Innovations in Non-Pneumatic Tires

Spokes for non-pneumatic tires that have lower rolling resistance and improved lateral stiffness compared to pneumatic tires. The spokes have a V-shape with rubber-coated legs connecting a hub and band. The rubber coating has lower hysteresis and higher rigidity than the joint bodies. The joint bodies have ultra-low hysteresis rubber compositions to further reduce rolling resistance. The spoke legs have rubber compositions with specific properties like modulus, hysteresis, and complex shear modulus.

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Non-pneumatic tire design that improves load-bearing capacity, impact resistance, and driving comfort compared to solid tires without the need for internal air. The tire has a tread and inner ring with bulges radially connecting them. The bulges form an annular cavity around the tire with tightening inner brims and expanding outer brims. The tire wall is between the inner brims and outer brims. The bulges provide load-bearing units instead of air. The concave-convex bulge shape increases tire wall width and load-bearing area. The depression in the wall provides support points. The internal structure with multiple load-bearing units has high force transmission and acceleration for better compression support.

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Non-pneumatic tire design that allows for a vehicle to be driven without inflating air inside the tire. The tire has a unique spoke structure between the inner and outer annular rings. The spoke portion is filled with a plurality of elliptical holes that extend along circular arcs centered on the axis. The cross-sectional shapes of the holes are inner and outer lines connecting the circular arcs, with a closed curve shape connecting the ends of the inner and outer lines. This spoke structure provides vertical stiffness and shock absorption without the need for internal air pressure like traditional pneumatic tires.

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A non-pneumatic tire for electric remote control model cars that provides better grip, stability, and durability compared to traditional pneumatic tires. The tire has a unique tread design with an arched center section that connects the outer sides. The bottom of the tire has a sequence of features: a straight section, a convex rib, a concave ring, and a tie layer. This non-inflatable tire configuration prevents centrifugal force deformation and separation issues of pneumatic tires during high-speed model car driving.

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Non-pneumatic tire for vehicles that eliminates the need for internal air pressure. The tire has a unique support structure made of reinforced rubber rings and spokes to carry the load. It omits the shear band found in many non-pneumatic tires. The reinforced rubber structure provides sufficient load carrying efficiency without the compromises of a pneumatic tire. The tire is useful for consumer and commercial truck applications as an alternative to pneumatic tires that doesn't require air pressure.

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Non-pneumatic tire design for vehicles that eliminates the need for inflatable tires. The tire has a unique structure with an outer ring, inner ring, and connecting spokes. The outer ring has support rings on each side and a tread around the circumference. The inner ring has base rings on each side that connect to the wheel rim. Spokes extend between the support rings and base rings to transfer load. This configuration provides a non-pneumatic tire with top loader performance and load distribution like a pneumatic tire.

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Non-pneumatic tire and wheel assembly for vehicles that eliminates the need for inner tube or air inflation. The tire has a unique spoke ring structure inside the wheel with a discontinuous inner ring and radiused spokes. The spoke ring supports the tire without air. An outer tread ring is mounted on the spoke ring. This allows a structurally supported tire that can carry loads efficiently like a pneumatic tire without the drawbacks of air dependence. The discontinuous inner ring with gaps provides flexibility and conformability to the wheel.

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Non-pneumatic tire design to reduce delamination and separation risks compared to conventional non-pneumatic tires. The tire has a unique support structure with multiple arcs that connect the inner hub, tread, and outer hub. The support body has a first arc segment in the middle that provides the main support and deformation. The second arc segments adjust angles to form near-right angles between the third arc segments and tread/hub. This reduces shear stress and bending moment on the support body when compressed or stretched, preventing fatigue and delamination at the ends. The arcs form a continuous tangent arc segment structure around the tire circumference.

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Non-pneumatic tires that don't require inner tubes or air pressure to operate. The tires have a lower ring, upper ring, and support structure connecting them. The tread extends around the upper ring and also covers the sides. The sidewalls seamlessly connect the tread to the lower ring on one side. This allows the entire tire, including the sidewalls, to be molded as a single piece from rubber. This eliminates the need for separate sidewall pieces that must be attached to the tread.

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Non-pneumatic tire and wheel assembly that eliminates the need for inner tubes and air pressure while still providing similar performance to pneumatic tires. The assembly has a spoke ring structure with an inner ring mounted on the outer surface of the rim. The inner ring has retention nubs that fit into grooves on the rim. The spoke ring has multiple spokes. An outer tread ring is mounted on the outer circumference of the spoke ring. This configuration provides a rigid structure for the tire without needing inflation, like a solid tire, while still allowing the rim, spokes, and outer tread to participate in load carrying like a pneumatic tire.

