CN218400076U

CN218400076U - Non-pneumatic tire

Info

Publication number: CN218400076U
Application number: CN202223049129.0U
Authority: CN
Inventors: 徐婷; 刘晓玉; 朱亮亮
Original assignee: Jihua Heyue Technology Foshan Co ltd
Current assignee: Jihua Heyue Technology Foshan Co ltd
Priority date: 2022-11-16
Filing date: 2022-11-16
Publication date: 2023-01-31
Anticipated expiration: 2032-11-16

Abstract

The present disclosure relates to tire technology, and more particularly to a non-pneumatic tire. The non-pneumatic tire includes: an inner hub connecting layer and a tread which are coaxially arranged; the outer surface of the inner hub connecting layer is connected with the inner surface of the tire tread through a plurality of groups of supporting bodies which are uniformly distributed along the circumferential direction; each group of supports comprises at least one support extending in a radial direction of the tread; the support body tapers in width radially inward of the tread. This non-pneumatic tire, through supporter width adjustment, can reduce quality, radial rigidity and transverse rigidity, can keep the great advantage of non-pneumatic tire on transverse rigidity to this tire, be unlikely to too big again to lead to controlling to surpass the wheel configuration, can more press close to the design objective, the inboard width of supporter reduces, inside metal wheel hub width also reduces thereupon, show and reduce the whole quality of tire, be favorable to the lightweight, the unsprung mass of whole vehicle has also been reduced simultaneously, improvement vehicle's that can show controllability.

Description

Non-pneumatic tire

Technical Field

The present disclosure relates to tire technology, and more particularly to a non-pneumatic tire.

Background

At present, most of tires in use are pneumatic tires, and the pneumatic tires bear the load of a vehicle by using high pressure of compressed air in the tires, so that the tires have good riding comfort. However, when the pneumatic tire is punctured, air leakage is easy to occur, the bearing capacity of the tire is weakened, the tire tread is abraded greatly or irregularly, and tire burst is easy to occur in high-temperature weather, overlarge inflation pressure, long-time continuous running or impact, so that the running safety of a vehicle is affected. The non-pneumatic tire has no risk of air leakage and tire burst and is free of maintenance.

The support body structure of the non-pneumatic tire needs to ensure good bearing performance, operation stability and brake driving performance while ensuring simple and convenient process.

The conventional spoke type support body on the market is usually of an equal-width structure along the radial direction of a hub, and the support body structure is a part of the structure with the largest integral proportion of a non-pneumatic tire, so that the equal-width structure does not bring obvious optimization to the radial rigidity, the transverse rigidity and the longitudinal rigidity of the tire, and the problems that the integral mass of the non-pneumatic tire is overlarge, the transverse rigidity of the tire is overlarge and the steering performance is influenced are caused.

SUMMERY OF THE UTILITY MODEL

In order to solve the above technical problem, the present disclosure provides a non-pneumatic tire.

The present disclosure provides a non-pneumatic tire comprising: an inner hub connecting layer and a tread which are coaxially arranged; the outer surface of the inner hub connecting layer is connected with the inner surface of the tire tread through a plurality of groups of supporting bodies which are uniformly distributed along the circumferential direction;

each of the support groups includes at least one support extending in a radial direction of the tread;

the support body tapers in width radially inward of the tread.

Optionally, the support body comprises a first arc-shaped segment, two second arc-shaped segments and two third arc-shaped segments; the first ends of the two third arc-shaped segments are correspondingly connected with the inner hub connecting layer and the tread, the first ends of the first arc-shaped segments are correspondingly connected with the first ends of the two second arc-shaped segments and tangent with each other, and the second ends of the two second arc-shaped segments are correspondingly connected with the second ends of the two third arc-shaped segments and tangent with each other.

Optionally, the first ends of the two third arc-shaped segments are connected to form a first plane, a part of the supporting body is located on one side of the first plane, and the rest of the supporting body is located on the other side of the first plane.

Optionally, the overall radian of the first arc-shaped section is greater than the overall radian of the second arc-shaped section, and the overall radian of the second arc-shaped section is greater than the overall radian of the third arc-shaped section.

Optionally, the projected length of the two third arc segments in the radial direction of the tread is less than or equal to 25% of the projected length of the support in the radial direction of the tread.

Optionally, the first arc-shaped section and the third arc-shaped section are provided with a thickening layer.

