CN111806158A - Wheel structure of inflation-free tire - Google Patents
Wheel structure of inflation-free tire Download PDFInfo
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- CN111806158A CN111806158A CN202010773091.8A CN202010773091A CN111806158A CN 111806158 A CN111806158 A CN 111806158A CN 202010773091 A CN202010773091 A CN 202010773091A CN 111806158 A CN111806158 A CN 111806158A
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- 239000007787 solid Substances 0.000 claims abstract description 22
- 238000004519 manufacturing process Methods 0.000 claims abstract description 6
- 229910000851 Alloy steel Inorganic materials 0.000 claims abstract description 4
- 239000013585 weight reducing agent Substances 0.000 claims description 10
- 238000013461 design Methods 0.000 description 20
- 230000003139 buffering effect Effects 0.000 description 6
- 238000012360 testing method Methods 0.000 description 6
- 230000007547 defect Effects 0.000 description 3
- 239000000463 material Substances 0.000 description 3
- 238000012986 modification Methods 0.000 description 3
- 230000004048 modification Effects 0.000 description 3
- 238000006073 displacement reaction Methods 0.000 description 2
- 229910000639 Spring steel Inorganic materials 0.000 description 1
- 239000000853 adhesive Substances 0.000 description 1
- 230000001070 adhesive effect Effects 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 230000017525 heat dissipation Effects 0.000 description 1
- 238000011056 performance test Methods 0.000 description 1
- 238000007493 shaping process Methods 0.000 description 1
- 239000011343 solid material Substances 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C7/00—Non-inflatable or solid tyres
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B25/00—Rims built-up of several main parts ; Locking means for the rim parts
- B60B25/02—Segmented rims, e.g. with segments arranged in sections; Connecting equipment, e.g. hinges; Insertable flange rings therefor
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
The invention discloses a wheel structure of a non-pneumatic tire, which is characterized by comprising the following components: the tyre comprises a tyre body layer, a deformation layer, a positioning shaft and a rim, wherein the tyre body layer is positioned on the radial outer side of the tyre, the deformation layer is positioned on the radial inner side of the tyre body layer, the positioning shaft is positioned on the axial inner side of the deformation layer, the rim is positioned on the radial inner side of the deformation layer, and the deformation layer, the positioning shaft and the rim are connected into a whole through bolts; the carcass layer is made of a solid rubber ring, the deformation layer is made of alloy steel for manufacturing the elastic element and comprises a deformation part, an edge part and a bottom part, the edge part of the deformation layer is provided with edge part through holes, and the edge part through holes are uniformly distributed on the edge part of the deformation layer in a ring shape; threaded holes are formed in two ends of the positioning shaft; the rim adopts a separated rim, flange through holes are arranged on a rim flange, and the flange through holes are uniformly distributed on the rim flange in an annular mode. The invention can ensure the comfort performance and improve the durability and the safety performance.
Description
Technical Field
The invention relates to the technical field of tires, in particular to a wheel structure of a non-pneumatic tire for a recreational vehicle.
Background
In recent years, the country attaches more and more importance to scientific and technological innovation, the supporting force is also greater and greater, the leisure vehicle field is not exceptional, the leisure vehicle is rapidly developed in the domestic market, and more consumers are equipped with the leisure vehicle as a walk-substituting tool with certain entertainment. The bicycle is a walking tool, and the leisure vehicle is required to have the characteristics of simple design, comfortable riding, safety and durability. In order to enable the recreational vehicle to meet the characteristics, the recreational vehicle sold in the market at present selects a matched inflation-free tire, and common inflation-free tires comprise a full solid tire and a solid tire with holes. The solid tyre filled with the all-solid material can still provide good support performance to ensure the durability of the tyre under the condition of not needing inflation, and effectively avoid the defect that the buffer performance of the tyre is not enough due to the adoption of the all-solid design, the buffer performance of the tyre is not enough, the comfort of the vehicle is not reduced due to the insufficient buffer performance of the tyre, and the requirement of a recreational vehicle cannot be met by the all-solid tyre. In order to improve the cushioning performance of the all solid tire, as shown in fig. 1, the conventional method is to add a circumferential hole 1 'or an axial hole 2' to the carcass portion of the all solid tire, so that the all solid tire is developed into a solid tire with holes. The design of adding the circumferential holes 1 'or the axial holes 2' can improve the buffering performance of the tire to a certain extent, but the rigidity distribution in the tire is changed, so that the deformation of the tire body is uneven, and the supporting performance and the durability of the solid tire with holes are reduced. Moreover, both the solid tires and the solid tires with holes have the defects of slow heat dissipation and easy heat concentration, after continuous driving, the inner part of the tire body of the tire is easy to melt, so that the problems of the reduction of the supporting performance of the tire and the local collapse of the tire body are caused, and once the local collapse of the tire body occurs, the performance of the tire is damaged and the tire cannot be used continuously. In conclusion, the full solid tire and the solid tire with holes cannot fully meet the requirements of recreational vehicles.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a wheel structure of a non-pneumatic tire, which can ensure the comfort performance and improve the durability and the safety performance.
