CN212353484U - Non-inflatable tyre and wheel - Google Patents

Abstract

The utility model relates to an exempt from pneumatic tire and wheel sets up two at least resilience grooves on the tire surface including to the diapire in control resilience groove keeps the interval with the tyre tread, promptly, the tyre tread is not run through to the resilience groove, makes the resilience groove be blind groove structure, guarantees that the tyre tread structure is complete. Meanwhile, a supporting part is formed between two adjacent rebound grooves, and when the tire body is subjected to impact force, the impact force is mainly transmitted to the supporting part from the outer tire surface; and then transmitted to the hub through the supporting part. Because the supporting part both sides all are equipped with the resilience groove, therefore, effectively improve the elasticity function of matrix structure, before impact force transmits wheel hub completely, the supporting part pressurized can arch up to the resilience inslot of both sides and take place elastic deformation, make the both sides of supporting part receive structure itself because of the resilience internal stress that produces of warping, offset partial impact force, make the impact energy who acts on the matrix obtain effective absorption, guarantee to exempt from pneumatic tire and have good shock-absorbing capacity, effectively promote the comfort level that the vehicle was ridden or was driven.

Description

Non-inflatable tyre and wheel

Technical Field

The utility model relates to a tire technical field especially relates to exempt from pneumatic tire and wheel.

Background

The inflation-free tire is a tire which realizes the shock absorption and buffering performance without air pressure, namely, the tire which realizes the supporting and buffering performance only by using the material and the structure of the tire without inflation or air. Because of the advantages of inflation-free, puncture-proof, tire burst-proof and the like, the inflation-free tire is more and more popular and is widely used in the vehicle industry.

The structure of the current commonly used tire is various and the function is different, so that the unified and excellent function and purpose are difficult to achieve. The conventional inflation-free tire body structure mainly has the problems of poor comfort, insufficient elasticity and the like, and is difficult to optimize and exert the use characteristics of the vehicle by combining the application of an actual vehicle. Therefore, the use of the user is seriously influenced, and the comfort level of riding or driving of the vehicle is greatly reduced.

SUMMERY OF THE UTILITY MODEL

Accordingly, there is a need for a non-pneumatic tire and wheel with good comfort and resilience.

The utility model provides an exempt from pneumatic tire, exempt from pneumatic tire includes the matrix, the interior tread and the tyre tread that have relative setting on the matrix, interior tread encircles and forms the installation cavity that is used for supplying wheel hub to pack into, be equipped with two at least resilience grooves on the interior tread, at least two resilience groove along the circumference interval of installation cavity sets up, and adjacent two be formed with between the resilience groove be used for with wheel hub conflict complex supporting part, resilience groove is kept away from the cell wall of interior tread with leave the interval between the tyre tread.

Foretell exempt from pneumatic tire sets up two at least resilience grooves on the tire surface including to the diapire in control resilience groove keeps the interval with the tyre surface, promptly, and the resilience groove does not run through the tyre surface, makes the resilience groove be blind groove structure, guarantees that the tyre surface structure is complete. Meanwhile, a supporting part is formed between two adjacent rebound grooves, and when the tire body is subjected to impact force, the impact force is mainly transmitted to the supporting part from the outer tire surface; and then transmitted to the hub through the supporting part. Because the supporting part both sides all are equipped with the resilience groove, therefore, effectively improve the elasticity function of matrix structure, before impact force transmits wheel hub completely, the supporting part pressurized can arch up to the resilience inslot of both sides and take place elastic deformation, make the both sides of supporting part receive structure itself because of the resilience internal stress that produces of warping, offset partial impact force, make the impact energy who acts on the matrix obtain effective absorption, guarantee to exempt from pneumatic tire and have good shock-absorbing capacity, effectively promote the comfort level that the vehicle was ridden or was driven. Simultaneously, the impact force offsets and absorbs the back, and the elastic deformation homoenergetic that supporting part and tire tread all take place in the resilience groove resumes to initial condition rapidly, guarantees to exempt from pneumatic tire to have better resilience performance. In addition, set up the resilience groove at the tire tread including to control and keep the interval between resilience groove and the tire tread, when wheel hub packs into the installation cavity, the resilience groove is in encapsulated situation completely, not only is favorable to guaranteeing to exempt from pneumatic tire surface integrality, but also is favorable to improving resilience function in the resilience groove.