Optionally, the included angle of the joint of the first end of one of the third arc-shaped segments and the inner hub connecting layer ranges from 75 degrees to 105 degrees, and the included angle of the joint of the first end of the other third arc-shaped segment and the tread ranges from 75 degrees to 105 degrees.

Optionally, an included angle between the first end of one of the third arc-shaped segments and the joint of the inner hub connecting layer is 90 degrees, and an included angle between the first end of the other third arc-shaped segment and the joint of the tread is 90 degrees.

Optionally, each set of struts includes two struts, each of which is rotated a set angle along an axis passing through its center and parallel to the hub axle.

Optionally, the two support bodies of the same support body group have opposite rotation directions, and the distance between the end parts of the two support bodies far away from the inner hub is smaller than the distance between the end parts of the two support bodies close to the inner hub.

Optionally, the support body is rotated through an angle in the range of 1 to 15 degrees along an axis passing through the center thereof and parallel to the hub axle.

Optionally, each group of the supports includes two supports, and each support rotates by a set angle along a radial axis passing through the center of the support.

Optionally, the two support bodies of the same support body group have opposite rotation directions, and the support body rotates along a radial axis passing through the center of the support body by an angle ranging from 0.5 degrees to 5 degrees.

Compared with the prior art, the technical scheme provided by the embodiment of the disclosure has the following advantages:

the utility model provides a non-pneumatic tire, through supporter width adjustment, can reduce quality and radial stiffness, can also show and reduce transverse stiffness, can keep the great advantage of non-pneumatic tire on transverse stiffness to this tire, be unlikely to too big again and lead to controlling to surpass the wheel configuration, can more press close to the design objective, the inboard width of supporter reduces, can let inside metal wheel hub width reduce, consequently show and reduce the whole quality of tire, be favorable to the lightweight, the unsprung mass of whole vehicle has also been reduced simultaneously, improvement vehicle's that can show controllability.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and together with the description, serve to explain the principles of the disclosure.

In order to more clearly illustrate the embodiments or technical solutions in the prior art of the present disclosure, the drawings used in the description of the embodiments or prior art will be briefly described below, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without inventive exercise.

FIG. 1 is a front view of a non-pneumatic tire according to an embodiment of the present disclosure;

FIG. 2 is a schematic structural view of a non-pneumatic tire according to an embodiment of the present disclosure;

FIG. 3 is a schematic structural view of a support body in a non-pneumatic tire according to an embodiment of the present disclosure;

FIG. 4 is a schematic structural view of a support body having a varying width along a radial direction in a non-pneumatic tire according to an embodiment of the present disclosure.

Wherein, 1, an inner hub connecting layer; 2. a tread; 3. a support body; 31. a first arcuate segment; 32. a second arcuate segment; 33. a third arc segment.

Detailed Description

In order that the above objects, features and advantages of the present disclosure may be more clearly understood, aspects of the present disclosure will be further described below. It should be noted that the embodiments and features of the embodiments of the present disclosure may be combined with each other without conflict.

In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present disclosure, but the present disclosure may be practiced in other ways than those described herein; it is to be understood that the embodiments disclosed in the specification are only a few embodiments of the present disclosure, and not all embodiments.

At present, most of tires in use are pneumatic tires, and the pneumatic tires bear the load of a vehicle by using high pressure of compressed air in the tires, so that the tires have good riding comfort. However, when the pneumatic tire is punctured, air leakage is easy to occur, the bearing capacity of the tire is weakened, the tire tread is subjected to aggravation or irregular wear, and tire burst is easy to occur in high-temperature weather, overlarge inflation pressure, long-time continuous running or impact, so that the running safety of the vehicle is affected. The non-pneumatic tire has no risk of air leakage and tire burst and is free of maintenance.

In this regard, the present embodiment provides a non-pneumatic tire that reduces mass and radial stiffness through support width adjustment, as well as significantly reducing lateral stiffness. The tire can retain the great advantages of a non-pneumatic tire in the transverse rigidity, and can be more close to the design target without causing the handling to exceed the wheel configuration due to the overlarge. The inboard width of supporter reduces, can let inside metal wheel hub width reduce, consequently is showing and is reducing the whole quality of tire, is favorable to the lightweight, has also reduced the unsprung mass of whole vehicle simultaneously, the improvement vehicle that can show the nature controlled. This is illustrated in detail by the following specific examples:

referring to fig. 1 to 4 and table 1, the present embodiment provides a non-pneumatic tire including: an inner hub connecting layer 1 and a tread 2 which are coaxially arranged; the outer surface of the inner hub connecting layer 1 is connected with the inner surface of the tire tread 2 through a plurality of groups of support bodies which are uniformly distributed along the circumferential direction; each group of said supports comprises at least one support 3 extending in a radial direction of said tread 2; the support body 3 is gradually reduced in width radially inward of the tread 2.

