JP2015039987A - Non-pneumatic tire - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a non-pneumatic tire that is improved in durability and cornering performance.SOLUTION: A non-pneumatic tire T comprises a support structure SS supporting a load from a vehicle. The support structure SS comprises: an inner annular part 1; an outer annular part 2 formed in a concentric circle outside the inner annular part 1; and a plurality of connection parts 3 that connect the inner annular part 1 to the outer annular part 2 and are formed independently from each other in a tire circumference direction CD. The plurality of connection parts 3 are constituted of a first connection part 31 that is extended from one side WD1 in a tire width direction of the inner annular part 1 toward the other side WD2 in the tire width direction of the outer annular part 2 and a second connection part 32 that is extended from the other side WD2 in the tire width direction of the inner annular part 1 toward the one side WD1 in the tire width direction of the outer annular part 2, which are arranged alternately along a tire circumference direction. The first connection part 31 and the second connection part 32, which are smaller in plate thickness than in plate width and whose direction of the plate thickness are matched to the tire circumference direction, are long plate-shaped and have different rigidity.

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.

  Conventional non-pneumatic tires include, for example, solid tires, spring tires, cushion tires, and the like, but do not have the superior performance of pneumatic tires. For example, solid tires and cushion tires support the load by compressing the ground contact part, but this type of tire is heavy and stiff, and it is difficult to ensure good riding comfort and handling stability like pneumatic tires Met.

  In Patent Document 1 below, for the purpose of improving riding performance, noise performance, etc. while improving durability performance, an inner annular portion, an outer intermediate annular portion, an outer outer annular portion, and an inner annular portion. A non-pneumatic tire is described that includes a plurality of inner connecting portions that connect a portion and an intermediate annular portion, and a plurality of outer connecting portions that connect the outer annular portion and the intermediate annular portion. This non-pneumatic tire has a plate shape in which the inner connecting portion and the outer connecting portion are continuous in the tire width direction, so the lateral rigidity is high, but since the shoulder portion has high rigidity, the ground contact area of the shoulder portion is small during cornering, Cornering performance is not enough.

  Further, in Patent Document 2 below, for the purpose of improving riding comfort, a tire attached in the tire circumferential direction between an attachment body attached to an axle, a ring-like body provided on the outside thereof, and the attachment body and the ring-like body. A non-pneumatic tire provided with a plurality of connecting members arranged along the line is described. Since this non-pneumatic tire has a plate shape in which the connecting member is continuous in the tire width direction, as in the non-pneumatic tire of Patent Document 1, the lateral stiffness is high, but the shoulder portion also has high rigidity. The ground contact area is small and the cornering performance is not sufficient.

  Furthermore, if spokes such as the outer connecting part of Patent Document 1 or the connecting member of Patent Document 2 are arranged at intervals in the tire circumferential direction, the contact pressure distribution during tire rolling tends to increase. In order to suppress such an increase in contact pressure dispersion during rolling of the tire, it is conceivable to reduce the thickness of the spokes in the tire circumferential direction and reduce the distance between the spokes. However, if the thickness is reduced, the spoke rigidity is reduced, so that it becomes weak against local impacts such as overcoming a protrusion and the durability may deteriorate.

JP 2010-126700 A JP 2011-156905 A

  Accordingly, an object of the present invention is to provide a non-pneumatic tire having improved durability and cornering performance.

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. The outer annular portion, the inner annular portion and the outer annular portion, and a plurality of connecting portions provided independently in the tire circumferential direction, wherein the plurality of connecting portions are the inner annular portion. A first connecting portion extending from one side in the tire width direction toward the other side in the tire width direction of the outer annular portion, and the tire width of the outer annular portion from the other side in the tire width direction of the inner annular portion. Second connecting portions extending toward one side of the direction are arranged alternately along the tire circumferential direction, and the first connecting portion and the second connecting portion have a plate thickness. It is smaller than the width, and the thickness direction faces the tire circumferential direction. A long plate shape, and wherein the stiffness different from each other.

