CN212267157U

CN212267157U - Inflation-free tire for portable electric recreational vehicle

Info

Publication number: CN212267157U
Application number: CN202020731368.6U
Authority: CN
Inventors: 许美蕊
Original assignee: Cheng Shin Rubber Xiamen Ind Ltd
Current assignee: Cheng Shin Rubber Xiamen Ind Ltd
Priority date: 2020-05-07
Filing date: 2020-05-07
Publication date: 2021-01-01
Anticipated expiration: 2030-05-07

Abstract

The utility model discloses an exempt from pneumatic tire that portable electric recreational vehicle used, its characterized in that contains: the tire comprises a tread portion, a bead portion and a bottom portion, wherein the bottom portion is close to a tire rotating shaft and is matched with a rim, the bottom portion comprises a plurality of S-shaped supporting ribs which continuously extend along the circumferential direction of the tire, the S-shaped supporting ribs extend from the bottom portion to the radial direction of the tread portion, the bottom portion is divided into a plurality of lightening holes by the S-shaped supporting ribs which continuously extend along the circumferential direction, and two lightening holes which are adjacent in the circumferential direction are symmetrical along the circumferential central plane of the tire and are alternately arranged. The utility model discloses utilize the lightening hole can effectively reduce the weight of tire, realize the lightweight of tire, the S type that extends in succession along tire circumference supports the rib simultaneously and can make the tire can exert good supporting effect when going, promotes the durability of tire.

Description

Inflation-free tire for portable electric recreational vehicle

Technical Field

The utility model relates to a technical field of tire especially indicates a exempt from pneumatic tire structure that lightweight electric recreational vehicle used.

Background

In recent years, the market development of domestic recreational vehicles is rapid, and particularly portable electric recreational vehicles are more vigorously developed. The portable electric recreational vehicle is popular with young consumers due to the advantages of simple and convenient vehicle structure, light driving, strong entertainment and the like, and is gradually a new entertainment travel tool. Because the portable electric recreational vehicle particularly focuses on the endurance mileage of the vehicle, the requirement on the energy consumption of the battery is higher, and the requirement on the weight of the whole vehicle is also strict, so that the weight of the matched tire needs to be lightened. Meanwhile, along with the continuous promotion of the user to the driving safety requirement of the portable electric recreational vehicle, the potential safety hazard that the tire burst can be reduced by the matched tire is required.

In order to pursue the driving safety of a vehicle, the conventional portable electric recreational vehicle is often matched with a solid tire, the solid tire is filled with a full solid material, the solid tire can provide the supporting function of the tire under the inflation-free condition, the risk caused by tire burst can be avoided, and the driving safety of the vehicle can be ensured.

As shown in fig. 1, in order to reduce the weight of the tire, a plurality of circumferential holes 1 'or axial holes 2' are designed in the solid tire in the market, but the tire has insufficient support performance during running, and the tire is easy to collapse, so that the tire has poor durability. Further, the solid tire has poor heat dissipation properties, and tends to cause heat concentration during running, leading to melt-fracture of the inside of the solid tire, which ultimately affects the durability of the tire in use.

Therefore, when a general non-pneumatic tire is mounted on a portable electric recreational vehicle to run, the requirement of light weight, and the requirement of running support and durability cannot be satisfied at the same time.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to overcome the defect that the exempting from pneumatic tire of current lightweight electronic recreational vehicle can't satisfy lightweight and the support nature of going, the durability requirement simultaneously, and provide the exempting from pneumatic tire that the lightweight of a kind of assurance tire promoted the electronic recreational vehicle of the lightweight of going support performance and durability of tire used.

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

a non-pneumatic tire for a portable electric recreational vehicle, comprising: the tire comprises a tread portion, a bead portion and a bottom portion, wherein the bottom portion is close to a tire rotating shaft and is matched with a rim, the bottom portion comprises a plurality of S-shaped supporting ribs which continuously extend along the circumferential direction of the tire, the S-shaped supporting ribs extend from the bottom portion to the radial direction of the tread portion, the bottom portion is divided into a plurality of lightening holes by the S-shaped supporting ribs which continuously extend along the circumferential direction, and two lightening holes which are adjacent in the circumferential direction are symmetrical along the circumferential central plane of the tire and are alternately arranged.