In one embodiment, the rebound groove is cut in a plane perpendicular to the depth direction of the rebound groove to obtain a cross section, and the area of the cross section is reduced along the direction from the inner tread to the outer tread.

In one embodiment, the groove walls of the rebound groove comprise a first side wall and a second side wall which are oppositely arranged, the first side wall and the second side wall are respectively correspondingly positioned on two adjacent supporting parts, and in the same rebound groove, the distance between the first side wall and the second side wall is gradually reduced along the direction from the inner tread to the outer tread.

In one embodiment, the groove walls of the rebound groove include a third sidewall and a fourth sidewall which are oppositely arranged, the third sidewall and the fourth sidewall are respectively connected between the first sidewall and the second sidewall, and the distance between the third sidewall and the fourth sidewall is gradually reduced along the direction from the inner tread to the outer tread in the same rebound groove.

In one embodiment, two sides of the third sidewall are respectively connected with the first sidewall and the second sidewall in a smooth transition manner.

In one embodiment, two sides of the fourth sidewall are respectively connected with the first sidewall and the second sidewall in a smooth transition manner.

In one embodiment, the tire body further comprises two side surfaces connected between the outer tread and the inner tread, at least one side surface is provided with a buffer hole, and a distance is reserved between the bottom wall of the buffer hole and the rebound groove.

In one embodiment, the distance between the bottom wall of the buffer hole and a groove wall of the rebound groove close to the buffer hole is greater than or equal to 5 mm.

In one embodiment, the rebound groove is arranged on the tire body along the radial extension of the mounting cavity and is spaced from the outer tread.

In one embodiment, the carcass comprises a main body part and a bulge part, the bulge part is arranged on the main body part, the mounting cavity is arranged in the bulge part, the inner tread is arranged on one side surface of the bulge part facing the mounting cavity, the outer tread is arranged on one side surface of the main body part facing away from the mounting cavity, and the rebound groove penetrates through the bulge part and extends into the main body part.

In one embodiment, the carcass is an elastomeric carcass.

In one embodiment, the tread is provided with a non-slip portion.

A wheel comprising a hub and an airless tire as claimed in any one of the preceding claims, said hub being fitted into said mounting cavity.

Foretell wheel, the exempts from pneumatic tire more than adopting sets up two at least resilience grooves on the tread including to the diapire of control resilience groove keeps the interval with the tyre tread, promptly, the resilience groove does not run through the tyre tread, makes the resilience groove be blind groove structure, guarantees that the tyre tread structure is complete. Meanwhile, a supporting part is formed between two adjacent rebound grooves, and when the tire body is subjected to impact force, the impact force is mainly transmitted to the supporting part from the outer tire surface; and then transmitted to the hub through the supporting part. Because the supporting part both sides all are equipped with the resilience groove, therefore, effectively improve the elasticity function of matrix structure, before impact force transmits wheel hub completely, the supporting part pressurized can arch up to the resilience inslot of both sides and take place elastic deformation, make the both sides of supporting part receive structure itself because of the resilience internal stress that produces of warping, offset partial impact force, make the impact energy who acts on the matrix obtain effective absorption, guarantee to exempt from pneumatic tire and have good shock-absorbing capacity, effectively promote the comfort level that the vehicle was ridden or was driven. Simultaneously, the impact force offsets and absorbs the back, and the elastic deformation homoenergetic that supporting part and tire tread all take place in the resilience groove resumes to initial condition rapidly, guarantees to exempt from pneumatic tire to have better resilience performance. In addition, set up the resilience groove at the tire tread including to control and keep the interval between resilience groove and the tire tread, when wheel hub packs into the installation cavity, the resilience groove is in encapsulated situation completely, not only is favorable to guaranteeing to exempt from pneumatic tire surface integrality, but also is favorable to improving resilience function in the resilience groove.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this application, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification.

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.

