KR101293843B1 - Non pneumatic tire - Google Patents

Non pneumatic tire Download PDF

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Publication number
KR101293843B1
KR101293843B1 KR20130029094A KR20130029094A KR101293843B1 KR 101293843 B1 KR101293843 B1 KR 101293843B1 KR 20130029094 A KR20130029094 A KR 20130029094A KR 20130029094 A KR20130029094 A KR 20130029094A KR 101293843 B1 KR101293843 B1 KR 101293843B1
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KR
South Korea
Prior art keywords
circumferential
buffer
ring
shock absorbing
fastening
Prior art date
Application number
KR20130029094A
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Korean (ko)
Inventor
손영일
Original Assignee
손영일
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Publication date
Application filed by 손영일 filed Critical 손영일
Priority to KR20130029094A priority Critical patent/KR101293843B1/en
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Publication of KR101293843B1 publication Critical patent/KR101293843B1/en

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60CVEHICLE TYRES; TYRE INFLATION; TYRE CHANGING OR REPAIRING; REPAIRING, OR CONNECTING VALVES TO, INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C7/00Non-inflatable or solid tyres
    • B60C7/10Non-inflatable or solid tyres characterised by means for increasing resiliency
    • B60C7/12Non-inflatable or solid tyres characterised by means for increasing resiliency using enclosed chambers, e.g. gas-filled
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60CVEHICLE TYRES; TYRE INFLATION; TYRE CHANGING OR REPAIRING; REPAIRING, OR CONNECTING VALVES TO, INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C7/00Non-inflatable or solid tyres
    • B60C7/10Non-inflatable or solid tyres characterised by means for increasing resiliency
    • B60C7/102Tyres built-up with separate rubber parts
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60CVEHICLE TYRES; TYRE INFLATION; TYRE CHANGING OR REPAIRING; REPAIRING, OR CONNECTING VALVES TO, INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C7/00Non-inflatable or solid tyres
    • B60C7/10Non-inflatable or solid tyres characterised by means for increasing resiliency
    • B60C7/14Non-inflatable or solid tyres characterised by means for increasing resiliency using springs

Abstract

The present invention relates to a non-pneumatic tire, comprising: a tire wheel having a plurality of first fastening grooves recessed at regular intervals along an outer circumferential surface thereof; Coupled to an outer circumferential surface of the tire wheel, a plurality of first fastening protrusions protruding at regular intervals on the inner circumferential surface corresponding to the first fastening grooves, a plurality of second fastening protrusions protruding at regular intervals on the outer circumferential surface, and the first, A first cushioning assembly made of an elastic material having a cushioning portion formed at a predetermined interval between the fastening protrusions; A reinforcing outer ring coupled to an outer circumferential surface of the first shock absorbing assembly and having a plurality of second fastening grooves recessed at predetermined intervals to correspond to the second fastening protrusion along an inner circumferential surface; A second shock absorbing assembly coupled to an outer circumferential surface of the reinforcing outer ring and having a plurality of buffer pockets recessed along an inner circumferential surface thereof; And a tire cover which is coupled to surround the outer circumferential surface of the second shock absorbing assembly, forms a non-slip pattern along the outer circumferential surface, and makes a rolling contact with the ground. As a result, even when subjected to an external force, it is possible to resist the external force to maintain the original shape of the tire as it is, not only to reduce the driving performance and to reduce the speed, but also to improve fuel efficiency and improve the riding comfort.

Description

Non pneumatic tire

The present invention relates to a non-pneumatic tire, and more particularly, even when subjected to an external force, thereby minimizing deformation while maintaining the original shape of the tire while minimizing deformation, thereby reducing the phenomenon of deterioration in driving speed and deteriorating speed and improving riding comfort. It relates to a non-pneumatic tire that can be.

Radial tires, ie pneumatic tires, are mostly used in cars and cars except for special purposes.

However, the pneumatic tire has a complicated structure, a very complicated manufacturing process, high emissions of harmful substances during manufacturing, and inconvenience of management that frequently checks the air pressure, which is absolutely essential for performance, and due to external materials while driving. Sticking and impact can damage the tires.

In contrast, non-pneumatic tires such as Patent Application No. 10-2009-0020069 and Patent Application No. 10-2010-0124654 are disclosed.

