JP2021066218A - Non-air-pressure tire - Google Patents

Abstract

To provide a non-air-pressure tire which can improve driving stability in turning.SOLUTION: A non-air-pressure tire 1 includes an inner annular part 2 and outer annular part 3 arranged like a concentric circle, and a plurality of connection parts 4, 5 connecting the inner annular part and the outer annular part. The plurality of connection parts include a vehicle inner part 6 arranged inside a tire equatorial plane S1 when mounted in a vehicle, and a vehicle outer part 7 arranged outside the tire equatorial plane when mounted in the vehicle. A total volume of the vehicle outer part is larger than a total volume of the vehicle inner part.SELECTED DRAWING: Figure 3

Description

This application relates to non-pneumatic tires.

Conventionally, for example, an inner annular portion and an outer annular portion arranged concentrically, and a plurality of connecting portions for connecting the inner annular portion and the outer annular portion are provided (for example, Patent Documents 1 and 2). The plurality of connecting portions are configured to be symmetrical with respect to the equatorial plane of the tire. By the way, like the pneumatic tire, there is a demand for a non-pneumatic tire having excellent steering stability performance during turning.

JP-A-2015-39986 Japanese Unexamined Patent Publication No. 2016-130071

Therefore, an issue is to provide a non-pneumatic tire capable of improving steering stability performance during turning.

The non-pneumatic tire includes an inner annular portion and an outer annular portion arranged concentrically, and a plurality of connecting portions connecting the inner annular portion and the outer annular portion, and the plurality of connecting portions are vehicles. A vehicle inner portion arranged inside the tire equatorial plane when mounted and a vehicle outer portion arranged outside the tire equatorial plane when mounted are provided, and the total volume of the vehicle outer portion is the vehicle inner portion. Larger than the total volume.

Further, in a non-pneumatic tire, the connecting portion includes a main body portion in which the width in the tire width direction is constant or gradually increases at a constant ratio, and the inner annular portion or the outer annular portion and the tire circumference of the main body portion. A reinforcing portion connecting the directional side may be provided, and the total volume of the reinforcing portion on the outer side of the vehicle may be larger than the total volume of the reinforcing portion on the inner side of the vehicle.

Further, in the non-pneumatic tire, the connecting portion includes an inner joint portion to be joined to the inner annular portion and an outer joint portion to be joined to the outer annular portion, and the total area of the outer joint portion is the inner side. It may be configured to be larger than the total area of the joint.

FIG. 1 is an overall side view of the non-pneumatic tire according to the embodiment. FIG. 2 is a main part view of the non-pneumatic tire according to the same embodiment, and is a view in the tire circumferential direction. FIG. 3 is a perspective view of a main part of the non-pneumatic tire according to the same embodiment, and is a view in which only two connecting parts are shown. FIG. 4 is an enlarged view of the IV region of FIG. FIG. 5 is a cross-sectional development view of the VV curve of FIG. FIG. 6 is a cross-sectional development view of the VI-VI curve of FIG. FIG. 7 is a cross-sectional view of the VII-VII curve of FIG. 4, which is a developed view showing a joint portion of the connecting portion with respect to the inner annular portion. FIG. 8 is a cross-sectional view of the VIII-VIII curve of FIG. 4, which is a developed view showing a joint portion of the connecting portion with respect to the outer annular portion. FIG. 9 is a side view of a main part of the non-pneumatic tire according to another embodiment. FIG. 10 is a perspective view of a main part of the non-pneumatic tire according to the same embodiment, and is a view in which only two connecting parts are shown. FIG. 11 is a side view of a main part of the non-pneumatic tire according to still another embodiment. FIG. 12 is a perspective view of a main part of the non-pneumatic tire according to the same embodiment, and is a view showing only one connecting part. FIG. 13 is a perspective view of a main part of the non-pneumatic tire according to the embodiment, and is a view in which only one connecting part is shown. FIG. 14 is a side view of a main part of a non-pneumatic tire according to still another embodiment, and is a view showing only one connecting part.

