JP2009035050A - Non-pneumatic pressure tire - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a non-pneumatic pressure tire having excellent durability and capable of preventing occurrence of fluctuation of rigidity due to the positional relationship between a spoke position and a central position of a tread face. <P>SOLUTION: In this non-pneumatic pressure tire provided with a supporting structural body supporting load of a vehicle, the supporting structural body SS is provided with an inner side annular part 1, an intermediate annular part 2 provided concentrically on its outer side, an outer side annular part 3 provided concentrically on its outer side, a plurality of inner side connection parts 4 for connecting the inner side annular part 1 with the intermediate annular part 2, and a plurality of outer side connection parts 5 for connecting the outer side annular part 3 with the intermediate annular part 2. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a non-pneumatic tire provided with a support structure that supports a load from a vehicle as a tire structural member, and preferably a non-pneumatic tire that can be used as a substitute for a pneumatic tire. It relates to tires.

  The pneumatic tire has a load supporting function, a shock absorbing ability from the ground contact surface, and a transmission ability (acceleration, stop, change of direction) such as power. For this reason, many vehicles, particularly bicycles, motorcycles, automobiles, It is used in trucks.

  In particular, these capabilities greatly contributed to the development of automobiles and other motor vehicles. Furthermore, the impact absorbing ability of pneumatic tires is useful for medical equipment and electronic equipment transport carts and other applications.

  Examples of conventional non-pneumatic tires include solid tires, spring tires, and cushion tires, but they do not have the superior performance of pneumatic tires. For example, solid tires and cushion tires support the load by compressing the contact portion, but this type of tire is heavy and stiff, and does not have the ability to absorb shock like a pneumatic tire. Further, in the non-pneumatic tire, it is possible to improve the cushioning property by increasing the elasticity, but there is a problem that the load supporting ability or the durability as the pneumatic tire has is deteriorated.

  Therefore, in Patent Document 1 below, for the purpose of developing a non-pneumatic tire having the same operating characteristics as a pneumatic tire, a reinforced annular band that supports a load applied to the tire, and the reinforced annular band, Non-pneumatic tires have been proposed that have a plurality of web spokes that transmit load forces by tension with a wheel or hub.

Special Table 2005-500932 Publication

  However, in the above-described non-pneumatic tire, when a longitudinal load is applied so as to have the same amount of deflection, there is a tendency that the variation in the longitudinal load tends to occur depending on the positional relationship between the position of the web spoke and the center position of the ground contact surface. There was found. That is, as shown in FIG. 7 (a), when the center position between the web spokes S is located at the contact surface center TC, the reaction force from the tire is small (soft), and shown in FIG. 7 (b). Thus, when the position of the lower end of the web spoke S is located at the ground contact surface center TC, the reaction force from the tire becomes large (hard), and rigidity variation is observed in the ground contact state of both. As a result, there are concerns about deterioration of uniformity and various performances due to uneven grounding.

  In addition, in the non-pneumatic tire of Patent Document 1, it is described that the load is supported from the axle and the power is transmitted by the tension of the web spoke. In that case, the rigidity of the web spoke against the compressive force is theoretically described. By reducing the above, it is possible to improve the rigidity variation. However, the transmission of power from the axle with only the tension of the web spoke has a serious problem of durability, and the web spoke needs a certain degree of rigidity against the compressive force.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a non-pneumatic tire that is excellent in durability and hardly changes in rigidity due to the positional relationship between the spoke position and the center position of the contact surface.

The above object can be achieved by the present invention as described below.
That is, the non-pneumatic tire of the present invention is a non-pneumatic tire provided with a support structure that supports a load from a vehicle, and the support structure is provided concentrically on the inner annular portion and on the outer side of the inner annular portion. An intermediate annular portion, an outer annular portion concentrically provided on the outer side of the intermediate annular portion, a plurality of inner connecting portions that connect the inner annular portion and the intermediate annular portion, the outer annular portion, and the And a plurality of outer connecting portions that connect the intermediate annular portion.