After the scheme is adopted, the utility model discloses the weight that exempts from pneumatic tire that lightweight electric bicycle used utilizes the lightening hole can effectively reduce the tire realizes the lightweight of tire, supports the rib along the continuous S type that extends of tire circumference simultaneously and can make the tire can exert good supporting effect when going, promotes the durability of tire.

Furthermore, the circumferential width of the lightening hole gradually shrinks from one axial side of the tire bottom to the other axial side, namely the circumferential width of the outer end of the lightening hole is larger than that of the inner end of the lightening hole. The lightening holes adopt smaller circumferential width of the inner ends, so that enough supporting strength can be provided, and a good supporting effect can be exerted when the tire runs; the lightening hole adopts great outer end circumferential width can effectively reduce tire weight, realizes the lightweight of tire.

Further, in order to enable the supporting effect of the tire to be best, the ratio of the axial staggered distance between two circumferentially adjacent lightening holes to the axial width of the S-shaped supporting rib is 0.4-0.6. When the axial staggered distance between two circumferentially adjacent lightening holes is too small, the capability of reducing the weight of the tire is limited, and the lightening of the tire cannot be effectively realized; when the axial staggered distance between two circumferentially adjacent lightening holes is too large, the strength of edge connection between the S-shaped supporting rib and the tire bottom is affected, the supporting effect of the tire is reduced due to easy fracture and damage when the tire runs, and finally the durability of the tire is affected.

Further, the edge of the S-shaped supporting rib connected with the bottom of the tire is in any form of arc line, straight line or combination of the arc line and the straight line. Thus, the strength of the edge connection between the S-shaped support rib and the tire bottom can be ensured, and the trend of reducing the durability of the tire is avoided.

Further, the circumferential length of connection between S type support rib and the child bottom is 10 ~ 20 mm. When the circumferential length of the connection between the S-shaped support rib and the tire bottom is too small, the strength of the connection between the S-shaped support rib and the tire bottom is reduced, and when the tire runs, fracture and damage are easy to occur at the connection, so that the phenomena of insufficient support performance and poor durability of the tire are caused; when the circumferential length of the connection between the S-shaped support rib and the tire bottom is excessively large, the ability to reduce the weight of the tire is limited, failing to effectively contribute to the realization of the lightweight of the tire.

Further, the ratio of the distance between the radial outer end of the S-shaped support rib and the tread portion to the height of the tire section is 0.2-0.35. When the distance between the radially outer end of the S-shaped support rib and the tread portion is too small, insufficient support of the tread portion of the tire will result, affecting the durability of the tire in running; when the distance between the radially outer end of the S-shaped support rib and the tread portion is excessively large, the ability to reduce the weight of the tire is limited, and it is not possible to effectively contribute to the reduction in weight of the tire.

Further, the distance between the axial edge of the bottom of the S-shaped support rib at the bottom of the tire and the axial outer end of the bottom of the tire is 5-10 mm. When the distance between the axial edge of the bottom of the S-shaped support rib and the axial outer end of the bottom of the tire is too small, the strength of the bottom of the tire is affected, so that the early damage of the bottom of the tire is easy to occur when the tire runs, and the durability of the tire is affected finally; when the distance between the axial edge of the bottom of the S-shaped support rib and the axial outer end of the bottom of the tire is too large, the ability of reducing the weight of the tire is limited, and the reduction of the weight of the tire cannot be effectively facilitated.

Further, the bead axial edges of the S-shaped support ribs near the bead portions are straight lines or arcs that are convex toward the bead portions. When the tire runs under load, the tire can be provided with enough supporting deformation, and the weight of the tire can be reduced to the maximum extent.

Further, when the bead axial edges of the S-shaped support ribs near the bead portion are arcs protruding toward the bead portion, the minimum axial distance between the bead axial edges of the S-shaped support ribs near the bead portion and the bead portion is 5 to 10 mm. When the minimum axial distance between the bead axial edge of the S-shaped support rib close to the bead portion and the bead portion is too small, insufficient support of the bead portion of the tire may result, affecting the durability of the tire during running; when the minimum axial distance between the bead axial edge of the S-shaped support rib close to the bead portion and the bead portion is excessively large, the ability to reduce the weight of the tire is limited, and the weight reduction of the tire cannot be effectively achieved.