Hereinafter, an embodiment of a non-pneumatic tire will be described with reference to FIGS. 1 to 8. In each drawing (the same applies to FIGS. 9 to 14), the dimensional ratio of the drawings and the actual dimensional ratio do not always match, and the dimensional ratios between the drawings do not necessarily match. Absent.

As shown in FIG. 1, the non-pneumatic tire (hereinafter, also simply referred to as “tire”) 1 according to the present embodiment includes a support structure 1a that supports a load from a vehicle. The support structure 1a includes an inner annular portion 2 and an outer annular portion 3 arranged concentrically, and a plurality of connecting portions 4 and 5 connecting the inner annular portion 2 and the outer annular portion 3. The outer annular portion 3 is arranged outside the inner annular portion 2 and houses the inner annular portion 2 inside, and the connecting portions 4 and 5 are between the inner annular portion 2 and the outer annular portion 3. Have been placed.

In each figure, the first direction D1 is the tire width direction D1 parallel to the axis 1b which is the center of rotation of the tire 1, and the second direction D2 is the tire radial direction D2 which is the diameter direction of the tire 1. The third direction D3 is the tire circumferential direction D3, which is the direction around the axis 1b. The tire equatorial plane S1 is a plane orthogonal to the axis 1b and is located at the center of the tire width direction D1 of the tire 1, and the tire meridional plane is a plane including the axis 1b and is the tire equatorial plane. It is a plane orthogonal to the plane S1.

In the tire width direction D1, the inside is on the side closer to the tire equatorial plane S1, and the outside is on the side far from the tire equatorial plane S1. Further, in the tire radial direction D2, the inner side is on the side closer to the axial center 1b, and the outer side is on the side farther from the axial center 1b.

Further, the tire 1 includes a reinforcing layer 1c arranged outside the support structure 1a and a tread portion 1d arranged outside the reinforcing layer 1c and in contact with the ground in order to reinforce the support structure 1a. There is. Further, although not shown, the tire 1 may be provided with a member for fitting with an axle or a rim inside the support structure 1a. For example, it is preferable that the inner annular portion 2 is provided with irregularities or the like for maintaining the fitability on the inner peripheral surface for mounting on the axle or the rim.

The material of the support structure 1a is not particularly limited, but for example, the support structure 1a is made of an elastic material. Further, for example, as the base material of the support structure 1a, a thermoplastic elastomer such as polyester elastomer, crosslinked rubber such as natural rubber, or other resin (for example, a thermoplastic resin such as polyethylene resin, thermosetting such as polyurethane resin) is thermosetting. Resin) may be adopted. Further, for example, a reinforcing material such as a fiber or a metal cord may be embedded inside the base material.

The reinforcing layer 1c includes, for example, a fiber-reinforced plastic cord such as a steel cord, CFRP, or GFRP arranged substantially parallel to D1 in the tire width direction, a cylindrical metal ring, a high modulus resin ring, or the like. It is composed of. Further, the tread portion 1d may be made of rubber, resin or the like like the conventional pneumatic tire, and may have a pattern (groove) on the outer peripheral surface like the conventional pneumatic tire.

From the viewpoint of improving uniformity, the inner annular portion 2 preferably has, for example, a cylindrical shape having a constant thickness (including not only the same but also substantially the same having an error such as a manufacturing error). The thickness of the inner annular portion 2 (dimension in the tire radial direction D2) is not particularly limited, but for example, from the viewpoint of reducing the weight and improving the durability while sufficiently transmitting the force to the connecting portions 4 and 5. It is set as appropriate.

The inner diameter of the inner annular portion 2 is not particularly limited, but is appropriately set according to, for example, the dimensions of the rim and the axle on which the tire 1 is mounted. The width of the inner annular portion 2 (dimension in the tire width direction D1) is not particularly limited, but is appropriately set according to, for example, the application, the length of the axle, and the like.

From the viewpoint of improving uniformity, the outer annular portion 3 preferably has, for example, a cylindrical shape having a constant thickness (including the same and substantially the same). The thickness of the outer annular portion 3 (dimension in the tire radial direction D2) is not particularly limited, but for example, from the viewpoint of sufficiently transmitting the force from the connecting portions 4 and 5 while reducing the weight and improving the durability. , Set as appropriate.