By adjusting the width of the support body 3, the mass and the radial stiffness are reduced, and the transverse stiffness can also be significantly reduced. The tire can retain the great advantages of a non-pneumatic tire in the transverse rigidity, and can be more close to the design target without causing the handling to exceed the wheel configuration due to the overlarge. The inboard width of supporter 3 reduces, can let inside metal wheel hub width reduce, consequently is showing and is reducing the whole quality of tire, is favorable to the lightweight, has also reduced the unsprung mass of whole vehicle simultaneously, the improvement vehicle that can show the nature controlled.

TABLE 1

In some embodiments, the support body 3 comprises a first arc-shaped section 31, two second arc-shaped sections 32 and two third arc-shaped sections 33; first ends of the two third arc-shaped segments 33 are connected with the inner hub connecting layer 1 and the tread 2 correspondingly, two ends of the first arc-shaped segment 31 are connected with first ends of the two second arc-shaped segments 32 correspondingly and are tangent to each other, and second ends of the two second arc-shaped segments 32 are connected with second ends of the two third arc-shaped segments 33 correspondingly and are tangent to each other.

The five continuous tangent arc-shaped sections of the support body 3 form a main support and a main deformation section through the middle first arc-shaped section 31, and then a certain angle is adjusted by the second arc-shaped section 32, so that the connection part of the third arc-shaped section 33 and the tread 2 can form an angle close to a right angle, that is, the extending direction of the connection part of the support body 3 and the tread 2 as well as the inner hub connection layer 1 almost coincides with the radial direction of the tire, and the whole support body 3 can be subjected to smaller shear stress and bending moment when being pressed and tensioned to deform, thereby reducing the fatigue of the end part of the support body 3 and reducing the peeling risk of the support body 3 and the tread 2 as well as the inner hub connection layer 1.

With continued reference to fig. 3, the first ends of the two third arc-shaped segments 33 are connected to form a first plane, a part of the supporting body 3 is located on one side of the first plane, and the rest of the supporting body 3 is located on the other side of the first plane; it should be understood that the structural distribution of the whole supporting body 3 is symmetrical, that is, when the supporting body 3 is stressed radially, it is possible to realize stacking by the convex deformation to both sides of the five arc segments, and it is possible to better disperse the radial pressure, so that the whole supporting body 3 can bear a larger radial pressure more stably, and it does not happen that the whole supporting body 3 protrudes toward the same side, thereby affecting the structural stability of the whole supporting body 3, and increasing the risk of the supporting body 3 breaking away from the tread 2 and the inner hub connecting layer 1.

With continued reference to fig. 1-3, the overall arc of the first arcuate segment 31 is greater than the overall arc of the second arcuate segment 32, and the overall arc of the second arcuate segment 32 is greater than the overall arc of the third arcuate segment 33; it should be understood that the first arc-shaped segment 31, which is the longest length and located at the middle position, is the primary support structure and the primary deformation structure; the third arc-shaped segment 33 is a structure for connecting the tread 2 and the inner hub connection layer 1, and the extending direction of the connection of the support body 3 with the tread 2 and the inner hub connection layer 1 is made to approach the radial direction of the tire by its own arc-shaped structure; the second arc-shaped segment 32 is a structure for connecting the first arc-shaped segment 31 and the third arc-shaped segment 33, and makes the entire support body 3 convexly deformed to both sides perpendicular to the radial direction when subjected to a radial pressure by its own arc-shaped structure.

In some embodiments, the projected length of the two third arc-shaped segments 33 in the radial direction of the tread 2 is less than or equal to 25% of the projected length of the support 3 in the radial direction of the tread 2; set up like this and can guarantee that main deformation is sent out in first segmental arc 31 and second segmental arc 32 department, prevent that supporter 3 from being too hard, influence bearing and buffering effect of supporter 3.

