CN110039958A - A kind of non-inflatable tyre - Google Patents

Abstract

The invention discloses a non-pneumatic tire, which comprises: a tread portion and a tread bottom; the tread portion is composed of a circular arc surface, and the circular arc surface extends from the bottom of the tread on one side of the tread to the center of the tread and then extends to the other side of the tread The bottom of the tire; the bottom of the tire includes a straight part, a convex rib and a concave ring arranged in sequence from the outer side of the axial direction to the inner side of the axial direction, and the bottom of the tire is provided with a tie layer composed of a ply and/or a rubber layer. The non-pneumatic tire of the present invention can ensure the driving maneuverability of the tire while improving the stability performance of the tire by combining the outline of the non-pneumatic tire and the carcass structure as a whole.

Description

a pneumatic tire

technical field

The invention relates to the technical field of tires, in particular to a pneumatic-free tire for electric remote-controlled model cars.

Background technique

In recent years, domestic electric remote control model cars have gradually developed into a new type of entertainment for all ages. In addition to professional drivers for competition, electric remote control model cars are often used by ordinary enthusiasts for daily entertainment.

In addition to being used in professional competition venues, electric remote control model cars can also be used in general asphalt, cement and other road conditions. Because the remote control model car is used in complex and diverse places, it has high requirements on the maneuverability and grip of the tires. When the electric remote control model car is driving, only the vehicle itself has its own weight and no external load. The supporting tires have a small load. The grip with the road surface will directly affect the stability and handling of the vehicle. In addition, because the electric remote control model racing car adopts the scale design of the real car, the outer circumference of the tire is small. In order to pursue a higher vehicle speed, the tires need to provide a higher rotation speed to meet the high-speed driving requirements of the vehicle. The rotation speed of common electric remote control model car tires can reach 200 revolutions per second, and the tires form a large centrifugal force at this rotation speed.

At present, ordinary electric remote control model car tires often use air-free tires with rubber tires and sponge cushions. As shown in Fig. 1, the existing non-pneumatic tire is composed of a rubber casing 1' and a sponge cushion layer 2' as a whole. The sponge cushion layer 2' is located on the radially inner side of the rubber casing 1', and the sponge cushion layer 2' covers within half of the volume of the inner cavity of the entire rubber casing 1'. When the tire is running, the deformation of the sponge cushion layer 2' is used to support and buffer the rubber casing 1'. Due to the different material properties of the rubber tire 1' and the sponge cushion layer 2', and the thickness of the rubber tire 1' is thin, the binding force of the sponge material is insufficient, and the tire is easy to expand under the action of centrifugal force generated by the high-speed driving of the vehicle, and the outer diameter of the tire changes. large, resulting in a decrease in the driving stability of the tire. At the same time, due to the different materials of the rubber tire 1' and the sponge cushion layer 2' and there is a certain gap, the two are prone to relative sliding during driving, and the sponge structure of the inner layer is damaged, which will lower the tread center during driving. The supporting force of the parts leads to a tendency to reduce the driving stability. In addition, the tires and rims of ordinary electric remote control model cars are assembled by glue, and the poor assembly precision leads to insufficient roundness of the outer circumference of the tires. .

Therefore, ordinary air-free tires cannot satisfy both good handling and driving stability when driving on an electric remote-controlled model car.

SUMMARY OF THE INVENTION

The purpose of the present invention is to overcome the deficiencies of the prior art and provide a pneumatic tire that can simultaneously satisfy the good maneuverability and driving stability of an electric remote-controlled model car.

In order to achieve the above-mentioned purpose, the solution of the present invention is:

A non-pneumatic tire, comprising a tread portion and a tire bottom; the tread portion is composed of a circular arc surface, and the circular arc surface extends from the bottom of the tread on one side of the tread to the center of the tread and then extends to the bottom of the tire on the other side of the tread; The bottom part includes a straight part, a convex rib and a concave ring arranged in sequence from the outer side of the axial direction to the inner side of the axial direction;

Further, the rear end of the circular arc surface of the tread portion is located at the axial outer end of the flat portion of the tread bottom, so that the circular arc surface covers the entire tread portion of the tire, and the radius of the circular arc surface is 10mm-20mm.