The inner diameter of the outer annular portion 3 is not particularly limited, but is appropriately set according to the intended use, for example. The width of the outer annular portion 3 (dimension in the tire width direction D1) is not particularly limited, but is appropriately set according to, for example, an application. The width of the outer annular portion 3 is preferably the same as the width of the inner annular portion 2.

As shown in FIGS. 2 and 3, the connecting portions 4 and 5 are formed in a plate shape. The connecting portions 4 and 5 are arranged so as to face the tire circumferential direction D3. Further, the plurality of connecting portions 4 and 5 include a plurality of first connecting portions 4 and a plurality of second connecting portions 5.

The first connecting portion 4 is formed from one side of the inner annular portion 2 in the tire width direction D1 (on the right side in FIGS. 2 and 3 and hereinafter also referred to as the “first width direction side”) D1a to the outer annular portion 3 It extends toward the other side (the left side in FIGS. 2 and 3 and hereinafter also referred to as the "second width direction side") D1b of the tire width direction D1. Further, the second connecting portion 5 extends from the second width direction side D1b of the inner annular portion 2 toward the first width direction side D1a of the outer annular portion 3.

As described above, the first connecting portion 4 and the second connecting portion 5 extend so as to be inclined in opposite directions in the tire circumferential direction D3. The first connecting portion 4 and the second connecting portion 5 intersect with each other in the tire circumferential direction D3. As a result, the closed space 1e is formed between the first connecting portion 4 and the second connecting portion 5 in the tire circumferential direction D3 view. As a result, the elasticity can be increased, so that the riding comfort performance can be improved.

Further, the widths of the inner end portions 4a and 5a of the connecting portions 4 and 5 in the tire radial direction D2 (dimensions of the tire width direction D1) are larger than the widths of the central portions 4b and 5b of the connecting portions 4 and 5. The widths of the outer end portions 4c and 5c of the connecting portions 4 and 5 in the tire radial direction D2 are larger than the widths of the central portions 4b and 5b of the connecting portions 4 and 5. Specifically, the widths of the connecting portions 4 and 5 are constant (including the same and substantially the same) at the central portions 4b and 5b, and as they go from the central portions 4b and 5b to the end portions 4a, 4c, 5a and 5c. , Is getting bigger.

The widths of the connecting portions 4 and 5 are not particularly limited, but are appropriately set from the viewpoint of reducing the weight and improving the durability while sufficiently transmitting the force from the inner annular portion 2 and the outer annular portion 3, for example. The thickness of the connecting portions 4 and 5 (width dimension in the tire width direction D1) is not particularly limited, but for example, while sufficiently transmitting the force from the inner annular portion 2 and the outer annular portion 3, weight reduction and durability are achieved. It is set as appropriate from the viewpoint of improving the performance.

The relationship (size relationship, ratio) between the width and the thickness of the connecting portions 4 and 5 is not particularly limited, but is appropriately set from the viewpoint of improving the durability and reducing the dispersion of the ground pressure. For example, the average width of the connecting portions 4 and 5 is preferably larger than the average thickness of the connecting portions 4 and 5.

The plurality of connecting portions 4 and 5 are arranged in parallel along the tire circumferential direction D3 and are provided with a pitch (gap) between them. For example, the pitch length is preferably constant (including the same and substantially the same) from the viewpoint of improving uniformity. The pitch length and the number of connecting portions 4 and 5 are not particularly limited, but for example, from the viewpoint of sufficiently supporting the load from the vehicle, reducing the weight, reducing noise, improving power transmission, and improving durability. And it is set appropriately.

As shown in FIGS. 3 and 4, the connecting portions 4 and 5 include main body portions 4d and 5d having a constant thickness (including the same and substantially the same). Further, the connecting portions 4 and 5 are the inner reinforcing portions 4e and 5e that connect the inner annular portion 2 and the tire circumferential direction D3 side of the main body portions 4d and 5d, and the tire circumferences of the outer annular portion 3 and the main body portions 4d and 5d. It is provided with outer reinforcing portions 4f and 5f that connect to the direction D3 side.