  The non-pneumatic tire of the present invention includes an inner annular portion, an outer annular portion provided concentrically outside the inner annular portion, and a plurality of connecting portions that connect the inner annular portion and the outer annular portion. Yes. The plurality of connecting portions are configured by alternately arranging a plurality of first connecting portions and second connecting portions along the tire circumferential direction. The first connecting portion extends from one side in the tire width direction of the inner annular portion toward the other side in the tire width direction of the outer annular portion, and the second connecting portion has an outer annular shape from the other side in the tire width direction of the inner annular portion. It is extended toward the tire width direction one side of the part. The first connecting portion and the second connecting portion have a long plate shape in which the plate thickness is smaller than the plate width and the plate thickness direction faces the tire circumferential direction. Thereby, even if the plate thickness is reduced, the connecting portion can obtain a desired rigidity by setting the plate width wide, so that the durability can be improved.

  In the present invention, the first connecting portion and the second connecting portion have different rigidity. Here, the rigidity is a longitudinal force necessary to bend the unit length when a prescribed mass is given to the tire. FIG. 2A shows a schematic view of the non-pneumatic tire of the present invention cut in the tire width direction and viewed from the tire circumferential direction. Reference numeral 1 denotes an inner annular portion, 2 denotes an outer annular portion, 31 denotes a first connecting portion, and 32 denotes a second connecting portion. For example, as shown in FIG. 2A, when the non-pneumatic tire T is mounted on the vehicle with the tire width direction one side WD1 as the vehicle inner side, the rigidity of the first connecting part 31 is made higher than the rigidity of the second connecting part 32. Thus, the rigidity of the shoulder portion on the outside of the vehicle is increased, and the gripping power at the time of cornering is improved. Furthermore, since the 2nd connection part 32 deform | transforms more easily than the 1st connection part 31, it becomes easy to contact the vehicle outer side of a tire, and a contact area spreads. As a result, the cornering performance can be improved by making the rigidity of the first connecting part 31 higher than the rigidity of the second connecting part 32.

  On the other hand, by making the rigidity of the second connecting part 32 higher than the rigidity of the first connecting part 31, the first connecting part 31 absorbs G due to lateral force at a lane change or a curve. You can improve your comfort. In particular, in the case of a camber angle of 0 ° and a negative camber, since the rigidity of the shoulder portion inside the vehicle having a large ground contact area is high, cornering performance can be improved in addition to riding comfort. As a result, the ride comfort or cornering performance can be improved by making the rigidity of the second connecting part 32 higher than the rigidity of the first connecting part 31.

  In the non-pneumatic tire according to the present invention, it is preferable that the first connecting part or the second connecting part is reinforced by a reinforcing material. Since the rigidity of the first connecting part or the second connecting part can be increased by reinforcing with the reinforcing material, the rigidity of the first connecting part and the second connecting part can be made different from each other.

  In the non-pneumatic tire according to the present invention, it is preferable that only the outer annular portion side of the first connecting portion or the second connecting portion is reinforced. Since stress tends to concentrate on the connecting part on the outer annular part side that is the ground plane side, the increase in weight is suppressed by reinforcing only the outer annular part side of the first connecting part or the second connecting part with the reinforcing material. Durability can be improved.

  In the non-pneumatic tire according to the present invention, it is preferable that the first connecting portion and the second connecting portion have different ranges in which the reinforcing material is disposed. By making the ranges in which the reinforcing members are arranged different from each other, the rigidity of the first connecting portion and the second connecting portion can be easily made different.

  In the non-pneumatic tire according to the present invention, it is preferable that the first connecting portion and the second connecting portion have different tensile moduli of the reinforcing material. By making the tensile modulus of the reinforcing material different from each other, the rigidity of the first connecting portion and the second connecting portion can be easily made different.