  According to the non-pneumatic tire of the present invention, since the intermediate annular portion is interposed in the plurality of connecting portions that connect the inner annular portion and the outer annular portion, the rigidity variation due to the positional relationship between the spoke position and the center position of the ground plane is reduced. It can be made difficult to occur (see FIGS. 1A to 1D). In other words, in a conventional non-pneumatic tire that does not include an intermediate annular portion, when a longitudinal load is applied, as shown in FIG. 1A, the lower end of the web spoke S1 is located at the center TC of the ground plane. The web spoke S1 is less likely to generate bending force and the web spoke S1 is less likely to buckle, whereas the center position of the web spoke S3 is located at the ground contact surface center TC as shown in FIG. When positioned, bending force is generated in the web spoke S3 due to deformation of the tread surface or displacement in the load direction, and buckling (bending deformation in the direction of the outer arrow) is likely to occur. As a result, when a longitudinal load is applied so as to have the same deflection amount, the reaction force from the tire is larger in the positional relationship shown in FIG. 1A than in the positional relationship shown in FIG. (Hard), and stiffness variation occurs in the ground contact state of both.

  On the other hand, in the non-pneumatic tire in which the intermediate annular portion 2 is interposed as in the present invention, when a longitudinal load is applied, as shown in FIG. When located at the center TC, buckling of the outer connecting portion 5 and the inner connecting portion 4 is unlikely to occur as in FIG. 1A, and the center of the outer connecting portion 5 as shown in FIG. Even when the position is located at the center TC of the ground contact surface, the intermediate annular portion 2 is reinforced by tension (tension of the inner inward arrow) and compression against the bending force generated in the outer connecting portion 5 and the inner connecting portion 4. By performing the reinforcement (compression force of the outer inward arrow), the outer connecting portion 5 and the inner connecting portion 4 are less likely to buckle. As a result, the non-pneumatic tire of the present invention is less likely to buckle in the ground contact state compared to the prior art, and the amount of deflection and longitudinal load until buckling occurs (that is, buckling is reduced). A break point that starts to occur becomes high), and a region in which the rigidity variation is small can be set widely between the positional relationship shown in FIG. 1C and the positional relationship shown in FIG.

  FIG. 2A to FIG. 2B show the above as specific data. According to this, in the non-pneumatic tire in which the intermediate annular portion 2 is not interposed, as shown in FIG. 2 (a), the web spoke S is buckled (the state shown in FIG. 1 (b)) with a small amount of deflection, and a break occurs. Whereas the point cannot be set high (a difference in rigidity occurs from the initial stage of load application), in the non-pneumatic tire in which the intermediate annular portion 2 is interposed as in the present invention, buckling occurs in the positional relationship shown in FIG. Can be made difficult, so the break point can be set high. In this manner, since the region where the rigidity variation is small can be set widely between the positional relationship shown in FIG. 1C and the positional relationship shown in FIG. It is possible to provide a non-pneumatic tire that hardly changes in rigidity depending on the positional relationship with the position.

  Further, in the non-pneumatic tire of the present invention, the stress concentration near the base of the web spoke is relaxed by the reinforcing effect by the intermediate annular portion as described above, thereby improving the durability compared to the conventional technology. Can do.

  In the above, the intermediate annular portion is preferably reinforced with reinforcing fibers. As a result, the above-described reinforcing effect by the intermediate annular portion is further enhanced, durability can be further improved, and rigidity variation due to the positional relationship between the spoke position and the ground contact surface center position can be further reduced.

  Further, it is preferable that a reinforcing layer for reinforcing bending deformation of the outer annular portion is provided outside the outer annular portion. According to this configuration, it is difficult to cause bending deformation of the tread surface, and the break point can be set in a high load range. Further, it is possible to make the ground pressure more uniform by making it difficult for local bending deformation of the tread surface.

  Moreover, it is preferable that a tread layer is provided on the outermost layer outside the outer annular portion. By providing the tread layer, it is possible to improve the turning performance, braking performance, traction performance, impact absorption performance, etc. of the non-pneumatic tire.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 3 is a front view showing an example of the non-pneumatic tire of the present invention, where (a) is a front view showing the whole, and (b) is a front view showing the main part. Here, O indicates the axial center, and H1 indicates the tire cross-sectional height.