FIG. 1 is a perspective view of a non-pneumatic tire structure according to one embodiment;

FIG. 2 is another perspective view of a non-pneumatic tire structure according to one embodiment;

FIG. 3 is a cross-sectional view of a structure of a non-pneumatic tire according to an embodiment.

100. A non-pneumatic tire; 110. a carcass; 111. a main body portion; 1111. an outer tread; 1112. a sidewall surface; 112. a boss portion; 1121. an inner tread; 113. a rebound groove; 1131. a first side wall; 1132. a second side wall; 1133. a third side wall; 1134. a fourth side wall; 114. a support portion; 115. a mounting cavity; 116. a buffer hole; 117. and an anti-slip part.

Detailed Description

In order to make the above objects, features and advantages of the present invention more comprehensible, embodiments of the present invention are described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein, as those skilled in the art will be able to make similar modifications without departing from the spirit and scope of the present invention.

In one embodiment, referring to fig. 1 and fig. 3, an inflation-free tire 100, the inflation-free tire 100 includes a tire body 110. The carcass 110 has an inner tread 1121 and an outer tread 1111 disposed opposite to each other. The inner tube surface 1121 surrounds a mounting cavity 115 for mounting a hub, and at least two rebound grooves 113 are formed on the inner tube surface 1121. At least two rebound grooves 113 are arranged at intervals along the circumferential direction of the mounting cavity 115, and a supporting part 114 for interference fit with the hub is formed between two adjacent rebound grooves 113. The groove wall of the rebound groove 113 away from the inner tread 1121 is spaced from the outer tread 1111.

In the above-mentioned non-pneumatic tire 100, at least two rebound grooves 113 are formed on the inner tread 1121, and the bottom wall of the rebound groove 113 is controlled to keep a distance from the outer tread 1111, that is, the rebound groove 113 does not penetrate through the outer tread 1111, so that the rebound groove 113 has a blind groove structure, and the structural integrity of the outer tread 1111 is ensured. Meanwhile, a support part 114 is formed between two adjacent rebound grooves 113, and when the tire body 110 is subjected to impact force, the impact force is mainly transmitted to the support part 114 from the tread 1111; and then transmitted to the hub through the support portion 114. Because supporting portion 114 both sides all are equipped with resilience groove 113, therefore, effectively improve the elastic function of matrix 110 structure, before the impact force transmits wheel hub completely, supporting portion 114 pressurized can arch up to the resilience groove 113 of both sides and take place elastic deformation, make the both sides of supporting portion 114 receive the structure itself because of the resilience internal stress that produces that warp, offset partial impact force, make the impact energy who is used in on matrix 110 obtain effective absorption, guarantee to exempt from pneumatic tire 100 and have good shock-absorbing capacity, effectively promote the comfort level that the vehicle was ridden or was driven. Meanwhile, after the impact force is offset and absorbed, the elastic deformation of the supporting portion 114 and the tread 1111 in the rebound groove 113 can be rapidly recovered to the initial state, so that the non-pneumatic tire 100 has better rebound performance. In addition, the inner tread 1121 is provided with the rebound groove 113, and the distance between the rebound groove 113 and the outer tread 1111 is controlled to be kept, when the hub is installed in the installation cavity 115, the rebound groove 113 is completely in a closed state, which is not only beneficial to ensuring the surface integrity of the non-pneumatic tire 100, but also beneficial to improving the rebound performance in the rebound groove 113.

It should be noted that when the hub is installed in the installation cavity 115, the tire body 110 is tightly fitted on the hub, and at this time, the notch of the rebound groove 113 is completely or approximately completely closed by the surface of the hub, so that the rebound performance in the rebound groove 113 becomes better.

It should be noted that the present embodiment does not specifically limit the specific shape of the rebound groove 113, and only needs to be disposed on the inner tread 1121 at intervals, such as: the shape of the rebound slots 113 can be oval, circular, square, rectangular, rounded rectangular, pentagonal, etc. Further, a groove wall of the resilient groove 113 remote from the inner tread 1121 can be understood as a bottom wall of the resilient groove 113. Meanwhile, the spacing between the rebound grooves 113 and the tread 1111 should be understood as: the rebound grooves 113 are blind, i.e., do not extend through the tread 1111. Wherein, the interval size between bounce groove 113 and the tyre surface 1111 needs and the concrete design according to actual tire size, does not specifically prescribe herein, only need satisfy bounce groove 113 non-through hole structure can.

