CN217598242U - Non-inflatable tyre - Google Patents

Abstract

The utility model discloses a non-pneumatic tire, which comprises a tire tread, a tire bead and a tire body, wherein the tire body is provided with a plurality of first annular cavities and second annular cavities; a plurality of groups of bulges and first inner eaves are formed on the first annular cavity; the second annular cavity is provided with a second inner brim and an expansion area, and the top of the expansion area is provided with a spherical space close to the tread. Therefore, three pressure-bearing units capable of sequentially transmitting load are formed by arranging a plurality of first annular cavities with bulges and first inner eaves and a second annular cavity with an expansion area and a second inner eaves in parallel in the tire body to form a multi-dimensional integrated bearing structure; the concave-convex tire wall enlarges the width of the tire wall, increases a plurality of supporting points and improves the integral bearing performance and the elastic buffer capacity of the tire; in addition, the deformation spaces provide favorable conditions for stress transfer when the tire is pressed, reduce the high-temperature damage phenomenon caused by stress concentration, improve the driving safety of the tire and prolong the service life of the tire.

Description

Non-inflatable tyre

Technical Field

The utility model relates to a tire manufacturing field technique especially indicates an exempt from pneumatic tire.

Background

Tires, which are a generic term for tires, are generally made of abrasion resistant rubber materials and are divided into pneumatic tires and solid tires. The inflating tire has the disadvantages that the rubber material of the tire tread is easy to wear, and the tire is likely to burst due to the inflating support; the solid tire does not need to be inflated, has no possibility of tire burst, has strong bearing capacity, but is not inflated, and lacks gas as buffer, so that the driving comfort of the vehicle is poor. In order to solve the problem, non-inflatable tires are available on the market, such as non-inflatable tires with "v" type, "< type" or honeycomb type on the side surface, the internal support structure of the tire is single, the stress of the tire cannot be dispersed quickly, and the tire is easy to scrap because the stress is concentrated frequently at one or more parts of the internal support structure after the tire runs for a period of time; and it lacks stress dispersion structure, and stress concentration leads to the temperature rise violent easily, leads to high temperature to damage, has the potential safety hazard of traveling. In addition, the side face of the tire is of an open structure, the wind resistance coefficient of the tire is large, tire noise and wind noise are large, and driving experience is influenced. Therefore, there is a need for an inflation-free tire which can not only maintain the original solid tire without tire burst, but also has good bearing capacity and driving experience.

SUMMERY OF THE UTILITY MODEL

In view of the above, the present invention provides a non-pneumatic tire, which comprises a plurality of first annular cavities with bulges and first inner eaves and a second annular cavity with an expansion region and a second inner eaves, wherein the first annular cavities and the second annular cavities are arranged in parallel in a tire body to form three pressure-bearing units capable of sequentially transferring load; the concave-convex tire wall enlarges the width of the tire wall, increases a plurality of supporting points and improves the integral bearing performance and the elastic buffer capacity of the tire; in addition, the deformation spaces on the tire wall provide favorable conditions for stress transfer when the tire is pressed, reduce the high-temperature damage phenomenon caused by stress concentration, improve the driving safety of the tire and prolong the service life of the tire.

In order to achieve the above purpose, the utility model adopts the following technical scheme:

a non-pneumatic tire comprises a tire tread, a tire bead and a tire body, wherein the tire tread and the tire bead are provided with a common circle center, the tire body is integrally connected between the tire tread and the tire bead, a plurality of first annular cavities are arranged on the tire body side by side along the width direction of the tire, and the first annular cavities are distributed between the tire tread and the tire bead in a surrounding mode; a second annular cavity is arranged between two adjacent first annular cavities; the inner walls of two sides of the first annular cavity are respectively provided with a plurality of groups of bulges in a protruding way, a concave part is formed between two groups of bulges adjacent on the same side, the concave part corresponds to the position of the inner wall of the first annular cavity to form a first inner eave, and the inner walls of the bulges on two sides of the first annular cavity form an arc-shaped extension area positioned at the periphery of the first inner eave; the second annular cavity body forms a second inner eave corresponding to the arc-shaped extension position, an expansion area positioned on the periphery of the second inner eave is formed corresponding to the concave position, and the top of the expansion area is provided with a spherical space close to the tire surface.

