JP2023150912A - Non-pneumatic tire and non-pneumatic tire assembly - Google Patents

Abstract

To prevent damage caused by contact.SOLUTION: A non-pneumatic tire comprises a spoke structure 2 in which an outer peripheral wheel 3 and an inner peripheral wheel 4 are connected to each other by a spoke 5, and a tread ring 1 arranged on the outer periphery of the outer peripheral wheel 3 in the spoke structure 2. At least part of the spoke structure 2 has a protrusion 20 most protruding outward in a tire width direction.SELECTED DRAWING: Figure 3

Description

This invention relates to non-pneumatic tires and non-pneumatic tire assemblies.

For example, Patent Document 1 discloses a non-pneumatic tire having a structure in which an outer circumferential ring and an inner circumferential ring are connected by spokes.

Japanese Patent Application Publication No. 2008-105644

Non-pneumatic tires are expected to be used from the viewpoint of maintenance-free properties, as they do not allow air to escape. For example, when non-pneumatic tires are used in self-driving vehicles for the purpose of transporting people for nursing care or nursing care, curbs are likely to become an obstacle when getting on and off people, so the side surfaces of the tires should be brought close to or in contact with the curb. It is recommended that you stop. However, there is a problem in that tires and rims can be damaged due to repeated contact with curbstones.

The present invention provides a non-pneumatic tire and a non-pneumatic tire assembly that can prevent damage due to contact.

In order to achieve the above object, a non-pneumatic tire according to one aspect of the present invention includes a spoke structure in which an outer circumferential ring and an inner circumferential ring are connected by spokes, and a spoke structure disposed on the outer periphery of the outer circumferential ring of the spoke structure. a tread ring, and at least a portion of the spoke structure has a protrusion that protrudes most outward in the width direction of the tire.

In order to achieve the above object, a non-pneumatic tire assembly according to one aspect of the present invention includes the above-mentioned non-pneumatic tire, and a rim mounted on the inner circumferential wheel of the non-pneumatic tire in the tire radial direction. The protruding portion is provided on at least a portion of the spoke structure, and includes the rim and protrudes most outward in the tire width direction.

According to this invention, damage due to contact can be prevented.

FIG. 1 is a perspective view of a non-pneumatic tire according to an embodiment. FIG. 2 is a partial side view of the non-pneumatic tire according to the embodiment. FIG. 3 is a meridional cross-sectional view of the non-pneumatic tire according to the embodiment. FIG. 4 is a partial side view of another example of the non-pneumatic tire according to the embodiment. FIG. 5 is a partial side view of another example of the non-pneumatic tire according to the embodiment. FIG. 6 is a partial side view of another example of the non-pneumatic tire according to the embodiment. FIG. 7 is a partial side view of another example of the non-pneumatic tire according to the embodiment. FIG. 8 is a partial side view of another example of the non-pneumatic tire according to the embodiment. FIG. 9 is a partial side view of another example of the non-pneumatic tire according to the embodiment. FIG. 10 is a partial side view of another example of the non-pneumatic tire according to the embodiment. FIG. 11 is a partial side view of another example of the non-pneumatic tire according to the embodiment. FIG. 12 is a perspective view of another example of the non-pneumatic tire according to the embodiment. FIG. 13 is a partial perspective view of the non-pneumatic tire according to the embodiment. FIG. 14 is a partial perspective view of a non-pneumatic tire of a reference example. FIG. 15 is a partial side view of a modification of the non-pneumatic tire according to the embodiment. FIG. 16 is a partial side view of a modification of the non-pneumatic tire according to the embodiment. FIG. 17 is a schematic diagram of an example of a tread portion of a non-pneumatic tire according to an embodiment. FIG. 18 is a schematic diagram of an example of a tread portion of a non-pneumatic tire according to an embodiment. FIG. 19 is a schematic diagram of an example of a tread portion of a non-pneumatic tire according to an embodiment. FIG. 20 is a schematic diagram of an example of a tread portion of a non-pneumatic tire according to an embodiment. FIG. 21 is a schematic diagram of an example of a tread portion of a non-pneumatic tire according to an embodiment. FIG. 22 is a schematic diagram of an example of a tread portion of a non-pneumatic tire according to an embodiment. FIG. 23 is a partial side view of a modification of the non-pneumatic tire according to the embodiment. FIG. 24 is a partial side view of a modification of the non-pneumatic tire according to the embodiment. FIG. 25 is a partial side view of a modification of the non-pneumatic tire according to the embodiment. FIG. 26 is a partial side view of a modification of the non-pneumatic tire according to the embodiment. FIG. 27 is a meridional cross-sectional view of a modified example of the non-pneumatic tire according to the embodiment. FIG. 28 is a chart showing the results of a performance test of the non-pneumatic tire according to the example. FIG. 29 is a chart showing the results of a performance test of the non-pneumatic tire according to the example. FIG. 30 is a chart showing the results of a performance test of the non-pneumatic tire according to the example. FIG. 31 is a chart showing the results of a performance test of the non-pneumatic tire according to the example. FIG. 32 is a chart showing the results of a performance test of the non-pneumatic tire according to the example.

