickly and accelerate rebound, making it suitable for various relatively rough roads, improving the tire's overall bearing capacity and impact resistance, and providing a better driving experience. The projected width of the tire wall in the direction of wheel rotation (i.e., the distance from the apex of the outer wall of the bulge to the contracted inner flange) is 2 to 7 times the width of the tire wall of a conventional pneumatic tire of the same model number, thereby expanding the tire wall's mounting area, improving the structural strength of the entire tire, and further improving the tire's mounting capacity.

[0032] Second voids 63 are provided in the outer tire wall 61 and the inner tire wall 62, respectively, and the second voids 63 in the outer tire wall 61 and the second voids 63 in the inner tire wall 62 are symmetrical or asymmetrical to each other. Specifically, the second voids 63 are provided at the positions of the recesses 50 in the tire walls, and the second voids 63 match the first voids 25, thereby realizing fast air convection between the inside and outside of the tire and improving 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 plurality of 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 showed that when a weight of 150 kg was placed on the tire and it passed through a 5x5 (5mm high, 5mm wide) obstacle block, it could be driven continuously for 3,000 km at 40 km / h without any damage.

[0035] The design features of the present invention are as follows: A plurality of sets of interconnected bulges 30 are radially distributed between the tire surface 10 and the inner wheel 20. These bulges 30 form a concave-convex structure on the outer sidewall of the tire, and the interior forms a mounting structure with a contracted inner flange 41, an expanded outer flange 42, and an arc-shaped extended surface 43 as mounting units. The concave-convex design increases the tire wall width and the tire wall mounting area, thereby improving the overall tire mounting capacity. Furthermore, the recesses 50 in the tire wall provide strong support points when force is applied to the tire, further improving the tire's mounting ability and impact resistance. The internal multiple mounting structure allows for a fast transmission speed and fast acceleration of elastic deformation when force is applied, providing sufficient elastic support when force is applied to the tire, thereby improving driving comfort.

[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 essence of the technology of the present invention shall fall within 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 guard 42 Extended outer guard 43 Arc-shaped extension surface 50 recess 51 Central region of the depression 60 Tire Wall 61 outer tire wall 62 Inner tire wall 63 Second pore 70 First pressure receiving unit 80 Second pressure receiving unit 90 Third pressure receiving unit 100 Hub a Axis direction b center plane c Width direction

Claims

1. The tire includes a tire surface and an inner ring having a common circular center, and a plurality of sets of bulges that are connected together radially between the tire surface and the inner ring around the circular centers of the tire surface and the inner ring, the plurality of sets of bulges being distributed radially between the tire surface and the inner ring, the interior of each set of bulges being hollow, adjacent sets of bulges being 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 ring, recesses being formed at the connection positions of adjacent sets of bulges, and contracted inner flanges being formed on the inner walls of the annular chamber that correspond to the recesses, a contour of a top portion of each set of bulge inner walls corresponding to an expanded outer flange of the annular chamber; an arc-shaped extended surface integrally connected between the contracted inner flange and the expanded outer flange is formed on the wrapping wall of each set of bulges; 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 portion of the outer wall of the bulge, 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. 2. The non-pneumatic tire according to claim 1, wherein 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 in 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 the respective bulges are spherical.

5. 2. The non-pneumatic tire according to 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, wherein the inner wall of the inner ring is provided with protrusions for elastically contacting the hub of the tire.

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

8. 7. The non-pneumatic tire according to claim 6, wherein a first contact portion for matching with the edge of the hub 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 along the width direction 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 arc-shaped 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 ring 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 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 the center 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 by penetrating the tire surface and the inner wheel in the radial direction.

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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