As a preferred embodiment: the second annular cavity is positioned in the middle of the tire body, a first pressure-bearing unit is formed in a spherical space of the second annular cavity, and a second pressure-bearing unit is formed in an expansion area of the second annular cavity and a first inner brim of the first annular cavity; the arc-shaped extension area of the first annular cavity and the second inner edge of the second annular cavity form a third pressure-bearing unit.

As a preferred scheme: each group of bulges is two in number, and the two bulges are distributed along the radial direction of the tire and are integrally connected; a concave central area is formed between the four bulges of the adjacent group on the same side of the first annular cavity.

As a preferred scheme: the sunken central area is provided with a vent hole penetrating through the tire along the width direction of the tire, and the vent hole penetrates through the first annular cavity and the second annular cavity.

As a preferred scheme: the tire shoulder is formed on the two side edges of the tire surface, and the top of the bulge of the first annular cavity facing the outer side of the tire is integrally connected with the lower surface of the tire shoulder.

As a preferred embodiment: the sidewall of the tire bead, which is in contact with the hub, is provided with a deformation space for the tire to deform under pressure.

As a preferred embodiment: a plurality of strip-shaped bulges are arranged on the inner wall of the tire bead at intervals along the circumferential direction of the inner wall, and an unloading groove is formed between every two adjacent strip-shaped bulges; and a step for dividing the strip-shaped bulge into two parts with height difference is arranged on the strip-shaped bulge, and the step and the unloading groove provide the deformation space for the compression deformation of the tire.

As a preferred embodiment: air holes are respectively arranged on the inner wall of the tire bead corresponding to the first annular cavity and the second annular cavity, the air holes corresponding to the first annular cavity and the air holes corresponding to the second annular cavity are distributed in a staggered manner in the width direction of the tire, and the air holes corresponding to the first annular cavity are oval and are positioned in the unloading groove; the air hole corresponding to the second annular cavity is circular and is positioned on the strip-shaped bulge.

As a preferred scheme: the air hole corresponding to the first annular cavity is communicated with the arc-shaped extension area; the air hole corresponding to the second annular cavity is communicated with the expansion area.

As a preferred embodiment: one end of the strip-shaped bulge is provided with a convex hull which is used for being in elastic contact with one side edge of the hub; the other end of the strip-shaped bulge is provided with a concave position which is tightly combined with the edge of the other side of the hub.

As a preferred scheme: the bulge is spherical or elliptical; the first inner edge and the second inner edge are in an elliptical shape or a peanut shell shape.

As a preferred scheme: the tire body is provided with three first annular cavities at intervals, and the second annular cavity is arranged between every two adjacent first annular cavities.

As a preferred embodiment: the lower end of the bulge at one side of the tire body is provided with a matching groove used for clamping the edge of the hub, and a plurality of arc-shaped lugs used for elastically abutting against the edge of the hub are arranged in the matching groove at intervals along the circumferential direction of the tire body; the lower end of the bulge positioned at the other side of the tire body is provided with a matching clamping point used for clamping the edge of the wheel hub.

As a preferred embodiment: the top of the spherical space of the second annular cavity is higher than the top of the first inner brim of the first annular cavity.

As a preferred scheme: the spherical space width of the second annular cavity is larger than the expansion area width.

As a preferred embodiment: the strip-shaped bulge is in arc transition towards one side edge of the unloading groove.

As a preferred embodiment: the strip-shaped bulges face to the concave parts at two sides of the tire body, and the convex hulls are correspondingly positioned at the tail ends of the concave parts.