  The non-pneumatic tire of the present invention includes a support structure that supports a load from a vehicle. The non-pneumatic tire of the present invention may be provided with such a support structure, and a member corresponding to a tread, a reinforcing layer, an outer side (outer peripheral side) and an inner side (inner peripheral side) of the support structure, A member for fitting with an axle or a rim may be provided.

  In the non-pneumatic tire of the present invention, as shown in FIG. 3, the support structure SS is provided with an inner annular portion 1, an intermediate annular portion 2 provided concentrically on the outer side, and a concentric shape on the outer side. The outer annular portion 3, the plurality of inner coupling portions 4 that couple the inner annular portion 1 and the intermediate annular portion 2, and the plurality of outer coupling portions 5 that couple the outer annular portion 3 and the intermediate annular portion 2. ing.

  The inner annular portion 1 is preferably a cylindrical shape having a constant thickness from the viewpoint of improving uniformity. Moreover, it is preferable to provide the inner peripheral surface of the inner annular portion 1 with irregularities or the like for maintaining fitting properties for mounting with an axle or a rim.

  The thickness of the inner annular portion 1 is preferably 2 to 7%, and 3 to 6% of the tire cross-section height H1 from the viewpoint of reducing weight and improving durability while sufficiently transmitting force to the inner connecting portion 4. More preferred.

  The inside diameter of the inner annular portion 1 is appropriately determined in accordance with the dimensions of the rim on which the non-pneumatic tire is mounted and the axle, etc. In the present invention, since the intermediate annular portion 2 is provided, the inner diameter of the inner annular portion 1 is conventionally increased. It can be greatly reduced. However, when an alternative to a general pneumatic tire is assumed, 250 to 500 mm is preferable, and 330 to 440 mm is more preferable.

  The axial width of the inner annular portion 1 is appropriately determined according to the application, the length of the axle, and the like, but when an alternative to a general pneumatic tire is assumed, it is preferably 100 to 300 mm, more preferably 130 to 250 mm. preferable.

  The tensile modulus of the inner annular portion 1 is preferably 5 to 180000 MPa, more preferably 7 to 50000 MPa, from the viewpoint of weight reduction, improved durability, and wearing while sufficiently transmitting force to the inner connecting portion 4. The tensile modulus in the present invention is a value calculated from a tensile stress at 10% elongation by conducting a tensile test according to JIS K7312.

  As the material of the inner annular portion 1, thermoplastic elastomer, crosslinked rubber, other resins, fiber reinforcing materials obtained by reinforcing these with reinforcing materials such as fibers, metals, and the like can be used. However, from the viewpoint of enabling integral molding when manufacturing the support structure SS, the material of the inner annular portion 1 may be thermoplastic elastomer, crosslinked rubber, other resin, or fiber reinforced with fibers or the like. Reinforcing materials are preferred.

  Examples of the thermoplastic elastomer include polyester elastomer, polyolefin elastomer, polyamide elastomer, polystyrene elastomer, polyvinyl chloride elastomer, polyurethane elastomer and the like. Rubber materials constituting the crosslinked rubber material include natural rubber, styrene butadiene rubber (SBR), butadiene rubber (BR), isoprene rubber (IIR), nitrile rubber (NBR), hydrogenated nitrile rubber (hydrogenated NBR). And synthetic rubbers such as chloroprene rubber (CR), ethylene propylene rubber (EPDM), fluorine rubber, silicon rubber, acrylic rubber, and urethane rubber. These rubber materials may be used in combination of two or more as required.

Examples of other resins include thermoplastic resins and thermosetting resins. Examples of the thermoplastic resin include polyethylene resin, polystyrene resin, and polyvinyl chloride resin, and examples of the thermosetting resin include epoxy resin, phenol resin, polyurethane resin, silicon resin, polyimide resin, and melamine resin. A foamed material may be used, and the above-mentioned thermoplastic elastomer, crosslinked rubber, or other resin foamed can be used.

  Examples of the reinforcing material include reinforcing fibers such as long fibers, short fibers, woven fabrics, and nonwoven fabrics, and granular fillers. Examples of the reinforcing fibers include rayon cords, polyamide cords such as nylon-6,6, polyester cords such as polyethylene terephthalate, aramid cords, glass fiber cords, carbon fibers, steel cords, and the like. Examples of the particulate filler include ceramics such as carbon black, silica, and alumina, and other inorganic fillers.