Embodiments of the present invention will be described in detail below based on the drawings. Note that the present invention is not limited to this embodiment. Further, the components of this embodiment include those that can be replaced while maintaining the identity of the invention and that are obvious. Further, the plurality of modifications described in this embodiment can be arbitrarily combined within the range obvious to those skilled in the art.

In the following explanation, the tire radial direction refers to the direction perpendicular to the tire rotation axis (not shown), which is the rotation axis of a non-pneumatic tire, and the tire radial inner side refers to the side facing the tire rotation axis in the tire radial direction. The outer side in the tire radial direction refers to the side away from the tire rotation axis in the tire radial direction. Further, the tire circumferential direction refers to a direction around the tire rotation axis as the central axis. In addition, the tire width direction refers to a direction parallel to the rotational axis of the tire, the inner side in the tire width direction is the side facing the tire equatorial plane (tire equator line) CL in the tire width direction, and the outer side in the tire width direction refers to the side in the tire width direction. refers to the side away from the tire equatorial plane CL. The tire equatorial plane CL is a plane that is perpendicular to the tire rotation axis and passes through the center of the tire width of a non-pneumatic tire, and the tire equatorial plane CL is a plane that is the center position of the non-pneumatic tire in the tire width direction. The width direction center line and the position in the tire width direction coincide. The tire width is the width in the tire width direction between the outermost parts in the tire width direction, that is, the distance between the parts furthest from the tire equatorial plane CL in the tire width direction. The tire equator line refers to a line located on the tire equatorial plane CL and along the tire circumferential direction of a non-pneumatic tire.

In the non-pneumatic tire of the embodiment, a tread ring 1 made of rubber or resin is bonded to the outer periphery of a spoke structure (also simply referred to as a structure) 2. The spoke structure 2 is made of elastic material. The spoke structure 2 includes an outer ring 3, an inner ring 4, and spokes 5.

As shown in FIGS. 1 to 3, the outer circumferential ring 3 is formed in a cylindrical shape extending in the tire width direction with the tire rotation axis as the center. The inner circumferential ring 4 is formed in a cylindrical shape extending in the width direction of the tire with the tire rotation axis as the center so as to be arranged concentrically with the outer circumferential ring 3 . A rim 11 (see FIGS. 1, 3, 12, and 27) is attached to the inside of the inner circumferential ring 4, and a non-pneumatic tire is attached to the vehicle via the rim 11. The non-pneumatic tire to which the rim 11 is attached is referred to as a non-pneumatic tire assembly. The spokes 5 are expanded in the tire width direction similarly to the outer circumferential ring 3 and the inner circumferential ring 4, and connect the outer circumferential ring 3 and the inner circumferential ring 4. The spokes 5 have various forms.