Such tires are repeatedly folded and unfolded due to weight and impact, and ultimately, cutting occurs, which limits the material.

In addition, the non-pneumatic tire is a tire made of a new concept of process and structure that can significantly reduce the production cost as well as significantly reduce the emissions of harmful substances, unlike the pneumatic tire, the material and the process is simplified.

However, even if a pneumatic tire receives an external force, the external force can be dispersed to maintain the original shape. However, in the case of a non-pneumatic tire, when an external force is received such as passing through an obstacle, the external force cannot be dispersed and absorbed as it is. Because it throws away, it can be distorted to one side without maintaining its original state.

If the non-pneumatic tires can not maintain the shape of the pneumatic tire and thus have a distorted non-circular shape, it is necessary to develop a new and advanced technology in consideration of this point.

Patent Application No. 10-2009-0020069 Patent Application No. 10-2010-0124654

The present invention has been made in view of the above, the object of the present invention is to reduce the phenomenon that the running performance is lowered and the speed is reduced by being able to maintain the original circular shape of the tire as it is resistant to the external force even under external force In addition to providing a non-pneumatic tire that can be made as well as improve fuel economy and ride comfort.

The object is a tire wheel having a plurality of first fastening grooves recessed at regular intervals along the outer circumferential surface; Coupled to an outer circumferential surface of the tire wheel, a plurality of first fastening protrusions protruding at regular intervals on the inner circumferential surface corresponding to the first fastening grooves, a plurality of second fastening protrusions protruding at regular intervals on the outer circumferential surface, and the first, A first cushioning assembly made of an elastic material having a cushioning portion formed at a predetermined interval between the fastening protrusions; A reinforcing outer ring coupled to an outer circumferential surface of the first shock absorbing assembly and having a plurality of second fastening grooves recessed at predetermined intervals to correspond to the second fastening protrusion along an inner circumferential surface; A second shock absorbing assembly coupled to an outer circumferential surface of the reinforcing outer ring and having a plurality of buffer pockets recessed along an inner circumferential surface thereof; And coupled to surround the outer circumferential surface of the second shock absorbing assembly, forming a non-slip pattern along the outer circumferential surface, the tire cover in contact with the ground; made of a configuration including a, wherein the first shock absorbing assembly is made of a rubber material , The reinforcement outer ring is achieved by a non-pneumatic tire, characterized in that made of a metal material or a high strength plastic material.

The first shock absorbing assembly is made of a rubber material, and the reinforcing outer ring is made of a metal material or a high strength plastic material.

The first shock absorbing assembly includes: a first shock absorbing ring formed with the first fastening protrusion to form an inner circumferential surface; And a second buffer ring disposed at an outer side of the first buffer ring and having a second fastening protrusion formed to form an outer circumferential surface thereof, wherein the buffer part may be formed between the first and second buffer rings.

The first fastening protrusion and the second fastening protrusion are disposed on a plurality of imaginary lines extending radially from the center of each of the first and second buffer rings, and the buffer part is disposed on some or all of the plurality of imaginary lines. Can be.

The shock absorbing portion may include: a first spoke having an arc shape convex in one direction and interconnecting the first shock absorbing ring and the second shock absorbing ring; And a second spoke having a circular arc shape which interconnects the first buffer ring and the second buffer ring and is convex in the other direction, wherein both ends of the first and second spokes are connected to each other to form a gap between the first and second spokes. The buffer region may have a circular or elliptic shape, and the virtual line may pass through the center of the buffer region.

The virtual line may include a first virtual line through which the buffer region passes; And a second virtual line disposed adjacent to the first virtual line and lacking the buffer region, wherein the first and second virtual lines may extend from the centers of the first and second buffer rings, respectively.

On the second virtual line, a shock absorbing spring may be disposed to allow both ends to be coupled to the first and second shock absorbing rings to allow elastic deformation.

The shock absorbing portion may be a third spoke at which both ends interconnect the first and second shock absorbing rings, and the third spoke may be disposed at some or all of the plurality of virtual lines.

The virtual line may include a first virtual line penetrating along a length direction of the third spoke; And a second virtual line disposed adjacent to the first virtual line and lacking the third spoke, wherein the first and second virtual lines may extend from the centers of the first and second buffer rings, respectively.