The shape of the intermediate annular portion 2 is not limited to a cylindrical shape, and may be a polygonal cylindrical shape.

  The thickness of the intermediate annular portion 2 is preferably 3 to 10% of the tire cross-section height H1 from the viewpoint of reducing the weight and improving the durability while sufficiently reinforcing the inner connecting portion 4 and the outer connecting portion 5. -9% is more preferable.

  The inner annular portion 2 has an inner diameter that exceeds the inner diameter of the inner annular portion 1 and less than the inner diameter of the outer annular portion 3. However, as the inner diameter of the intermediate annular portion 2, the inner diameter of the inner annular portion 1 is subtracted from the inner diameter of the outer annular portion 3 from the viewpoint of improving the reinforcing effect of the inner connecting portion 4 and the outer connecting portion 5 as described above. A value of 20 to 80% of the value is preferably the inner diameter added to the inner diameter of the inner annular portion 1, and a value of 30 to 60% is more preferably the inner diameter added to the inner diameter of the inner annular portion 1. .

  The axial width of the intermediate annular portion 2 is appropriately determined according to the application and the like, but is preferably 100 to 300 mm, more preferably 130 to 250 mm, assuming an alternative to a general pneumatic tire.

  The tensile modulus of the intermediate annular portion 2 is preferably 8000 to 18000 MPa, more preferably 10,000 to 50000 MPa from the viewpoint of sufficiently reinforcing the inner connecting portion 4 and the outer connecting portion 5 to improve durability and load capacity. preferable.

  As the material of the intermediate annular portion 2, the same material as that of the inner annular portion 1 can be used, such as a thermoplastic elastomer, a crosslinked rubber, other resins, or a fiber reinforcing material obtained by reinforcing these with a reinforcing material such as a fiber, a metal, or the like. Can be used. However, when manufacturing the support structure SS, it is preferable to use the same material or base material as the material of the inner annular portion 1 from the viewpoint of enabling integral molding.

  Since the tensile modulus of the intermediate annular portion 2 is preferably higher than that of the inner annular portion 1, a fiber reinforced material in which a thermoplastic elastomer, a crosslinked rubber, or other resin is reinforced with fibers or the like is preferable. That is, as shown in FIG. 3B, the intermediate annular portion 2 is preferably reinforced by the reinforcing fibers 2a. The reinforcing fiber 2a can be provided as a single layer or a plurality of layers.

  Examples of the reinforcing fibers include long fibers, short fibers, woven fabrics, non-woven fabrics, and the like, but long fibers or woven fabrics using long fibers (including suede-like woven fabrics) are more preferable. As the reinforcing fiber at that time, for example, rayon cord, polyamide cord such as nylon-6, 6, polyester cord such as polyethylene terephthalate, aramid cord, glass fiber cord, carbon fiber, steel cord and the like are preferable.

The shape of the outer annular portion 3 is preferably a cylindrical shape with a constant thickness from the viewpoint of improving uniformity. The thickness of the outer annular portion 3 is preferably 2 to 7% of the tire cross-section height H1, and preferably 2 to 5% from the viewpoint of reducing the weight and improving the durability while sufficiently transmitting the force from the outer connecting portion 5. Is more preferable.

  The inner diameter of the outer annular portion 3 is appropriately determined according to its use and the like, but since the intermediate annular portion 2 is provided in the present invention, the inner diameter of the outer annular portion 3 can be made larger than before. However, when an alternative to a general pneumatic tire is assumed, 420 to 750 mm is preferable, and 480 to 680 mm is more preferable.

  The axial width of the outer annular portion 3 is appropriately determined according to the application and the like, but is preferably 100 to 300 mm, and more preferably 130 to 250 mm when an alternative to a general pneumatic tire is assumed.

  The tensile modulus of the outer annular portion 3 can be set to the same level as that of the inner annular portion 1 when the reinforcing layer 6 is provided on the outer periphery of the outer annular portion 3 as shown in FIG. In the case where such a reinforcing layer 6 is not provided, 5 to 180000 MPa is preferable, and 7 to 50000 MPa is more preferable from the viewpoint of reducing the weight and improving the durability while sufficiently transmitting the force from the outer connecting portion 5. .

