CN212373075U

CN212373075U - Non-inflatable tyre and wheel

Info

Publication number: CN212373075U
Application number: CN202021349525.3U
Authority: CN
Inventors: 张春如; 孙智勇
Original assignee: Guangzhou Nedong Information Technology Co ltd
Current assignee: Guangzhou Nedong Information Technology Co ltd
Priority date: 2020-07-10
Filing date: 2020-07-10
Publication date: 2021-01-19
Anticipated expiration: 2030-07-10

Abstract

The utility model relates to an exempt from pneumatic tire and wheel, including two parts: the tire comprises a tire main body and an elastic body, wherein the elastic body is wrapped in the tire main body. When receiving great impact force on the child main part, the child main part offsets a part of impact force, and remaining impact force is then through the child main part transmission to the elastomer on, takes place elastic deformation after the elastomer atress, fully absorbs the impact of acting on the child main part, effectively avoids the impact force directly to transmit to the user on one's body by the child main part to make the tire have good shock-absorbing capacity. Simultaneously, be equipped with between child main part and the elastomer and insert first joint portion and the second joint portion of complex, consequently, insert the cooperation through first joint portion and second joint portion, strengthen the combination dynamics between first joint portion and the second joint portion, guarantee to transfer power steadily between child main part and the elastomer, avoid the elastomer to lead to the elastomer to take place to separate with the child main part because of the atress warp, so, guarantee the effective absorption of impact force, improve the shock attenuation performance of tire, promote the comfort level of product.

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 non-inflatable tire refers to 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. However, the conventional non-pneumatic tire cannot absorb impact force well, resulting in poor performance in terms of shock absorption, thereby causing the tire to crack easily, and seriously affecting the user experience and the comfort of the product.

SUMMERY OF THE UTILITY MODEL

Accordingly, there is a need for an inflation-free tire and wheel that can effectively absorb impact force, improve the shock absorption performance of the tire, and improve the comfort of the product.

An airless tire, comprising: the tire comprises a tire main body, a tire body and a tire body, wherein the tire main body is provided with an installation cavity; the tyre main body wraps the elastic body, the elastic body is wound around the circumferential direction of the mounting cavity, a first combining portion is arranged on the elastic body, and a second combining portion matched with the first combining portion in an inserting mode is arranged in the tyre main body.

The non-pneumatic tire comprises two parts: the tire comprises a tire main body and an elastic body, wherein the elastic body is wrapped in the tire main body. When receiving great impact force on the child main part, the child main part offsets a part of impact force, and remaining impact force is then through the child main part transmission to the elastomer on, takes place elastic deformation after the elastomer atress, fully absorbs the impact of acting on the child main part, effectively avoids the impact force directly to transmit to the user on one's body by the child main part to make the tire have good shock-absorbing capacity. Simultaneously, be equipped with respectively between child main part and the elastomer and insert first joint portion and the second joint portion of complex, consequently, insert the cooperation through first joint portion and second joint portion, increase the combination dynamics between first joint portion and the second joint portion, guarantee to transfer power steadily between child main part and the elastomer, avoid the elastomer to lead to the elastomer to take place to separate with the child main part because of the atress warp, so, guarantee the effective absorption of impact force, improve the shock attenuation performance of tire to promote the comfort level of product. In addition, set up first joint portion and second joint portion between child main part and elastomer, be favorable to increasing area of contact between the two, improve the pressure distribution point between the two, effectively avoid the elastomer because of too high emergence fracture, greatly improve the service quality of tire.

In one embodiment, the tire main body comprises a tire top portion, two opposite tire side portions and a tire inner portion, the tire top portion and the tire inner portion are connected between the two tire side portions, the tire inner portion surrounds and forms the mounting cavity, the first combining portion is arranged on one side face, facing the tire side portions, of the elastic body, and the second combining portion is arranged on one side face, facing the elastic body, of the tire side portions.

In one embodiment, the first combining part is a concave part, and the second combining part is a convex part inserted and matched with the concave part.

In one embodiment, the concave part forms a first force-bearing part and a second force-bearing part on the elastic body, and the first force-bearing part and the second force-bearing part are respectively attached to two opposite sides of the convex part.

In one embodiment, at least one first joint portion is provided on each of two sides of the elastic body facing the sidewall portion.