Front view showing an example of the non-pneumatic tire of the present invention AA sectional view of the non-pneumatic tire of FIG. The perspective view which shows a part of non-pneumatic tire of FIG. Partial enlarged view of the non-pneumatic tire of FIG. Tire meridian cross-sectional view of a non-pneumatic tire according to another embodiment Tire meridian cross-sectional view of a non-pneumatic tire according to another embodiment Tire meridian cross-sectional view of a non-pneumatic tire according to another embodiment Tire meridian cross-sectional view of a non-pneumatic tire according to another embodiment Front view showing a non-pneumatic tire according to another embodiment Front view showing a non-pneumatic tire according to another embodiment The perspective view which shows the connection part which concerns on other embodiment. The perspective view which shows the connection part which concerns on other embodiment. The perspective view which shows the connection part which concerns on other embodiment. The perspective view which shows the connection part which concerns on other embodiment. Front view showing a non-pneumatic tire of Comparative Example 1

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. First, the configuration of the non-pneumatic tire T of the present invention will be described. FIG. 1 is a front view showing an example of a non-pneumatic tire T. FIG. 2A is a cross-sectional view taken along the line AA in FIG. 1, and FIG. 2B is a perspective view showing a part of the non-pneumatic tire. FIG. 3 is an enlarged view of a part of FIG. Here, O indicates the shaft core, and H indicates the tire cross-sectional height.

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

  As shown in the front view of FIG. 1, the non-pneumatic tire T of the present embodiment includes an inner annular portion 1, an outer annular portion 2 provided concentrically on the outer side, and an inner annular portion. 1 and the outer annular portion 2 are connected, and a plurality of connecting portions 3 provided independently in the tire circumferential direction CD are provided.

  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% of the tire cross-section height H and more preferably 3 to 6% from the viewpoint of reducing weight and improving durability while sufficiently transmitting force to the connecting portion 3. preferable.

  The inner diameter of the inner annular portion 1 is appropriately determined in accordance with the rim on which the non-pneumatic tire T is mounted and the dimensions of the axle. 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 width in the tire width direction of the inner annular portion 1 is appropriately determined according to the use, the length of the axle, and the like. However, when an alternative to a general pneumatic tire is assumed, 100 to 300 mm is preferable, and 130 to 250 mm is preferable. More preferred.

  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 reducing weight, improving durability, and wearing properties while sufficiently transmitting force to the connecting portion 3. 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.

  The support structure SS in the present invention is formed of an elastic material. However, the inner ring portion 1, the outer ring portion 2, and the connection portion 3 are used from the viewpoint of enabling integral molding when the support structure SS is manufactured. Are preferably basically the same material except for the reinforcing structure.

  The elastic material in the present invention refers to a material having a tensile modulus calculated from a tensile stress at 10% elongation by a tensile test according to JIS K7312 and 100 MPa or less. The elastic material of the present invention preferably has a tensile modulus of 5 to 100 MPa, more preferably 7 to 50 MPa from the viewpoint of imparting adequate rigidity while obtaining sufficient durability. Examples of the elastic material used as the base material include thermoplastic elastomers, crosslinked rubbers, and other resins.

  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.

  Of the above elastic materials, a polyurethane resin is preferably used from the viewpoint of moldability / workability and cost. In addition, as an elastic material, you may use a foaming material, and what used said thermoplastic elastomer, crosslinked rubber, and other resin foamed can be used.

  In the support structure SS integrally formed of an elastic material, the inner annular portion 1, the outer annular portion 2, and the connecting portion 3 are preferably reinforced by reinforcing fibers.

  Reinforcing fibers include reinforcing fibers such as long fibers, short fibers, woven fabrics, and non-woven fabrics, but as a form using long fibers, fibers arranged in the tire width direction and fibers arranged in the tire circumferential direction It is preferable to use a net-like fiber assembly composed of:

  Examples of the types of 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, and steel cords.

  In the present invention, in addition to reinforcement using reinforcing fibers, it is possible to perform reinforcement with a granular filler or reinforcement with a metal ring or the like. Examples of the particulate filler include ceramics such as carbon black, silica, and alumina, and other inorganic fillers.

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

  The inner diameter of the outer annular portion 2 is appropriately determined according to its use. 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 width of the outer annular portion 2 in the tire width direction is appropriately determined depending on 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 2 can be set to the same level as that of the inner annular portion 1 when the reinforcing layer 7 is provided on the outer periphery of the outer annular portion 2 as shown in FIG. In the case where such a reinforcing layer 7 is not provided, 5 to 180000 MPa is preferable, and 7 to 50000 MPa is more preferable from the viewpoint of reducing weight and improving durability while sufficiently transmitting the force from the connecting portion 3.