Further, the height of the protruding ribs on the bottom of the tire is 2 mm to 5 mm, and the minimum axial width of the protruding ribs is 1 mm to 3 mm.

Further, the inner wall surface of the convex rib near the center of the tire is perpendicular or inclined to the tire axial direction, and the inner wall surface of the convex rib near the center of the tire is flush with or staggered with the axial wall surface of the concave ring.

Further, an axially extending clamping block is provided on the outer wall surface of the convex rib away from the center of the tire.

Further, the ply of the restraint layer at the bottom of the tire is at least one layer, and the ply is made of any one of cotton fiber, nylon, polyester, and aramid.

Further, when the plies are two or more layers, the axial width of the radially outer ply is smaller than the axial width of the radially inner ply.

Further, the tie layers of the tread portion and the tread bottom adopt different rubber material structures, and the constant elongation modulus of the tread portion compound is smaller than the constant elongation modulus of the rubber layer compound of the tread portion tie layer.

Further, the rubber material of the rubber layer of the tie layer of the tire bottom is arranged in the straight part, the convex rib and the concave ring or any two of them.

Further, the flat part and the convex rib of the tire bottom are all made of rubber material of the tie layer, and the flat part and the convex rib combined with the ply are arranged on the outer side of the rubber radial direction of the entire tire bottom.

After the above structure is adopted, the present invention can ensure the driving stability of the tire while ensuring the driving stability of the tire by integrating the outline of the air-free tire for the electric remote control model car with the carcass structure.

Description of drawings

1 is a schematic cross-sectional view of a tire in the prior art;

Fig. 2 is the tire sectional schematic diagram of the present invention;

3 is a schematic cross-sectional view of an embodiment of the tire of the present invention;

4 is a schematic cross-sectional view of another embodiment of the tire of the present invention;

5 is a schematic cross-sectional view of another embodiment of the tire of the present invention;

FIG. 6 is a schematic diagram of the cross-sectional rubber structure of an embodiment of the tire of the present invention;

7 is a schematic diagram of the cross-sectional rubber structure of another embodiment of the tire of the present invention;

FIG. 8 is a schematic diagram of the cross-sectional rubber material structure of another embodiment of the tire of the present invention;

FIG. 9 is a schematic diagram of the cross-sectional rubber material structure of another embodiment of the tire of the present invention;

FIG. 10 is a schematic diagram of the cross-sectional rubber material structure of another embodiment of the tire of the present invention.

Detailed ways

In order to further explain the technical solutions of the present invention, the present invention will be described in detail below through specific embodiments.

As shown in Fig. 2 to Fig. 10 , the present invention mainly discloses a pneumatic-free tire. In the figure, the vertical direction is set as the tire radial direction, the radial inner side is close to the tire rotation axis, the radial outer side is far away from the tire rotation axis, and the lateral direction is set as the tire radial direction. The direction is set as the tire axial direction, and the dashed-dotted line represents the tread centerline. As shown in FIG. 2 , the non-pneumatic tire of the present invention includes a tread portion 1 and a tread portion 2 . The tread portion 1 is composed of a circular arc surface 11, and the circular arc surface 11 extends from the tread bottom 2 on one side of the tread to the tread center and then extends to the tread bottom 2 on the other side of the tread. The tread bottom 2 is respectively composed of a straight portion 21 , a convex rib 22 and a concave ring 23 arranged in sequence from the axially outer side to the axially inner side. The tire sole 2 is provided with a binding layer 24 .

The rear end 11a of the circular arc surface 11 is located at the axial outer end of the flat bottom portion 21, so that the circular arc surface 11 covers the entire tread portion 1 of the tire, which can increase the ground contact area and support when the tire is turning, and improve the driving performance in cornering. stability. The radius R of the arc surface 11 is 10 mm to 20 mm. When the radius of the arc surface 11 is too small, the ground contact area of the tread portion 1 decreases when the tire turns, and the supporting force during cornering is insufficient, resulting in a decrease in the stability of turning driving; on the contrary, when the radius of the arc surface 11 is too large, the tire The ground contact area for straight driving is too large, resulting in a tendency to reduce driving controllability.

