JP2015101210A - Non-pneumatic tire - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a non-pneumatic tire capable of suppressing occurrence of buckling while reducing ground-contact pressure distribution during the rotation of the tire.SOLUTION: A non-pneumatic tire includes: an inner annular part 1; an outer annular part 2; and a plurality of connection parts 3 which connect the inner annular part 1 to the outer annular part 2. A plurality of the connection parts 3 are configured in such a manner that a first connection part 31, which is extended from one side WD1 in a tire width direction of the inner annular part 1 to the other side WD2 in a tire width direction of the outer annular part 2, and a second connection part 32, which is extended from the other side WD2 in the tire width direction of the inner annular part 1 to the one side WD1 in the tire width direction of the outer annular part 2, are alternately arranged in the tire circumferential direction CD. Then, the first connection part 31 and the second connection part 32 are in a long plate shape in which the plate thickness t is smaller than the plate width and the plate thickness direction PT is directed in the tire circumferential direction CD, and the outer annular part 2 is reinforced with a plurality of first ribs 21 and second ribs 22 which are provided at intervals in the tire circumferential direction CD at least to a central part 2c in the tire width direction WD.

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 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.

  In the following Patent Document 1, for the purpose of suppressing the increase in weight and hardness and ensuring good riding comfort and maneuverability, a mounting plate attached to the axle, a ring-shaped body provided on the outside thereof, and the mounting plate A non-pneumatic tire provided with a plurality of connecting members that connect the outer peripheral surface of the ring-shaped member and the inner peripheral surface of the ring-shaped body is described. Each of the plurality of connecting members is a first connecting plate that is curved so as to be convex toward one side in the tire circumferential direction in a side view of the tire, and a second connecting plate that is curved so as to be convex toward the other side The connecting member includes a plurality of the first connecting plates arranged at one tire width direction position along the tire circumferential direction, and the second connecting plates at another tire width direction position along the tire circumferential direction. Are provided along the tire circumferential direction.

  In Patent Document 1, the first connecting plate and the second connecting plate are elastically deformed to give flexibility to the non-pneumatic tire. However, when grounded immediately below the connecting plate and between adjacent connecting plates in the tire circumferential direction. Since the force that supports the external force differs depending on the ground contact, the ground pressure dispersion during tire rolling increases. On the other hand, 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 connecting plates in the tire circumferential direction and reduce the interval between the connecting plates. However, if the thickness is reduced, the rigidity of the connecting plate is reduced, so that it becomes weak against local impacts such as overcoming protrusions and the durability may be deteriorated.

  In the following Patent Document 2, an inner annular portion, an outer intermediate annular portion, an outer outer annular portion, a plurality of inner connecting portions that connect the inner annular portion and the intermediate annular portion, and an outer annular portion A non-pneumatic tire is provided that includes a plurality of outer connecting portions that connect the intermediate annular portion. This non-pneumatic tire has a plate shape in which the outer connecting portion is continuous in the tire width direction, and since the interval between the outer connecting portions adjacent in the tire circumferential direction is wide, the ground pressure dispersion during rolling of the tire increases and noise is generated. May get worse.

  In addition, since the non-pneumatic tires of Patent Documents 1 and 2 have a thin ring-shaped body or an outer annular portion close to the road surface, the center portion of the tread particularly when the ground contact pressure of the shoulder portion increases during cornering. May occur, so-called buckling, and cornering performance may deteriorate.

JP 2009-061861 A JP 2010-126700 A

  Accordingly, an object of the present invention is to provide a non-pneumatic tire capable of suppressing the occurrence of buckling while reducing the contact pressure dispersion during tire rolling.

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 outer annular portion from the other side in the tire width direction of the inner annular portion. The second connecting portions extending toward the one side in the tire width direction are alternately arranged along the tire circumferential direction, and the first connecting portions and the second connecting portions are plates. The thickness is smaller than the plate width, and the plate thickness direction is the tire circumferential direction. A facing the elongated plate shape, the outer annular portion, characterized in that it is reinforced by a plurality of reinforcing members disposed at intervals in the tire circumferential direction in at least the central portion in the tire width direction.

  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. As a result, by increasing the number of connecting portions while reducing the plate thickness, the clearance between the adjacent connecting portions in the tire circumferential direction can be reduced while maintaining the rigidity of the entire tire. Can reduce the contact pressure dispersion. Moreover, since the 1st connection part and the 2nd connection part are not connected to the center part of the tire width direction of an outer side annular part, there exists a possibility that a buckling may generate | occur | produce in the center part of the tire width direction of an outer side annular part. The occurrence of buckling can be suppressed by reinforcing the central portion of the outer annular portion in the tire width direction with a plurality of reinforcing members.