  When the tensile modulus of the outer annular portion 2 is increased, a fiber reinforced material obtained by reinforcing an elastic material with fibers or the like is preferable. By reinforcing the outer annular portion 2 with the reinforcing fiber, adhesion between the outer annular portion 2 and the belt layer becomes sufficient.

  The connecting portion 3 connects the inner annular portion 1 and the outer annular portion 2, and a plurality of connecting portions 3 are provided so that each is independent in the tire circumferential direction CD by providing an appropriate interval between them.

  The plurality of connecting portions 3 are configured by arranging the first connecting portion 31 and the second connecting portion 32 along the tire circumferential direction CD. At this time, it is preferable that the first connecting portions 31 and the second connecting portions 32 are alternately arranged along the tire circumferential direction CD. Thereby, contact pressure dispersion at the time of tire rolling can be further reduced.

  In addition, the pitch p in the tire circumferential direction CD between the first connecting portion 31 and the second connecting portion 32 is preferably constant from the viewpoint of improving uniformity. The pitch p is preferably 0 to 10 mm, and more preferably 0 to 5 mm. If the pitch p is larger than 10 mm, the contact pressure becomes non-uniform and noise may increase.

  The first connecting portion 31 is extended from the tire width direction one side WD1 of the inner annular portion 1 toward the tire width direction other side WD2 of the outer annular portion 2. On the other hand, the second connecting portion 32 extends from the other side WD2 in the tire width direction of the inner annular portion 1 toward one side WD1 in the tire width direction of the outer annular portion 2. That is, the adjacent first connecting part 31 and second connecting part 32 are arranged in an approximately X shape when viewed from the tire circumferential direction CD.

  In this embodiment, the 1st connection part 31 and the 2nd connection part 32 seen from tire circumferential direction CD are symmetrical shapes with respect to the tire equatorial plane C except for a reinforcement structure, as shown to FIG. 2A. Therefore, below, the 1st connection part 31 is mainly demonstrated.

  The first connecting portion 31 has a long plate shape extending from the inner annular portion 1 to the outer annular portion 2. The first connecting portion 31 has a plate thickness t smaller than the plate width w, and the plate thickness direction PT faces the tire circumferential direction CD. That is, the 1st connection part 31 is plate shape extended in a tire radial direction and a tire width direction. By making the first connecting portion 31 and the second connecting portion 32 into such a long plate shape, even if the plate thickness t is reduced, the first connecting portion 31 and Since the 2nd connection part 32 can obtain desired rigidity, durability can be improved. Further, by increasing the number of the first connecting portions 31 and the second connecting portions 32 while reducing the plate thickness t, the clearance between the connecting portions adjacent to each other in the tire circumferential direction CD is reduced while maintaining the rigidity of the entire tire. Therefore, the contact pressure dispersion during rolling of the tire can be reduced.

  The plate thickness t of the first connecting portion 31 may be constant along the longitudinal direction PL, but the plate thickness t of the first connecting portion 31 is from the inner annular portion 1 to the outer annular portion 2 as shown in FIG. It is preferable that it is increasing gradually. In this case, the plate thickness t at the tire radial direction outer end 31a of the first connecting portion 31 is set to be smaller than the plate width w.

  The plate thickness t is preferably 8 to 30 mm, more preferably 10 to 20 mm, from the viewpoint of reducing the weight and improving the durability while sufficiently transmitting the force from the inner annular portion 1 and the outer annular portion 2.

  In FIG. 2A, the plate width w is constant along the longitudinal direction PL in the central portion of the first connecting portion 31, but is not limited to this. As shown in FIGS. 4A and 4B, the plate width w may be changed along the longitudinal direction PL. In this case, assuming that the height in the tire radial direction of the first connecting portion 31 is h, the range is ± 25% of h from the tire radial direction height center 31c of the first connecting portion 31 toward the tire radial direction. The plate width w at the narrowest portion is set to be larger than the plate thickness t. The inner side in the tire radial direction is the + side and the outer side in the tire radial direction is the-side. Further, the plate width w of the first connecting portion 31 is measured by the shortest distance between both ends in the width direction.