In one embodiment, at least one of the sidewall portions is provided with a cushion hole on a side of the sidewall portion facing away from the elastomer.

In one embodiment, the buffer holes are at least two rows, and the at least two rows of buffer holes are distributed at intervals along the radial direction of the installation cavity.

In one embodiment, the buffer hole is at least one of an elliptical hole, a circular hole, a diamond hole and a hexagonal hole.

In one embodiment, the first combining portions and the second combining portions are at least two, and at least two of the first combining portions and at least two of the second combining portions are arranged at intervals along the circumferential direction of the installation cavity.

In one embodiment, the tire main body is provided with a non-slip portion.

The utility model provides a wheel, includes wheel hub and above arbitrary above-mentioned pneumatic tire, the child main part passes through the installation cavity cover is established on the wheel hub.

The wheel adopts the inflation-free tire, and comprises two parts: the tire comprises a tire main body and an elastic body, wherein the elastic body is wrapped in the tire main body. When receiving great impact force on the child main part, the child main part offsets a part of impact force, and remaining impact force is then through the child main part transmission to the elastomer on, takes place elastic deformation after the elastomer atress, fully absorbs the impact of acting on the child main part, effectively avoids the impact force directly to transmit to the user on one's body by the child main part to make the tire have good shock-absorbing capacity. Simultaneously, be equipped with respectively between child main part and the elastomer and insert first joint portion and the second joint portion of complex, consequently, insert the cooperation through first joint portion and second joint portion, increase the combination dynamics between first joint portion and the second joint portion, guarantee to transfer power steadily between child main part and the elastomer, avoid the elastomer to lead to the elastomer to take place to separate with the child main part because of the atress warp, so, guarantee the effective absorption of impact force, improve the shock attenuation performance of tire to promote the comfort level of product. In addition, set up first joint portion and second joint portion between child main part and elastomer, be favorable to increasing area of contact between the two, improve the pressure distribution point between the two, effectively avoid the elastomer because of too high emergence fracture, greatly improve the service quality of tire.

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 schematic structural view of an airless tire according to an embodiment;

FIG. 2 is a cross-sectional view of a structure of a non-pneumatic tire according to an embodiment;

FIG. 3 is an enlarged view of the structure at circle A in FIG. 2;

FIG. 4 is a schematic view of a non-pneumatic tire without cushion holes in an embodiment;

FIG. 5 is a schematic view of a non-pneumatic tire having a cushion hole of circular shape according to an embodiment;

FIG. 6 is a partial schematic view of a non-pneumatic tire having staggered cushion holes in two sidewall portions according to an embodiment;

FIG. 7 is a partial schematic view of a non-pneumatic tire having two sidewall portions with cushion holes symmetrically disposed therein according to one embodiment;

FIG. 8 is a schematic structural view of a non-pneumatic tire having double rows of circular cushion holes according to an embodiment;

FIG. 9 is a schematic view of a non-pneumatic tire having differently shaped relief holes as described in one embodiment.

100. The non-pneumatic tire comprises a non-pneumatic tire body 110, a tire body 111, a second combination part 112, a mounting cavity 113, a tire top part 114, a tire side part 115, a tire inner part 116, a buffer hole 117, an anti-slip part 120, an elastic body 121, a first combination part 122, a first stress part 123 and a second stress 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 to 3, fig. 1 shows a structural schematic view of an inflation-free tire in one embodiment, fig. 2 shows a structural cross-sectional view of the inflation-free tire in one embodiment, and fig. 3 shows an enlarged structural schematic view at circle a in fig. 2. A non-pneumatic tire 100, the non-pneumatic tire 100 includes a tire body 110 and an elastic body 120. The tire main body 110 is provided with a mounting cavity 112, the tire main body 110 wraps the elastic body 120, and the elastic body 120 is arranged around the circumference of the mounting cavity 112. The elastic body 120 is provided with a first coupling portion 121. The tire main body 110 is provided with a second coupling portion 111 inserted into and engaged with the first coupling portion 121.