Further, the S-shaped support ribs are arranged on the bottom surface of the tire bottom in any one of a flush manner, a radial convex manner and a radial concave manner. Thus, sufficient support strength can be provided, a good support effect can be achieved when the tire runs, the weight of the tire can be effectively reduced, and the light weight of the tire is realized.

Drawings

FIG. 1 is a schematic cross-sectional view of a prior art tire.

Fig. 2 is a schematic cross-sectional view of an embodiment of the tire of the present invention.

Fig. 3 is a schematic view of the bottom portion a of the tire of fig. 2 in a spread state.

Fig. 4 is a schematic view of the bottom portion a of the tire according to the other embodiment of fig. 2.

Fig. 5 is a schematic view of the bottom a of the tire according to yet another embodiment of fig. 2.

Fig. 6 is a schematic cross-sectional view of another embodiment of the tire of the present invention.

Fig. 7 is a schematic cross-sectional view of another embodiment of the tire of the present invention.

Fig. 8 is a schematic cross-sectional view of another embodiment of the tire of the present invention.

Fig. 9 is a schematic perspective view of a half of a tire according to an embodiment of the present invention.

Detailed Description

In order to further explain the technical solution of the present invention, the present invention is explained in detail by the following embodiments.

As shown in fig. 2 to 9, the present invention discloses a non-pneumatic tire for a portable electric leisure vehicle, wherein the vertical direction is set to be the radial direction of the tire in fig. 2, the radial inner side is close to the rotating shaft of the tire, the radial outer side is away from the rotating shaft of the tire, the direction of the vertical paper surface is set to be the circumferential direction of the tire, and the lateral direction is set to be the axial direction of the tire.

As shown in fig. 2, fig. 3 and fig. 9, the utility model discloses portable electronic recreational vehicle is with exempting from pneumatic tire contains tread portion 1, bead portion 2 and child bottom 3, child bottom 3 is close to the tire revolving axle and realizes cooperating with the rim, child bottom 3 includes a plurality of S type support rib 31 along tire circumference extension in succession, S type support rib 31 is by child bottom 3 to tread portion 1 radial extension, a plurality of lightening holes 32 are cut apart into with child bottom 3 to the S type support rib 31 of circumference extension in succession, two adjacent lightening holes 32 of circumference are along tire circumference central plane symmetry and mutual alternate arrangement. The lightening holes 32 can effectively reduce the weight of the tire, realize the light weight of the tire, and simultaneously the S-shaped supporting ribs 31 continuously extending along the circumferential direction of the tire can ensure that the tire can play a good supporting effect during running, thereby improving the durability of the tire.

As shown in fig. 3, the circumferential width of the lightening hole 32 gradually shrinks from one side to the other side in the axial direction of the tire bottom 3, namely: the outer end circumferential width D1 of the lightening holes 32 is greater than the inner end circumferential width D2. The lightening holes adopt smaller circumferential width of the inner ends, so that enough supporting strength can be provided, and a good supporting effect can be exerted when the tire runs; the lightening hole adopts great outer end circumferential width can effectively reduce tire weight, realizes the lightweight of tire.

In order to exert the best supporting effect of the tire, the ratio of the axial staggered distance D3 between two circumferentially adjacent lightening holes 32 to the axial width D4 of the S-shaped supporting rib 31 is 0.4-0.6. When the axial staggered distance D3 between two circumferentially adjacent lightening holes 32 is too small, the capability of reducing the weight of the tire is limited, and the reduction of the weight of the tire cannot be effectively realized; when the axial staggered distance D3 between two circumferentially adjacent lightening holes 32 is too large, the strength of the edge connection between the S-shaped support rib 31 and the tire bottom 3 will be affected, fracture breakage will easily occur when the tire is running, the support effect of the tire will be reduced, and the durability of the tire will be affected finally.