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Non-pneumatic tire with improved durability, riding comfort, and ground contact compared to conventional non-pneumatic tires. The spoke portion of the tire is made of a rubber-based composition that can be cured with the tread portion. This allows the spokes to be integrated into the tire structure instead of being separate. The rubber spokes provide better load support and durability compared to plastic spokes. The rubber spokes also improve tire stability and ride comfort by distributing loads through compression as well as tension. The rubber composite spokes have a modulus of 10-30 MPa. This allows co-curing with the tread rubber. The rubber spokes also have a higher fatigue resistance compared to plastic spokes. The co-cured tread and spoke construction provides a more homogeneous tire with improved ground contact.

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Non-pneumatic tire for vehicles that doesn't require inner air pressure like conventional pneumatic tires. The non-pneumatic tire has a unique structure that provides load carrying efficiency, low rolling resistance, and durability without the need for inflation. The tire has a shear band sandwiched between the tread and sidewalls. The shear band allows the tire to deform and distribute loads like a pneumatic tire, while the sidewalls and tread prevent excessive deformation. The tire can also have a chafer or rim flange protector to prevent damage when mounting on the wheel. The shear band composition has a specific modulus range for optimal performance.

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Reinforced annular supports for non-pneumatic tires that reduce lateral stiffness compared to conventional designs. The supports have inner and outer legs connected by a joint that allows relative motion. This allows the legs to deform separately in the lateral direction, reducing stiffness. The supports surround the tire carcass and connect to it. The joint allows the inner and outer legs to move independently, enabling the supports to flex laterally without transferring stiffness to the carcass. This improves compliance and reduces harshness compared to rigid supports that transmit lateral loads directly to the carcass.

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Non-pneumatic tire design with removable spokes that allows easier manufacturing and replacement compared to integral spoke wheels. The spokes have outer ends that extend to contact adjacent spokes. This allows the spokes to be manufactured separately with reinforcement elements and bonded to the outer band. It also enables removable spoke wheels by connecting the inner anchors to the hub. The spokes have outer arms that overlap adjacent spokes to prevent separation at the bonded outer ends.

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A tire design for non-pneumatic tires that allows them to run without air pressure. The tire has a circumferential tread around the outer ring that is attached to a single-material band layer. The band layer provides support and prevents deformation of the tread when the tire is under-inflated or runflat. The band layer is directly attached to the tread rubber layer, eliminating the need for separate bands or spokes. This simplifies the tire construction and reduces weight compared to traditional pneumatic tires. The single-material band layer can be made using a seamless cylindrical forming process to avoid defects and irregularities.

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A tire tread design for non-pneumatic tires that allows them to run without air pressure. The tread has a sandwiched elastic layer between two solid shim layers. The elastic layer has higher elasticity than the shim layers. This allows the tread to deform and maintain traction when the tire is deflated or underinflated. The shim layers prevent lateral movement of the elastic layer and prevent tread separation when the tire is inflated.

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Airless tire with improved tread flexibility and traction for off-road vehicles. The tire has multiple spoke rings with circumferential shear elements between them. Each shear element has an inelastic lower and upper region sandwiched by an elastic region. This allows the shear elements to deform more than the spokes, providing a wider tread range for better off-road performance. A tread layer extends around the shear elements. The tread can have reinforcing layers inside some ribs to prevent buckling in those areas.

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A detachable wheel assembly for non-pneumatic tires that allows the tire, rim, and spokes to be separated and replaced independently. The wheel has a detachable split-spoke design that allows the spokes to be removed and replaced without needing to replace the whole wheel. The non-pneumatic tire has protrusions called tire bosses that engage grooves in the rim to prevent the tire from sliding off. Bolts through the rim and spokes secure the tire and prevent separation. This allows the tire, rim, and spokes to be replaced individually instead of needing to replace the whole wheel when a component is damaged.

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Non-pneumatic tire with a reinforcing structure inside the tread that improves load support and fatigue resistance compared to conventional tires. The reinforcing structure is a woven fabric sandwiched between the tread inner and outer surfaces. It has first and second cords woven in a plain weave pattern. The cords intersect to form a cord sheet. The woven structure reinforces the tread area and reduces stress concentrations compared to a single cord layer. The fabric is inserted between the tread surfaces to support loads and distribute stresses. It prevents punctures and improves durability by transferring loads from the tread to the sidewalls. The woven fabric also improves fatigue resistance by preventing twisting and deformation of the tread.