In addition, in FIGS. 3 and 4 (the same applies to FIGS. 5 to 14), the broken line indicates the boundary between the main body portions 4d and 5d and the reinforcing portions 4e, 4f, 5e and 5f. Further, although not particularly limited, the main body portions 4d, 5d and the reinforcing portions 4e, 4f, 5e, 5f may be formed of the same material.

The central portions 4b and 5b of the connecting portions 4 and 5 in the tire radial direction D2 are composed of only the main body portions 4d and 5d, and the inner end portions 4a and 5a of the connecting portions 4 and 5 are internally reinforced with the main body portions 4d and 5d. It is composed of portions 4e and 5e, and the outer end portions 4c and 5c of the connecting portions 4 and 5 are composed of main body portions 4d and 5d and outer reinforcing portions 4f and 5f. As a result, the rigidity of the connecting portions 4 and 5 in the tire circumferential direction D3 can be increased.

Therefore, for example, since it is possible to prevent the connecting portions 4 and 5 from being deformed in the tire circumferential direction D3, the force (driving force, braking force) from the axle can be reliably transmitted to the outer annular portion 3. .. Moreover, for example, the stress concentration at the ends 4a, 4c, 5a, 5c of the connecting portions 4 and 5 can be reduced, so that the durability can be improved.

The thickness of the inner end portions 4a and 5a of the connecting portions 4 and 5 is larger than the thickness of the central portions 4b and 5b of the connecting portions 4 and 5, and the outer end portions 4c of the connecting portions 4 and 5 are larger. The thickness of 5c is larger than the thickness of the central portions 4b and 5b of the connecting portions 4 and 5. Specifically, the thicknesses of the connecting portions 4 and 5 are constant (including the same and substantially the same) in the central portions 4b and 5b, and as they go from the central portions 4b and 5b to the end portions 4a, 4c, 5a and 5c. , Is getting bigger.

As a result, the thicknesses of the inner reinforcing portions 4e and 5e (dimensions in the tire width direction D1) increase toward the inside in the tire radial direction D2. Moreover, the thicknesses of the outer reinforcing portions 4f and 5f (dimensions in the tire width direction D1) increase toward the outside in the tire radial direction D2. The first connecting portion 4 and the second connecting portion 5 are alternately arranged in parallel in the tire circumferential direction D3. As a result, the ground pressure distribution during traveling can be made smaller.

Further, the tire 1 has a structure that is asymmetric with respect to the tire equatorial plane S1. Such a tire 1 is a tire whose mounting direction to the vehicle is specified, and when the tire 1 is mounted on the vehicle, the left or right side of the tire 1 is designated to face the vehicle. The tread pattern formed on the outer surface of the tire of the tread portion 1d may have a structure symmetrical with respect to the tire equatorial plane S1 or an asymmetrical structure.

The orientation of mounting on the vehicle is displayed on a display unit (not shown). The arrangement of the display unit is not particularly limited, but for example, the display unit is a side portion of the inner annular portion 2 (end of the tire width direction D1) and a side portion of the outer annular portion 3 (end of the tire width direction D1). A part) may be provided in the support structure 1a.

In the present embodiment, of the side portions of the annular portions 2 and 3, the side portion arranged inside (the second width direction side D1b, hereinafter also referred to as “vehicle inside”) when mounted on the vehicle is the vehicle. It is provided with a display unit with a display indicating that it is inside (for example, "INSIDE"), and among the side portions of the annular portions 2 and 3, the outside (at the first width direction side D1a) when mounted on a vehicle. Therefore, the side portion arranged on the "outside of the vehicle" (hereinafter, also referred to as "outside the vehicle") is provided with a display portion with a display (for example, "OUTSIDE" or the like) indicating that the side portion is outside the vehicle.

As a result, as shown in FIGS. 5 and 6, the tire 1 has a vehicle inner region 1f arranged from the tire equatorial plane S1 to the vehicle inner side D1b and a vehicle outer region arranged from the tire equatorial plane S1 to the vehicle outer side D1a. It has 1g. The connecting portions 4 and 5 include a vehicle inner portion 6 arranged in the vehicle inner region 1f and a vehicle outer portion 7 arranged in the vehicle outer region 1g.

