CN219172100U

CN219172100U - Shock-absorbing tire

Info

Publication number: CN219172100U
Application number: CN202320229695.5U
Authority: CN
Inventors: 孟桥
Original assignee: Continentaltiresholdingsingaporepteltd
Current assignee: Continentaltiresholdingsingaporepteltd
Priority date: 2023-02-06
Filing date: 2023-02-06
Publication date: 2023-06-13
Anticipated expiration: 2033-02-06

Abstract

The utility model discloses a shock-absorbing tire, comprising: the tire body is provided with a plurality of hollowed-out parts at intervals along the circumferential direction of the shock-absorbing tire; the shock-absorbing assembly is circumferentially provided with a plurality of shock-absorbing assemblies at intervals in the tire body, the shock-absorbing assemblies and the hollow parts are circumferentially alternately arranged at intervals, and each shock-absorbing assembly radially extends along the shock-absorbing tire. The damping tire provided by the utility model is a solid tire, has good damping performance and light weight, and improves the comfort of the solid tire.

Description

Shock-absorbing tire

Technical Field

The utility model relates to the technical field of tires, in particular to a shock-absorbing tire.

Background

The tyre is one of important parts of the automobile, is directly contacted with the road surface, and is used for buffering the impact suffered by the automobile when the automobile runs together with the automobile suspension, so that the automobile is ensured to have good riding comfort and running smoothness. Most of the existing tires are inflatable tires, the inflatable tires have the advantages of light weight, good shock absorption, simple structure and the like, but the largest disadvantage of the inflatable tires is that the inflatable tires are easy to burst and are not easy to use in complex mountain areas, while the solid tires are difficult to burst, but the disadvantage that the shock absorption is poor and the weight is the largest is that the solid tires are the largest, and the solid tires with good shock absorption performance and light weight are expected to be provided.

Disclosure of Invention

The utility model aims to solve the problems of poor shock absorption and heavy weight of the existing solid tire.

The utility model provides a shock-absorbing tire which is a solid tire, has good shock-absorbing performance and lighter weight, and improves the comfort of the solid tire.

To solve the above technical problems, an embodiment of the present utility model discloses a shock-absorbing tire, including: the tire body is provided with a plurality of hollowed-out parts at intervals along the circumferential direction of the shock-absorbing tire; the shock-absorbing assembly is circumferentially provided with a plurality of shock-absorbing assemblies at intervals in the tire body, the shock-absorbing assemblies and the hollow parts are circumferentially alternately arranged at intervals, and each shock-absorbing assembly radially extends along the shock-absorbing tire.

By adopting the technical scheme, the tire body is internally provided with a plurality of hollowed-out parts, so that the weight of the solid tire is reduced; when the shock-absorbing tire runs on a rugged road and presses the convex objects, the hollowed-out parts deform, namely the hollowed-out parts shrink inwards along the radial direction of the shock-absorbing tire, so that a shock-absorbing effect is achieved; meanwhile, the damping component can also shrink inwards along the radial direction of the damping tire, so that the vibration of the damping tire is reduced, and the comfort of the solid tire is improved.

According to another embodiment of the present utility model, each shock absorbing assembly includes a first metal plate, a second metal plate, a damper, and a spring; wherein, along the radial direction, the first metal plate and the second metal plate are arranged on the inner side wall of the carcass at intervals; the damper is fixedly arranged between the first metal plate and the second metal plate and extends along the radial direction; the spring is sleeved on the outer side wall of the damper.

According to another embodiment of the present utility model, the projection of each hollowed portion is honeycomb-shaped along the thickness direction of the shock absorbing tire.

According to another embodiment of the present utility model, a cushion tire includes a casing that is fitted over an outer sidewall of a carcass in a circumferential direction of the cushion tire.

According to another specific embodiment of the utility model, a hub is arranged on the inner side wall of the carcass along the circumferential direction, and the hub is spliced with the carcass; along the thickness direction of the shock-absorbing tire, the outer side surface of the hub is provided with a mounting hole, and the mounting hole is arranged in the center of the hub.

According to another embodiment of the present utility model, the outer side surface of the hub is provided with a plurality of connection holes in the thickness direction, the plurality of connection holes are provided on the outer side of the mounting hole in the radial direction of the tire, and the plurality of connection holes are provided at intervals in the circumferential direction of the mounting hole.

According to another embodiment of the present utility model, the outer side surface of the hub is provided with a plurality of grooves in the thickness direction, the plurality of grooves are provided on the outer side of the connecting hole in the radial direction of the tire, and the plurality of grooves are provided at intervals in the circumferential direction of the plurality of connecting holes.

According to another embodiment of the utility model, the outer side wall of the carcass is provided with a first circumferential band of wire, which is arranged between the carcass and the casing.