The buffer unit may further include a fourth spoke disposed between the third spoke through which all of the plurality of virtual lines penetrate and an adjacent third spoke, and both ends of which are coupled to the first and second buffer rings.

According to the present invention, even when subjected to an external force, it is possible to resist the external force to maintain the original shape of the tire as it is, not only to reduce the driving performance and to reduce the speed, but also to improve fuel efficiency and improve the riding comfort. have.

1 is a perspective view of a non-pneumatic tire according to an embodiment of the present invention,
2 is a cross-sectional view of a non-pneumatic tire according to an embodiment of the present invention,
3 is a side view showing the structure of a tire wheel, a first cushioning assembly, and a reinforcement outer ring which are main parts of a non-pneumatic tire according to an embodiment of the present invention;
4 to 7 are side views illustrating the structure of a tire wheel, a first cushioning assembly, and a reinforcing outer ring, which are main parts of a non-pneumatic tire, according to various embodiments of the present disclosure.

Hereinafter, with reference to the accompanying drawings will be described a preferred embodiment of the present invention.

1 is a perspective view of a non-pneumatic tire according to an embodiment of the present invention, Figure 2 is a cross-sectional view of a non-pneumatic tire according to an embodiment of the present invention, Figure 3 is a main of the non-pneumatic tire according to an embodiment of the present invention It is a side view which shows the structure of the denial tire wheel, a 1st shock absorbing assembly, and a reinforcement outer ring.

For reference, an illustration of the anti-slip pattern 501 of the tire cover 500 is omitted in FIG. 2 for convenience of understanding of the drawings, and FIGS. 3 to 7 illustrate the second shock absorbing assembly 200 and the tire cover 500 for convenience of understanding of the drawings. ) Is omitted.

As shown in these figures, the non-pneumatic tire according to the present embodiment includes a first shock absorbing assembly 100, a second shock absorbing assembly 200, a tire wheel 300, a reinforcing outer ring 400, and a tire cover 500. It includes.

Hereinafter, the first shock absorbing assembly 100, the reinforcing outer ring 400, the second shock absorbing assembly 200, and the tire cover 500 will be described in order from the order of mounting on the outer circumferential surface of the tire wheel 300.

The tire wheel 300 is provided with a plurality of first fastening grooves 310 recessed at regular intervals along the outer circumferential surface thereof.

Although not specifically illustrated, the tire wheel 300 has a central portion connected to the axle.

The first shock absorbing assembly 100 is coupled to the outer circumferential surface of the tire wheel 300, and includes a plurality of first fastening protrusions 111 protruding at regular intervals to correspond to the first fastening groove 310 on the inner circumferential surface thereof, and on the outer circumferential surface thereof. The buffer unit 130 is formed at a predetermined interval between the plurality of second fastening protrusions 122 protruding at regular intervals and the first and second fastening protrusions 111 and 122.

The first shock absorbing assembly 100 is preferably made of an elastic material having excellent durability, heat resistance, chemical resistance, and impact resistance, such as rubber, to have a shape restoring force.

The reinforcing outer ring 400 is coupled to the outer circumferential surface of the first shock absorbing assembly 100, and includes a plurality of second fastening grooves 420 recessed at regular intervals to correspond to the second fastening protrusion 122 along the inner circumferential surface. will be.

The reinforcement outer ring 400 is to protect the first shock absorbing assembly 100 against external impact applied in the direction perpendicular to the axle, and is made of a metal material such as stainless steel or aluminum alloy, or made of a high strength plastic material. It is desirable to lose. That is, since the reinforcement outer ring 400 is made of a metal material or plastic material having a relatively higher strength than the material of the first shock absorbing assembly 100, when the external impact applied in the direction perpendicular to the axle is applied, the reinforcement outer ring 400 is applied. By this, deformation is primarily buffered, thereby minimizing deformation of the original shape of the tire.

Even if the first shock absorbing assembly 100 is made of a soft elastic material, since the hard reinforcing outer ring 400 surrounds the first shock absorbing assembly 100, the reinforcing outer ring 400 when the unloading load acts on the first shock absorbing assembly 100. By changing the shape of the first shock absorbing assembly 100 can be provided a natural and smooth ride.