  The plate width w is preferably 5 to 25 mm, more preferably 10 to 20 mm, from the viewpoint of reducing the weight and improving the durability while sufficiently transmitting the force from the inner annular portion 1 and the outer annular portion 2. In addition, the plate width w is preferably 110% or more, more preferably 115% or more of the plate thickness t from the viewpoint of reducing the contact pressure dispersion while improving durability.

  The first connecting portion 31 includes a reinforcing portion 311 having a gradually increasing plate width toward the inner annular portion 1 or the outer annular portion 2 in the vicinity of the coupling portion with the inner annular portion 1 and in the vicinity of the coupling portion with the outer annular portion 2. It is preferable to have. Thereby, durability of the 1st connection part 31 can further be improved. The range in which the reinforcing portion 311 is provided is preferably outside the range of ± 25% of h from the tire radial direction height center 31c of the first connecting portion 31.

  The first connecting portion 31 viewed from the tire circumferential direction CD is preferably formed with at least one curved portion that is curved in the tire radial direction, and a plurality of curved portions that are curved in the tire radial direction are provided along the longitudinal direction PL. More preferably, it is formed. When a plurality of curved portions are formed, curved portions that are convex inward in the tire radial direction and curved portions that are convex outward in the tire radial direction are alternately formed. 1-15 are preferable and, as for the number of a curved part, 3-10 are more preferable. By forming at least one bending portion on the tread side of the first connecting portion 31 where the stress is increased, the stress of the first connecting portion 31 can be effectively dispersed. 5-200 mm is preferable and, as for the curvature radius of a curved part, 20-150 mm is more preferable.

  The number of connecting portions 3 is preferably 80 to 300, more preferably 100 to 200, from the viewpoint of reducing weight, improving power transmission, and improving durability while sufficiently supporting a load from the vehicle. FIG. 1 shows an example in which 50 first connecting portions 31 and 50 second connecting portions 32 are provided.

  The tensile modulus of the first connecting portion 31 and the second connecting portion 32 is from the viewpoint of reducing weight, improving durability, and improving lateral rigidity while sufficiently transmitting the forces from the inner annular portion 1 and the outer annular portion 2. 5 to 180,000 MPa is preferable, and 7 to 50000 MPa is more preferable. In order to increase the tensile modulus of the connecting portion 3, a fiber reinforced material obtained by reinforcing an elastic material with fibers or the like is preferable.

  The first connecting part 31 and the second connecting part 32 according to the present invention have different rigidity. The rigidity in the present invention can be expressed by a longitudinal force necessary to bend the unit length (mm) when a prescribed mass (N) is given to the tire. As for the 1st connection part 31 and the 2nd connection part 32, it is especially preferable to set one rigidity to 1.2 times or more of the other rigidity. If one rigidity is smaller than 1.2 times the other rigidity, the difference in rigidity between the first connecting portion 31 and the second connecting portion 32 becomes small, and the effect of improving durability and cornering performance cannot be obtained. Moreover, it is preferable that the 1st connection part 31 and the 2nd connection part 32 set one rigidity to 3 times or less of the other rigidity. If one rigidity is larger than three times the other rigidity, the rigidity balance between the first connecting part 31 and the second connecting part 32 is deteriorated, and the uniformity may be deteriorated.

  The first connecting portion 31 of this embodiment is reinforced by a reinforcing material 33. By reinforcing only the first connecting part 31 with the reinforcing member 33, the rigidity of the first connecting part 31 can be increased, and the rigidity of the first connecting part 31 and the second connecting part 32 can be made different. As the reinforcing material 33, organic fibers such as polyester, nylon and aramid, inorganic fibers such as glass fibers and carbon fibers, metals such as iron plates and steel cords, and fiber reinforced plastics such as CFRP and GFRP can be used. In this embodiment, the tensile modulus is a tensile test according to JISL1017 for organic fibers, JISG3510 for metal cords, and JISK7127 for fiber reinforced plastics such as CFRP and GFRP. It is a value calculated from the tensile stress at 5% elongation. The reinforcing member 33 is preferably embedded in the first connecting portion 31 from the viewpoint of improving durability. In the present embodiment, an example of the reinforcing member 33 in which a plurality of reinforcing cords are arranged along the longitudinal direction PL is shown.