The above-mentioned non-pneumatic tire 100 includes two parts: the tire body 110 and the elastic body 120, and the elastic body 120 is wrapped in the tire body 110. When a large impact force is applied to the tire main body 110, a part of the impact force is counteracted by the tire main body 110, the rest of the impact force is transmitted to the elastic body 120 through the tire main body 110, the elastic body 120 elastically deforms after being stressed, the impact applied to the tire main body 110 is fully absorbed, the impact force is effectively prevented from being directly transmitted to a user through the tire main body 110, and therefore the tire has good buffering performance. Meanwhile, a first combining part 121 and a second combining part 111 which are matched with each other in an inserting manner are arranged between the tire main body 110 and the elastic body 120 respectively, so that the first combining part 121 and the second combining part 111 are matched with each other in an inserting manner, the combining force between the first combining part 121 and the second combining part 111 is increased, stable force transmission between the tire main body 110 and the elastic body 120 is ensured, and the elastic body 120 is prevented from being separated from the tire main body 110 due to the deformation of the elastic body 120 caused by stress, so that the impact force is effectively absorbed, the shock absorption performance of the tire is improved, and the comfort level of products is improved. In addition, set up first joint portion 121 and second joint portion 111 between child main part 110 and elastomer 120, be favorable to increasing area of contact between the two, improve the pressure distribution point between the two, effectively avoid elastomer 120 to take place the fracture because of too high, greatly improve the service quality of tire.

It should be noted that the insertion and engagement of the first coupling portion 121 and the second coupling portion 111 should be understood as follows: when the first combining part 121 is a groove structure, the second combining part 111 is a protrusion structure, and during the molding process, the first combining part 121 is inserted into the second combining part 111, so that the tire main body 110 is stably combined with the elastic body 120; when the first coupling portion 121 is a protrusion structure, the second coupling portion 111 is a groove structure, and the second coupling portion 111 is inserted into the first coupling portion 121 during the molding process.

Optionally, the first combining portion 121 is a groove structure, and the second combining portion 111 is a protrusion structure; alternatively, the first coupling portion 121 is a protrusion structure, and the second coupling portion 111 is a groove structure.

It should be noted that the non-pneumatic tire 100 of the present embodiment includes two portions, namely, the tire main body 110 and the elastic body 120. The tire main body 110 mainly realizes a wear-resistant and pressure-resistant function, and the elastic body 120 mainly absorbs external impact force to realize a shock-absorbing and buffering function. The tire body 110 may be made of rubber materials such as natural rubber, butadiene rubber, and nitrile rubber. The elastomer 120 may be tpe (thermoplastic elastomer), tpu (thermoplastic polyurethanes), TPR thermoplastic rubber, foam, or other elastomeric material.

Further, referring to fig. 3, the tire body 110 includes a tire top portion 113, a tire side portion 114 and a tire inner portion 115 wrapping the elastic body 120. The tire top portion 113 and the tire inner portion 115 are each connected between the two sidewall portions 114. Tire interior 115 surrounds and forms mounting cavity 112. The first joint portion 121 is provided on a side surface of the elastic body 120 facing the sidewall portion 114. The second joint portion 111 is provided on a side surface of the sidewall portion 114 facing the elastic body 120. As described above, the first bonded portion 121 of the elastic body 120 is provided toward the sidewall portion 114, and the bonding between the elastic body 120 and the sidewall portion 114 is formed in a woven shape. When the tire top portion 113 is subjected to a force, the tire top portion 113 is deformed in compression and transmits the force to the elastic body 120. For the side of the elastic body 120 close to the sidewall portion 114 is stressed, the first combining portion 121 and the second combining portion 111 are inserted and matched, so that the combination between the tire main body 110 and the elastic body 120 is in a interweaving shape, and the impact force on the tire main body 110 is better acted on the elastic body 120.

The tire top 113, the tire side 114, and the tire inner 115, which are wrapped with the elastic body 120, are to be understood as: the elastomer 120 is wrapped around the integral structure surrounded by the summit portion 113, the sidewall portion 114 and the inner portion 115.

Specifically, referring to fig. 3, the tire top portion 113, the tire side portion 114, the tire inner portion 115 and the second connecting portion 111 are integrated, so as to improve the structural strength of the tire main body 110, prevent the tire main body 110 from cracking due to stress, and ensure the structural stability of the tire. Meanwhile, the first coupling portion 121 and the elastic body 120 are also integrated.