The second buffer assembly 200 is coupled to the outer circumferential surface of the reinforcing outer ring 400 and includes a plurality of buffer pockets 210 recessed along the inner circumferential surface.

The second buffer assembly 200 is preferably made of an elastic material having excellent durability, heat resistance, chemical resistance, and impact resistance, such as rubber, to have a shape restoring force.

The tire cover 500 is coupled to surround the outer circumferential surface of the second shock absorbing assembly 200 to form an anti-slip pattern 501 along the outer circumferential surface and to make cloud contact with the ground.

It is to be understood that the present invention may be embodied in many other specific forms without departing from the spirit or scope of the invention.

As described above, the first shock absorbing assembly 100 is coupled to the outer circumferential surface of the tire wheel 300 and has a structure in which a shock absorbing portion 130 is formed between the first shock absorbing ring 110 and the second shock absorbing ring 120. Able to know.

The first buffer ring 110 is a first fastening protrusion 111 is formed to form an inner circumferential surface, the second buffer ring 120 is disposed outside the first buffer ring 110, the second fastening protrusion ( 122) is formed to form the outer peripheral surface.

The first fastening protrusion 111 and the second fastening protrusion 112 have an oval cross-sectional shape in FIGS. 3 to 7, which are the first fastening groove 310 and the reinforcing outer ring 400 of the tire wheel 300. The second fastening groove 420 and to maintain a strong fastening force, respectively.

That is, the first fastening protrusion 111 and the second fastening protrusion 112 are technical means for preventing the first shock absorbing assembly 100 from being separated between the tire wheel 300 and the reinforcing outer ring 400 even when the first shock absorbing assembly 100 is subjected to an external force. can do. In addition, between the tire wheel 300 and the reinforcing outer ring 400 is continuously rotated due to the movement of the vehicle, the first fastening protrusion 111 and the second fastening protrusion 112 is reinforced with the tire wheel 100. By being coupled to the outer ring 400, respectively, the first shock absorbing assembly 100 is firmly coupled to the tire wheel 300 and the reinforcing outer ring 400, thereby sliding sliding friction between the tire wheel 300 and the reinforcing outer ring 400. Can be reduced.

However, the shape of the first fastening protrusion 111 and the second fastening protrusion 112 is not limited to this elliptical shape, if the tire wheel 300 and the reinforcing outer ring 400 to maintain a firm fastening force between each other and prevent departure Of course, various modifications and application designs such as polygons or circles can be applied.

Various embodiments of the buffer unit 130 will be described in more detail later with reference to FIGS. 3 to 7.

On the other hand, the tire cover 500 constitutes the outermost part of the non-pneumatic tire according to the present invention, it can be seen that the structure including the elastic cover portion 510 and the reinforcing edge portion 520.

The elastic cover part 510 is made of an elastic material, and the reinforcing edge part 520 is made of an inelastic material to reinforce the strength of the elastic cover part 510, but is coupled to an end of the elastic cover part 510.

The anti-slip pattern 501 is formed on the outer surface of the elastic cover part 510.

In addition, the tire cover 500 is preferably divided at equal intervals along the circumferential direction of the tire wheel 300 for convenience of manufacture and assembly. In the present embodiment, four tire covers 500 are provided, but two or more tire covers 500 may be provided at equal intervals along the circumferential direction of the tire wheel 300.

In addition, the non-pneumatic tire according to an embodiment of the present invention, the first shock absorbing assembly 100 so that the first shock absorbing assembly 100 may have a cushioning action without being separated between the reinforcing outer ring 400 and the tire wheel 300. It is further provided with a first circular ring 600 for fixing the outer edge of the) and a second circular ring 700 for fixing the inner edge of the first buffer assembly (100).

Here, the first circular ring 600 in more detail, the first ring plate 610 disposed along the outer edge of the first shock absorbing assembly 100 and the tire cover from the end of the first ring plate 610 It can be seen that the structure includes a first bent flange 620 formed to be bent parallel to the edge of the (500).

In this case, the first bending flange 620 may be fastened by the reinforcing edge portion 520, the first bolt 810, and the first nut 910.