  As for the 1st connection part 31 or the 2nd connection part 32, it is preferable that only the outer side annular part 2 side is reinforced with the reinforcing material. In particular, the first connecting portion 31 or the second connecting portion 32 is preferably reinforced at least in the range of 50% of the tire radial height h from the outer annular portion 2 side. Since stress tends to concentrate on the first connecting portion 31 and the second connecting portion 32 on the outer annular portion 2 side that is the ground plane side, only the outer annular portion 2 side of the first connecting portion 31 or the second connecting portion 32 is provided. By reinforcing with a reinforcing material, durability can be improved while suppressing an increase in weight.

  Note that only one of the first connecting part 31 and the second connecting part 32 may be reinforced, or both may be reinforced. When both the 1st connection part 31 and the 2nd connection part 32 are reinforced, the rigidity of the 1st connection part 31 and the 2nd connection part 32 can mutually differ by making the range which arrange | positions a reinforcing material mutually differ. it can. For example, as shown in FIG. 5, the reinforcing member 33 may be disposed on the entire first connecting portion 31, and the reinforcing member 34 may be disposed only on the outer annular portion 2 side of the second connecting portion 32.

  Further, when both the first connecting part 31 and the second connecting part 32 are reinforced, the rigidity of the first connecting part 31 and the second connecting part 32 is made different from each other by making the tensile modulus of the reinforcing material different from each other. Can do. For example, as shown in FIG. 6, the tensile modulus of the reinforcing member 33 of the first connecting portion 31 is used to reinforce the second connecting portion 32 while the reinforcing member is disposed on the entire first connecting portion 31 and the second connecting portion 32. The tensile modulus of the material 34 may be larger.

  In this embodiment, as shown in FIG. 1, an example is shown in which a reinforcing layer 7 that reinforces bending deformation of the outer annular portion 2 is provided outside the outer annular portion 2 of the support structure SS. Moreover, in this embodiment, as shown in FIG. 1, the example in which the tread 8 is provided in the further outer side of the reinforcement layer 7 is shown. As the reinforcing layer 7 and the tread 8, it is possible to provide the same as the belt layer of the conventional pneumatic tire. In addition, you may form the tread 8 with resin. Moreover, it is possible to provide the same pattern as a conventional pneumatic tire as a tread pattern.

  In the present invention, it is preferable that a width direction reinforcing layer for increasing rigidity in the tire width direction is further disposed between the outer end in the tire radial direction of the connecting portion 3 and the tread 8. Thereby, buckling in the tire width direction center part of the outer side annular part 2 is suppressed, and durability of the connection part 3 can further be improved. The width direction reinforcing layer is embedded in the outer annular portion 2 or disposed outside the outer annular portion 2. Examples of the reinforcing layer in the width direction include steel cords, cords made of fiber reinforced plastic such as CFRP, GFRP, etc. arranged substantially parallel to the tire width direction, cylindrical metal rings, high modulus resin rings, etc. Is done.

[Other Embodiments]
(1) As other embodiment of this invention, as shown in FIG. 7, in the non-pneumatic tire T provided with the support structure SS which supports the load from a vehicle, the support structure SS is the inner annular part 1, An intermediate annular portion 4 provided concentrically outside the inner annular portion 1, an outer annular portion 2 provided concentrically outside the intermediate annular portion 4, an inner annular portion 1 and an intermediate annular portion 4, And a plurality of inner connecting portions 5 provided independently in the tire circumferential direction CD, an outer annular portion 2 and an intermediate annular portion 4 are connected, and are provided independently in the tire circumferential direction CD. A plurality of outer connecting portions 6, and the plurality of outer connecting portions 6 extend from the tire width direction one side WD 1 of the intermediate annular portion 4 toward the tire width direction other side WD 2 of the outer annular portion 2. The outer connecting portion 61 and the other side WD2 in the tire width direction of the intermediate annular portion 4 Second outer connecting portions 62 extending toward the tire width direction one side WD1 of the outer annular portion 2 are alternately arranged along the tire circumferential direction CD. 61 and the 2nd outer side connection part 62 may be board | plates whose plate | board thickness is smaller than board | plate width, the board | plate thickness direction turned to tire circumferential direction CD, and mutually differed in rigidity. At this time, the shape of the inner connecting portion 5 is not particularly limited. For example, the inner connecting portion 5 is a plate-like body continuous in the tire width direction WD, that is, a plate shape in which the plate width direction matches the tire width direction WD. It may be the body.