  In the non-pneumatic tire according to the present invention, it is preferable that the reinforcing member is provided from the central portion toward the end in the tire width direction. By providing the reinforcing member not only at the center part in the tire width direction but also at the end part, the effect of suppressing buckling can be enhanced, and the rigidity of the end part in the tire width direction of the outer annular part can be enhanced to improve cornering performance.

  In the non-pneumatic tire according to the present invention, the reinforcing member includes a first reinforcing member positioned on the outer side in the tire radial direction of the first connecting portion, and a second reinforcing member positioned on the outer side in the tire radial direction of the second connecting portion. The first reinforcing member is provided from the central portion in the tire width direction toward the end on the one side, and the second reinforcing member is provided on the other side from the central portion in the tire width direction. It is preferable that it is provided toward the edge part. By alternately arranging the first reinforcing member and the second reinforcing member along the tire circumferential direction so as to correspond to the first connecting portion and the second connecting portion, the contact pressure distribution during tire rolling can be further reduced. However, the occurrence of buckling can be effectively suppressed.

  In the non-pneumatic tire according to the present invention, it is preferable that the reinforcing member is a rib extending along the tire width direction on the inner peripheral surface of the outer annular portion. According to this configuration, the reinforcing member can be easily provided on the outer annular portion.

  In the non-pneumatic tire according to the present invention, it is preferable that the rib height of the rib gradually decreases from the center portion to the end portion in the tire width direction. According to this configuration, since the decrease in the contact area can be suppressed while increasing the rigidity of the end portion of the outer annular portion in the tire width direction, cornering performance can be appropriately improved.

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 showing a non-pneumatic tire according to another embodiment Tire meridian cross-sectional view showing a non-pneumatic tire according to another embodiment Tire meridian cross-sectional view showing a non-pneumatic tire according to another embodiment The perspective view which shows a part of non-pneumatic tire which concerns on other embodiment. Front view showing a non-pneumatic tire according to another embodiment Tire meridian cross-sectional view showing a non-pneumatic tire according to another embodiment

  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 of them is independent in the tire circumferential direction CD, with an appropriate interval between them.

  The plurality of connecting portions 3 are configured by arranging the first connecting portions 31 and the second connecting portions 32 alternately along the tire circumferential direction CD. 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 extends from one side WD1 of the inner annular portion 1 in the tire width direction WD toward the other side WD2 of the outer annular portion 2 in the tire width direction WD. On the other hand, the second connecting portion 32 extends from the other side WD2 of the inner annular portion 1 in the tire width direction WD toward one side WD1 of the outer annular portion 2 in the tire width direction WD. 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.

  The first connecting portion 31 and the second connecting portion 32 viewed from the tire circumferential direction CD are preferably symmetrical with respect to the tire equatorial plane C as shown in FIG. 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 1st connection part 31 and the 2nd connection part 32 into such a elongate plate shape, increasing the number of the 1st connection parts 31 and the 2nd connection parts 32, making plate | board thickness t thin, a tire Since the gap between the connecting portions adjacent to each other in the tire circumferential direction CD can be reduced while maintaining the overall rigidity, the contact pressure dispersion during tire rolling can be reduced. Even if the plate thickness t is made thin, by setting the plate width w wide, the first connecting portion 31 and the second connecting portion 32 can obtain desired rigidity, so that durability can be maintained.

  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, 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 sheet width w is preferably 110% or more, more preferably 115% or more of the sheet thickness t from the viewpoint of reducing the contact pressure dispersion while maintaining durability.

  As shown in FIG. 5, the first connecting portion 31 is gradually moved 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 a reinforcing portion 311 having a large width. 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 connecting portion 3 is preferably 5 to 180000 MPa 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 and the outer annular portion 2. ˜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.

  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 belt layer and tread of a 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.

  The outer annular portion 2 of the present invention is reinforced by a plurality of reinforcing members provided at least in the center portion 2c in the tire width direction WD at intervals in the tire circumferential direction CD. The center portion 2c in the tire width direction WD of the present invention is in the range of 5 to 15% of the total tire width on both sides with the tire equatorial plane C as the center. By reinforcing the central portion 2c of the outer annular portion 2 in the tire width direction WD with a plurality of reinforcing members, occurrence of buckling can be suppressed. The reinforcing member only needs to be provided at least in the central portion 2c of the outer annular portion 2, but not only the central portion 2c but also from the central portion 2c in the tire width direction WD toward the end portion 2e. preferable. By providing the reinforcing member not only at the central portion 2c but also at the end portion 2e, it is possible to improve the cornering performance by increasing the rigidity of the end portion 2e in the tire width direction WD of the outer annular portion 2 while enhancing the effect of suppressing buckling. .