In order to ensure the running stability of the tire, the height H of the protruding ribs 22 is 2 mm˜5 mm. When the height H of the rib 22 is too small, the fitting strength of the tire and the rim is limited, so that the tire and the rim are easily separated, and the outer circumference of the tire is deformed under the action of the centrifugal force of the high-speed rotation of the tire, thereby affecting the stability of the tire when running On the contrary, when the height H of the convex rib 22 is too large, the difficulty of assembling the tire and the rim increases, and the convex rib 22 is easily deformed, reducing the roundness of the tire and the rim after assembly, thereby affecting the stability of the tire when driving. The axial minimum width D of the convex rib 22 is 1 mm to 3 mm. When the minimum axial width D of the rib 22 is too small, the strength of the rib 22 is insufficient, and the rib 22 is easily damaged during assembly, causing the tire and the rim to detach, and the outer circumference of the tire is easily deformed under the centrifugal force of the high-speed rotation of the tire. , thereby affecting the stability of the tire when running; when the minimum axial width D of the rib 22 is too large, the tire and rim assembly are difficult, resulting in the deformation of the rib 22, reducing the roundness of the tire and rim after assembly, thereby affecting the tire. Stability while driving. The rib inner wall surface 22b near the center of the tire can be perpendicular or inclined to the tire axial direction. Figure 3 shows an embodiment in which the inner wall surface 22b of the rib close to the center of the tire is gradually inclined from the radially outer side to the radially inner side toward the outer side of the tire axial direction, which can increase the strength of the root of the rib 22 and avoid the generation of the rib during assembly. 22 The tire and rim are separated from the damage, resulting in insufficient roundness of the tire, thus affecting the stability of the tire when driving. Of course, the inner wall surface 22b of the convex rib near the center of the tire may be flush with or staggered with the axial wall surface 23a of the concave ring 23 . In addition, as shown in FIG. 4, an axially extending clamping block 221a can be added to the outer wall surface 22a of the convex rib away from the center of the tire. The clamping block 221a can be well matched with the rim, and the convex rib can be avoided when the tire is running. 22 is separated from the rim to produce deformation of the outer circumference of the tire, which effectively ensures the stability of the tire when driving. Of course, the size of the clamping block 221a should be combined with an appropriate height H of the rib to avoid increasing the difficulty of assembling the tire and the rim.

In order to reduce the phenomenon of tire expansion and deformation caused by centrifugal force when the tire is running at high speed, the restraint layer 24 of the tire bottom 2 may be composed of a cord layer 24a and/or a rubber layer 24b. When the tie layer 24 of the tire sole 2 is provided with a ply 24a, the ply 24a is at least one layer. As shown in FIG. 2 , the tie layer 24 of the tire bottom 2 is a layer of ply 24a. As shown in FIG. 5 , when the plies 24a are two or more layers, the axial width D1 of the radially outer ply 241a is smaller than the axial width D2 of the radially inner ply 242a. This arrangement in combination with the circular arc surface 11 of the tread portion 1 ensures sufficient grip of the tread portion 1 on both sides of the tread center and improves the running stability of the tire. The carcass layer 24a can be made of cotton fiber, nylon, polyester, aramid and other materials. In this way, sufficient restraining force of the tire bottom 2 can be exerted to avoid deformation of the outer circumference of the tire under the action of the centrifugal force of the high-speed rotation of the tire, thereby ensuring the stability of the tire when running.