In addition, the second circular ring 700 is more specifically, a second ring plate 710 disposed along the inner edge of the first shock absorbing assembly 100 and extending from the end of the second ring plate 710 It can be seen that the structure including the second ring plate 710.

In this case, the second ring plate 710 may be fastened with the wheel rib 320, the second bolt 820, and the second nut 920 extended along the edge of the tire wheel 300.

Next, the buffer 130 according to various embodiments of the present invention will be described with reference to FIGS. 3 to 7.

First, the first fastening protrusion 111 and the second fastening protrusion 122 are disposed on a plurality of virtual lines ℓ extending radially from the center of each of the first and second shock absorbing rings 110 and 120, and cushioning. The part 130 may be disposed in some or all of the plurality of virtual lines l depending on the buffering degree of the non-pneumatic tire and the use environment of the non-pneumatic tire, such as for off-road or on-road.

That is, the buffer unit 130 may apply a structure including the first spoke 133 and the second spoke 134 as shown in FIGS. 3 and 4.

The first spoke 133 is an arc-shaped member that connects the first buffer ring 110 and the second buffer ring 120 to each other and is convex in one direction.

The second spoke 134 is an arc-shaped member that connects the first buffer ring 110 and the second buffer ring 120 to each other and is convex in the other direction.

The first spokes 133 and the second spokes 134 may be made of the same material as the first and second buffer rings 110 and 120 for convenience of manufacture.

In addition, the first spoke 133 and the second spoke 134 may be made of a material having a stronger or weaker elastic restoring force than the first and second shock absorbing rings 110 and 120 according to the use environment of the non-pneumatic tire. Of course.

Here, both ends of the first spoke 133 and the second spoke 134 are connected to each other to form a circular or elliptic buffer region 130 ′ between the first and second spokes 133 and 134.

At this time, the imaginary line L passes through the center of the buffer region 130 ′.

In more detail, the virtual line ℓ is disposed in the vicinity of the first virtual line ℓ1 through which the buffer region 130 'penetrates, and the first virtual line ℓ1, and lacks the buffer region 130'. It may be divided into a second virtual line ℓ2.

The first and second virtual lines L1 and L2 extend from the centers of the first and second buffer rings 110 and 120, respectively.

Accordingly, the first spoke 133 and the second spoke 134 forming the buffer region 130 ′ may serve as spring means for exerting elastic restoring force by themselves. That is, the reinforcing outer ring 400 receives pressure from the second shock absorbing assembly 200 and transmits the pressure to the tire wheel 300 through the first shock absorbing assembly 100, in which the first spoke 133 and the second spoke. According to the number of the 134 or the degree of elasticity of the first shock absorbing assembly 100, the first shock absorbing assembly 100 that affects the tire wheel 300 exerts elasticity such as air pressure.

In addition, both ends of the first and second shock absorbing rings 110 and 120 are coupled with the first spoke 133 and the second spoke 134 on the second virtual line ℓ 2 to allow elastic deformation. By applying the structure in which the shock absorbing spring 150 is disposed, it is possible to further improve the elastic restoring force and impact resistance.

Meanwhile, the shock absorber 130 includes a third spoke 135 having a linear shape as shown in FIGS. 5 to 7 in addition to the arc-shaped first spoke 133 and the second spoke 134 as shown in FIGS. 3 and 4. Of course, it is also possible to apply a structural embodiment.

That is, both ends of the third spoke 135 may interconnect the first and second buffer rings 110 and 120, and the third spoke 135 may be disposed on some or all of the plurality of virtual lines l. .

More specifically, the virtual line l may include a first virtual line l1 and a second virtual line l2 penetrating along the length direction of the third spoke 135 as shown in FIGS. 5 and 6. .

Here, the first and second imaginary lines L1 and L2 extend from the centers of the first and second buffer rings 110 and 120, respectively.

At this time, the third spoke 135 may be disposed so as to penetrate the first and second virtual lines (l1, l2) as shown in FIG.

In addition, the third spoke 135 may have a structure as shown in FIG. 6 in order to use it for a purpose such as a light vehicle or a two-wheeled vehicle.

That is, the virtual line l is disposed adjacent to the first virtual line l1 and the first virtual line l1 that penetrates along the length direction of the third spoke 135 and lacks the third spoke 135. It is a structure containing the 2nd virtual line (L2).