Compared with the prior art, the utility model has obvious advantages and beneficial effects, concretely speaking, according to the technical scheme, through arranging a plurality of first annular cavities and second annular cavities in the tire body side by side, forming the bulge and the first inner eaves on the first annular cavities, forming the expansion area and the second inner eaves on the second annular cavities, connecting the bulge and the second inner eaves, and connecting the expansion area and the first inner eaves; the first annular cavity and the second annular cavity are tightly linked to form three pressure-bearing units capable of sequentially transferring load; moreover, the distribution of the tire bulges and the sunken parts enables the tire wall of the tire to form a concave-convex design, the width of the tire wall is enlarged, and a plurality of supporting points are added. Therefore, the integral structural strength and the elastic buffering capacity of the tire are improved, the bearing capacity and the impact resistance of the tire are enhanced, and the driving comfort is improved; meanwhile, the tire wall is provided with a plurality of deformation spaces for the tire to deform under pressure, and favorable conditions are provided for stress transfer when the tire is compressed, so that stress of the tire can be quickly released through deformation when the tire runs in different environments, the high-temperature damage phenomenon caused by stress concentration is reduced, the running safety of the tire is improved, and the service life of the tire is prolonged.

To more clearly illustrate the structural features and effects of the present invention, the following detailed description is given with reference to the accompanying drawings and specific embodiments.

Drawings

FIG. 1 is a perspective view of a tire according to the present invention;

FIG. 2 is a perspective view of the tire of the present invention from another perspective;

FIG. 3 is a schematic side view of the tire of the present invention;

FIG. 4 is a cross-sectional view of the end of section B-B of FIG. 3;

FIG. 5 is a perspective view of section B-B of FIG. 3 from a first perspective;

FIG. 6 is a perspective view of section B-B of FIG. 3 from a second perspective;

FIG. 7 is a perspective view from the section B-B of FIG. 3 from a third perspective view;

FIG. 8 is a perspective view of a fourth perspective view of section B-B of FIG. 3;

FIG. 9 is a perspective view of section B-B of FIG. 3 from a fifth perspective;

FIG. 10 is a perspective view of section B-B of FIG. 3 from a sixth perspective;

fig. 11 is a schematic view of the tire and hub of the present invention.

The attached drawings indicate the following:

10. a tread; 11. grain; 12. tire shoulders; 20. a bead; 21. strip-shaped bulges; 22. an unloading slot; 23. a step; 24. air holes; 25. a convex hull; 26. a concave position; 27. a mating groove; 28. an arc-shaped bump; 29. matching with a clamping point; 30. a carcass; 31. a first annular cavity; 311. bulging; 312. a recessed portion; 313. a first inner ledge; 314. an arc-shaped extension area; 315. a recessed central region; 316. a central plane; 32. A second annular cavity; 321. an expansion zone; 322. a spherical space; 323. a second inner eaves; 324. a central plane; 33. a vent hole; 34. a tire wall; 40. a hub; B-B, width direction.

Detailed Description

The utility model discloses as shown in fig. 1 to 11, a exempt from pneumatic tire, including tread 10, the tire bead 20 that have common centre of a circle and an organic whole body connect the matrix 30 between tread 10 and tire bead 20, wherein:

the tire is an automobile tire and is mainly applied to various automobiles; the tyre material is made of a special high-elasticity tear-resistant and super-wear-resistant composite material (the hardness of the material can be selected according to requirements).

The tread 10 is one surface which is contacted with the ground in the running process of the tire, and lines 11 for improving the ground gripping friction of the tire are distributed on the tread 10; shoulders 12 are formed at both side edges of the tread 10. Upper part of

The tire bead 20 is used for being tightly matched with an automobile hub and is of an annular structure; a plurality of strip-shaped bulges 21 which are used for elastically contacting with a hub are arranged on the inner side wall of the tire bead 20 along the circumference at intervals, and unloading grooves 22 are formed between every two adjacent strip-shaped bulges 21; each strip-shaped protrusion 21 is provided with a step 23, the height of one side of each step 23 is lower than that of the other side (the step is used as a boundary to form a height difference), and a gap is formed between the lower side of each step 23 and the wheel hub (after the tire is matched with the wheel hub). The strip-shaped protrusions 21 are arranged to enable the bead 20 and the hub to form elastic fit; the gap between the unloading groove 22 and the lower side of the step 23 provides a deformation space for the extrusion deformation received in the running process of the tire, so that the extrusion deformation stress on one side of the higher step can be transferred to the deformation space and the unloading groove on the other side of the step in the running process of the tire, and the stress can be dispersed and released in time, thereby avoiding the stress concentration of the tire, reducing the temperature in the running process of the tire, reducing the phenomenon of damage caused by high temperature generated in the running process of the tire, prolonging the service life of the tire and improving the running safety; the number of the strip-shaped protrusions 21 can be set as required, and the arc-shaped transition design is adopted at the edge of one side of each strip-shaped protrusion 21 close to the unloading groove 22, so that the opening of the unloading groove 22 between every two adjacent strip-shaped protrusions 21 is completely opened, the deformation space of the tire is enlarged, and the stress transfer when the tire is extruded and deformed is not hindered.