In order to achieve the above purpose, the solution of the invention is:
a wheel structure of a non-pneumatic tire comprises a tire body layer, a deformation layer, a positioning shaft and a rim, wherein the tire body layer is positioned on the radial outer side of the tire, the deformation layer is positioned on the radial inner side of the tire body layer, the positioning shaft is positioned on the axial inner side of the deformation layer, the rim is positioned on the radial inner side of the deformation layer, and the deformation layer, the positioning shaft and the rim are connected into a whole through bolts; the carcass layer is made of a solid rubber ring made of a rubber material with good buffering performance and wear resistance; the deformation layer is made of alloy steel for manufacturing the elastic element and comprises a deformation part, an edge part and a bottom part, wherein edge part through holes are formed in the edge part of the deformation layer, and are annularly and uniformly distributed on the edge part of the deformation layer; threaded holes are formed in two ends of the positioning shaft; the rim adopts a separated rim, flange through holes are arranged on a rim flange, and the flange through holes are uniformly distributed on the rim flange in an annular manner; through the close matching of the above components, the wheel structure of the non-pneumatic tire of the invention is ensured to realize the non-pneumatic function, and the wheel structure of the non-pneumatic tire is ensured to have excellent comfort performance, durability and safety performance.
Further, the thickness of the deformation layer is reduced from the bottom to the deformation part or is equal in thickness from the bottom to the deformation part.
Furthermore, the deformation part of the deformation layer is provided with weight reduction grooves which are annularly and uniformly distributed on the deformation part. The lightening groove properly lightens the weight of the deformation layer while ensuring the supporting performance, the buffering performance and the durability of the deformation layer, and adjusts the comfort performance and the durability of the non-pneumatic tire and the wheel thereof to a better state.
Furthermore, the positioning shaft adopts a cylindrical revolving body, threaded holes are formed in two ends of the positioning shaft, and the threaded holes, the edge through holes and the flange through holes are sequentially and correspondingly designed on the same axis and used for realizing bolt connection among the deformation layer, the positioning shaft and the rim. The positioning shaft can avoid the deformation layer from generating displacement in the axial direction of the tire and rotating motion in the circumferential direction, and can ensure that the tire body layer and the deformation layer play a stable role in realizing excellent comfort performance, durability and safety performance for the wheel.
Further, the rim is composed of a lower rim ring and an upper rim ring, flange through holes are formed in rim flanges of the lower rim ring and the upper rim ring, and the flange through holes of the lower rim ring and the flange through holes of the upper rim ring are sequentially and correspondingly designed on the same axis.
Furthermore, the deformation layer is designed into a single deformation layer structure, the bottom of the single deformation layer structure is in a full-open type or a semi-open type, and the cross section of the deformation part of the deformation layer is in any one of an arc shape, a trapezoid shape or a polygon shape.
Further, the deformation layer comprises a lower deformation layer and an upper deformation layer, a lower deformation part of the lower deformation layer is provided with a lower weight reduction groove, an upper deformation part of the upper deformation layer is provided with an upper weight reduction groove, and the lower weight reduction groove and the upper weight reduction groove are annularly and uniformly distributed on the lower deformation part and the upper deformation part.