In order to further improve the running stability of the tire, the tie layers 24 of the tread portion 1 and the tread bottom 2 can adopt different rubber material structures. As shown in FIGS. 6 to 9 , the constant elongation modulus of the rubber compound of the tread portion 1 (the constant elongation modulus refers to the slope of the tensile stress-strain curve of the compound) is smaller than that of the rubber layer 24 b of the tie layer 24 of the tread portion 2 . The constant elongation modulus of the material (for ease of understanding, the twill in Figures 6 to 10 shows the rubber material with high constant elongation modulus). The tread portion 1 is made of rubber material with low modulus of constant elongation, which can increase the ground contact area when turning, enhance the grip of the tire, and ensure that the tire with less load can exert good vehicle driving stability and handling. The tire bottom 2 is made of rubber material with high constant elongation modulus, which can make the tire bottom 2 exert a good restraint effect, avoid the expansion and deformation caused by the centrifugal force when the vehicle is running at high speed, and ensure the stability of driving. As shown in FIG. 6 and FIG. 7 , the straight portion 21 , the convex rib 22 and the concave ring 23 are all made of a rubber material with a high modulus of elongation of the rubber layer 24 b. Of course, the straight portion 21 , the protruding rib 22 and the concave ring 23 can also be selected from a rubber material with a high modulus of elongation of the rubber layer 24 b. That is, as shown in FIG. 8 , both the convex rib 22 and the concave ring 23 are made of a rubber material with a high modulus of elongation of the rubber layer 24b. As shown in FIG. 9 , the straight portion 21 and the protruding rib 22 are both made of a rubber material with a high modulus of elongation in another embodiment of the rubber layer 24b. In addition, as shown in another embodiment shown in FIG. 10 , the straight portion 21 and the protruding ribs 22 are made of rubber material with a high modulus of elongation of the rubber layer 24b, and are arranged in the constant elongation mold of the entire tire bottom 2 in combination with the ply layer 24a. The high amount of rubber on the radially outer side increases the strength of the tire bottom 2 and improves the running stability of the tire.

A variety of pneumatic tires with a tire size of 89 × 24.5 were trial-produced using the tire profile structure as shown in Figure 2, and their performance was tested and evaluated. The test tires were matched with rims of 63×14.5 and then installed on the electric remote control model car and driven on asphalt road conditions. The actual remote control vehicle was used to evaluate the tire handling and stability performance of the remote control vehicle.

Compared with the tires of the prior art, the tires using the profile and carcass structure design of the non-pneumatic tires can better ensure the driving controllability and improve the driving stability.

The above are only preferred embodiments of the present invention, and do not limit the scope of implementation of the present invention. Equivalent changes and modifications made according to the technical solutions of the present invention and the contents of the description should all fall within the scope of the present invention.

Claims (10)

1. a kind of non-inflatable tyre characterized by comprising fetus face and tire bottom；Fetus face is made of arc surface, arc surface Tread center is extended to by the tire bottom of tyre surface side to re-extend to the tire bottom of the tyre surface other side；Tire bottom includes axially external Flat part, fin and the concave ring being set in sequence to axially inner side, tire bottom are equipped with the beam being made of casing ply and/or rubber layer Tie up layer.

2. a kind of non-inflatable tyre as described in claim 1, it is characterised in that: the tail end of the arc surface of the fetus face is located at The axial outer end of tire bottom flat part, so that arc surface covers the fetus face of entire tire, the radius of arc surface is 10mm~20mm.

3. a kind of non-inflatable tyre as described in claim 1, it is characterised in that: the fin height of the tire bottom be 2mm~ 5mm, the axial minimum widith of fin are 1mm~3mm.

4. a kind of non-inflatable tyre as described in claim 1, it is characterised in that: the fin inner wall close to tire centerline is vertical Or tilt tire is axial, the fin inner wall of close tire centerline is concordant with the axial wall surface of concave ring or interlocks.

5. a kind of non-inflatable tyre as described in claim 1, it is characterised in that: the fin outside wall surface far from tire centerline sets one A axially extending fixture block.

6. a kind of non-inflatable tyre as described in claim 1, it is characterised in that: the casing ply of the bond course of the tire bottom is extremely It is less one layer, the casing ply is using any one material in cotton fiber, nylon, polyester, aramid fiber.

7. a kind of non-inflatable tyre as claimed in claim 6, it is characterised in that: the casing ply is two layers or two layers or more When, the axial width of radial outside casing ply is less than the axial width of radially inner side casing ply.

8. a kind of non-inflatable tyre as described in claim 1, it is characterised in that: the fetus face and the bond course of tire bottom are adopted With different rubber material structures, fetus face sizing material determine to stretch modulus less than the bond course of tire bottom rubber layer sizing determine stretch mould Amount.

9. a kind of non-inflatable tyre as claimed in claim 8, it is characterised in that: the rubber layer of the bond course of the tire bottom Rubber material setting is in flat part, fin and concave ring three or appoints among the two.

10. a kind of non-inflatable tyre as claimed in claim 9, it is characterised in that: flat part, the fin of the tire bottom are adopted With the rubber material of bond course, flat part and fin combination casing ply are set to the rubber radial outside of entire tire bottom.