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Non-pneumatic tire for vehicles that eliminates the need for inner tubes and maintains performance like pneumatic tires. The tire has a unique spoke disk design with multiple spokes connecting the outer ring to the wheel inner ring. This allows the tire to be structurally supported without air pressure. The spokes distribute load like a pneumatic tire and prevent deformation when cornering. The outer ring has a tread and shear band. The spoke disks attach to the shear band and wheel rims via aligned slots. This enables the tire to be mounted without air and provide proper load distribution and steering response like a pneumatic tire.

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Non-pneumatic tire design to reduce stone retention and improve durability. The tire has a unique main groove shape with protrusions inside the groove sidewalls. These protrusions prevent stones from entering the grooves through the openings, reducing stone trapping and associated issues like cracking, vibration, and noise.

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A non-pneumatic tire design that prevents deformation of the outer annular portion when the tire is in motion. The tire has an inner annular portion, an outer annular portion concentric with the inner one, and coupling portions connecting them. The outer annular portion has an overall reinforcing layer embedded throughout the width. It also has partial reinforcing layers embedded in specific width regions. This provides additional reinforcement in the non-coupled outer regions that would otherwise deform under centrifugal force.

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Non-pneumatic tire design that aims to provide performance similar to pneumatic tires without the need for inflation. The tire has a structure that allows it to carry the vehicle load without air pressure. The tire is a top loader type where all of the structure is involved in carrying the load. This allows a design with less mass compared to bottom loader types where most of the load is carried below the hub. The non-pneumatic tire aims to provide the benefits of pneumatic tires like load carrying efficiency, low contact pressure, and ride comfort without the drawback of needing inflation.

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A non-pneumatic tire with improved load-carrying efficiency, comfort, and durability. The tire features a novel structural configuration where the entire tread surface contributes to load distribution, achieving pneumatic tire-like performance without air inflation. The tire's design incorporates a shear band mechanism that enables controlled deformation under load, maintaining optimal contact pressure distribution while preventing excessive deflection. This results in reduced road wear, improved traction, and enhanced ride quality compared to conventional non-pneumatic tires.

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A non-pneumatic tire design with spoke-like structures between the inner and outer belts that provide load support and damping without air. The spokes have a unique configuration with holes in the circumferential direction and axial direction. This spoke shape provides uniform rigidity for load support while minimizing noise and vibration compared to continuous spokes. The holes also allow some deformation and flexibility for better durability and driving quality.

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Non-pneumatic tire with a curved tread that interfaces with a curved wheel rim. The tire features a lower annular band with a convex curved surface that receives the wheel's concave rim, while the upper annular band has a conventional tread. The tire structure connects the two annular bands, with the lower band having a narrower width than the wheel's concave rim. When a predetermined axial force exceeds a threshold, the lower band deflects and applies tension to the tire structure, creating a stable and secure connection between the tire and wheel.

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Non-pneumatic tire design to improve performance and durability by reducing deformation of spokes when the tire encounters bumps or obstacles. The tire has a wheel portion, a tread ring portion, and flexible spokes connecting them. Between the wheel and tread is a bump stop to limit compression and stretching of the spokes. The bump stop can be multiple tower bump stops between adjacent spokes or roof-top shaped bump stops extending between the wheel and tread. The bump stops contact adjacent spokes during compression to restrict deformation. This prevents excessive compressive and tensile forces on the spokes when rolling over bumps.

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Non-pneumatic tire design with a tread band that provides improved durability and performance compared to conventional pneumatic tires. The non-pneumatic tire has a tread band with multiple reinforcement layers oriented in different directions. The layers start with circumferential reinforcement, then angles outward layers at two different directions, and finally an outer layer with circumferential reinforcement again. This zigzag reinforcement pattern provides a balanced combination of circumferential strength for tire rigidity and lateral strength for resistance against impact and wear.

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Non-pneumatic tire design that eliminates the need for inner tubes or air pressure. The tire has a reinforced webbing structure connecting the inner and outer rings. The webbing is made by coating reinforcement cords with thermoplastic material and cutting it into non-linear shapes. These shapes are then arranged and attached to the inner and outer rings to form the support structure. The reinforced webbing provides rigidity and strength to the tire without inflating it.