By the way, a large force acts on the outer ring at the time of turning on the outer region 1g of the vehicle. On the other hand, the total volume of the vehicle outer portion 7 is larger than the total volume of the vehicle inner portion 6. As a result, the rigidity of the vehicle outer region 1g can be increased, so that the steering stability performance during turning can be improved.

Further, when turning, the ends 4a, 4c, 5a, 5c of the connecting portions 4 and 5 are likely to be distorted. On the other hand, since the reinforcing portions 4e, 4f, 5e, 5f reinforce the ends 4a, 4c, 5a, 5c of the connecting portions 4, 5, the ends 4a, 4c, 5a of the connecting portions 4, 5 , 5c can be suppressed from being distorted. As a result, the connecting portions 4 and 5 can reliably transmit the force from the inner annular portion 2 to the outer annular portion 3.

Moreover, the total volume of the inner reinforcing portion 4e of the vehicle outer portion 7 is larger than the total volume of the inner reinforcing portion 5e of the vehicle inner portion 6, and the total volume of the outer reinforcing portion 5f of the vehicle outer portion 7 is large. It is larger than the total volume of the outer reinforcing portion 4f of the vehicle inner portion 6. As a result, the total volume of the reinforcing portions 4e and 5f of the vehicle outer portion 7 is larger than the total volume of the reinforcing portions 4f and 5e of the vehicle inner portion 6, so that the steering stability performance during turning is effective. It has been improved.

The reinforcing portions 4e, 4f, 5e, and 5f increase the rigidity of the connecting portions 4 and 5, but if the weight of the tire 1 becomes too large, for example, rolling resistance and the like increase. On the other hand, since the volumes of the reinforcing portions 4f and 5e of the vehicle inner portion 6 are relatively small, it is possible to prevent the weight of the tire 1 from becoming too large.

Further, the total volume of the main bodies 4d and 5d of the vehicle inner portion 6 is the same as the total volume of the main bodies 4d and 5d of the vehicle outer portion 7. The total volume of the outer reinforcing portion 4f of the vehicle inner portion 6 is larger than the total volume of the inner reinforcing portion 4e of the vehicle outer portion 7. The total volume of the inner reinforcing portion 4e of the vehicle outer portion 7, the total volume of the inner reinforcing portion 5e of the vehicle inner portion 6, the total volume of the outer reinforcing portion 5f of the vehicle outer portion 7, and the outer reinforcing portion of the vehicle inner portion 6. The magnitude relationship of the total volume of 4f is not particularly limited.

Further, as shown in FIGS. 7 and 8, the connecting portions 4 and 5 include inner joining portions 4g and 5g to be joined to the inner annular portion 2 and outer joining portions 4h and 5h to be joined to the outer annular portion 3. ing. The total area of the outer joints 4h and 5h is larger than the total area of the inner joints 4g and 5g.

As a result, the rigidity of the ground contact surface can be increased, so that the stability of the ground contact surface can be improved. Therefore, it is possible to suppress the occurrence of deformation (for example, buckling) on the ground contact surface, so that the ground pressure on the ground contact surface can be made uniform. As a result, for example, it is possible to improve the steering stability performance at the time of turning due to the ground contact surface.

Moreover, the total area of the outer joint portion 5h of the vehicle outer portion 7 is larger than the total area of the outer joint portion 4h of the vehicle inner portion 6. As a result, it is possible to effectively suppress the deformation of the ground contact surface during turning.

Further, the total area of the inner joint portion 4g of the vehicle outer portion 7 is larger than the total area of the inner joint portion 5g of the vehicle inner portion 6. The total area of the outer joint portion 4h of the vehicle inner portion 6 is larger than the total area of the outer joint portion 5h of the vehicle outer portion 7. The total area of the outer joint portion 5h of the vehicle outer portion 7, the total area of the outer joint portion 4h of the vehicle inner portion 6, the total area of the inner joint portion 4g of the vehicle outer portion 7, and the inner joint portion of the vehicle inner portion 6. The magnitude relationship of the total area of 5 g is not particularly limited.