According to another embodiment of the utility model, the inner sidewall of the carcass is provided with a second circumferential band of steel wire, which is arranged between the carcass and the hub.

Drawings

FIG. 1 illustrates a perspective view of a shock absorbing tire in an embodiment of the present utility model;

FIG. 2 illustrates a right side view of a shock absorbing tire in an embodiment of the present utility model;

FIG. 3 illustrates a partial perspective view of a shock absorbing tire in accordance with an embodiment of the present utility model;

fig. 4 shows a partial perspective view of a shock-absorbing tire in an embodiment of the utility model.

Detailed Description

Further advantages and effects of the present utility model will become apparent to those skilled in the art from the disclosure of the present specification, by describing the embodiments of the present utility model with specific examples. While the description of the utility model will be described in connection with the preferred embodiments, it is not intended to limit the inventive features to the implementation. Rather, the purpose of the utility model described in connection with the embodiments is to cover other alternatives or modifications, which may be extended by the claims based on the utility model. The following description contains many specific details for the purpose of providing a thorough understanding of the present utility model. The utility model may be practiced without these specific details. Furthermore, some specific details are omitted from the description in order to avoid obscuring the utility model. It should be noted that, without conflict, the embodiments of the present utility model and features of the embodiments may be combined with each other.

It should be noted that in this specification, like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures.

In the description of the present embodiment, it should be noted that the azimuth or positional relationship indicated by the terms "upper", "lower", "inner", "bottom", etc. are based on the azimuth or positional relationship shown in the drawings, or the azimuth or positional relationship in which the inventive product is conventionally put in use, are merely for convenience of describing the present utility model and simplifying the description, and are not indicative or implying that the apparatus or element to be referred to must have a specific azimuth, be configured and operated in a specific azimuth, and therefore should not be construed as limiting the present utility model.

The terms "first," "second," and the like are used merely to distinguish between descriptions and are not to be construed as indicating or implying relative importance.

In the description of the present embodiment, it should also be noted that, unless explicitly specified and limited otherwise, the terms "disposed," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present embodiment can be understood in a specific case by those of ordinary skill in the art.

For the purpose of making the objects, technical solutions and advantages of the present utility model more apparent, embodiments of the present utility model will be described in further detail below with reference to the accompanying drawings.

Referring to fig. 1, the present utility model provides a shock absorbing tire 00 comprising: a carcass 1, a casing 3 and a gripping assembly. Wherein, along the circumference Q of the shock-absorbing tyre 00, the cover tyre 3 is sleeved on the outer side wall of the tyre body 1, and the cover tyre 3 comprises a crown 31 extending along the circumference Q. The gripping members are provided protruding on the outer surface of the crown 31, the gripping members comprising a first gripping member and a second gripping member. The first ground grabbing assembly and the second ground grabbing assembly are arranged side by side along the thickness direction Z of the shock absorbing tire 00, the first ground grabbing assembly comprises a plurality of first ground grabbing blocks 4 arranged at intervals along the circumferential direction Q, the second ground grabbing assembly comprises a plurality of second ground grabbing blocks 5 arranged at intervals along the circumferential direction Q, and the arrangement directions of the first ground grabbing blocks 4 and the second ground grabbing blocks 5 are opposite.

It should be noted that the term "crown" is understood to mean the portion of the running surface that is directly subjected to impact and abrasion.

Referring to fig. 1, the first grip block 4 is disposed opposite to the second grip block 5 in the direction in which the first grip block 4 is disposed on the crown 31 at intervals in the clockwise direction, and the second grip block 5 is disposed on the crown 31 at intervals in the counterclockwise direction.

By adopting the technical scheme, the first ground grabbing component and the second ground grabbing component are arranged on the crown 31 which is contacted with the ground, so that the anti-skid performance of the shock-absorbing tire 00 is improved; the first grip block 4 of the first grip assembly and the second grip block 5 of the second grip assembly are arranged in opposite directions, increasing the grip of the shock absorbing tyre 00.

In some possible embodiments provided by the present utility model, the first gripping block 4 is any one of an arrow-shaped, triangular-shaped, arc-shaped or irregular shape, and the second gripping block 5 is any one of an arrow-shaped, triangular-shaped, arc-shaped or irregular shape. Illustratively, the first grip block 4 is arrow-shaped and the second grip block 5 is arc-shaped, and the arrow direction of the first grip block 4 is opposite to the arc-shaped bending direction of the second grip block 5 to increase the grip of the shock absorbing tire 00.

In some possible embodiments provided by the present utility model, the first grip block 4 and the second grip block 5 are identical in shape. Illustratively, for example, referring to fig. 1, the first grip block 4 is arrow-shaped, the second grip block 5 is arrow-shaped, i.e., the first grip block 4 and the second grip block 5 are identical in shape, but the arrow directions are opposite, i.e., the arrow of the first grip assembly formed by the plurality of spaced first grip blocks 4 is directed in a clockwise direction, and the arrow of the second grip assembly formed by the plurality of spaced second grip blocks 5 is directed in a counterclockwise direction, to increase the grip of the shock absorbing tire 00.