  As the material of the outer annular portion 3, the same material as the inner annular portion 1 can be used, such as a thermoplastic elastomer, a crosslinked rubber, other resins, or a fiber reinforcing material obtained by reinforcing these with a reinforcing material such as a fiber, a metal, or the like. Can be used. However, when manufacturing the support structure SS, it is preferable to use the same material or base material as the material of the inner annular portion 1 from the viewpoint of enabling integral molding.

  When the tensile modulus of the outer annular portion 3 is increased without providing the reinforcing layer 6, a fiber reinforced material in which a thermoplastic elastomer, a crosslinked rubber, or other resin is reinforced with fibers or the like is preferable. That is, when the reinforcing layer 6 is not provided, the outer annular portion 3 is preferably reinforced with reinforcing fibers.

The inner connecting portion 4 connects the inner annular portion 1 and the intermediate annular portion 2, and a plurality of inner connecting portions 4 are provided, for example, with an appropriate interval between them. It is preferable to provide the inner side connection part 4 with a fixed space | interval from a viewpoint of improving uniformity. As for the number of inner connection parts 4 provided over the entire circumference (when a plurality of inner connection parts 4 are provided in the axial direction, it is counted as one), while supporting the load from the vehicle sufficiently, weight reduction, improvement of power transmission, durability From the viewpoint of improving the quality, 10 to 80 are preferable, and 40 to 60 are more preferable.

  Examples of the shape of each inner connecting portion 4 include a plate-like body and a columnar body, and these inner connecting portions 4 extend in a radial direction or a direction inclined from the radial direction in a front view cross section. In the present invention, the breakpoint is increased to make it difficult for fluctuations in rigidity, and from the viewpoint of improving durability, the extending direction of the inner connecting portion 4 is preferably within ± 25 ° in the radial direction in the front sectional view. The radial direction is preferably within ± 15 °, and the radial direction is most preferable.

  The thickness of the inner connecting portion 4 is preferably 4 to 12% of the tire cross-sectional height H1 from the viewpoint of reducing the weight, improving the durability, and improving the lateral rigidity while sufficiently transmitting the force from the inner annular portion 1. 6 to 10% is more preferable.

  In the case where a single inner connecting portion 4 is provided in the axial direction, the axial width of the inner connecting portion 4 is appropriately determined according to the application and the like, but when an alternative to a general pneumatic tire is assumed, 100 to 300 mm is Preferably, 130 to 250 mm is more preferable.

  The tensile modulus of the inner connecting portion 4 is preferably 5 to 50 MPa, more preferably 7 to 20 MPa from the viewpoint of reducing weight, improving durability, and improving lateral rigidity while sufficiently transmitting the force from the inner annular portion 1. preferable.

  As the material of the inner connecting portion 4, the same material as that of the inner annular portion 1 can be used, such as a thermoplastic elastomer, a crosslinked rubber, other resins, or a fiber reinforcing material obtained by reinforcing these with a reinforcing material such as a fiber, a metal, or the like. Can be used. However, when manufacturing the support structure SS, it is preferable to use the same material or base material as the material of the inner annular portion 1 from the viewpoint of enabling integral molding.

  When the tensile modulus of the inner connecting portion 4 is increased, a fiber reinforced material in which a thermoplastic elastomer, a crosslinked rubber, or other resin is reinforced with fibers or the like is preferable.

The outer connecting portion 5 connects the outer annular portion 3 and the intermediate annular portion 2, and a plurality of the outer connecting portions 5 are provided, for example, with an appropriate interval between them. The outer connecting portions 5 are preferably provided at a certain interval from the viewpoint of improving uniformity. The outer connecting portion 5 and the inner connecting portion 4 may be provided at the same position on the entire circumference or at different positions. However, from the viewpoint of improving the reinforcing effect of the intermediate annular portion 2, the outer connecting portion 5 and the inner connecting portion 4 are provided. The connecting portion 4 is preferably provided at the same position on the entire circumference.