In addition, when the tire is assembled with the hub, the tire needs to be stretched so that the tire is elastically deformed and sleeved on the hub, and the rapid assembly of the tire and the hub is realized. The unloading groove 22 can be used for providing a deformation space when the tire is stretched in the assembling process, unloading the internal stress when the tire is stretched and improving the convenience when the tire and the hub are assembled.

A plurality of first annular cavities 31 are arranged on the tire body 30 side by side along the width direction of the tire, and the plurality of first annular cavities 31 are arranged between the tire tread 10 and the tire bead 20 in a surrounding mode; a second annular cavity 32 is arranged between two adjacent first annular cavities 31; a plurality of groups of bulges 311 are respectively and convexly arranged on the inner walls of the two sides of the first annular cavity 31, a sunken part 312 is formed between two adjacent groups of bulges 311 on the same side, the sunken part 312 corresponds to the inner wall of the first annular cavity 31 to form a first inner brim 313, the inner walls of the bulges 311 on the two sides of the first annular cavity 31 form an arc-shaped extending area 314, and the arc-shaped extending area 314 is integrally connected with the first inner brim 313; the second annular cavity 32 forms an expansion area 321 corresponding to the position of the recess 312, and the top of the expansion area 321 has a spherical space 322; the second annular cavity 32 forms a second inner edge 323 corresponding to the arc-shaped extending region 314, and the second inner edge 323 is integrally connected to the expansion region 321.

Moreover, each group of bulges 311 is provided with two bulges 311, and the two bulges 311 are distributed along the radial direction of the tire and are integrally connected to form a gourd or peanut shell shape; a concave central area 315 is formed between the four bulges 311 of the adjacent group on the same side; a plurality of vent holes 33 are arranged in the depressed central areas 315 of the second annular cavities 32 in a penetrating manner, and the vent holes 33 pass through the expansion areas 321 of the second annular cavities 32, so that air convection is formed between the inside of the tire body 30 and the outside, heat generated in the running process of the tire is dissipated in time, and the running safety is improved; meanwhile, the vent hole 33 is also used for positioning at the time of tire molding; the bulge 311 is spherical or elliptical. Three first annular cavities 31 are arranged on the tire body 30 at intervals, and the second annular cavity 32 is arranged between two adjacent first annular cavities 31. The top of the spherical space 322 of the second annular cavity 32 is higher than the top of the first inner brim 313 of the first annular cavity 31, and the width of the spherical space 322 is larger than the width of the expansion area 321. Therefore, when the tire tread 10 is squeezed during driving, the pressure is firstly transmitted to the wall surface of the spherical space 322 with a large bearing area, and then the stress is rapidly dispersed from the expansion area 321 to the two sides.

It should be noted that the bulges 311 on the two sides of the first annular cavity 31 are symmetrically distributed on the central plane 316 of the first annular cavity 31, and can also be asymmetrically distributed as required; the expansion area 321 and the spherical space 322 of the second annular cavity 32 are symmetrically distributed on the central plane 324 of the second annular cavity 32. Each of the bulges 311 has a spherical outer wall (the outer wall of the bulge 311 is mainly the bulges 311 on both sides of the carcass 30), and may have other convex shapes. The thickness of the depressed center region 315 is larger than that of the bulge 311, and the purpose of designing the thickness of the depressed center region 315 to be thicker is to make the depressed center region 315 form a strong supporting point for the tire to elastically deform under pressure, so as to improve the overall bearing capacity and impact resistance of the tire). The cross sections of the first inner eaves 313 and the second inner eaves 323 are closed ring shapes, such as an ellipse, a peanut shell shape, and the like, and the wall surface of the first inner eaves 313 corresponding to the position of the concave central area 315 may be a plane, or a combination of a plane and an arc.