Further, the combined shape of the cross sections of the lower bottom portion of the lower deforming layer and the upper bottom portion of the upper deforming layer is any one of a fully closed type, a semi-open type, or a fully open type, and the cross sectional shape of the lower bottom portion of the lower deforming layer and the cross sectional shape of the upper bottom portion of the upper deforming layer are symmetrically arranged about the tire center plane.
Further, the combined shape of the cross sections of the lower deformable portion of the lower deformable layer and the upper deformable portion of the upper deformable layer is any one of a circular arc shape, a polygonal shape, or a trapezoidal shape, and the cross section shape of the lower deformable portion and the cross section shape of the upper deformable portion are symmetrically arranged about the center plane of the tire.
Further, the certain distance D of the lower type deformation part of the lower type deformation layer and the upper type deformation part of the upper type deformation layer from the central plane of the tire is ensured, when the lower type deformation part and the upper type deformation part do not cross the central plane of the tire, D and the rim width D should meet the following conditions: D/D is in the range of 0 to 0.125.
Further, the lower deformation portion and the upper deformation portion extend across the tire center plane, and the lower deformation portion and the upper deformation portion are symmetrical with respect to the tire center plane and are distributed in a staggered manner in the tire circumferential direction.
Drawings
FIG. 1 is a schematic cross-sectional view of a conventional solid tire with holes.
FIG. 2 is a schematic cross-sectional view of an embodiment of the present invention.
FIG. 3 is a schematic cross-sectional view of an embodiment of the single circular-arc deformation layer with the deformation layer fully open at the bottom according to the present invention.
FIG. 4 is a schematic cross-sectional view of an embodiment of a single trapezoidal deformation layer of the present invention with the deformation layer being a bottom semi-open design.
FIG. 5 is a schematic left side view of the deformation layer of the embodiment of FIG. 4.
FIG. 6 is a schematic top view of the deformation layer of the embodiment of FIG. 4.
FIG. 7 is a schematic cross-sectional view of an embodiment of the present invention with two circular arc deformation layers and a deformation portion across the tire center plane, bottom-totally enclosed design.
FIG. 8 is a schematic cross-sectional view of an embodiment of two polygonal deformation layers of the present invention with the deformations not crossing the tire centerplane, bottom semi-open design.
FIG. 9 is a schematic cross-sectional view of an embodiment of the invention with two trapezoidal deformation layers and deformations across the tire centerplane, fully open bottom design.
FIG. 10 is a top view of the combination of the lower and upper deformable layers of the embodiment of FIG. 9.
FIG. 11 is a schematic left side view of the lower deformable layer of the embodiment of FIG. 9.
FIG. 12 is a right side view of the upper shaping layer of the embodiment shown in FIG. 9.
Fig. 13 is a schematic sectional view a-a' of fig. 11.
Fig. 14 is a schematic sectional view of B-B' of fig. 12.
In the figure: tire center plane CL tire rotation axis L tire carcass layer 1 deformation layer 2 positioning axis 3 rim 4 deformation portion 21 edge portion 22 edge portion 23 edge portion through hole 24 lower type lightening groove 25a upper type lightening groove 25b lower type deformation layer 2a upper type deformation portion 21b upper type deformation portion 21a upper type bottom portion 23b screw hole 31 lower type rim ring 4a upper type rim ring 4b rim flange 41 flange through hole 42.
Detailed Description
In order to further explain the technical solution of the present invention, the present invention is explained in detail by the following specific examples.
As shown in fig. 2-4, the present invention mainly discloses an optimized wheel structure of a non-pneumatic tire, wherein CL is set as a tire center plane; l is set as a tire rotating shaft, the vertical direction is set as the radial direction of the tire, the radial inner side is close to the tire rotating shaft L, and the radial outer side is far away from the tire rotating shaft L; the direction perpendicular to the paper surface is set as the tire circumferential direction; the lateral direction is set to the tire axial direction, and is axially inward close to the tire center plane CL and axially outward far from the tire center plane CL.