In some possible embodiments provided by the utility model, with continued reference to fig. 1, the shock-absorbing tyre 00 comprises anti-skid members protruding on the outer surface of the crown 31, the anti-skid members being provided on either side of the gripping members, respectively, i.e. on either side of the crown 31 of the shock-absorbing tyre 00, close to the shoulder (not shown) portion of the shock-absorbing tyre 00.

The anti-skid assembly comprises a plurality of anti-skid blocks 6 which are arranged at intervals along the circumferential direction Q and are used for preventing the shock-absorbing tire 00 from skidding. In some possible embodiments provided by the present utility model, the anti-skid block 6 is any one of polygonal, arc-shaped or irregular shape, which is not limited in the present utility model, as long as the anti-skid block 6 can play an anti-skid role on the shock-absorbing tire 00. Illustratively, referring to FIG. 1, the cleat 6 has a hexagonal shape projected in the radial direction R of the shock absorbing tire 00.

In some possible embodiments provided by the present utility model, referring to fig. 1 to 3, the inner sidewall of the carcass 1 is provided with a hub 13 along the circumferential direction Q, and the hub 13 is inserted into the carcass 1. Along the thickness direction Z, the outer side surface of the hub 13 is provided with a mounting hole 14, and the mounting hole 14 is provided in the center of the hub 13. The mounting hole 14 is used for mounting the damper tire 00 to an automobile, and the mounting hole 14 is provided at the center of the hub 13 so that the entire damper tire 00 can be supported when the mounting hole 14 is mounted to the automobile.

In some possible embodiments provided by the present utility model, referring to fig. 2 and 3, the outer side surface of the hub 13 is provided with a plurality of connection holes 15 in the thickness direction Z (as shown in fig. 3). The connection holes 15 are, for example, screw holes for fixing the shock absorbing tire 00 to an automobile by screws. A plurality of coupling holes 15 are provided outside the mounting hole 14 in the radial direction R of the shock-absorbing tire 00, and the plurality of coupling holes 15 are provided at intervals in the circumferential direction Q1 (as shown in fig. 2) of the mounting hole 14 so that the plurality of coupling holes 15 firmly fix the shock-absorbing tire 00 to the automobile. The circumferential direction Q1 of the mounting hole 14 is a circumferential direction on the outer side wall of the damper tire 00, different from the circumferential direction Q of the damper tire 00.

In some possible embodiments provided by the present utility model, referring to fig. 2 and 3, the outer side of the hub 13 is provided with a plurality of grooves 16 along the thickness direction Z. In the radial direction R of the damper tire 00, a plurality of grooves 16 are provided outside the connecting holes 15, and the plurality of grooves 16 are provided at intervals in the circumferential direction Q2 (as shown in fig. 2) of the plurality of connecting holes 15. The plurality of grooves 16 provided on the hub 13 facilitate weight reduction of the shock absorbing tire 00. The circumferential direction Q2 of the plurality of connection holes 15 is the same as the circumferential direction Q1 of the mounting hole 14, but is different from the circumferential direction Q of the damper tire 00.

In some possible embodiments provided by the present utility model, referring to fig. 3, the outer side wall of the carcass 1 is provided with a first bead ring 11 along the circumferential direction Q of the shock-absorbing tyre 00, the first bead ring 11 being provided between the carcass 1 and the casing 3.

In other possible embodiments, referring to fig. 3, along the circumferential direction Q of the shock-absorbing tyre 00, the inner side wall of the carcass 1 is provided with a second wire band 12, the second wire band 12 being provided between the carcass 1 and the hub 13. The first wire loop 11 and the second wire loop 12 can strengthen the entire strength of the shock absorbing tire 00.

In some possible embodiments provided by the present utility model, with reference to fig. 3 and 4, a shock absorbing tire 00 comprises a carcass 1 and a shock absorbing assembly 70. Along the circumferential direction Q of the shock-absorbing tire 00, a plurality of hollowed-out parts 2 are arranged in the tire body 1 at intervals. The hollowed-out part 2 not only can lighten the weight of the shock-absorbing tire 00, but also can deform when the shock-absorbing tire 00 runs on a rugged road and is pressed to a bulge, namely, the hollowed-out part 2 contracts inwards along the radial direction R of the shock-absorbing tire 00, so that a shock-absorbing effect is achieved.