Two side walls of each first annular cavity 31 can be used as tire sidewalls 34 of the tire, and the adjacent tire sidewalls 34 are integrally connected through the second annular cavity 32 to form a structure that multiple groups of tire sidewalls 34 support the tire tread 10 together, so that the overall structure stability is strong; the pressure applied to the tire can be dispersed through the plurality of sidewalls 34, and the overall compression resistance and impact resistance of the tire are improved. The top of the bulge 311 of the first annular cavity 31 facing the outer side of the tire is integrally connected with the lower surface of the tire shoulder 12; the pressing force applied to both sides of the tread 10 is transmitted to the position of the bulge 311 through the shoulder 12 to be dispersed.

It should be noted that the smaller the area of the cross section (cross section in the width direction of the tire) of the first inner eaves 313, the larger the area of the arc-shaped extending area; the smaller the cross-sectional area (cross-sectional area in the width direction of the tire) of the second inward brim 323, the larger the area of the expansion region 321; correspondingly, the larger the projection area of the tire wall 34 in the tire traveling direction, that is, the larger the thickness of a single tire wall 34, the larger the bearing unit area capable of supporting the pressure bearing load of the tire, and the stronger the support performance of the tire, thereby improving the overall bearing performance of the tire.

The second annular cavity 32 is located in the middle of the carcass 30, the spherical space 322 of the second annular cavity 32 forms a first pressure-bearing unit, and the expansion region 321 of the second annular cavity 32 and the first inner edge 313 of the first annular cavity 31 form a second pressure-bearing unit; the arc-shaped extension region 314 of the first annular cavity 31 and the second inner edge 323 of the second annular cavity 32 form a third pressure-bearing unit.

The first, second and third bearing units transmit loads to each other and are elastically supported with each other to form a multi-dimensional support structure, and the multi-dimensional support structure has larger elastic support capacity and bearing capacity; the stress of the tire is sequentially transmitted and dispersed to the inner side of the tire bead 20 through the first pressure-bearing unit, the second pressure-bearing unit and the third pressure-bearing unit, and the stress is dispersed through the multiple structures on the inner side wall of the tire bead 20. The carcass 30 adopts a design of a plurality of arc-shaped extension areas and expansion areas 321, so that the thickness of the sidewall 34 can be increased, the bearing area of the sidewall 34 can be increased, the load born by unit area can be reduced, and the integral bearing capacity of the tire can be improved. Therefore, the thickness of the tread 10 can be reduced under the same supporting strength, and the comfort of the tread 10 contacting the ground is improved; at the same time, the thickness of the tread 10 may be increased as necessary to further improve the tire support strength. In addition, due to the concave-convex design of the tire wall 34 (the side surface adopts the distribution form of the bulges 311 and the sunken parts 312), the elasticity and the rebound acceleration of the tire can be improved when the tire bears and runs, so that the tire adapts to different road conditions; the plurality of recessed center areas 315 in the sidewall 34 may form a plurality of support points that further enhance the overall load bearing and impact resistance capabilities of the tire.

For the side have the left and right sides of honeycomb, V font or < structure communicate with each other and run through type exempt from pneumatic tire, this tire child wall 34 has a plurality of bulges 311 and links to each other and form concave-convex structure, each bulge 311 and the mutual strong support between the depressed part 312, form a plurality of elastic support structures, the atress transmission is faster, the resilience acceleration is high, can adapt to multiple comparatively abominable road conditions, the holistic bearing capacity and the shock resistance of tire have been improved, and it is better to travel experience. The projection width of the tire sidewall 34 of the tire in the traveling direction of the tire (i.e. the distance between the vertexes of the bulges 311 on the two sides) is equivalent to the width of the sidewall of a traditional pneumatic tire of multiple models, so that the bearing area of the tire sidewall 34 is enlarged, the overall structural strength of the tire is improved, and the bearing capacity of the tire is further enhanced.