Furthermore, the edges of the S-shaped support ribs 31 that connect to the bottom 3 of the tire may be in the form of arcs or straight lines or a combination of both. This ensures the strength of the edge connection between the S-shaped support rib 31 and the tire bottom 3, and avoids the tendency of the durability of the tire to decrease. As shown in fig. 3, the edge of the S-shaped support rib 31 of the present embodiment connected to the tire bottom 3 is curved. Another embodiment, as shown in figure 4, is that the edges of the S-shaped support ribs 31 that are connected to the bottom 3 of the tyre are rectilinear. Yet another embodiment is shown in fig. 5 where the edges of the S-shaped support ribs 31 that connect to the bottom 3 of the tire are a combination of curved and straight lines.

As shown in FIG. 3, the circumferential length L1 of the connection between the S-shaped support rib 31 and the tire bottom 3 is 10 to 20 mm. When the circumferential length L1 of the connection between the S-shaped support rib 31 and the tire bottom 3 is too small, the strength of the connection between the S-shaped support rib 31 and the tire bottom 3 will be reduced, and fracture and breakage easily occur at this point when the tire is running, resulting in phenomena of insufficient support and durability of the tire; when the circumferential length L1 of the connection between the S-shaped support rib 31 and the tire bottom 3 is too large, the ability to reduce the weight of the tire is limited, failing to effectively contribute to the reduction in weight of the tire.

As shown in FIG. 2, the ratio of the distance D5 between the radially outer end of the S-shaped support rib 31 and the tread portion 1 to the tire section height H is 0.2 to 0.35. When the distance D5 between the radially outer end of the S-shaped support rib 31 and the tread portion 1 is too small, insufficient support of the tire tread portion 1 will result, affecting the durability of the tire in running; when the distance D5 between the radially outer end of the S-shaped support rib 31 and the tread portion 1 is too large, the ability to reduce the weight of the tire is limited, failing to effectively contribute to the reduction in the weight of the tire.

Meanwhile, the distance D6 between the bottom axial edge 31a of the S-shaped support rib 31 of the bottom portion 3 and the axial outer end 3a of the bottom portion 3 is 5 to 10 mm. When the distance D6 between the bottom axial edge 31a of the S-shaped support rib 31 and the axially outer end 3a of the bottom portion 3 is too small, the strength of the bottom portion 3 will be affected, so that early breakage of the bottom portion 3 is likely to occur during running of the tire, eventually affecting the durability of the tire; when the distance D6 between the bottom axial edge 31a of the S-shaped support rib 31 and the axially outer end 3a of the bottom portion 3 is too large, the ability to reduce the weight of the tire is limited, failing to effectively contribute to the reduction in weight of the tire.

The bead axial edges 31b of the S-shaped support ribs 31 adjacent to the bead portion 2 may be straight lines or arcs that are convex toward the bead portion 2. When the tire runs under load, the tire can be provided with enough supporting deformation, and the weight of the tire can be reduced to the maximum extent. In the present embodiment shown in fig. 2, the bead axial edges 31b of the S-shaped support ribs 31 near the bead portion 2 are straight lines, and in the other embodiment shown in fig. 6, the bead axial edges 31b of the S-shaped support ribs 31 near the bead portion 2 are curved lines that are convex toward the bead portion 2. When the bead axial edge 31b of the S-shaped support rib 31 near the bead portion 2 is an arc convex toward the bead portion 2, the minimum axial distance D7 between the bead axial edge 31b of the S-shaped support rib 31 near the bead portion 2 and the bead portion 2 is 5 to 10 mm. When the minimum axial distance D7 between the bead axial edge 31b of the S-shaped support rib 31 adjacent to the bead portion 2 and the bead portion 2 is too small, insufficient support of the tire bead portion 2 will result, affecting the durability of the tire during running; when the minimum axial distance D7 between the bead axial edge 31b of the S-shaped support rib 31 near the bead portion 2 and the bead portion 2 is too large, the ability to reduce the weight of the tire is limited, and the weight reduction of the tire cannot be effectively achieved.

Further, the S-shaped support ribs are provided on the bottom surface 3b of the tire bottom portion 3 in any one of flush, radially convex, and radially concave. As shown in FIG. 2, the S-shaped support rib 31 of this embodiment is flush with the bottom surface 3b of the tire bottom 3, and as shown in FIG. 7, the S-shaped support rib 31 is in a further embodiment radially recessed in the bottom surface 3b of the tire bottom 3, and as shown in FIG. 8, the S-shaped support rib 31 is in a further embodiment radially protruding from the bottom surface 3b of the tire bottom 3. Thus, sufficient support strength can be provided, a good support effect can be achieved when the tire runs, the weight of the tire can be effectively reduced, and the light weight of the tire is realized.