In other words, by arranging the third spoke 135 as shown in FIG. 6, it is possible to exhibit a certain degree of buffering power while lowering the manufacturing cost, and although not specifically illustrated, as illustrated in FIG. 4 on the second virtual line l2. Modifications and application designs that additionally mount the same shock absorbing spring 150 will also be possible.

In addition, the shock absorber 130 may be applied to a vehicle traveling on a rough road such as a large vehicle or an off-road vehicle to disperse or absorb shocks applied to the axle and the tire wheel 300, as illustrated in FIG. 7. The embodiment of the structure additionally provided with the fourth spoke 136 together with the 135 may be applied.

That is, the buffer unit 130 is disposed between the third spoke 135 and the adjacent third spoke 135 through which all of the plurality of imaginary lines l pass, and both ends of the first and second shock absorbing rings are disposed. It may further include a fourth spoke 136 coupled with (110, 120).

Meanwhile, although the third spoke 135 shown in FIGS. 5 and 6 described above is provided perpendicularly between the first buffer ring 110 and the second buffer ring 120, the third spoke ( 135 may be provided to be inclined in the same direction between the first buffer ring 110 and the second buffer ring 120 to adjust the pressure transmitted from the reinforcing outer ring 400 to the tire wheel 300.

In addition, although the third spoke 135 and the fourth spoke 136 shown in FIG. 7 described above are provided perpendicularly between the first buffer ring 110 and the second buffer ring 120, although not shown here. The third spokes 135 and the fourth spokes 136 are provided to be inclined in the same direction between the first shock absorbing ring 110 and the second shock absorbing ring 120, so that the tire wheel 300 from the reinforcing outer ring 400 is fixed. Pressure can be adjusted.

As described above, the present invention is able to maintain the original shape of the tire as it is, even when subjected to external force, thereby maintaining the original shape of the tire as it is. It can be seen that the basic technical idea is to provide a non-pneumatic tire.

It will be apparent to those skilled in the art that many other modifications and applications are possible within the scope of the basic technical idea of the present invention.

100: first buffer assembly 200: second buffer assembly
300: tire wheel 400: reinforcement outer ring
500: Tire Cover

Claims (10)

  1. A tire wheel having a plurality of first fastening grooves recessed at regular intervals along an outer circumferential surface thereof;
    Coupled to an outer circumferential surface of the tire wheel, a plurality of first fastening protrusions protruding at regular intervals on the inner circumferential surface corresponding to the first fastening grooves, a plurality of second fastening protrusions protruding at regular intervals on the outer circumferential surface, and the first, A first cushioning assembly made of an elastic material having a cushioning portion formed at a predetermined interval between the fastening protrusions;
    A reinforcing outer ring coupled to an outer circumferential surface of the first shock absorbing assembly and having a plurality of second fastening grooves recessed at predetermined intervals to correspond to the second fastening protrusion along an inner circumferential surface;
    A second shock absorbing assembly coupled to an outer circumferential surface of the reinforcing outer ring and having a plurality of buffer pockets recessed along an inner circumferential surface thereof; And
    It is coupled to surround the outer circumferential surface of the second shock absorbing assembly, forms a non-slip pattern along the outer circumferential surface, the tire cover in contact with the ground;
    The first shock absorbing assembly is made of a rubber material, the reinforcing outer ring is a non-pneumatic tire, characterized in that made of a metal material or a high-strength plastic material.
  2. delete
  3. The method of claim 1,
    The first buffer assembly,
    A first buffer ring having the first fastening protrusion formed to form an inner circumferential surface thereof; And
    And a second buffer ring disposed outside the first buffer ring and configured to form an outer circumferential surface by forming the second fastening protrusion.
    Non-pneumatic tire, characterized in that the buffer portion is formed between the first and second buffer ring.
  4. The method of claim 3,
    The first fastening protrusion and the second fastening protrusion are disposed on a plurality of virtual lines extending radially from the center of each of the first and second buffer rings,
    The shock absorbing portion is a non-pneumatic tire, characterized in that disposed in some or all of the plurality of virtual lines.
  5. 5. The method of claim 4,
    The buffering portion
    A first spoke having an arc shape convex in one direction and interconnecting the first buffer ring and the second buffer ring; And
    And a second spoke having a circular arc shape which connects the first buffer ring and the second buffer ring to each other and is convex in another direction.
    Both ends of the first and second spokes are interconnected to form a circular or elliptic buffer region between the first and second spokes,
    And the imaginary line passes through the center of the buffer region.
  6. The method of claim 5,
    When the virtual line is a position where the buffer region penetrates is called a first virtual line, and is disposed adjacent to the first virtual line and lacks the buffer region, the position is a second virtual line.
    Non-pneumatic tires, characterized in that on the second virtual line, a shock absorbing spring that is coupled to each of the corresponding first and second shock absorbing rings to allow elastic deformation.
  7. delete
  8. 5. The method of claim 4,
    The buffering portion
    Both ends are third spokes interconnecting the first and second buffer rings,
    The third spoke is non-pneumatic tire, characterized in that disposed on some or all of the plurality of virtual lines.
  9. delete
  10. 9. The method of claim 8,
    The buffering portion
    The non-pneumatic tire further comprises a fourth spoke disposed between the third spoke through which the plurality of imaginary lines penetrate and an adjacent third spoke, and both ends coupled to the first and second buffer rings.
KR20130029094A 2013-03-19 2013-03-19 Non pneumatic tire KR101293843B1 (en)