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Non-pneumatic tire design that eliminates the need for inner air pressure while maintaining load carrying capacity and handling performance similar to pneumatic tires. The tire has a circular spoke structure between the rim and tread. The spokes have a closed longitudinal cross-section. This circular spoke arrangement provides rigidity and load support without air pressure. The tire also has a structural reinforcement layer between the tread and rim. This reinforcement provides durability and uniformity. The closed spoke shape prevents contact loss during cornering. The spoke arrangement allows circular spoke spacing for tire uniformity and reduces internal space deformation during deformation.

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Non-pneumatic tire design to prevent damage to the outer case object like sidewalls when the tire contacts curbs or obstacles. The tread handle part, located between the tread and sidewalls, has a smaller width than the tire diameter. This configuration allows the tread handle to deform and deflect into the tire diameter direction when the tire contacts curbs, reducing the likelihood of the outer case sidewall directly contacting and damaging the curb. This protection is especially important for non-pneumatic tires since they do not have an inner tube to cushion impacts.

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A non-pneumatic tire design that provides similar performance to pneumatic tires without needing air pressure. The tire has a spoke structure between the rim and tread that forms webs. The spoke units are arranged in a repeating meta structure with joints. This allows the tire to deform and support load like a pneumatic tire, but without the need for inner pressure. The joints in the meta structure guide the tire's deformation behavior. The spoke structure provides rigidity and load support, while the jointed meta structure allows performance-oriented deformation.

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Non-pneumatic tire design with improved turning response. The tire has a unique hub construction with thicker spoke portion compared to the rim portion. This hub configuration provides better responsiveness during sharp steering maneuvers compared to conventional non-pneumatic tires. The thicker spoke section near the axle allows better lateral stiffness and reduces the steering delay known as "transitional characteristic" when the tire is turning at high slip angles. The thinner rim section on the outer periphery allows some deformation for better compliance on rough terrain.

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Non-pneumatic tire design that provides improved load support, cushioning, and reduced vibration compared to conventional non-pneumatic tires. The tire has a belt component with an inner belt surrounded by an outer belt that extends around the tire circumferentially. The outer belt has one or more holes in the circumferential section. This allows the outer belt to flex and deform more than the inner belt when the tire encounters bumps or impacts, providing better load support and cushioning. The holes also prevent excessive deformation of the outer belt during high-speed driving to reduce vibrations.

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Tire tread design that balances rolling resistance reduction with improved wet-weather performance. The design incorporates a novel tread pattern that maintains optimal groove depth while strategically reducing tread thickness, thereby preserving the original groove volume. This approach enables a reduction in rolling resistance without compromising wet-weather traction, while maintaining the original tread depth.

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Non-pneumatic tire with reduced rolling resistance and improved wet grip compared to conventional non-pneumatic tires. The tire has a shear band surrounding the central section, deformable spokes connecting the shear band to the central section, and a tread with longitudinal grooves. The shear band layers include discontinuous reinforcement layers that extend circumferentially between the spokes. The grooves extend through the discontinuous layers, allowing deformation and flexibility in those areas. This reduces rolling resistance while maintaining wet grip by preserving tread voids. The continuous layers prevent groove bottoming out. The discontinuous layers in the shear band provide localized flexibility, complementing the continuous layers for overall stability.

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Non-pneumatic tire design with spokes and cells that improves durability and reduces failure compared to traditional pneumatic tires. The non-pneumatic tire has an annular elastomer body with an inner, middle, and outer circumferential members connected by spokes. The spokes form X-shaped patterns on the inner and outer circumferential members and V-shaped patterns on the middle member. The spokes have varying thicknesses at the inner and outer ends. This spoke configuration provides better puncture resistance, load carrying capacity, and wear compared to conventional non-pneumatic tires.

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Non-pneumatic tire design that allows adjustment of lateral forces without using air pressure. The tire has an outer annular band with spokes connecting to an inner annular portion. The spokes are laterally offset from the midplane of the outer band. This offset creates a lateral force when rolling under load. The spokes can counteract other lateral forces from tread or road crown. The offset can be adjusted to tune the tire's handling.

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Non-pneumatic tire with improved handling stability and ground contact performance, particularly when driving at high camber angles. The tire features a unique tread design with a curved outer surface that transitions from a wider, outer diameter section to a narrower, inner diameter section. This design enables enhanced ground contact and stability when the tire is mounted at high camber angles, while maintaining structural integrity. The tire's outer cylinder is divided into two sections, with the inner section featuring a thicker, more robust profile. The design achieves improved handling stability and ground contact performance while maintaining structural integrity.