  As for the number of outer connecting parts 5 provided over the entire circumference (when a plurality of outer connecting parts 5 are provided in the axial direction, they are counted as one), while supporting the load from the vehicle sufficiently, weight reduction, improvement of power transmission, durability From the viewpoint of improving the quality, 10 to 80 are preferable, and 40 to 60 are more preferable.

  Examples of the shape of each outer connecting portion 5 include a plate-like body and a columnar body, and these outer connecting portions 5 extend in a radial direction or a direction inclined from the radial direction in a front view cross section. In the present invention, from the viewpoint of improving the durability by increasing the break point and making it difficult to change the rigidity, the extending direction of the outer connecting portion 5 is preferably within ± 25 ° in the radial direction in the front sectional view. The radial direction is preferably within ± 15 °, and the radial direction is most preferable.

  The thickness of the outer connecting portion 5 is preferably 4 to 12% of the tire cross-sectional height H1 from the viewpoint of reducing the weight, improving the durability, and improving the lateral rigidity while sufficiently transmitting the force from the inner annular portion 1. 6 to 10% is more preferable.

  In the case where a single outer connecting portion 5 is provided in the axial direction, the axial width of the outer connecting portion 5 is appropriately determined according to the application and the like, but assuming an alternative to a general pneumatic tire, 100 to 300 mm is Preferably, 130 to 250 mm is more preferable.

  The tensile modulus of the outer connecting portion 5 is preferably 5 to 50 MPa, more preferably 7 to 20 MPa from the viewpoint of reducing weight, improving durability, and improving lateral rigidity while sufficiently transmitting the force from the inner annular portion 1. preferable.

  As the material of the outer connecting portion 5, the same material as that of the inner annular portion 1 can be used, such as a thermoplastic elastomer, a crosslinked rubber, other resins, or a fiber reinforcing material obtained by reinforcing these with a reinforcing material such as a fiber, a metal, or the like. Can be used. However, when manufacturing the support structure SS, it is preferable to use the same material or base material as the material of the inner annular portion 1 from the viewpoint of enabling integral molding.

  When the tensile modulus of the outer connecting portion 5 is increased, a fiber reinforced material in which a thermoplastic elastomer, a crosslinked rubber, or other resin is reinforced with fibers or the like is preferable.

In the present embodiment, as shown in FIG. 3, an example is shown in which a reinforcing layer 6 that reinforces bending deformation of the outer annular portion 3 is provided outside the outer annular portion 3 of the support structure SS. The reinforcing layer 6 can be the same as the belt layer of a conventional pneumatic tire.

  The reinforcing layer 6 is composed of one or a plurality of layers. For example, a steel cord, an aramid cord, a rayon cord, etc. rubberized layers arranged in parallel at an inclination angle of about 20 ° with respect to the tire circumferential direction are used as a steel cord. Etc. can be formed so as to cross in the opposite direction. Further, a layer made of various cords arranged in parallel in the tire circumferential direction may be provided on the upper layer of both layers.

  In the present embodiment, as shown in FIG. 3, an example in which a tread layer 7 is provided on the outer side of the reinforcing layer 6 is shown, but in the present invention, in the outermost layer on the outer side of the outer annular portion 3 in this way, A tread layer 7 is preferably provided. As the tread layer 7, it is possible to provide the same tread layer as that of a conventional pneumatic tire. Moreover, it is possible to provide the same pattern as a conventional pneumatic tire as a tread pattern.

  For example, the raw material of the tread rubber forming the tread layer 7 includes natural rubber, styrene butadiene rubber (SBR), butadiene rubber (BR), isoprene rubber (IR), butyl rubber (IIR) and the like. These rubbers are reinforced with fillers such as carbon black and silica, and a vulcanizing agent, a vulcanization accelerator, a plasticizer, an antiaging agent, and the like are appropriately blended.

  The non-pneumatic tire of the present invention can be manufactured by manufacturing the support structure SS by molding, injection molding, or the like, and then forming the reinforcing layer 6, the tread layer 7 or the like as necessary. When reinforcing fibers are used as the reinforcing structure of the support structure SS, the fiber reinforcing structure can be formed by arranging the reinforcing fibers in the mold in advance.