Specifically, referring to fig. 1, the opening of the rebound groove 113 on the inner tread 1121 is elongated.

Further, referring to fig. 1 and 3, the cross section of the rebounding groove 113 is obtained by cutting the rebounding groove 113 in a plane perpendicular to the depth direction of the rebounding groove 113. The area of the cross-section decreases in the direction from inner tread 1121 to outer tread 1111. As can be seen from this, the rebound groove 113 of the present embodiment has a large area at one end close to the inner tread 1121 and a small area at one end close to the outer tread 1111 in the tire body 110, that is, the space of the rebound groove 113 is larger closer to the inner tread 1121, so that the impact force transmitted to the inner tread 1121 is gradually reduced by the arching deformation of the support portion 114 to the rebound grooves 113 on both sides, and the shock absorbing effect of the non-pneumatic tire 100 is further improved. In addition, the cross section area of the rebound groove 113 is reduced, so that the demolding is easy in the manufacturing process, and the demolding rate and the forming rate of the product are improved.

It should be noted that a decreasing trend is understood as: the area of the cross section may gradually decrease and change along the direction from the inner tread 1121 to the outer tread 1111; or first decrease, then remain unchanged, and finally, have a decrease, etc. Meanwhile, the cross section obtained by cutting back the rebounding groove 113 in a plane perpendicular to the depth direction of the rebounding groove 113 should be understood as: the rebounding groove 113 is cut by a plane, the plane is perpendicular to the depth direction of the rebounding groove 113, after the cutting, the groove wall of the rebounding groove 113 forms an external contour line on the plane, and the area enclosed by the external contour line is the area of the cross section.

In addition, in order to facilitate understanding of the depth direction and the cross-sectional area of the rebound groove 113 of the present embodiment, taking fig. 3 as an example, the depth direction of the rebound groove 113 is S in fig. 3₁The direction of the representation; area of the cross-section using S in FIG. 3₂And (4) performing representation.

Further, referring to fig. 1 and fig. 3, the groove wall of the rebounding groove 113 includes a first side wall 1131 and a second side wall 1132 that are disposed opposite to each other. The first side wall 1131 and the second side wall 1132 are respectively located on two adjacent support portions 114, and in the same rebound groove 113, a distance between the first side wall 1131 and the second side wall 1132 gradually decreases along a direction from the inner tread 1121 to the outer tread 1111. As can be seen, the distance between the two opposite sidewalls of the rebound groove 113 gradually decreases in the direction from the inner tread 1121 to the outer tread 1111, that is, the rebound groove 113 is in or approximately in an inverted "eight" shape, so that at least one of the first sidewall 1131 and the second sidewall 1132 is obliquely disposed. When the tire body 110 is pressed, the impact force transmitted to the supporting portion 114 is better distributed on the first side wall 1131 or the second side wall 1132, so that the supporting portion 114 arches and elastically deforms from the first side wall 1131 or the second side wall 1132 to the inner part of the rebound groove 113, and therefore the impact force on the supporting portion 114 is better offset and absorbed, the force of the impact on the hub is effectively weakened, and the comfort of a user in the riding or driving process is ensured.

In one embodiment, referring to fig. 3, the walls of the rebounding slot 113 include a third sidewall 1133 and a fourth sidewall 1134 disposed opposite to each other. Third and fourth sidewalls 1133 and 1134 are connected between first and second sidewalls 1131 and 1132, respectively, and in the same rebound groove 113, the distance between third and fourth sidewalls 1133 and 1134 gradually decreases in the direction from inner tread 1121 to outer tread 1111. As can be seen, the distance between the two opposite side walls of the rebound groove 113 gradually decreases in the direction from the inner tread 1121 to the outer tread 1111, that is, the rebound groove 113 has an inverted "eight" shape or approximately an inverted "eight" shape, so that at least one of the third side wall 1133 and the fourth side wall 1134 is disposed obliquely. When the carcass 110 is compressed, part of the impact force is also transmitted to the opposite sides of the carcass 110, so that the impact force on the two sides of the carcass 110 acts on the third sidewall 1133 or the fourth sidewall 1134 better along the force transmission direction, and thus the part of the impact force is offset and absorbed better, and the use comfort of the product is further improved.