Further, the inner joint portions 4g and 5g of the adjacent connecting portions 4 and 5 overlap each other in the tire width direction D1. As a result, the inner joints 4g and 5g of the adjacent connecting portions 4 and 5 are continuous in the tire circumferential direction D3. Therefore, it is possible to suppress the occurrence of a local rigidity difference in the tire circumferential direction D3.

Further, the outer joint portions 4h and 5h of the adjacent connecting portions 4 and 5 overlap each other in the tire width direction D1. As a result, the outer joints 4h and 5h of the adjacent connecting portions 4 and 5 are continuous in the tire circumferential direction D3. Therefore, it is possible to suppress the occurrence of a local rigidity difference in the tire circumferential direction D3.

From the above, the non-pneumatic tire 1 according to the present embodiment has a plurality of connecting portions that connect the inner annular portion 2 and the outer annular portion 3 arranged concentrically, and the inner annular portion 2 and the outer annular portion 3. The plurality of connecting portions 4 and 5 are arranged from the tire equatorial plane S1 to the inner D1b when the vehicle is mounted, and are arranged from the tire equatorial plane S1 to the outer D1a when the vehicle is mounted. The vehicle outer side portion 7 is provided, and the total volume of the vehicle outer portion 7 is larger than the total volume of the vehicle inner portion 6.

According to such a configuration, a large force acts on the outer ring when turning and the region 1g of the outer D1a when the vehicle is mounted, whereas the total volume of the outer portion 7 of the vehicle is larger than the total volume of the inner portion 6 of the vehicle. Is getting bigger. As a result, the rigidity of the region 1g of the outer D1a when mounted on the vehicle can be increased, so that the steering stability performance at the time of turning can be improved.

Further, in the non-pneumatic tire 1 according to the present embodiment, the width of the connecting portions 4 and 5 in the tire width direction D1 is constant or gradually increases at a constant ratio (in the present embodiment, it is constant). ) The main body portions 4d and 5d are provided with reinforcing portions 4e, 4f, 5e and 5f for connecting the inner annular portion 2 or the outer annular portion 3 and the tire circumferential direction D3 side of the main body portions 4d and 5d. The total volume of the reinforcing portions 4e and 5f of the vehicle outer side portion 7 is larger than the total volume of the reinforcing portions 4f and 5e of the vehicle inner portion 6.

According to such a configuration, the end portions 4a, 4c, 5a, 5c of the connecting portions 4, 5 are likely to be distorted during turning, whereas the reinforcing portions 4e, 4f, 5e, 5f are inner annular portions. 2 or the outer annular portion 3 and the tire circumferential direction D3 side of the main body portions 4d and 5d are connected. Moreover, since the total volume of the reinforcing portions 4e and 5f of the vehicle outer portion 7 is larger than the total volume of the reinforcing portions 4f and 5e of the vehicle inner portion 6, the steering stability performance during turning is effectively improved. Can be made to.

Further, in the non-pneumatic tire 1 according to the present embodiment, the connecting portions 4 and 5 are the inner joint portions 4g and 5g to be joined to the inner annular portion 2 and the outer joint portions 4h to be joined to the outer annular portion 3. , 5h, and the total area of the outer joints 4h and 5h is larger than the total area of the inner joints 4g and 5g.

According to such a configuration, the total area of the outer joint portions 4h and 5h is larger than the total area of the inner joint portions 4g and 5g, so that the rigidity of the ground contact surface can be increased. This makes it possible to improve the stability of the ground plane.

The non-pneumatic tire 1 is not limited to the configuration of the above-described embodiment, and is not limited to the above-mentioned action and effect. Further, it goes without saying that the non-pneumatic tire 1 can be modified in various ways without departing from the gist of the present invention. For example, it goes without saying that one or a plurality of configurations and methods according to the following various modification examples may be arbitrarily selected and adopted for the configurations and methods according to the above-described embodiment.

(1) In the non-pneumatic tire 1 according to the above embodiment, the thicknesses of the inner reinforcing portions 4e and 5e (dimensions in the tire width direction D1) increase toward the inside of the tire radial direction D2, and the outer reinforcing portions become larger. The thicknesses of 4f and 5f (dimensions in the tire width direction D1) increase toward the outside in the tire radial direction D2. However, the non-pneumatic tire 1 is not limited to such a configuration.