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KR20130029094A KR101293843B1 (en) 2013-03-19 2013-03-19 Non pneumatic tire
PCT/KR2014/002320 WO2014148824A1 (en) 2013-03-19 2014-03-19 Non-pneumatic tire

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20160034142A (en) * 2014-09-19 2016-03-29 손영일 Non pneumatic tire
KR200483086Y1 (en) * 2016-01-21 2017-04-03 박중화 A foam-rubber tire
WO2019054523A1 (en) * 2017-09-12 2019-03-21 이성기 Non-pneumatic wheel
KR20190090455A (en) 2018-01-25 2019-08-02 손영일 Non pneumatic tire

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US20160214435A1 (en) 2015-01-27 2016-07-28 Mtd Products Inc Wheel assemblies with non-pneumatic tires
USD784917S1 (en) 2015-06-03 2017-04-25 Mtd Products Inc Non-pneumatic tire
USD792332S1 (en) 2015-06-03 2017-07-18 Mtd Products Inc Non-pneumatic tire
CN106626985B (en) * 2016-12-02 2019-02-22 深圳市金特安科技有限公司 Open architecture tire

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KR100774495B1 (en) 2006-11-15 2007-11-08 한국타이어 주식회사 Non-pneumatic tire
KR20090049982A (en) * 2007-11-14 2009-05-19 이순자 Non-pneumatic wheel, wheel, suspension and tire used therein
JP2009269413A (en) 2008-04-30 2009-11-19 Toyo Tire & Rubber Co Ltd Non-pneumatic tire, rim wheel, and wheel
JP2009269410A (en) 2008-04-30 2009-11-19 Toyo Tire & Rubber Co Ltd Non-pneumatic tire

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Publication number Priority date Publication date Assignee Title
KR100774495B1 (en) 2006-11-15 2007-11-08 한국타이어 주식회사 Non-pneumatic tire
KR20090049982A (en) * 2007-11-14 2009-05-19 이순자 Non-pneumatic wheel, wheel, suspension and tire used therein
JP2009269413A (en) 2008-04-30 2009-11-19 Toyo Tire & Rubber Co Ltd Non-pneumatic tire, rim wheel, and wheel
JP2009269410A (en) 2008-04-30 2009-11-19 Toyo Tire & Rubber Co Ltd Non-pneumatic tire

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20160034142A (en) * 2014-09-19 2016-03-29 손영일 Non pneumatic tire
KR101699843B1 (en) 2014-09-19 2017-01-25 손영일 Non pneumatic tire
KR200483086Y1 (en) * 2016-01-21 2017-04-03 박중화 A foam-rubber tire
WO2019054523A1 (en) * 2017-09-12 2019-03-21 이성기 Non-pneumatic wheel
KR20190090455A (en) 2018-01-25 2019-08-02 손영일 Non pneumatic tire

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