  The reinforcing member of the present embodiment is positioned on the outer side in the tire radial direction of the first connecting portion 31 and on the outer side in the tire radial direction of the first rib 21 (corresponding to the first reinforcing member of the present application). It is comprised with the 2nd rib 22 (equivalent to the 2nd reinforcement member of this application). The first rib 21 and the second rib 22 are symmetrical with respect to the tire equatorial plane C. The first rib 21 and the second rib 22 are protrusions having a rectangular cross section extending along the tire width direction WD on the inner peripheral surface of the outer annular portion 2, and the first rib 21 and the second rib 22 are formed at the center. Not only the part 2c but also the center part 2c extends to the end part 2e. More specifically, the first rib 21 is provided from the central portion 2c in the tire width direction WD toward the end portion 2e on the one side WD1, and the second rib 22 is provided on the other side from the central portion 2c in the tire width direction WD. It is provided toward the end 2e of the side WD2.

  The rib width 21w in the tire circumferential direction CD of the first rib 21 is preferably 5 to 40 mm, and more preferably 10 to 20 mm. If the rib width 21w is smaller than 5 mm, the reinforcing effect is insufficient and the effect of suppressing buckling is reduced. If the rib width 21w is larger than 40 mm, it is necessary to increase the pitch p so that the first rib 21 does not contact the second connecting portion 32, and the ground pressure becomes nonuniform.

  The rib height 21h of the first rib 21 is preferably 1 to 15 mm, and more preferably 4 to 10 mm. If the rib height 21h is lower than 1 mm, the reinforcing effect is insufficient and the effect of suppressing buckling is reduced. When the rib height 21 h is higher than 15 mm, the first rib 21 is likely to come into contact with the first connecting portion 31.

  The 1st rib 21 of this embodiment is provided in the same position as the 1st connection part 31 regarding tire peripheral direction CD. The rib width 21w of the first rib 21 is the same as the plate thickness t of the first connecting portion 31, and the rib height 21h of the first rib 21 is constant in the tire width direction WD.

[Other Embodiments]
(1) In the above-described embodiment, the rib height 21h of the first rib 21 is constant in the tire width direction WD, but the rib height 21h of the first rib 21 is the tire width direction as shown in FIG. It is preferable that the WD gradually decreases from the central portion 2c toward the end portion 2e. Thereby, since the reduction | decrease of a contact area can be suppressed, improving the rigidity of the edge part 2e of the tire width direction WD of the outer side annular part 2, a cornering performance can be improved appropriately.

  (2) Furthermore, the shape of the 1st rib 21 seen from tire circumferential direction CD can employ | adopt various shapes, for example, as shown to Fig.7 (a)-(e). In FIG. 7A, the corners of the first ribs 21 are rounded so as to make it difficult to contact the first connecting portion 31. In FIGS. 7B to 7D, the first rib 21 having a quadrangular or triangular shape is provided only in the vicinity of the central portion 2c in the tire width direction WD. In FIG. (E), the corners of both ends of the first rib 21 in the tire width direction are rounded.

  (3) In the above-described embodiment, the rib width 21w of the first rib 21 is constant in the tire width direction WD. However, the rib width 21w of the first rib 21 is in the tire width direction WD as shown in FIG. It is preferable that the diameter gradually decreases from the central portion 2c toward the end portion 2e. Thereby, since the reduction | decrease of a contact area can be suppressed, improving the rigidity of the edge part 2e of the tire width direction WD of the outer side annular part 2, a cornering performance can be improved appropriately.

  (4) In the above-described embodiment, the first rib 21 is provided at the same position as the first connecting portion 31 with respect to the tire circumferential direction CD, and the rib width 21w is the same as the plate thickness t of the first connecting portion 31, The arrangement of the first ribs 21 and the rib width are not limited to this. For example, as shown in FIGS. 9A and 9B, both end portions of the first rib 21 in the tire circumferential direction CD may be positioned within the plate thickness of the first connecting portion 31. It may be located between the part 31 and the second connecting part 32. Further, as shown in FIG. 9C, the rib width 21 w may be made smaller than the plate thickness t of the first connecting portion 31, and the first rib 21 may be arranged within the plate thickness of the first connecting portion 31. Further, as shown in FIG. 9D, the first rib 21 may be disposed between the first connecting portion 31 and the second connecting portion 32.