Further, referring to fig. 3, the first connecting portion 121 is a concave portion. The second coupling portion 111 is a convex portion which is inserted into and engaged with the concave portion, and thus, the first coupling portion 121 is designed as the concave portion, so that the elastic body 120 has better stability and elasticity. When the elastic body 120 is deformed under pressure, the elastic body is not broken due to excessive pressure, and the structural integrity is ensured. Meanwhile, the first coupling portion 121 is designed as a concave portion, so that the elastic body 120 has a better deformation restoring force, and the tire is more resilient.

In one embodiment, the recess is a plurality of recesses, and the plurality of recesses are arranged along the circumferential direction of the mounting cavity 112 at intervals, so that the elastic body 120 is or is approximately in a honeycomb structure, the elasticity and the deformation restoring force of the elastic body 120 are better, and the buffering and resilience capability of the tire is further improved.

When there are a plurality of concave portions, there are a plurality of convex portions on the sidewall portion 114, and the convex portions and the concave portions are provided in one-to-one correspondence. Meanwhile, the recesses may be spaced along the radial direction of the mounting cavity 112, in addition to being spaced along the circumferential direction of the mounting cavity 112.

In one embodiment, referring to fig. 3, the concave portion forms a first force-receiving portion 122 and a second force-receiving portion 123 on the elastic body 120. The first force-receiving portion 122 and the second force-receiving portion 123 are respectively attached to two opposite sides of the protruding portion. When the bead portion 113 is pressed, the bead portion 113 deforms toward the elastic body 120, and transmits the impact force to the elastic body 120. At this time, part of the impact force is transmitted from the tire top 113 to the first force receiving portion 122; the impact force is effectively reduced by the absorption and buffering action of the first force receiving part 122; the reduced impact force is transmitted from the first force-receiving portion 122 to the second coupling portion 111; finally, the impact force is transmitted from the second joint portion 111 to the second force-receiving portion 123 and is effectively attenuated by the second force-receiving portion 123, so that the impact force on the tire top portion 113 is secondarily buffered and absorbed by the first force-receiving portion 122 and the second force-receiving portion 123, and the damping and buffering performance of the non-pneumatic tire 100 is further improved.

It should be noted that, the first force-receiving portion 122 and the second force-receiving portion 123 respectively attached to the two opposite sides of the convex portion should be understood as follows: when the convex part is inserted into the concave part, one side surface of the convex part is matched with the surface of the first force-bearing part 122, so that the one side surface of the convex part is attached to the first force-bearing part 122; the other side surface of the convex portion is matched with the surface of the second force receiving portion 123. Wherein, the surface curvature of the matching convex part is consistent with the surface curvature of the first force-bearing part 122 or the second force-bearing part 123.

Specifically, referring to fig. 3, the first force-receiving portion 122, the second force-receiving portion 123 and the elastic body 120 are integrated.

In one embodiment, referring to fig. 3, at least one first coupling portion 121 is disposed on each of two sides of the elastic body 120 facing the sidewall portion 114. Therefore, the first combining portions 121 are disposed on the two opposite side surfaces of the elastic body 120, so that the elastic body 120 is more stable in the tire main body 110, force transmission between the two is smoother, and the improvement of the buffering and shock absorption performance of the tire is facilitated.

Further, referring to fig. 3, the first connection portion 121 is a concave portion, that is, at least one concave portion is respectively disposed on two side surfaces of the elastic body 120 facing the sidewall portion 114, so that the two sides of the elastic body 120 are respectively disposed with the concave portions, so that the two sides of the elastic body 120 are both honeycomb-shaped, and the elasticity and stability of the elastic body 120 are greatly improved. Meanwhile, the deformation recovery capability of the elastic body 120 is further improved, so that the resilience of the tire is further improved.

Note that, when a plurality of dimples are provided on both sides of the sidewall portion 114, the plurality of dimples are provided at intervals in the circumferential direction of the mounting cavity 112 on one side of the sidewall portion 114, and thus, the elasticity and resilience of the sidewall portion 114 are further improved.