Referring to fig. 3 and 4, a plurality of damper assemblies 70 are disposed at intervals along the circumferential direction Q of the damper tire 00 in the carcass 1, and the damper assemblies 70 are disposed at non-hollowed portions of the damper tire 00. Along the circumferential direction Q of the damper tire 00, the plurality of damper assemblies 70 and the plurality of hollowed-out portions 2 are alternately arranged at intervals along the circumferential direction Q. Each damper assembly 70 extends in the radial direction R of the damper tire 00. The damper assembly 70 can shrink inwards along the radial direction R of the damper tire 00, so that the vibration of the damper tire 00 is reduced, and the comfort of the solid tire is improved.

In some possible embodiments provided by the present utility model, referring to fig. 3 and 4, each shock absorbing assembly 70 includes a first metal plate 7, a second metal plate 8, a damper 9, and a spring 10. Wherein, along the radial direction R, a first metal plate 7 and a second metal plate 8 are arranged on the inner side wall of the carcass 1 at intervals, the first metal plate 7 and the second metal plate 8 are arranged oppositely, and the first metal plate 7 and the second metal plate 8 are used for fixing a damper 9.

The damper 9 is fixedly provided between the first metal plate 7 and the second metal plate 8, and extends in the radial direction R. The damper 9 is used to provide resistance to movement, consume movement energy, reduce vibration generated when the (car) shock absorbing tire 00 is driven on a road, particularly on a rugged road, and improve the comfort of the solid tire.

The spring 10 is sleeved on the outer side wall of the damper 9 and is used for buffering vibration generated by inward shrinkage along the radial direction R when the (automobile) shock-absorbing tire 00 runs on a rugged road or is pressed to a convex object, so that the comfort of the solid tire is improved.

In some possible embodiments provided by the present utility model, along the thickness direction Z of the shock absorbing tyre 00, the projection of each hollowed out portion 2 is honeycomb-shaped. The honeycomb net-shaped damping tire 00 has stronger stability: when the automobile runs, the automobile presses the bulge, the shock-absorbing tire 00 deforms, and the shock-absorbing tire 00 contracts inwards along the radial direction R of the shock-absorbing tire 00; the honeycomb net-shaped damper tire 00 is easier to recover when driving over the protrusions, and the damper tire 00 is not easy to damage.

While the utility model has been shown and described with reference to certain preferred embodiments thereof, it will be understood by those skilled in the art that the foregoing is a further detailed description of the utility model with reference to specific embodiments, and it is not intended to limit the practice of the utility model to those descriptions. Various changes in form and detail may be made therein by those skilled in the art, including a few simple inferences or alternatives, without departing from the spirit and scope of the present utility model.

Claims

1. A shock absorbing tire, comprising:

the tire body is internally provided with a plurality of hollowed-out parts at intervals along the circumferential direction of the shock-absorbing tire;

the shock-absorbing components are arranged in the tire body at intervals along the circumferential direction, the shock-absorbing components and the hollowed-out parts are alternately arranged at intervals along the circumferential direction, and each shock-absorbing component extends along the radial direction of the shock-absorbing tire.

2. The shock absorbing tire of claim 1, wherein each of said shock absorbing assemblies comprises a first metal plate, a second metal plate, a damper and a spring; wherein,,

the first metal plate and the second metal plate are arranged on the inner side wall of the carcass at intervals along the radial direction;

the damper is fixedly arranged between the first metal plate and the second metal plate and extends along the radial direction;

the spring is sleeved on the outer side wall of the damper.

3. The cushion tire according to claim 1, wherein a projection of each of the hollowed-out portions is honeycomb-shaped in a thickness direction of the cushion tire.

4. The cushion tire of claim 1, wherein the cushion tire comprises a casing, the casing being disposed around an outer sidewall of the carcass in a circumferential direction of the cushion tire.

5. The cushion tire of claim 4, wherein a hub is provided on an inner sidewall of the carcass along the circumferential direction, the hub being inserted into the carcass; and the outer side surface of the hub is provided with a mounting hole along the thickness direction of the shock absorption tire, and the mounting hole is arranged in the center of the hub.

6. The shock absorbing tire as set forth in claim 5, wherein a plurality of connection holes are provided on an outer side surface of said hub in said thickness direction, a plurality of said connection holes being provided on an outer side of said mounting hole in a radial direction of said tire, and a plurality of said connection holes being provided at intervals in a circumferential direction of said mounting hole.

7. The shock absorbing tire as set forth in claim 6, wherein a plurality of grooves are provided on an outer side surface of said hub in said thickness direction, a plurality of said grooves being provided on an outer side of said connecting hole in a radial direction of said tire, and a plurality of said grooves being provided at intervals in a circumferential direction of a plurality of said connecting holes.

8. The cushion tire of claim 7, wherein a first bead ring is disposed along the circumferential direction on the outer sidewall of the carcass, the first bead ring being disposed between the carcass and the casing.

9. The cushion tire of claim 8, wherein a second wire loop is disposed on an inner sidewall of the carcass in the circumferential direction, the second wire loop being disposed between the carcass and the hub.