  (5) As another embodiment of the present invention, the reinforcing member may be a reinforcing layer embedded in the outer annular portion 2 or a reinforcing layer disposed outside the outer annular portion 2. In the example shown in FIG. 10, the reinforcing layer 23 is embedded in the outer annular portion 2. Examples of the reinforcing layer 23 include steel cords, and cords made of fiber reinforced plastic such as CFRP and GFRP, which are arranged substantially parallel to the tire width direction.

  Moreover, it is preferable that the reinforcing layer 23 is provided so that the rigidity decreases from the central portion 2c of the tire width direction WD toward the end portion 2e. Specifically, the rigidity of the reinforcing layer 23 is increased toward the end portion 2e by decreasing the number of cord ends (the number of cords per unit width) or decreasing the number of windings of the cord as approaching the end portion 2e. Can be lowered. Thereby, since the reduction | decrease of a contact area can be suppressed, improving the rigidity of the edge part 2e of the tire width direction WD of the outer side annular part 2, a cornering performance can be improved appropriately.

  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) Noise A vehicle equipped with a non-pneumatic tire was run on a road surface of dense ascon by two passengers at a speed of 60 km / h, and the sound pressure at the ear was measured from the driver's seat window. This is indicated by an index when the noise in Comparative Example 1 is 100, and the larger this value, the better.

(2) Buckling The contact shape and contact pressure when a predetermined load (2.45 kN) was applied were measured, and the presence or absence of buckling at the center portion (center portion) in the tire width direction was examined.

(3) Cornering performance In a so-called flat belt type cornering tester, cornering power was measured at an internal pressure of 0 kPa, a load of 2.45 kPa, and a speed of 80 KM / h. The cornering power in Comparative Example 1 is shown as an index when the value is 100, and the larger this value, the better the cornering performance.

Example 1
A support structure including an inner annular portion 1, an outer annular portion 2, and spokes (corresponding to the first and second connecting portions 31, 32) as shown in FIG. A non-pneumatic tire including three reinforcing layers 7 provided on the outer periphery and a tread rubber (corresponding to the tread 8) was produced, and the performance was evaluated. The shape of the first rib and the second rib was the shape shown in FIG. 2B. The results of noise, buckling and cornering performance are also shown in Table 1.

Example 2
In contrast to Example 1, the shape of the first rib (the second rib has the same shape) is the shape shown in FIG. The results of noise, buckling and cornering performance are also shown in Table 1.

Example 3
In contrast to Example 1, the shape of the first rib (the second rib has the same shape) is the shape shown in FIG. The results of noise, buckling and cornering performance are also shown in Table 1.

Comparative Example 1
In contrast to Example 1, the first rib and the second rib were not provided. The results of noise, buckling and cornering performance are also shown in Table 1.

  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.

  From the results in Table 1, the following can be understood. Compared with Comparative Example 1, the non-pneumatic tires of Examples 1 to 3 were able to suppress buckling. The non-pneumatic tire of Example 2 was able to improve cornering performance as compared with Example 1.

DESCRIPTION OF SYMBOLS 1 Inner ring part 2 Outer ring part 3 Connection part 21 1st rib 22 2nd rib 31 1st connection part 32 2nd connection part SS Support structure T Non-pneumatic tire CD Tire circumferential direction WD Tire width direction WD1 Tire width direction One side WD2 The other side in the tire width direction t Plate thickness w Plate width PT Plate thickness direction

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 a tire width of the inner annular portion. Second connecting portions extending from the other side of the direction toward the one side in the tire width direction of the outer annular portion are alternately arranged 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 and a plate thickness direction facing a tire circumferential direction,
The non-pneumatic tire is characterized in that the outer annular portion is reinforced by a plurality of reinforcing members provided at least in the center in the tire width direction and spaced apart in the tire circumferential direction.   2. The non-pneumatic tire according to claim 1, wherein the reinforcing member is provided from a center portion in a tire width direction toward an end portion. The reinforcing member is composed of a first reinforcing member located on the outer side in the tire radial direction of the first connecting portion, and a second reinforcing member located on the outer side in the tire radial direction of the second connecting portion,
The first reinforcing member is provided from the central portion in the tire width direction toward the one end portion, and the second reinforcing member is provided from the central portion in the tire width direction toward the other end portion. The non-pneumatic tire according to claim 1 or 2, wherein the non-pneumatic tire is provided.   The non-pneumatic tire according to any one of claims 1 to 3, wherein the reinforcing member is a rib extending along an inner circumferential surface of the outer annular portion along a tire width direction.   The non-pneumatic tire according to claim 4, wherein the rib height of the rib gradually decreases from a center portion in the tire width direction toward an end portion.

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