In one embodiment, referring to FIG. 5, at least one sidewall portion 114 is provided with a relief hole 116. The cushion hole 116 is located on a side of the sidewall portion 114 facing away from the elastic body 120, so that the tire main body 110 is structurally changed by the cushion hole 116 to have a compressible deformation space on the sidewall portion 114. When an impact force is applied to the bead top portion 113, a part of the impact force is transmitted from the bead top portion 113 to the sidewall portion 114, so that the sidewall portion 114 is compressively deformed. Because the sidewall 114 has the buffer hole 116, the impact force applied to the sidewall 114 is slowly weakened along with the deformation, so that the impact force is effectively absorbed, the impact force is prevented from being directly transmitted to a user through the sidewall 114, and the buffer and shock absorption performance of the non-pneumatic tire 100 is further improved. In addition, the holes are formed in the side wall portions 114, so that the weight of the tire main body 110 is effectively reduced, and the weight of the non-pneumatic tire 100 is reduced. Of course, in other embodiments, referring to FIG. 4, neither sidewall portion 114 is provided with a relief hole 116.

It should be noted that at least one sidewall portion 114 is provided with a buffer hole 116: one sidewall portion 114 is provided with a buffer hole 116, and the other sidewall portion 114 is not provided with the buffer hole 116; alternatively, both sidewall portions 114 are provided with the cushion holes 116. When the two sidewall portions 114 are provided with the buffer holes 116, the buffer holes 116 on the two sides may be symmetrically or asymmetrically arranged, please refer to fig. 6 and 7.

Alternatively, the cushion holes 116 on the sidewall portion 114 are arranged in rows, and the number of rows may be various, for example, the number of rows of the cushion holes 116 may be one, two, three, four, or more.

Further, referring to fig. 8, the buffer holes 116 are at least two rows. At least two rows of buffer holes 116 are spaced radially along the mounting cavity 112. In this embodiment, the buffer holes 116 are arranged along the radial direction of the mounting cavity 112 at intervals, so that the impact force is sequentially transmitted to the buffer holes 116 on each layer along the radial direction of the mounting cavity 112, and thus the impact force is weakened layer by layer, and the damping effect of the non-pneumatic tire 100 is greatly improved.

Optionally, there are two relative positions of the buffer holes 116 in two adjacent rows: firstly, between the buffer holes 116 in two adjacent rows, the buffer holes 116 in one row are staggered with the buffer holes 116 in the other row; second, between the buffer holes 116 in two adjacent rows, the buffer holes 116 in one row and the buffer holes 116 in the other row are correspondingly arranged in the radial direction of the mounting cavity 112, please refer to fig. 8.

Alternatively, the shape of the buffer hole 116 may be various, such as: circular holes, elliptical holes, triangular holes, quadrilateral holes, pentagonal holes, hexagonal holes, and the like. When the buffer holes 116 are circular holes, the diameter of the buffer holes 116 is 4mm to 20 mm.

Specifically, please refer to fig. 9(a) to fig. 9(e), wherein fig. 9(a) is a schematic structural diagram of the non-pneumatic tire 100 when the buffer hole 116 is a circular hole; fig. 9(b) is a schematic structural view of the non-pneumatic tire 100 when the cushion hole 116 is an elliptical hole; FIG. 9(c) is a schematic structural view of the non-pneumatic tire 100 when the cushion hole 116 is a square hole; FIG. 9(d) is a schematic structural view of the non-pneumatic tire 100 when the buffer holes 116 are prismatic holes; fig. 9(e) is a schematic structural view of the non-pneumatic tire 100 when the cushion hole 116 is a hexagonal hole. The buffer hole 116 is at least one of an elliptical hole, a circular hole, a diamond hole, a square hole and a hexagonal hole.

Furthermore, in the row of cushion holes 116, a plurality of cushion holes 116 are spaced along the circumferential direction of the mounting cavity 112, which is more favorable for improving the cushion and shock absorption performance of the non-pneumatic tire 100.

In one embodiment, the first combining portion 121 and the second combining portion 111 are at least two. At least two first joints 121 and two at least second joints 111 all set up along the circumference interval of installation cavity 112, so, optimize the distribution of first joint 121 and second joint 111 for child main part 110 and elastomer 120 combine inseparabler, guarantee to pass power steadily between child main part 110 and the elastomer 120, promote the shock-absorbing performance of the buffering of exempting from pneumatic tire 100 greatly.

Specifically, the first coupling portion 121 is a concave portion, and the second coupling portion 111 is a convex portion.

In one embodiment, referring to fig. 1, the tire main body 110 is provided with a non-slip portion 117, so that the non-slip portion 117 increases the friction between the tire main body 110 and the ground to ensure the safe operation of the wheel.