The inner wall of the tire bead 20 is provided with air holes 24 corresponding to the first annular cavity 31 and the second annular cavity 32, and air holes are arranged at intervals on the matched wheel hub to match with the air holes 24 on the tire to form air convection among the tire, the wheel hub and the outside so as to radiate hot air inside the tire, reduce heat generated by extrusion of materials inside the tire and prolong the service life of the tire. The air holes 24 corresponding to the first annular cavity 31 and the air holes 24 corresponding to the second annular cavity 32 are distributed in a staggered manner in the width direction of the tire, so that the phenomenon of local tensile damage of the tire caused by stress concentration due to the fact that the air holes 24 are distributed in parallel or in other concentrated distribution modes can be avoided; meanwhile, the first annular cavity 31 and the second annular cavity 32 are communicated with each other through the vent hole 33, and the air holes 24 can enable the wheel hub to be in air circulation with the inside of the tire and the outside, so that heat inside the tire can be emitted in time.

The air hole 24 on the tire bead 20 corresponding to the first annular cavity 31 is oval, is positioned in the unloading groove 22 and is communicated with the arc-shaped extension area 314; the air hole 24 corresponding to the second annular cavity 32 is disposed on the strip-shaped protrusion 21, which is circular and is communicated with the expansion region 321.

A convex hull 25 for elastically contacting with one side edge of the hub is respectively arranged at one end of the plurality of strip-shaped bulges 21, and the strip-shaped bulges 21 face to the concave parts 312 at two sides of the tire body 30; the convex hull 25 is correspondingly located at the end of the concave part 312, the shape of the convex hull 25 can be a round ball, a semi-round ball or an oval ball, and the surface of the convex hull 25 contacting the hub is a plane or a spherical surface. The other ends of the strip-shaped bulges 21 are respectively provided with a concave position 26 which is tightly combined with the edge at the other side of the hub. The lower end of the bulge 311 on one side of the tire body 30 is provided with a matching groove 27 used for clamping the edge of the wheel hub, and a plurality of arc-shaped lugs 28 used for elastically abutting against the edge of the wheel hub are arranged in the matching groove 27 at intervals along the circumferential direction of the tire body 30; the lower end of the bulge 311 positioned at the other side of the tire body 30 is provided with a matching clamping point 29 for clamping the rim of the hub.

The convex hull 25 and the arc-shaped convex block 28 are mainly used for forming close fit with the edges of the two sides of the hub, so that the comprehensive fitting of the tire and the hub is realized, the tightness and the tightness of the combination of the tire and the hub are improved, the friction force between the tire and the hub is increased, the slipping separation of the tire and the hub caused by the larger torsion force in the driving process of the wheel is prevented, and the service life of the tire is prolonged. Meanwhile, the plurality of convex hulls 25 and the arc-shaped convex blocks 28 are in elastic contact with the wheel hub, so that the overall elasticity of the tire can be improved, and the rigid vibration caused by road conditions can be further reduced and filtered; moreover, the convex hull 25 and the peripheral area of the contact position of the arc-shaped convex block 28 and the wheel hub can form a gap, so that a deformation space is provided for the compression and impact deformation of the tire, and the high-temperature damage caused by the nowhere release of the tire compression stress is further reduced. The concave position 26, the matching groove 27 and the matching clamping point 29 are used for enabling the tire and the edge of the hub to be combined more tightly, and the concave position, the matching groove 27 and the matching clamping point 29 complement the functions of the convex hull 25 and the arc-shaped convex block 28, so that an elastic buffering space is formed on the basis of tight combination of the tire and the hub, and the overall performance of the tire is improved.