In a further embodiment, the first arc-shaped segment 31 and the third arc-shaped segment 33 are provided with a thickening layer; it should be understood that the entire support body 3 is, in the radial direction of the tire, a thickened portion, a thin portion, and a thickened portion in this order; the first arc-shaped section 31 can improve the structural strength and the stability of the support body 3 by thickening the first arc-shaped section; the third arc-shaped section 33 can improve the strength of the joint of the support body 3 and the tread 2 as well as the inner hub connecting layer 1 through the thickening of the third arc-shaped section, and further improve the integrity between the support body 3 and the tread 2 as well as the inner hub connecting layer 1; meanwhile, the thickness distribution enables the stress distribution to be most uniform in the bearing and moving processes of the tire, and the fatigue life of the support body 3 is prolonged.

In some embodiments, the angle at the junction of the first end of one of the third arc segments 33 and the inner hub connecting layer 1 ranges from 75 degrees to 105 degrees, and the angle at the junction of the first end of the other of the third arc segments 33 and the tread 2 ranges from 75 degrees to 105 degrees.

In a further embodiment, the first end of one of the third arc-shaped segments 33 is at an angle of 90 degrees to the connection of the inner hub connecting layer 1, and the first end of the other third arc-shaped segment 33 is at an angle of 90 degrees to the connection of the tread 2.

With continued reference to fig. 1 and 2, each of the support body sets comprises two support bodies 3, each of the support bodies 3 is rotated by a set angle along an axis passing through the center thereof and parallel to the hub axle; it should be understood that the two supports 3 of each group of supports are rotated by the same angle.

With continued reference to fig. 1, 2 and table 2, the two support bodies 3 of the same support body group rotate in opposite directions, and the distance between the ends of the two support bodies 3 far away from the inner hub is smaller than the distance between the ends of the two support bodies close to the inner hub; in some embodiments, the support bodies 3 are rotated along an axis passing through their centers and parallel to the hub axle through an angle in the range of 1 to 15 degrees, with the specific angle being selected so that adjacent support bodies 3 do not interfere; that is to say, two support bodies 3 of each support body group form a radial triangular structure through rotation, so that the support effect of the support body group is remarkably improved, and the support body group can have higher radial rigidity, when the included angle between the support body 3 and the axial direction is 5 degrees, namely, when the support body 3 rotates along the axis passing through the center of the support body and parallel to the hub shaft by 5 degrees, the transverse rigidity, the radial rigidity and the longitudinal rigidity of the pneumatic tire are obviously improved, the integral operation and control performance is improved, and on the other hand, the braking and driving performance of the tire is also improved.

TABLE 2

With continued reference to table 2, each group of struts comprises two struts 3, each strut 3 is rotated by a set angle along a radial axis passing through its center; the two supports 3 of the same support group rotate in opposite directions, and the angle range of the rotation of the supports 3 along the radial axis passing through the center of the supports is 0.5-5 degrees; it should be noted that, the inclination angle of the support body 3 rotating along the radial axis passing through the center thereof can not only improve the lateral rigidity of the tire, but also be used as an inclined draft angle during the injection molding or pouring process of the tire, so as to facilitate the demolding after the molding of the material, thereby reducing the difficulty in the processing process.

With continued reference to fig. 4 and table 2, the support body 3 is gradually reduced in width along the radially inward direction of the tread 2; the support body 3 is adjusted in width, so that the mass and the radial rigidity are reduced, and the transverse rigidity can be obviously reduced. The tire can retain the great advantages of a non-pneumatic tire in the transverse rigidity, and can be more close to the design target without causing the handling to exceed the wheel configuration due to the overlarge. The inboard width of supporter 3 reduces, can let inside metal wheel hub width reduce, consequently is showing and is reducing the whole quality of tire, is favorable to the lightweight, has also reduced the unsprung mass of whole vehicle simultaneously, the improvement vehicle that can show the nature controlled.

With continued reference to fig. 1-4, the non-pneumatic tire, from inside to outside, includes the structure: wheel hub, interior hub tie layer 1, supporter 3, outer buffer layer, belted layer and tread 2. The hub is fixedly connected with the inner hub connecting layer 1 in an adhesion or mechanical mode; the support body 3, the inner hub connecting layer 1 and the outer buffer layer are of an integrated structure; the belt ply is fixedly connected with the outer buffer layer; the tread 2 and the belted layer can be of an integral structure and can also be fixedly connected through bonding; the belt layer may be made of a reinforcing member and a base material, and the reinforcing member may be a steel cord, a polyester cord, a rayon, a nylon cord, a glass fiber reinforced resin, a carbon fiber or a carbon fiber reinforced resin, or the like.