  The shape of the intermediate annular portion 4 is preferably a cylindrical shape with a constant thickness from the viewpoint of improving uniformity. However, the shape of the intermediate annular portion 4 is not limited to a cylindrical shape, and may be a polygonal cylindrical shape.

  The thickness of the intermediate annular portion 4 is preferably 3 to 10% of the tire cross-section height H from the viewpoint of reducing the weight and improving the durability while sufficiently reinforcing the inner connecting portion 5 and the outer connecting portion 6. -9% is more preferable.

  The tensile modulus of the intermediate annular portion 4 is preferably 8000 to 18000 MPa, more preferably 10,000 to 50000 MPa, from the viewpoint of sufficiently reinforcing the inner connecting portion 5 and the outer connecting portion 6 to improve durability and load capacity. preferable.

  Since the tensile modulus of the intermediate annular portion 4 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.

  (2) Further, the plurality of inner connecting portions 5 extend from the tire width direction one side WD1 of the inner annular portion 1 toward the tire width direction other side WD2 of the intermediate annular portion 4 as shown in FIG. A first inner connecting portion 51 and a second inner connecting portion 52 extending from the other side WD2 of the inner annular portion 1 toward the one side WD1 of the intermediate annular portion 4 in the tire width direction. The first inner connecting portion 51 and the second inner connecting portion 52 are configured to be alternately arranged along the circumferential direction CD. The plate thickness direction is smaller than the plate width, and the plate thickness direction faces the tire circumferential direction CD. It may be a long plate shape having different rigidity.

  (3) In above-mentioned embodiment, the example which arrange | positions a reinforcing material to the 1st connection part 31 or the 2nd connection part 32 as a method of making the rigidity of the 1st connection part 31 and the 2nd connection part 32 mutually differ is shown. However, it is not limited to this. 9A to 9D are perspective views of the connecting portion 3 according to another embodiment. 9A to 9D, the inner annular portion 1 is omitted for convenience of explanation. 9A, the plate widths of the first connecting portion 31 and the second connecting portion 32 are different from each other. In this example, the plate width of the second connecting portion 32 is gradually narrowed toward the inner annular portion 1. In FIG. 9B, the plate thicknesses of the first connecting portion 31 and the second connecting portion 32 are different from each other. In this example, the plate thickness of the first connecting portion 31 and the second connecting portion 32 is gradually reduced toward the inner annular portion 1, but the plate thickness at the tire radial direction inner end of the second connecting portion 32 is reduced. It is made thinner than the plate | board thickness in the tire radial direction inner end of the 1st connection part 31. FIG. In FIG. 9C, a hole is provided only in one of the first connecting part 31 and the second connecting part 32. Specifically, by providing a plurality of through holes 321 along the longitudinal direction of the second connecting portion 32, the rigidity of the second connecting portion 32 is reduced. In FIG. 9D, a slit is provided only in one of the first connecting portion 31 and the second connecting portion 32. Specifically, by providing the slit 322 along the longitudinal direction of the second connecting portion 32, the rigidity of the second connecting portion 32 is reduced. In addition, it is preferable that a hole and a slit are formed in the inner side annular part 1 side of the 1st connection part 31 or the 2nd connection part 32. FIG. In the examples of FIGS. 9A to 9D, the rigidity of the first connecting part 31 is higher than the rigidity of the second connecting part 32.

  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) Cornering power In a so-called flat belt type cornering tester, cornering power was measured with an internal pressure of 0 kPa, a load of 2500 N, a speed of 80 km / h, and a slip angle of 1 °. The cornering power in Comparative Example 1 is shown as an index, and the larger the value, the larger the cornering power and the better the cornering performance.