Fig. 2 is a schematic cross-sectional view of an embodiment of the present invention, and as shown in fig. 2, the wheel structure of the non-pneumatic tire of the present invention includes a carcass layer 1, a deformation layer 2, a positioning shaft 3, and a rim 4. The tyre body layer 1 is located the radial outside of wheel, and the deformation layer 2 is located the radial inboard of tyre body layer 1, and the location axle 3 is located the axial inboard of deformation layer 2, and rim 4 is located the radial inboard of deformation layer 2, and deformation layer 2, location axle 3 and rim 4 are through the bolt connection as an organic whole wheel.
The tyre body layer 1 is used as a medium for the contact between the wheel and the ground and is directly contacted with the ground, and in the embodiment of the invention, the tyre body layer 1 adopts a solid rubber ring which is made of a rubber material with good buffering performance and high wear resistance. The tyre body layer 1 ensures that the wheel has good comfort performance through buffer deformation; the tyre body layer 1 is made of rubber materials with high wear resistance, so that excellent durability of the wheel is ensured.
The deformation layer 2 is positioned on the radial inner side of the carcass layer 1, the carcass layer 1 and the deformation layer 2 are reliably connected into a whole through an adhesive, and the connection between the carcass layer 1 and the deformation layer 2 can be realized through an integral forming mode. The deformation layer 2 is composed of deformation portions 21, side portions 22, and bottom portions 23. The thickness of the deformation layer 2 can be designed to be reduced from the bottom portion 23 to the deformation portion 21, and the supporting performance and the durability of the bottom portion 23 and the side portion 22 are enhanced while the supporting performance and the durability of the deformation portion 21 are ensured; the thickness of the deformation layer 2 can also be designed to be equal in thickness from the bottom 23 to the deformation part 21, and the equal thickness design enables the production and the manufacture of the deformation layer 2 to be simpler; in the embodiment of the invention, only the deformation layer 2 in the embodiment of fig. 2 is of a design which tapers from the bottom 23 to the deformation 21. The deformation part 21 of the deformation layer 2 can be provided with lightening slots 25, the deformation layer 2 with different structures can be obtained by providing lightening slots 25 with different shapes, and the deformation layer 2 of the embodiment shown in FIG. 2 adopts a design without lightening slots; the edge part 22 is provided with edge part through holes 24, the edge part through holes 24 are annularly and uniformly distributed on the edge part 22, and the edge part through holes 24, the threaded holes 31 and the flange through holes 42 are sequentially and correspondingly designed on the same axis for realizing bolt connection among the deformation layer 2, the positioning shaft 3 and the rim 4. The deformation layer 2 realizes the inflation-free function of the wheel, and plays a vital role in ensuring the comfort performance, the durability and the safety performance of the wheel. The deformation portion 21 of the deformation layer 2 is provided with lightening grooves 25, and the lightening grooves 25 properly lighten the deformation layer 2 while ensuring the supporting performance, the cushioning performance and the durability performance of the deformation layer 2; the deformation layer 2 may be made of alloy steel used for manufacturing elastic members, and in the embodiment of the present invention, the deformation layer 2 is made of spring steel, so that the deformation layer 2 has excellent supporting, buffering and durability properties to ensure excellent comfort, durability and safety properties of the wheel.
The shape of the positioning shaft 3 can be changed, in the embodiment of the present invention, the positioning shaft 3 is a cylindrical rotating body, and the two ends of the positioning shaft 3 are provided with threaded holes 31, the edge through holes 24 and the flange through holes 42 are correspondingly designed on the same axis in sequence, for realizing the bolt connection among the deformation layer 2, the positioning shaft 3 and the rim 4. The positioning shaft 3 can avoid the deformation layer 2 from generating displacement in the axial direction of the tire and rotating movement in the circumferential direction, and can ensure that the tire body layer 1 and the deformation layer 2 can play a stable role in realizing excellent comfort performance, durability and safety performance for the wheel.