For example, the thickness of the inner reinforcing portions 4e and 5e may be constant (including the same and substantially the same) over the tire radial direction D2. Further, as shown in FIGS. 9 and 10, for example, the thicknesses of the outer reinforcing portions 4f and 5f may be constant (including the same and substantially the same) over the tire radial direction D2. The outer reinforcing portions 4f and 5f according to FIGS. 9 and 10 are connected to the adjacent first connecting portions 4 and 4 (or the second connecting portions 5 and 5) in the tire circumferential direction D3. It is extending.

(2) Further, in the non-pneumatic tire 1 according to the above embodiment, the connecting portions 4 and 5 are the outer annular portion 3 from the first width direction side D1a (or the second width direction side D1b) of the inner annular portion 2. The tire extends toward the second width direction side D1b (or the first width direction side D1a). However, the non-pneumatic tire 1 is not limited to such a configuration. For example, as shown in FIGS. 11 and 12, the connecting portion 4 may have a configuration in which the width (dimension of the tire width direction D1) is constant and extends in the tire radial direction D2.

(3) Further, in the non-pneumatic tire 1 according to the above embodiment, the connecting portions 4 and 5 (specifically, the main body portions 4d and 5d) are parallel to the tire width direction D1 (not only completely parallel but also). It is configured to be arranged in approximately parallel). However, the non-pneumatic tire 1 is not limited to such a configuration. For example, as shown in FIG. 13, the connecting portion 4 (specifically, the main body portion 4d) may be arranged so as to be inclined with respect to the tire width direction D1.

(4) Further, in the non-pneumatic tire 1 according to the above embodiment, the width of the main body portions 4d and 5d in the tire width direction D1 is constant. However, the non-pneumatic tire 1 is not limited to such a configuration. For example, as shown in FIG. 14, the width of the main body portions 4d and 5d in the tire width direction D1 may be gradually increased at a constant ratio (including the same and substantially the same).

As described above, the boundary between the main bodies 4d and 5d (specifically, the boundary between the reinforcing portions 4e, 4f, 5e, 5f or the space and the main body 4d, 5d) is linear in the tire width direction D1. It has become. It should be noted that the width of the main body portions 4d and 5d according to FIG. 14 in the tire width direction D1 is increased toward the outside of the tire radial direction D2, but the configuration is not limited to this. For example, the width of the main body portions 4d and 5d in the tire width direction D1 may be increased as it goes inward in the tire radial direction D2.

(5) Further, in the non-pneumatic tire 1 according to the above embodiment, the connecting portions 4 and 5 are configured to include both the inner reinforcing portions 4e and 5e and the outer reinforcing portions 4f and 5f. However, the non-pneumatic tire 1 is not limited to such a configuration. For example, at least one of the plurality of connecting portions 4 and 5 may not include at least one of the inner reinforcing portions 4e and 5e and the outer reinforcing portions 4f and 5f.

(6) Further, in the non-pneumatic tire 1 according to the above embodiment, the total volume of the reinforcing portions 4e and 5f of the vehicle outer side portion 7 is larger than the total volume of the reinforcing portions 4f and 5e of the vehicle inner portion 6. It is a configuration. However, the non-pneumatic tire 1 is not limited to such a configuration, although such a configuration is preferable. For example, the total volume of the reinforcing portions 4e and 5f of the vehicle outer side portion 7 may be equal to or less than the total volume of the reinforcing portions 4f and 5e of the vehicle inner portion 6.

(7) Further, in the non-pneumatic tire 1 according to the above embodiment, the total volume of the main bodies 4d and 5d of the vehicle inner portion 6 is the same as the total volume of the main bodies 4d and 5d of the vehicle outer portion 7. It is a composition. However, the non-pneumatic tire 1 is not limited to such a configuration. For example, the total volume of the main bodies 4d and 5d of the vehicle outer side 7 may be larger than the total volume of the main bodies 4d and 5d of the vehicle inner side 6, or may be smaller.

(8) Further, in the non-pneumatic tire 1 according to the above embodiment, the total area of the outer joint portions 4h and 5h is larger than the total area of the inner joint portions 4g and 5g. However, the non-pneumatic tire 1 is not limited to such a configuration, although such a configuration is preferable. For example, the total area of the outer joint portions 4h and 5h may be equal to or less than the total area of the inner joint portions 4g and 5g.