In a further embodiment, the support body 3 is elongated in the axial and radial directions and has a relatively thin width, and the forming process may be selected from a centrifugal casting or an injection molding process. The preferable high modulus polymer super elastic material of supporter 3 and interior hub articulamentum 1 and outer buffer layer includes: TPE elastomer material, thermosetting material or novel rubber which is in a high-elastic state at normal temperature, and the like.

The specific implementation manner and implementation principle are the same as those of the above-mentioned embodiments, and can bring about the same or similar technical effects, and therefore, detailed descriptions are not repeated herein, and specific reference can be made to the description of the above-mentioned non-pneumatic tire embodiment.

It is noted that, in this document, relational terms such as "first" and "second," and the like, may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising a … …" does not exclude the presence of another identical element in a process, method, article, or apparatus that comprises the element.

The foregoing are merely exemplary embodiments of the present disclosure, which enable those skilled in the art to understand or practice the present disclosure. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the disclosure. Thus, the present disclosure is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A non-pneumatic tire, comprising: the tire comprises an inner hub connecting layer (1) and a tire tread (2) which are coaxially arranged; the outer surface of the inner hub connecting layer (1) is connected with the inner surface of the tread (2) through a plurality of groups of supporting bodies which are uniformly distributed along the circumferential direction;

each group of supports comprises at least one support (3) extending in a radial direction of the tread (2);

the support body (3) is gradually reduced in width radially inward of the tread (2).

2. A non-pneumatic tyre as claimed in claim 1, characterized in that said support body (3) comprises a first arc-shaped section (31), two second arc-shaped sections (32) and two third arc-shaped sections (33); first ends of the two third arc-shaped segments (33) are correspondingly connected with the inner hub connecting layer (1) and the tread (2), two ends of the first arc-shaped segment (31) are correspondingly connected with first ends of the two second arc-shaped segments (32) and tangent to each other, and second ends of the two second arc-shaped segments (32) are correspondingly connected with second ends of the two third arc-shaped segments (33) and tangent to each other.

3. A non-pneumatic tyre as claimed in claim 2, wherein the first ends of two of said third arc-shaped segments (33) are connected to form a first plane, part of said support body (3) being located on one side of said first plane and the remaining part of said support body (3) being located on the other side of said first plane.

4. A non-pneumatic tyre as claimed in claim 3, characterized in that said first arc-shaped section (31) has an overall arc greater than that of said second arc-shaped section (32), said second arc-shaped section (32) having an overall arc greater than that of said third arc-shaped section (33).

5. A non-pneumatic tyre as claimed in claim 4, wherein the projected length of the two third arc-shaped segments (33) in a radial direction of the tread (2) is less than or equal to 25% of the projected length of the support (3) in a radial direction of the tread (2).

6. A non-pneumatic tyre as claimed in claim 5, characterized in that said first arc-shaped section (31) and said third arc-shaped section (33) are provided with a thickening layer.

7. A non-pneumatic tyre as claimed in claim 2, wherein the first end of one of said third arc-shaped segments (33) is at an angle in the range 75 degrees to 105 degrees to the junction of said inner hub connecting layer (1) and the first end of the other of said third arc-shaped segments (33) is at an angle in the range 75 degrees to 105 degrees to the junction of said tread (2).

8. A non-pneumatic tyre as claimed in claim 1, characterized in that each group of said supports comprises two of said supports (3), each of said supports (3) being rotated 1 to 15 degrees along an axis passing through its centre and parallel to the hub axle.

9. A non-pneumatic tyre as claimed in claim 8, characterized in that two of said supports (3) of the same support group have opposite directions of rotation and in that the spacing of the ends of the two supports (3) remote from the inner hub is smaller than the spacing of the ends of the two supports close to the inner hub.

10. A non-pneumatic tyre as claimed in claim 1, characterized in that each group of said supports comprises two of said supports (3), each of said supports (3) being rotated by 0.5 to 5 degrees along a radial axis passing through its centre, and in that the directions of rotation of the two supports (3) of the same group of supports are opposite.