The rim 4 is a separate rim in the embodiment of the invention, and the separate rim is convenient for realizing the assembly relationship among the deformation layer 2, the positioning shaft 3 and the rim 4. The separated type rim is composed of a lower rim ring 4a and an upper rim ring 4b, the rim flanges 41 of the lower rim ring 4a and the upper rim ring 4b are both provided with flange through holes 42, the flange through holes 42 of the lower rim ring 4a and the flange through holes 42 of the upper rim ring 4b are sequentially and correspondingly designed on the same axis, and are annularly and uniformly distributed on the rim flanges 41. The flange through hole 42 is arranged on the same axis line in order corresponding to the edge through hole 24 and the threaded hole 31, and is used for realizing bolt connection among the deformation layer 2, the positioning shaft 3 and the rim 4. The rim 4 plays a supporting role for the tyre body layer 1, the deformation layer 2 and the positioning shaft 3, and can ensure that the tyre body layer 1 and the deformation layer 2 play a stable role in realizing excellent comfort performance, durability and safety performance for the wheel.
The tire and the wheel structure thereof have excellent comfort performance, durability and safety performance while realizing the inflation-free function through the close matching of the components.
In the present invention, the shape and structure of the deformation layer 2 can be designed in various modifications, and the following are possible modifications:
as shown in fig. 3 to 6: the deformation layer 2 is designed as a single deformation layer structure. In this case, the bottom 23 of the deformation layer 2 can be designed to be fully open or semi-open, such as the fully open design shown in FIG. 3, or the semi-open design shown in FIG. 4. The cross-sectional shape of the deformation portion 21 of the deformation layer 2 can be designed as an arc of a circle, as a trapezoid, or as a polygon, for example, as shown in fig. 3 for an arc of a circle, and as shown in fig. 4 for a trapezoid. The deformation part 21 of the deformation layer 2 can be provided with lightening slots 25, and the lightening slots 25 are annularly and uniformly distributed on the deformation part 21; different configurations of the deformation layer 2 are obtained by providing different shapes of the lightening slots 25. The lightening slots 25 of the embodiment shown in fig. 3 and 4 are designed in a track-like shape with two rectangular ends added with semi-circles, the axial inner sides of the lightening slots 25 are on the central plane CL of the tire, and the upper lightening slots 25a and the lower lightening slots 25b are staggered with a certain distance in the circumferential direction of the tire, and fig. 5 and 6 are schematic structural diagrams of the deformation layer 2 of the embodiment shown in fig. 4. The lightening grooves 25 can properly reduce the weight of the deformation layer 2 while ensuring the supporting performance and the cushioning performance of the deformation layer 2, and adjust the comfort performance and the durability performance of the non-pneumatic tire and the wheel thereof to a preferable state.
As shown in fig. 7 to 14: the deformation layer 2 is designed as a two-deformation layer structure of a lower deformation layer 2a and an upper deformation layer 2 b. In this case, the lower deforming part 21a of the lower deforming layer 2a may be provided with lower lightening grooves 25a, the upper deforming part 21b of the upper deforming layer 2b may be provided with upper lightening grooves 25b, the lower lightening grooves 25a and the upper lightening grooves 25b are annularly and uniformly distributed on the lower deforming part 21a and the upper deforming part 21b, the lower deforming layer 2a and the upper deforming layer 2b having different structures may be obtained by providing lightening grooves 25 having different shapes, the lower lightening grooves 25a and the upper lightening grooves 25b of the embodiment shown in fig. 7 to 9 are designed in a rectangular shape, and the deforming layer 2 of the embodiment shown in fig. 9 is structured as shown in fig. 10 to 14. On the basis of the above: as shown in fig. 7 to 9: the combined shape of the cross sections of the lower bottom portion 23a of the lower deformable layer 2a and the upper bottom portion 23b of the upper deformable layer 2b can be designed to be a fully closed type, a semi-open type or a fully open type, and the cross section shape of the lower bottom portion 23a of the lower deformable layer 2a and the cross section shape of the upper bottom portion 23b of the upper deformable layer 2b are symmetrically arranged about the tire center plane CL; fig. 7 is a fully closed design, fig. 8 is a semi-open design, and fig. 9 is a fully open design. The totally enclosed design has the advantage of better support and durability, while the open design has the advantage of effectively reducing the weight of the deformation layer 2. As