In an embodiment, referring to fig. 1 and fig. 3, two sides of the third sidewall 1133 are respectively in smooth transition connection with the first sidewall 1131 and the second sidewall 1132, so that stress concentration at the junctions between the third sidewall 1133 and the first sidewall 1131, and between the third sidewall 1133 and the second sidewall 1132 is respectively eliminated, and tearing directly from the junctions between the third sidewall 1133 and the first sidewall 1131, and between the third sidewall 1133 and the second sidewall 1132 when the carcass 110 is pressed is effectively avoided, so as to greatly improve the compression resistance and stability of the structure of the non-pneumatic tire 100. Meanwhile, the two sides of the third sidewall 1133 are respectively in smooth transition connection with the first sidewall 1131 and the second sidewall 1132, which is also beneficial to ensure that the force transmission between the third sidewall 1133 and the first sidewall 1131 and the second sidewall 1132 is smooth, so that the impact force is uniformly distributed in the tire body 110.

Specifically, referring to fig. 3, the third sidewall 1133 is a circular arc-shaped wall.

In one embodiment, referring to fig. 3, two sides of the fourth sidewall 1134 are respectively connected to the first sidewall 1131 and the second sidewall 1132 in a rounded transition manner. Similarly, the stress concentration at the interfaces between the fourth sidewall 1134 and the first sidewall 1131, between the fourth sidewall 1134 and the second sidewall 1132 is favorably eliminated, and the tire body 110 is effectively prevented from being torn directly from the interfaces between the fourth sidewall 1134 and the first sidewall 1131, between the fourth sidewall 1134 and the second sidewall 1132 when being pressed, so that the compression resistance and the stability of the structure of the non-pneumatic tire 100 are greatly improved.

Specifically, referring to fig. 3, the fourth sidewall 1134 is a circular arc-shaped wall.

In one embodiment, referring to fig. 1, the carcass 110 also has two sidewall surfaces 1112 connected between the exterior tread 1111 and the interior tread 1121. At least one of the sidewall surfaces 1112 is provided with a cushion hole 116, and a space is left between the bottom wall of the cushion hole 116 and the rebound groove 113. Therefore, the carcass 110 of the present embodiment may be perforated in one side or in both sides. When the buffer hole 116 is provided on the sidewall 1112, the structure on the sidewall 1112 is effectively improved, so that the elastic function on the sidewall 1112 is improved. When the tire body 110 is impacted, part of the impact force can be transmitted to the side wall surfaces 1112 on the two sides, because the side wall surfaces 1112 are provided with the buffer holes 116, therefore, the pressed tire body 110 can generate elastic deformation in the buffer holes 116, so that the impact force is weakened gradually in the deformation process, the impact force is prevented from being directly transmitted to the wheel hub and acting on the body of a user, and thus the rebound grooves 113 on the inner tire surface 1121 are matched, the structures of the middle part and the two side parts of the tire body 110 are effectively improved, the shock absorption and buffering performance of the inflation-free tire 100 is greatly improved, and the use comfort of the product is further improved.

It should be noted that the spacing between the bottom wall of the buffer hole 116 and the rebound groove 113 is to be understood as follows: the buffer hole 116 does not communicate with the rebound groove 113, that is, the buffer hole 116 is spaced apart from the rebound groove 113. The bottom wall of the relief hole 116 may be a wall of the relief hole 116 away from the sidewall 1112, or may be a wall of the relief hole 116 opposite the opening.

It should be further noted that the shape of the buffer hole 116 may be various, and the embodiment is not particularly limited, for example: the shape of the buffer holes 116 is circular, oval, triangular, convex lens-shaped, concave lens-shaped, square, rectangular, etc.