Various lightweight recreational vehicle tires of tire size 8 × 1/2X2 were prototyped using the tire construction patterns as shown in fig. 2 to 9 and subjected to performance tests and evaluations. The rims matched with the front wheel and the rear wheel of each test tire are mounted on a portable leisure vehicle and run on a paved road surface, the running support performance is evaluated through the sense of a driver, and the wear and damage degree of the tested tires is visually evaluated to evaluate the durability of the tires. Meanwhile, the weight of solid tires of the same section is compared, and the lightweight level of the tires is evaluated by testing the vehicle battery loss of the same mileage.

Adopt can be confirmed through the test result the utility model discloses exempt from behind the pneumatic tire structure, promote support nature and durability when can ensure the lightweight that the tire traveles.

The above embodiments and drawings are not intended to limit the form and style of the present invention, and any suitable changes or modifications made by those skilled in the art should not be construed as departing from the scope of the present invention.

Claims

1. The utility model provides an exempt from pneumatic tire that lightweight electric bicycle used which characterized in that contains: the tire comprises a tread portion, a bead portion and a bottom portion, wherein the bottom portion is close to a tire rotating shaft and is matched with a rim, the bottom portion comprises a plurality of S-shaped supporting ribs which continuously extend along the circumferential direction of the tire, the S-shaped supporting ribs extend from the bottom portion to the radial direction of the tread portion, the bottom portion is divided into a plurality of lightening holes by the S-shaped supporting ribs which continuously extend along the circumferential direction, and two lightening holes which are adjacent in the circumferential direction are symmetrical along the circumferential central plane of the tire and are alternately arranged.

2. A non-pneumatic tire for a portable electric leisure vehicle as claimed in claim 1, wherein: the circumferential width of the lightening hole gradually shrinks from one axial side of the tire bottom to the other axial side, namely the circumferential width of the outer end of the lightening hole is larger than that of the inner end of the lightening hole.

3. A non-pneumatic tire for a portable electric leisure vehicle as claimed in claim 1 or 2, wherein: the ratio of the axial staggered distance between two circumferentially adjacent lightening holes to the axial width of the S-shaped supporting rib is 0.4-0.6.

4. A non-pneumatic tire for a portable electric leisure vehicle as claimed in claim 1, wherein: the edge of the S-shaped support rib connected with the bottom of the tire is in any form of arc line, straight line or combination of the arc line and the straight line.

5. A non-pneumatic tire for a portable electric leisure vehicle as claimed in claim 1, wherein: the circumferential length of connection between S type support rib and the child bottom is 10 ~ 20 mm.

6. A non-pneumatic tire for a portable electric leisure vehicle as claimed in claim 1, wherein: the ratio of the distance between the radial outer end of the S-shaped support rib and the tread portion to the height of the tire section is 0.2-0.35.

7. A non-pneumatic tire for a portable electric leisure vehicle as claimed in claim 1, wherein: the distance between the axial edge of the bottom of the tire of the S-shaped support rib positioned at the bottom of the tire and the axial outer end of the bottom of the tire is 5-10 mm.

8. A non-pneumatic tire for a portable electric leisure vehicle as claimed in claim 1, wherein: the bead axial edges of the S-shaped support ribs adjacent the bead portions are straight lines or arcs that are convex toward the bead portions.

9. A non-pneumatic tire for a portable electric recreational vehicle, according to claim 8, wherein: when the axial edge of the tire bead of the S-shaped support rib close to the tire bead part is an arc line protruding towards the tire bead part, the minimum axial distance between the axial edge of the tire bead of the S-shaped support rib close to the tire bead part and the tire bead part is 5-10 mm.

10. A non-pneumatic tire for a portable electric leisure vehicle as claimed in claim 1, wherein: the S-shaped supporting ribs are arranged on the bottom surface of the tire bottom in any one of a mode of being flush, radially convex or radially concave.