shown in fig. 7, when the lower mold portion 23a and the upper mold portion 23b are designed to be totally enclosed, the lower mold portion 23a and the upper mold portion 23b are symmetrical with respect to the tire center plane CL and are arranged to be shifted from each other in the tire circumferential direction. As shown in fig. 7 to 9: the combined shape of the cross sections of the lower deformable portion 21a of the lower deformable layer 2a and the upper deformable portion 21b of the upper deformable layer 2b may be designed as a circular arc, a polygon, a trapezoid, or the like, and the cross section shape of the lower deformable portion 21a and the cross section shape of the upper deformable portion 21b are symmetrically arranged with respect to the tire center plane CL; fig. 7 shows a circular arc design, fig. 8 shows a polygonal design, and fig. 9 shows a trapezoidal design. As shown in fig. 8: the lower deformable portion 21a of the lower deformable layer 2a and the upper deformable portion 21b of the upper deformable layer 2b may be at a distance D from the tire center plane CL such that the lower deformable portion 21a and the upper deformable portion 21b do not cross the tire center plane CL and the cross-sectional shape of the lower deformable portion 21a and the cross-sectional shape of the upper deformable layer 21b are symmetrically disposed about the tire center plane CL, the distance D satisfying the rim width D: D/D is in the range of 0-0.125, and D/D is 0.08 in the embodiment shown in FIG. 8. If D/D is too large, the support performance and the buffering performance of the deformation layer 2 are insufficient; as shown in fig. 7 and 9, the lower deformed portion 21a and the upper deformed portion 21b may extend beyond the tire center plane CL, in which case the lower deformed portion 21a and the upper deformed portion 21b are symmetrical with respect to the tire center plane CL and are distributed with a shift in the tire circumferential direction, and the fitting relationship between the lower deformed portion 21a and the upper deformed portion 21b is shown in fig. 10 to 14.
Wheels of a run-flat tire for leisure vehicles, each having a different structure and each having specifications of 60/70-6.5, were prototyped in accordance with the wheel structure patterns of the run-flat tire shown in fig. 2 to 14, and were subjected to performance test and evaluation one by one. And (3) mounting the front wheel and the rear wheel of each wheel of the inflation-free tire to be tested on the test leisure vehicle, and enabling the test vehicle to run on the paved road surface. Meanwhile, the support performance and the comfort performance of the running of the vehicle and the tire are respectively evaluated through the sense of the driver, and the wear damage degree of the wheel of the non-pneumatic tire is visually observed after the target test mileage is reached, so that the durability performance and the safety performance of the wheel of the non-pneumatic tire are evaluated. And then, mounting the solid tire with the hole on the same test leisure vehicle, and enabling the same driver to ride the same target test mileage on the same road surface. The wheel of the non-pneumatic tire provided by the invention and the solid tire with holes are compared and evaluated by the same driver. The test results prove that the non-pneumatic tire adopting the wheel structure of the non-pneumatic tire provided by the invention has better comfort performance, durability and safety performance than a solid tire with holes.
The above embodiments and drawings are not intended to limit the form and style of the present invention, and any suitable changes or modifications thereof by those skilled in the art should be considered as not departing from the scope of the present invention.
Claims (10)
1. A wheel structure of a non-pneumatic tire, comprising: the tyre comprises a tyre body layer, a deformation layer, a positioning shaft and a rim, wherein the tyre body layer is positioned on the radial outer side of the tyre, the deformation layer is positioned on the radial inner side of the tyre body layer, the positioning shaft is positioned on the axial inner side of the deformation layer, the rim is positioned on the radial inner side of the deformation layer, and the deformation layer, the positioning shaft and the rim are connected into a whole through bolts; the carcass layer is made of a solid rubber ring, the deformation layer is made of alloy steel for manufacturing the elastic element and comprises a deformation part, an edge part and a bottom part, the edge part of the deformation layer is provided with edge part through holes, and the edge part through holes are uniformly distributed on the edge part of the deformation layer in a ring shape; threaded holes are formed in two ends of the positioning shaft; the rim adopts a separated rim, flange through holes are arranged on a rim flange, and the flange through holes are uniformly distributed on the rim flange in an annular mode.