(2) Endurance performance over bumps A non-pneumatic tire was grounded with a load of 2.45 kN on a drum provided with protrusions, and the travel distance until breakage was measured when running at a speed of 80 km / h. The protrusions are protrusions extending in the tire width direction, the width in the rotation direction is 25 mm, and the height is 12.5 mm. It shows with the index | exponent when the driving distance in the comparative example 1 is set to 100, and the one where this value is large is excellent.

Comparative Example 1
With the dimensions and physical properties shown in Table 1, as shown in FIG. 10, the inner annular portion 1, the intermediate annular portion 4, the outer annular portion 2, the inner spoke (corresponding to the inner connecting portion 5), the outer spokes 1 and 2 ( A non-pneumatic tire including a support structure including the outer connecting portion 6), three reinforcing layers 7 provided on the outer periphery thereof, and tread rubber (corresponding to the tread 8) was manufactured, and the performance was evaluated. The inner connecting part 5 and the outer connecting part 6 are plate-like bodies that are continuous in the tire width direction. Table 1 also shows the results of cornering power and bumping durability performance.

Example 1
A support having an inner annular portion 1, an outer annular portion 2, and outer spokes 1 and 2 (corresponding to the first and second connecting portions 31, 32) as shown in FIG. A non-pneumatic tire provided with the structure, the three reinforcing layers 7 provided on the outer periphery thereof, and a tread rubber (corresponding to the tread 8) was produced, and the performance was evaluated. The outer spoke 1 is entirely reinforced by a reinforcing cord, and the rigidity of the outer spoke 1 is higher than the rigidity of the outer spoke 2. Table 1 also shows the results of cornering power and bumping durability performance.

Example 2
In contrast to Example 1, a width direction reinforcing layer made of cords arranged in the tire width direction was embedded in the outer annular portion 2. Table 1 also shows the results of cornering power and bumping durability performance.

  In each non-pneumatic tire, the outer diameter of the tire was 535 mm, the tire width was 140 mm, and the rim diameter was 14 inches. Further, the non-pneumatic tires of any of the examples and the like were attached to the vehicle in the direction shown in FIG.

  From the results in Table 1, the following can be understood. Compared with Comparative Example 1, the non-pneumatic tire of Example 1 has a large cornering power, improved cornering performance, and improved overriding durability. Further, the non-pneumatic tire of Example 2 was further improved in cornering performance and overriding durability performance compared to Example 1.

DESCRIPTION OF SYMBOLS 1 Inner annular part 2 Outer annular part 3 Connection part 4 Middle annular part 5 Inner connection part 6 Outer connection part 31 1st connection part 32 2nd connection part 61 1st outer connection part 62 2nd outer connection part SS Support structure T Non-pneumatic tire CD Tire circumferential direction WD Tire width direction WD1 Tire width direction one side WD2 Tire width direction other side t Plate thickness w Plate width

Claims (5)

In a non-pneumatic tire including a support structure that supports a load from a vehicle,
The support structure connects an inner annular portion, an outer annular portion concentrically provided outside the inner annular portion, the inner annular portion and the outer annular portion, and is independent of each other in the tire circumferential direction. A plurality of connecting portions provided,
The plurality of connecting portions include a first connecting portion extending from one side in the tire width direction of the inner annular portion toward the other side in the tire width direction of the outer annular portion, and the tire width direction of the inner annular portion. The second connecting portion extending from the other side toward the tire width direction one side of the outer annular portion is arranged alternately along the tire circumferential direction,
The first connecting portion and the second connecting portion are each a long plate having a plate thickness smaller than a plate width, a plate thickness direction facing a tire circumferential direction, and different in rigidity. Non-pneumatic tire.   The non-pneumatic tire according to claim 1, wherein the first connecting part or the second connecting part is reinforced by a reinforcing material.   The non-pneumatic tire according to claim 2, wherein the first connecting portion or the second connecting portion is reinforced only on the outer annular portion side.   The non-pneumatic tire according to claim 2, wherein the first connecting portion and the second connecting portion have different ranges in which the reinforcing material is disposed.   The non-pneumatic tire according to claim 2, wherein the first connecting portion and the second connecting portion have different tensile moduli of the reinforcing material.

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