Further, referring to fig. 3, the distance between the bottom wall of the buffering hole 116 and a groove wall of the rebound groove 113 close to the buffering hole 116 is greater than or equal to 5mm, so that the distance between the buffering hole 116 and the rebound groove 113 is reasonably controlled, the structure between the buffering hole 116 and the rebound groove 113 has certain strength, and the phenomenon that the tire body 110 collapses between the buffering hole 116 and the rebound groove 113 due to the fact that the distance between the buffering hole 116 and the rebound groove 113 is too close is avoided.

Note that, in order to facilitate understanding of the distance between the bottom wall of the cushion hole 116 and the rebound groove 113, taking fig. 3 as an example, the distance D between the bottom wall of the cushion hole 116 and the rebound groove 113 is shown in fig. 3.

In one embodiment, referring to fig. 2, the plurality of cushioning holes 116 are spaced around the periphery of the mounting cavity 115, such that the impact force is effectively cushioned and weakened regardless of the direction from which the impact force acts on the sidewall 1112, thereby ensuring that the user is more comfortable during riding or driving.

In one embodiment, referring to fig. 3, the rebound groove 113 is disposed on the tire body 110 along the radial direction of the installation cavity 115 and spaced apart from the tread 1111, so that the stress on the groove wall of the rebound groove 113 is more uniform, which is beneficial to improve the structural stability of the tire body 110.

In one embodiment, referring to fig. 1, the carcass 110 includes a main body 111 and a convex portion 112. The boss 112 is provided on the body 111, and a mounting cavity 115 is provided in the boss 112. The inner tread 1121 is provided on a side of the lug 112 facing the mounting cavity 115. The tread 1111 is located on the side of the main body 111 facing away from the mounting cavity 115, and the rebound groove 113 extends through the boss 112 and into the main body 111, so that both the comfort and the rebound of the carcass 110 are effectively improved. When the hub is installed in the installation cavity 115, the boss 112 is clamped into the steel ring of the hub.

In one embodiment, referring to fig. 1, the carcass 110 is a synthetic rubber carcass, which not only helps to reduce the overall weight of the carcass 110, but also helps to enhance the resilience of the carcass 110, and increases the comfort of riding, so that riding is easier.

The synthetic rubber is also called a synthetic elastomer, and is a synthetic high-elasticity polymer.

Specifically, the carcass 110 of the present embodiment is a light and elastic modified synthetic rubber carcass 110, wherein the light and elastic modified synthetic rubber component is prepared from natural rubber, butyl rubber, carbon black, vulcanizing agent and other raw materials. Wherein the specific gravity of the traditional rubber is 1.18g/cm³(ii) a The elasticity was 30%. The specific gravity of the light and elastic modified synthetic rubber is 0.90 g/cm; the elasticity was 35%.

In one embodiment, referring to fig. 1, the tread 1111 is provided with an anti-skid portion 117, so as to improve the anti-skid performance of the non-pneumatic tire 100 and ensure the driving safety.

Specifically, referring to fig. 1, the anti-slip portion 117 is an anti-slip groove, and the anti-slip groove is distributed on the outer tread 1111 in a bat shape.

In one embodiment, referring to fig. 1 and 3, a wheel includes a hub and the non-pneumatic tire 100 of any of the above embodiments. The hub fits into the mounting cavity 115.

The above wheel adopts the above non-pneumatic tire 100, the inner tread 1121 is provided with at least two rebound grooves 113, and the bottom wall of the rebound groove 113 is controlled to keep a distance from the outer tread 1111, that is, the rebound groove 113 does not penetrate through the outer tread 1111, so that the rebound groove 113 is of a blind groove structure, and the structural integrity of the outer tread 1111 is ensured. Meanwhile, a support part 114 is formed between two adjacent rebound grooves 113, and when the tire body 110 is subjected to impact force, the impact force is mainly transmitted to the support part 114 from the tread 1111; and then transmitted to the hub through the support portion 114. Because supporting portion 114 both sides all are equipped with resilience groove 113, therefore, effectively improve the elastic function of matrix 110 structure, before the impact force transmits wheel hub completely, supporting portion 114 pressurized can arch up to the resilience groove 113 of both sides and take place elastic deformation, make the both sides of supporting portion 114 receive the structure itself because of the resilience internal stress that produces that warp, offset partial impact force, make the impact energy who is used in on matrix 110 obtain effective absorption, guarantee to exempt from pneumatic tire 100 and have good shock-absorbing capacity, effectively promote the comfort level that the vehicle was ridden or was driven. Meanwhile, after the impact force is offset and absorbed, the elastic deformation of the supporting portion 114 and the tread 1111 in the rebound groove 113 can be rapidly recovered to the initial state, so that the non-pneumatic tire 100 has better rebound performance. In addition, the inner tread 1121 is provided with a rebound groove 113, and the distance between the rebound groove 113 and the outer tread 1111 is controlled to be kept, when the hub is installed in the installation cavity 115, the rebound groove 113 is completely in a closed state, which is not only beneficial to ensuring the surface integrity of the non-pneumatic tire 100, but also beneficial to improving the elastic function in the rebound groove 113.