The tire is integrally poured by a high polymer material with high elasticity; besides being free of inflation, wear-resistant, environment-friendly and energy-saving, due to the unique high-strength multi-dimensional structure, the novel inflation-free cellular tire perfectly combines comfort level and high bearing capacity, scientifically solves the problems of poor tear resistance, poor heat dissipation and the like of the solid foamed tire in the current market, and also solves the problems of poor shock absorption and large high-speed shock of the traditional inflation-free cellular tire.

Besides, the two sides of the tire adopt an approximately closed structure (except a plurality of vent holes, other parts are closed), so that the wind resistance of the tire in the driving process can be effectively reduced, the tire noise is reduced, the driving noise of an automobile is reduced, and the driving comfort is improved.

It should be noted that, when the polyurethane material with shore hardness of 85A is selected for the car tire, the car tire can generate the same comfort as the pneumatic tire, and meanwhile, the tire noise is low, and in addition, because the hollow structure in the tire has the design of yielding the tire tread, the car tire has very strong ground holding force when the tire is in contact with the ground; the multi-dimensional supporting structure in the tire can provide powerful elastic support when the tire tread is stressed, and meanwhile, the multi-dimensional supporting structure can be reversely mapped into a plurality of supporting points on the tire tread after being stressed, so that the tire tread and the road surface are in surface contact and in dispersive reinforced contact with the plurality of supporting points in the driving process of the tire after the plurality of supporting points are formed, therefore, more effective and powerful contact surfaces of the tire tread and the road surface are increased to increase the friction force of the tire, and the tire is effectively prevented from slipping during running.

When the tire is applied to a forklift and the Shore hardness of the tire elastomer material is 93A, tests show that the tire has the high bearing capacity of a solid rubber tire and the comfort of a pneumatic tire; but also has stronger holding power and has more than three times of wear-resisting life of rubber tires.

The design of the utility model is characterized in that a plurality of first annular cavities and second annular cavities are arranged in the tire body side by side, a bulge and a first inner eave are formed on the first annular cavities, an expansion area and a second inner eave are formed on the second annular cavities, the bulge is connected with the second inner eave, and the expansion area is connected with the first inner eave; the first annular cavity and the second annular cavity are tightly linked to form three pressure-bearing units which can sequentially transfer load; moreover, the distribution of the tire bulges and the sunken parts enables the tire wall of the tire to form a concave-convex design, the width of the tire wall is enlarged, and a plurality of supporting points are added. Therefore, the integral structural strength and the elastic buffering capacity of the tire are improved, the bearing capacity and the impact resistance of the tire are enhanced, and the driving comfort is improved; meanwhile, the tire wall is provided with a plurality of deformation spaces for the tire to deform under pressure, and favorable conditions are provided for stress transfer when the tire is compressed, so that stress of the tire can be quickly released through deformation when the tire runs in different environments, the high-temperature damage phenomenon caused by stress concentration is reduced, the running safety of the tire is improved, and the service life of the tire is prolonged.

The above description is only a preferred embodiment of the present invention, and is not intended to limit the technical scope of the present invention, so that any slight modification, equivalent change and modification made to the above embodiments by the technical essence of the present invention are all within the scope of the technical solution of the present invention.

Claims (17)

1. A non-pneumatic tire characterized by: the tire comprises a tire tread, a tire bead and a tire body, wherein the tire tread and the tire bead are provided with a common circle center, the tire body is integrally connected between the tire tread and the tire bead, a plurality of first annular cavities are arranged on the tire body side by side along the width direction of the tire, and the plurality of first annular cavities are distributed between the tire tread and the tire bead in a surrounding manner side by side; a second annular cavity is arranged between two adjacent first annular cavities; the inner walls of two sides of the first annular cavity are respectively provided with a plurality of groups of bulges in an outward protruding way, a sunken part is formed between two adjacent groups of bulges on the same side, the sunken part corresponds to the position of the inner wall of the first annular cavity to form a first inner eave, and the inner walls of the bulges on two sides of the first annular cavity form an arc-shaped extension area positioned at the periphery of the first inner eave; the second annular cavity body forms a second inner eave corresponding to the arc-shaped extension position, an expansion area positioned on the periphery of the second inner eave is formed corresponding to the concave position, and the top of the expansion area is provided with a spherical space close to the tire surface.