Spoke 5A (5) shown in FIGS. 1 and 2 includes a support body 5AA and a connecting portion 5AB. The support body 5AA is formed into a plate shape that extends along the tire radial direction and has a plate surface facing the tire circumferential direction. Each end of the support body 5AA in the tire radial direction is connected to the outer circumferential ring 3 and the inner circumferential ring 4. A plurality of supports 5AA are arranged at intervals in the tire circumferential direction. The supports 5AA are formed to be curved or bent in one direction in the tire circumferential direction, and two adjacent ones in the tire circumferential direction are arranged such that their convex surfaces face each other in the tire circumferential direction. The connecting portion 5AB is formed in a plate shape that extends along the tire circumferential direction and has a plate surface facing the tire radial direction. Each end of the connecting portion 5AB is connected to a convex surface of an adjacent support body 5AA in the tire circumferential direction.

The spoke 5B(5) shown in FIG. 4 includes a first support 5BAa, a second support 5BAb, a first connection portion 5BBa, and a second connection portion 5BBb. The first support body 5BAa is formed into a plate shape that extends along the tire radial direction and has a plate surface facing the tire circumferential direction. The first support body 5BAa is connected to the outer circumferential ring 3 and the inner circumferential ring 4 at each end in the tire radial direction. A plurality of first supports 5BAa are arranged at intervals in the tire circumferential direction. The first supports 5BAa are formed to be curved in one direction in the tire circumferential direction, and two adjacent ones in the tire circumferential direction are arranged in pairs such that their convex surfaces face each other in the tire circumferential direction. The second support body 5BAb is formed into a plate shape that extends along the tire radial direction and has a plate surface facing the tire circumferential direction. The second support body 5BAb is arranged between the concave surfaces of the first support bodies 5BAa adjacent to each other in the tire circumferential direction. The second support body 5BAb is provided to intersect in a cross shape when viewed from the tire width direction, and each end in the tire radial direction is connected to the outer circumferential ring 3 and the inner circumferential ring 4. The first connecting portion 5BBa is formed in a plate shape that extends along the tire circumferential direction and has a plate surface facing the tire radial direction. Each end of the first connecting portion 5BBa is connected to a convex surface of the first support body 5BAa adjacent in the tire circumferential direction. The second connecting portion 5BBb is formed in a plate shape that extends along the tire circumferential direction and has a plate surface facing the tire radial direction. Each end of the second connecting portion 5BBb is connected to the intersection of the second support 5BAb and the concave surface of the first support 5BAa. The first connecting portion 5BBa and the second connecting portion 5BBb are arranged in a continuous circular shape in the tire circumferential direction.

Spoke 5C (5) shown in FIG. 5 includes a support body 5CA and a connecting portion 5CB. The support body 5CA is formed into a plate shape that extends along the tire radial direction and has a plate surface facing the tire circumferential direction. Each end of the support body 5CA in the tire radial direction is connected to the outer circumferential ring 3 and the inner circumferential ring 4. A plurality of supports 5CA are arranged at intervals in the tire circumferential direction. The supports 5CA are formed to be bent in one direction in the tire circumferential direction, and two adjacent supports in the tire circumferential direction are arranged such that their convex surfaces face each other in the tire circumferential direction. The connecting portion 5CB is formed in a plate shape that extends along the tire circumferential direction and has a plate surface facing in the tire radial direction. Each end of the connecting portion 5CB is connected to a convex surface of the support body 5CA adjacent in the tire circumferential direction.

Spoke 5D (5) shown in FIG. 6 includes a support body 5DA and a connecting portion 5DB. The support body 5DA is formed into a plate shape that extends along the tire radial direction and has a plate surface facing the tire circumferential direction. Each end of the support body 5DA in the tire radial direction is connected to the outer circumferential ring 3 and the inner circumferential ring 4. A plurality of supports 5DA are arranged at intervals in the tire circumferential direction. The supports 5DA are formed to be curved in one direction in the tire circumferential direction, and two adjacent supports in the tire circumferential direction are arranged such that their convex surfaces face each other in the tire circumferential direction. The connecting portion 5DB is formed in a plate shape that extends along the tire circumferential direction and has a plate surface facing the tire radial direction. Each end of the connecting portion 5DB is connected to a convex surface of an adjacent support body 5DA in the tire circumferential direction. A plurality of connecting portions 5DB (two in FIG. 6) are provided in the tire direction.