2. A wheel structure of a non-pneumatic tire as claimed in claim 1, wherein: the thickness of the deformation layer is reduced from the bottom to the deformation part or is equal to the thickness from the bottom to the deformation part.
3. A wheel structure of a non-pneumatic tire as claimed in claim 1, wherein: the deformation part of the deformation layer is provided with weight reduction grooves which are annularly and uniformly distributed on the deformation part.
4. A wheel structure of a non-pneumatic tire as claimed in claim 1, wherein: the positioning shaft is a cylindrical rotating body, threaded holes are formed in two ends of the positioning shaft, and the threaded holes, the edge through holes and the flange through holes are sequentially and correspondingly designed on the same axis and used for achieving bolt connection among the deformation layer, the positioning shaft and the rim.
5. A wheel structure of a non-pneumatic tire as claimed in claim 1, wherein: the rim consists of a lower rim ring and an upper rim ring, the rim flanges of the lower rim ring and the upper rim ring are provided with flange through holes, and the flange through holes of the lower rim ring and the flange through holes of the upper rim ring are sequentially and correspondingly designed on the same axis.
6. A wheel structure of a non-pneumatic tire as claimed in claim 1, wherein: the deformation layer is designed into a single deformation layer structure, the bottom of the single deformation layer structure is in a full-open type or a semi-open type, and the cross section of the deformation part of the deformation layer is in any one of an arc shape, a trapezoid shape or a polygon shape.
7. A wheel structure of a non-pneumatic tire as claimed in claim 1, wherein: the deformation layer comprises a lower deformation layer and an upper deformation layer, a lower deformation part of the lower deformation layer is provided with a lower weight reduction groove, an upper deformation part of the upper deformation layer is provided with an upper weight reduction groove, and the lower weight reduction groove and the upper weight reduction groove are annularly and uniformly distributed on the lower deformation part and the upper deformation part.
8. A wheel structure of a non-pneumatic tire as claimed in claim 7, wherein: the combined shape of the cross sections of the lower mold bottom of the lower mold deformation layer and the upper mold bottom of the upper mold deformation layer is any one of a fully closed type, a semi-open type and a fully open type, and the cross section shape of the lower mold bottom of the lower mold deformation layer and the cross section shape of the upper mold bottom of the upper mold deformation layer are symmetrically arranged about the center plane of the tire.
9. A wheel structure of a non-pneumatic tire as claimed in claim 7, wherein: the combined shape of the cross sections of the lower deformation part of the lower deformation layer and the upper deformation part of the upper deformation layer is any one of circular arc, polygon or trapezoid, and the cross section shape of the lower deformation part and the cross section shape of the upper deformation part are symmetrically arranged about the center plane of the tire.
10. A wheel structure of a non-pneumatic tire as claimed in claim 7, wherein: the certain distance D of the lower type deformation portion of the lower type deformation layer and the upper type deformation portion of the upper type deformation layer from the central plane of the tire enables the distance D to meet the requirement of the rim width D when the lower type deformation portion and the upper type deformation portion do not cross the central plane of the tire: D/D is in the range of 0-0.125; when the lower deformation part of the lower deformation layer and the upper deformation part of the upper deformation layer cross the central plane of the tire, the lower deformation part and the upper deformation part are distributed in a staggered mode along the circumferential direction of the tire.
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| CN202010773091.8A CN111806158A (en) | 2020-08-04 | 2020-08-04 | Wheel structure of inflation-free tire |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202010773091.8A CN111806158A (en) | 2020-08-04 | 2020-08-04 | Wheel structure of inflation-free tire |
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| CN111806158A true CN111806158A (en) | 2020-10-23 |
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| CN202010773091.8A Pending CN111806158A (en) | 2020-08-04 | 2020-08-04 | Wheel structure of inflation-free tire |
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