2. A non-pneumatic tire according to claim 1, wherein: the second annular cavity is positioned in the middle of the tire body, a spherical space of the second annular cavity forms a first pressure-bearing unit, and an expansion area of the second annular cavity and a first inner brim of the first annular cavity form a second pressure-bearing unit; the arc-shaped extension area of the first annular cavity and the second inner edge of the second annular cavity form a third pressure-bearing unit.

3. The non-pneumatic tire of claim 1, wherein: each group of bulges is two in number, and the two bulges are distributed along the radial direction of the tire and are integrally connected; a concave central area is formed between the four bulges of the adjacent group on the same side of the first annular cavity.

4. The non-pneumatic tire of claim 3, wherein: the sunken central area is provided with a vent hole penetrating through the tire along the width direction of the tire, and the vent hole penetrates through the first annular cavity and the second annular cavity.

5. The non-pneumatic tire of claim 1, wherein: the tire shoulder is formed on the two side edges of the tire surface, and the top of the bulge of the first annular cavity facing the outer side of the tire is integrally connected with the lower surface of the tire shoulder.

6. The non-pneumatic tire of claim 1, wherein: the sidewall of the tire bead, which is in contact with the hub, is provided with a deformation space for the tire to deform under pressure.

7. The non-pneumatic tire of claim 6, wherein: a plurality of strip-shaped bulges are arranged on the inner wall of the tire bead at intervals along the circumferential direction of the inner wall, and an unloading groove is formed between every two adjacent strip-shaped bulges; and a step for dividing the strip-shaped bulge into two parts with height difference is arranged on the strip-shaped bulge, and the step and the unloading groove provide the deformation space for the tire to deform under pressure.

8. The non-pneumatic tire of claim 7, wherein: the inner wall of the tire bead is provided with air holes corresponding to the first annular cavity and the second annular cavity respectively, the air holes corresponding to the first annular cavity and the air holes corresponding to the second annular cavity are distributed in a staggered manner in the width direction of the tire, and the air holes corresponding to the first annular cavity are oval and are positioned in the unloading groove; the air hole corresponding to the second annular cavity is circular and is positioned on the strip-shaped bulge.

9. The non-pneumatic tire of claim 8, wherein: the air hole corresponding to the first annular cavity is communicated with the arc-shaped extension area; the air hole corresponding to the second annular cavity is communicated with the expansion area.

10. The non-pneumatic tire of claim 7, wherein: one end of the strip-shaped bulge is provided with a convex hull which is used for elastically contacting with one side edge of the hub; the other end of the strip-shaped bulge is provided with a concave position which is tightly combined with the edge of the other side of the hub.

11. The non-pneumatic tire of claim 1, wherein: the bulge is spherical or elliptical; the first inner edge and the second inner edge are in an elliptical shape or a peanut shell shape.

12. The non-pneumatic tire of claim 1, wherein: the tire body is provided with three first annular cavities at intervals, and the second annular cavity is arranged between two adjacent first annular cavities.

13. The non-pneumatic tire of claim 1, wherein: the lower end of the bulge at one side of the tire body is provided with a matching groove used for clamping the edge of the hub, and a plurality of arc-shaped lugs used for elastically abutting against the edge of the hub are arranged in the matching groove at intervals along the circumferential direction of the tire body; the lower end of the bulge positioned at the other side of the tire body is provided with a matching clamping point used for clamping the edge of the wheel hub.

14. The non-pneumatic tire of claim 1, wherein: the top of the spherical space of the second annular cavity is higher than the top of the first inner brim of the first annular cavity.

15. A non-pneumatic tire according to claim 1, wherein: the spherical space width of the second annular cavity is larger than the expansion area width.

16. A non-pneumatic tire according to claim 7, wherein: the strip-shaped bulge is in arc transition towards one side edge of the unloading groove.

17. The non-pneumatic tire of claim 10, wherein: the strip-shaped bulges face to the concave parts at two sides of the tire body, and the convex hulls are correspondingly positioned at the tail ends of the concave parts.

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