  The non-pneumatic tire of the present invention is excellent in durability and hardly changes in rigidity due to the positional relationship between the spoke position and the center position of the ground contact surface. It can be used as an alternative to non-pneumatic tires such as tires and cushion tires. Specific applications other than general pneumatic tires include, for example, wheelchair tires and construction vehicle tires.

[Other Embodiments]
(1) In the above-described embodiment, the example in which the plate-like inner coupling portion and the outer coupling portion are disposed in parallel to the axial direction has been shown. However, as illustrated in FIGS. The shapes and forming directions of the connecting portion and the outer connecting portion can take various forms.
For example, as shown to Fig.4 (a), the arrangement | positioning direction of the outer side connection part 5 (as well as an inner side connection part) may incline from the direction of the axial center O. FIG.

  Moreover, as shown in FIG.4 (b), the shape where the flat plate was bent may be sufficient as the outer side connection part 5 (an inner side connection part is the same).

  Moreover, as shown in FIG.4 (c), the shape which the flat plate has the rib 5a may be sufficient as the outer side connection part 5 (an inner side connection part is also the same).

  As shown in FIG. 4D, it is possible to form a plurality of outer connecting portions 5 (the same applies to the inner connecting portions) in the direction of the axis O.

  (2) In the above-described embodiment, the example in which the tread layer is provided on the outer side of the outer annular portion via the reinforcing layer is shown. However, in the present invention, the tread layer can be directly provided on the outer annular portion. Depending on the application, the tread layer can be omitted.

  (3) In the above-described embodiment, an example in which only one intermediate annular portion is provided has been described. However, in the present invention, a plurality of intermediate annular portions may be provided. Thereby, it is possible to make the inner diameter of the inner annular portion smaller.

  (4) In the above-described embodiment, an example in which the inner diameter of the inner annular portion is increased to some extent so that it can be attached to the axle via a rim or the like has been shown, but in the present invention, it can be directly attached to the axle. Thus, it is also possible to make the inside diameter of the inner annular portion small according to the outside diameter of the axle.

  Examples and the like specifically showing the configuration and effects of the present invention will be described below. In addition, the evaluation item in an Example etc. measured as follows.

(1) Maximum contact pressure When a longitudinal load of 2000 N is applied, the outer end point of the outer spoke (or spoke) is on the center of contact and the center position of the outer end point of the adjacent outer spoke (or spoke) is the center of contact. It is the average of the maximum contact pressure in each contact surface in the case of being above, and is shown as an index when Comparative Example 1 is set to 100. The smaller this value, the better.

(2) Longitudinal rigidity value When a longitudinal load of 2000 N is applied, the outer end point of the outer spoke (or spoke) is on the grounding center, and the center position of the outer end point of the adjacent outer spoke (or spoke) is the grounding center. It is the average value of the values obtained by dividing the load by the respective deflection amounts when it is above, and is shown as an index when Comparative Example 1 is 100. When this value is large, the longitudinal rigidity is high. The amount of deflection was measured based on the displacement of the tire axle.

(3) Longitudinal rigidity difference When a longitudinal load of 2000 N is applied, the outer end point of the outer spoke (or spoke) is on the grounding center, and the center position of the outer end point of the adjacent outer spoke (or spoke) is the grounding center. It is the difference between the respective longitudinal stiffness values in the case of being above, and is indicated by an index when Comparative Example 1 is set to 100. The smaller this value, the better the rigidity non-uniformity.

(4) Durability A drum test was performed under the conditions of a speed of 40 km / h and a longitudinal load of 2000 N, and the travel distance until the spoke failed was measured. The result is shown as an index when Comparative Example 1 is set to 100. The larger this value, the better the durability.

(5) Rigidity variation test While gradually increasing the longitudinal load to be applied, the change in the amount of deflection at that time was measured, and the change in stiffness was tested. During the test, measurements were made both when the outer spoke (or spoke) outer endpoint is on the ground center and when the outer endpoint of an adjacent outer spoke (or spoke) is centered on the ground center. Then, we investigated how the difference in stiffness (stiffness fluctuation) between the two changes.