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Non-pneumatic tire design that provides handling similar to pneumatic tires, especially at high speeds during quick turns. The tire has a tread, wheel, and spoke structure. The key feature is a thinner walled disc portion (tread) compared to the rim portion (wheel). This reduces the transient response time of the tire when turning at high speeds, providing quicker and more responsive steering compared to traditional solid tires.

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Non-pneumatic tire design with nesting spokes that maintain positive tension during operation to reduce intrusivity and improve ride quality. The spokes are displaced and pretensioned beyond their natural length when installed, exceeding the tire's contact patch deflection under normal load. This provides a higher initial stiffness compared to traditional spokes. The nesting geometry allows adjacent spokes to overlap, with the tips extending past the vertical line between hub and outer band connections. This reduces intrusivity by spreading forces when encountering obstacles instead of transmitting them directly to the vehicle.

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Non-pneumatic tire and wheel design that eliminates the need for inner tubes and reduces weight compared to conventional pneumatic tires. The tire has an inner ring, outer ring, and connecting pieces between them. The tire sidewalls have protrusions that engage with bayonets on the wheel rim to securely fix the tire to the wheel hub. This allows the tire to be firmly attached without air pressure, as the protrusions snap into the bayonets. The wheel also has a rim with fixing plates on the inner sidewalls that have bayonets for the tire to engage with.

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Non-pneumatic tire with spokes that can support a vehicle when the tire is deflated. The tire has spokes that extend radially downward from an upper ring. The spokes terminate at lower ends with mounts. When the tire is not in contact with the ground and the spokes are disengaged from hub mounts, they are under no tension. But when the tire is lifted off the ground and the spokes engage the hub mounts, they become tensioned to support the vehicle weight. This allows the tire to run flat without air.

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Non-pneumatic tire design with improved load carrying capacity and impact absorption compared to conventional non-pneumatic tires. The tire has a spoke structure between the inner and outer bands. The spokes have branched configurations with contact points between the bands. One spoke contacts the inner band side and the other contacts the outer band side. This provides load support and shock absorption. The spoke shapes, inclination angles, and spacing are optimized to balance load bearing and impact absorption. An elastic reinforcement connects the spoke contact points.

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Non-pneumatic tire design with improved comfort, steering stability, and durability compared to conventional non-pneumatic tires. The tire has an inner cylinder, outer cylinder, connecting member, and tread. The tread wraps around obstacles for comfort. But instead of increasing tread thickness, a space is left between the outer cylinder and tread in certain areas. This allows the outer cylinder to flex more and envelope obstacles better, improving tread wrap and comfort. The space prevents excessive deformation of the outer cylinder that could reduce steering stability and durability.

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A non-pneumatic tire design that eliminates the need for internal air pressure while maintaining load bearing capacity, vibration isolation, cushioning, and restoration ability. The tire has inner and outer bands separated by a spoke portion extending between them. The spokes incline towards the inner band instead of being straight. The inner and outer spokes connect. This configuration provides better load transfer, cushioning, and restoration compared to straight spokes.

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Non-pneumatic tire with improved load-bearing capacity, shock absorption, and braking/traction performance compared to conventional non-pneumatic tires. The tire has a spoke structure connecting the inner and outer bands instead of air pressure. The spokes have a unique curved shape with inclined sections and varying thicknesses. The curved spokes provide load support and buffer properties. The tire also has spaces between spokes. This spoke design allows good load-bearing, cushioning, and traction without air.

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A spoke structure for non-pneumatic tires that allows them to perform like conventional pneumatic tires without the need for internal air pressure. The spoke structure consists of inner and outer bands with spokes connecting them. The spokes have inclined sections that connect to the bands, semicircular sections, and circular holes. The alternating spokes form a continuous arc around the tire. This spoke structure provides buffering and running ability without internal air.

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Non-pneumatic tire design that achieves pneumatic tire performance without air pressure maintenance. The tire features a unique structural configuration where the entire tread area actively participates in load support, enabling efficient weight distribution and reduced road wear. This design combines the benefits of pneumatic tires with the reliability of solid tires, eliminating the need for pressure monitoring and maintenance.

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Non-pneumatic tire with improved handling characteristics and enhanced manufacturing process. The tire comprises a tread, at least one support ring, and a central portion, where the support ring and tread are concentric, and the central portion is oriented between the tread and the support ring. This configuration enables the tire to achieve improved handling characteristics without the need for internal pressure, while maintaining the structural integrity of the tire.

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