Alternatively, the anti-slip portion 117 may be an anti-slip groove or an anti-slip rib.

Further, referring to fig. 1, the anti-slip portion 117 is plural, and the plural anti-slip portions 117 are disposed at intervals along the circumferential direction of the mounting cavity 112. Meanwhile, the plurality of anti-slip portions 117 are arranged in a row, and between two adjacent rows of anti-slip portions 117, the anti-slip portions 117 of one row intersect with the anti-slip portions 117 of the other row.

In one embodiment, referring to fig. 1, a wheel includes a hub and an un-inflated tire 100 of any of the above embodiments. The tire main body 110 is fitted over the hub through the mounting cavity 112.

The above wheel, which adopts the above non-pneumatic tire 100, includes two parts: the tire body 110 and the elastic body 120, and the elastic body 120 is wrapped in the tire body 110. When a large impact force is applied to the tire main body 110, a part of the impact force is counteracted by the tire main body 110, the rest of the impact force is transmitted to the elastic body 120 through the tire main body 110, the elastic body 120 elastically deforms after being stressed, the impact applied to the tire main body 110 is fully absorbed, the impact force is effectively prevented from being directly transmitted to a user through the tire main body 110, and therefore the tire has good buffering performance. Meanwhile, a first combining part 121 and a second combining part 111 which are matched with each other in an inserting manner are arranged between the tire main body 110 and the elastic body 120 respectively, so that the first combining part 121 and the second combining part 111 are matched with each other in an inserting manner, the combining force between the first combining part 121 and the second combining part 111 is increased, stable force transmission between the tire main body 110 and the elastic body 120 is ensured, and the elastic body 120 is prevented from being separated from the tire main body 110 due to the deformation of the elastic body 120 caused by stress, so that the impact force is effectively absorbed, the shock absorption performance of the tire is improved, and the comfort level of products is improved. In addition, set up first joint portion 121 and second joint portion 111 between child main part 110 and elastomer 120, be favorable to increasing area of contact between the two, improve the pressure distribution point between the two, effectively avoid elastomer 120 to take place the fracture because of too high, greatly improve the service quality of tire.

The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within 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

1. An airless tire, comprising:

the tire comprises a tire main body, a tire body and a tire body, wherein the tire main body is provided with an installation cavity; and

the elastomer, child main part parcel the elastomer, just the elastomer winds the circumference setting of installation cavity, be equipped with first joint portion on the elastomer, be equipped with in the child main part with first joint portion inserts complex second joint portion.

2. The non-pneumatic tire of claim 1, wherein the tire body includes a top portion, two opposite side portions, and an inner portion, the top portion and the inner portion are connected between the two side portions, the inner portion surrounds the mounting cavity, the first bonding portion is disposed on a side of the elastic body facing the side portions, and the second bonding portion is disposed on a side of the side portions facing the elastic body.

3. The non-pneumatic tire according to claim 2, wherein the first coupling portion is a recessed portion, and the second coupling portion is a raised portion which is fitted into the recessed portion.

4. The non-pneumatic tire of claim 3, wherein the recessed portion forms a first force receiving portion and a second force receiving portion on the elastic body, the first force receiving portion and the second force receiving portion respectively engaging opposite sides of the raised portion.

5. The non-pneumatic tire according to claim 2, wherein the elastic body is provided with at least one of the first coupling portions on both sides thereof facing the side portion.

6. The non-pneumatic tire of claim 2, wherein at least one of the sidewall portions has a relief hole therein, the relief hole being located on a side of the sidewall portion facing away from the elastomer.

7. An airless tire as in claim 6 wherein the relief holes are in at least two rows, the at least two rows being spaced radially of the mounting cavity.

8. The non-pneumatic tire of claim 6, wherein the cushion hole is at least one of an elliptical hole, a circular hole, a diamond hole, and a hexagonal hole.

9. The non-pneumatic tire according to any one of claims 1 to 8, wherein the first joining portion and the second joining portion are at least two, and at least two of the first joining portions and at least two of the second joining portions are provided at intervals in a circumferential direction of the mounting cavity; and/or the presence of a gas in the gas,

the tire main body is provided with an anti-skid part.

10. A wheel, comprising a hub and the non-pneumatic tire of any one of claims 1 to 9, wherein the tire main body is sleeved on the hub through the mounting cavity.