(9) Further, in the non-pneumatic tire 1 according to the above embodiment, the first connecting portion 4 and the second connecting portion 5 are alternately arranged in parallel in the tire circumferential direction D3. However, the non-pneumatic tire 1 is not limited to such a configuration. For example, some of the first connecting portions 4 and 4 may be adjacent to each other in the tire circumferential direction D3, and for example, some of the second connecting portions 5 and 5 may be adjacent to each other in the tire circumferential direction D3. The configuration may be such that they are adjacent to each other in the direction D3.

(10) Further, in the non-pneumatic tire 1 according to the above embodiment, the inner joint portions 4g and 5g of the connecting portions 4 and 5 are the inner joint portions 5g and 4g of the adjacent connecting portions 5 and 4, and the tire width. The configuration is such that they overlap in the direction D1 view. However, the non-pneumatic tire 1 is not limited to such a configuration. For example, in the tire width direction D1, the inner joints 4g and 5g of the connecting portions 4 and 5 are separated from the inner joints 5g and 4g of the adjacent connecting portions 5 and 4 in the tire circumferential direction D3. It may be configured.

(11) Further, in the non-pneumatic tire 1 according to the above embodiment, the outer joint portions 4h and 5h of the connecting portions 4 and 5 are the outer joint portions 5h and 4h of the adjacent connecting portions 5 and 4, and the tire width. The configuration is such that they overlap in the direction D1 view. However, the non-pneumatic tire 1 is not limited to such a configuration. For example, in the tire width direction D1, the outer joints 4h and 5h of the connecting portions 4 and 5 are separated from the outer joints 5h and 4h of the adjacent connecting portions 5 and 4 in the tire circumferential direction D3. It may be configured.

1 ... Non-pneumatic tire, 1a ... Support structure, 1b ... Axle center, 1c ... Reinforcing layer, 1d ... Tread portion, 1e ... Closed space, 1f ... Vehicle inner region, 1g ... Vehicle outer region, 2 ... Inner annular portion, 3 ... Outer annular portion, 4 ... First connecting portion, 4a ... Inner end portion, 4b ... Central portion, 4c ... Outer end portion, 4d ... Main body portion, 4e ... Inner reinforcing portion, 4f ... Outer reinforcing portion, 4g ... Inner Joint part, 4h ... Outer joint part, 5 ... Second connecting part, 5a ... Inner end part, 5b ... Central part, 5c ... Outer end part, 5d ... Main body part, 5e ... Inner reinforcing part, 5f ... Outer reinforcing part, 5g ... inner joint, 5h ... outer joint, 6 ... vehicle inner, 7 ... vehicle outer, D1 ... tire width direction, D1a ... first width direction side (vehicle outer side), D1b ... second width direction side ( Inside the vehicle), D2 ... tire radial direction, D3 ... tire circumferential direction, S1 ... tire equatorial plane

Claims (3)

The inner ring and outer ring arranged concentrically,
A plurality of connecting portions for connecting the inner annular portion and the outer annular portion are provided.
The plurality of connecting portions include a vehicle inner portion arranged inside the tire equatorial plane when the vehicle is mounted, and a vehicle outer portion arranged outside the tire equatorial plane when the vehicle is mounted.
A non-pneumatic tire whose total volume on the outer side of the vehicle is larger than the total volume on the inner side of the vehicle. The connecting portion is a reinforcing portion that connects a main body portion in which the width in the tire width direction is constant or gradually increases at a constant ratio, and the inner annular portion or the outer annular portion and the tire circumferential direction side of the main body portion. And with
The non-pneumatic tire according to claim 1, wherein the total volume of the reinforcing portion on the outer side of the vehicle is larger than the total volume of the reinforcing portion on the inner side of the vehicle. The connecting portion includes an inner joining portion that joins the inner annular portion and an outer joining portion that joins the outer annular portion.
The non-pneumatic tire according to claim 1 or 2, wherein the total area of the outer joint is larger than the total area of the inner joint.

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