The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only represent some embodiments of the present invention, and the description thereof is specific and detailed, but not to be construed as limiting the scope of the present invention. It should be noted that, for those skilled in the art, without departing from the spirit of the present invention, several variations and modifications can be made, which are within the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like, indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.

In the present application, unless expressly stated or limited otherwise, the first feature may be directly on or directly under the second feature or indirectly via intermediate members. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment.

Claims (10)

1. The utility model provides an exempt from pneumatic tire, its characterized in that, exempt from pneumatic tire includes the matrix, relative interior tread and the tyre tread that sets up have on the matrix, interior tread encircles and forms the installation cavity that is used for supplying wheel hub to pack into, be equipped with two at least resilience grooves on the interior tread, at least two resilience groove along the circumference interval of installation cavity sets up, and adjacent two be formed with between the resilience groove be used for with wheel hub conflicts the complex supporting part, the resilience groove is kept away from the cell wall of interior tread with leave the interval between the tyre tread.

2. The non-pneumatic tire according to claim 1, wherein the rebound groove is cut in a plane perpendicular to a depth direction of the rebound groove to obtain a cross section having an area that decreases in a direction from the inner tread to the outer tread.

3. The non-pneumatic tire of claim 2, wherein the groove walls of the resilient groove include a first side wall and a second side wall opposite to each other, the first side wall and the second side wall are respectively located on two adjacent support portions, and the distance between the first side wall and the second side wall gradually decreases in the direction from the inner tread to the outer tread in the same resilient groove.

4. The non-pneumatic tire of claim 3, wherein the groove walls of the rebound groove comprise oppositely disposed third and fourth sidewalls connected between the first and second sidewalls, respectively, and wherein the distance between the third and fourth sidewalls decreases in a direction from the inner tread to the outer tread in the same rebound groove.

5. The non-pneumatic tire of claim 4, wherein the third sidewall is connected to the first sidewall and the second sidewall at two sides thereof in a smooth transition manner; and/or the presence of a gas in the gas,

and two sides of the fourth side wall are respectively in smooth transition connection with the first side wall and the second side wall.

6. The non-pneumatic tire of claim 1, wherein the carcass further comprises two sidewalls connected between the outer tread and the inner tread, at least one of the sidewalls having a cushion hole, and a space is left between a bottom wall of the cushion hole and the rebound groove.

7. An airless tire as in claim 6, wherein the distance between the bottom wall of the relief hole and a wall of the rebound groove adjacent the relief hole is greater than or equal to 5 mm.

8. The non-pneumatic tire according to any one of claims 1 to 7, wherein the rebound groove is provided on the carcass along a radial extension of the mounting cavity and spaced apart from the tread surface.

9. The non-pneumatic tire according to any one of claims 1 to 7, wherein the tire body comprises a main body portion and a raised portion, the raised portion is disposed on the main body portion, the mounting cavity is disposed in the raised portion, the inner tread is disposed on a side of the raised portion facing the mounting cavity, the outer tread is disposed on a side of the main body portion facing away from the mounting cavity, and the rebound groove penetrates through the raised portion and extends into the main body portion; and/or the presence of a gas in the gas,

the tire body is a synthetic rubber tire body; and/or the presence of a gas in the gas,

and the outer tire surface is provided with an anti-skid part.

10. A wheel comprising a hub and an airless tire as claimed in any one of claims 1 to 9, said hub being received in said mounting cavity.

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