Comparative example 1 (conventional product)
Support structure provided with spokes (upright in the radial direction) for connecting the inner ring and the outer ring, and the two layers of reinforcing layers provided on the outer periphery thereof, and tread rubber in the dimensions and physical properties shown in Table 1 A non-pneumatic tire including the above was manufactured and the performance was evaluated. The results are also shown in Table 1. Moreover, the result of a rigidity fluctuation test is shown in FIG.

  In any of the examples and comparative examples, the axial width of both the rings and the spokes was 140 mm.

Comparative Example 2
Support structure including inner ring and outer ring and spokes (upright in the radial direction) having the dimensions and physical properties shown in Table 1, a three-layer reinforcing layer provided on the outer periphery thereof, and tread rubber A non-pneumatic tire including the above was manufactured and the performance was evaluated. The results are also shown in Table 1. Moreover, the result of a rigidity fluctuation test is shown in FIG.

Example 1
A support structure comprising an inner ring, an intermediate ring, an outer ring, and inner spokes (upright in the radial direction) and outer spokes (upright in the radial direction) that connect the respective rings with the dimensions and physical properties shown in Table 1; A non-pneumatic tire including two reinforcing layers provided on the outer periphery and a tread rubber was produced, and the performance was evaluated. The results are also shown in Table 1. Moreover, the result of a rigidity fluctuation test is shown in FIG.

Example 2
With the dimensions and physical properties shown in Table 1, inner ring, intermediate ring (reinforced with a plain fabric of glass fiber), outer ring, inner spoke connecting each ring (upright in the radial direction) and outer spoke ( A non-pneumatic tire including a support structure including a radial structure and a three-layer reinforcing layer provided on the outer periphery of the support structure and a tread rubber was evaluated. The results are also shown in Table 1. Moreover, the result of a rigidity fluctuation test is shown in FIG.
Examples 3-4
In Example 2, a non-pneumatic tire having the same structure as in Example 2 was prepared except that the inner diameter of the intermediate ring was changed to the dimensions shown in Table 1, and the above performance was evaluated. The results are also shown in Table 1. Moreover, the result of a rigidity fluctuation test is shown in FIG.

  As shown in the results of FIGS. 5 to 6 and Table 1, the non-pneumatic tires of Examples 1 to 4 have less rigidity fluctuation due to the positional relationship between the spoke position and the center position of the ground contact surface than the conventional product, and Excellent durability. In particular, in Examples 2 to 4 in which the intermediate annular portion is reinforced with the reinforcing fiber, there is almost no rigidity variation due to the positional relationship up to a region where the longitudinal load is large.

  In addition, as shown in FIG. 5, the non-pneumatic tires of Comparative Examples 1 and 2 have a low break point, which greatly affects the increase in rigidity fluctuation.

Explanatory drawing for demonstrating the effect of the non-pneumatic tire of this invention The graph for demonstrating the effect of the non-pneumatic tire of this invention Front view showing an example of the non-pneumatic tire of the present invention Front view showing another example of the non-pneumatic tire of the present invention The graph which shows the result of the rigidity fluctuation test in an Example and a comparative example The graph which shows the result of the rigidity fluctuation test in an Example Explanatory drawing for demonstrating the subject of the conventional non-pneumatic tire

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Inner ring part 2 Middle ring part 2a Reinforcement fiber 3 Outer ring part 4 Inner connection part 5 Outer connection part 6 Reinforcement layer 7 Tread layer

Claims (4)

In a non-pneumatic tire including a support structure that supports a load from a vehicle,
The support structure includes an inner annular portion, an intermediate annular portion provided concentrically outside the inner annular portion, an outer annular portion provided concentrically outside the intermediate annular portion, and the inner annular portion. A non-pneumatic tire comprising: a plurality of inner connecting portions that connect a portion and the intermediate annular portion; and a plurality of outer connecting portions that connect the outer annular portion and the intermediate annular portion.   The non-pneumatic tire according to claim 1, wherein the intermediate annular portion is reinforced by a reinforcing fiber.   The non-pneumatic tire according to claim 1 or 2, wherein a reinforcing layer for reinforcing bending deformation of the outer annular portion is provided outside the outer annular portion.   The non-pneumatic tire according to any one of claims 1 to 3, wherein a tread layer is provided on an outermost layer outside the outer annular portion.

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