Spoke 5E (5) shown in FIG. 7 includes a support 5EA, a connecting portion 5EB, and a reinforcing portion 5EC. The support body 5EA is formed into a plate shape that extends along the tire radial direction and has a plate surface facing the tire circumferential direction. Each end of the support body 5EA in the tire radial direction is connected to the outer circumferential ring 3 and the inner circumferential ring 4. A plurality of supports 5EA are arranged at intervals in the tire circumferential direction. The supports 5EA are formed to be curved in one direction in the tire circumferential direction, and two adjacent ones in the tire circumferential direction are arranged such that their convex surfaces face each other in the tire circumferential direction. The connecting portion 5EB is formed in a plate shape that extends along the tire circumferential direction and has a plate surface facing the tire radial direction. Each end of the connecting portion 5EB is connected to a convex surface of an adjacent support body 5EA in the tire circumferential direction. The reinforcing portion 5EC is formed in a plate shape extending along the tire circumferential direction and the tire radial direction. One end of the reinforcing portion 5EC is connected to the end of the convex surface of the support body 5EA, and the other end is connected to the outer circumferential ring 3 or the inner circumferential ring 4. Therefore, the reinforcing portion 5EC is provided so as to connect between the convex side of the support 5EA and the outer ring 3 and between the convex side of the support 5EA and the inner ring 4.

Spoke 5F(5) shown in FIG. 8 includes a support 5FA and a connecting portion 5FB. The support body 5FA is formed into a plate shape that extends along the tire radial direction and has a plate surface facing the tire circumferential direction. Each end of the support body 5FA in the tire radial direction is connected to the outer circumferential ring 3 and the inner circumferential ring 4. A plurality of supports 5FA are arranged at intervals in the tire circumferential direction. The supports 5FA are formed to be curved or bent in one direction in the tire circumferential direction, and two adjacent ones in the tire circumferential direction are arranged such that their convex surfaces face each other in the tire circumferential direction. The connecting portion 5FB is formed in a plate shape that extends along the tire circumferential direction and has a plate surface facing the tire radial direction. Each end of the connecting portion 5FB is connected to a convex surface of the support body 5FA adjacent in the tire circumferential direction. The spokes 5F are made up of the two supports 5FA whose convex surfaces face each other in the circumferential direction of the tire and the connecting portions 5FB connected to the convex surfaces of these supports 5FA, which are described above. A plurality of tires are lined up at predetermined intervals around one circumference in the circumferential direction to form one group, and two groups are provided in the tire width direction and are arranged with a phase shift in the tire circumferential direction. In the example of FIG. 8, there are two groups, but it is also possible to provide two or more groups.

The spoke 5G (5) shown in FIG. 9 includes a support body 5GA, a first connecting portion 5GBa, and a second connecting portion 5GBb. The support body 5GA is formed into a plate shape that extends along the tire radial direction and has a plate surface facing the tire circumferential direction. The support body 5GA is connected to the outer circumferential ring 3 and the inner circumferential ring 4 at each end in the tire radial direction. A plurality of supports 5GA are arranged at intervals in the tire circumferential direction. The plurality of supports 5GA are bent in one direction in the tire circumferential direction. The first connecting portion 5GBa is formed in a plate shape that extends along the tire circumferential direction and has a plate surface facing the tire radial direction. Each end of the first connecting portion 5GBa is connected to a bent portion of the support body 5GA adjacent in the tire circumferential direction. The second connecting portion 5GBb is formed in a plate shape extending along the tire circumferential direction and the tire radial direction. The second connecting portion 5GBb is located outside the first connecting portion 5GBa in the tire radial direction, and each end of the second connecting portion 5GBb connects the support bodies 5GA adjacent in the tire circumferential direction.

Spoke 5H (5) shown in FIG. 10 includes a support body 5HA and a connecting portion 5HB. The support body 5HA is formed into a plate shape that extends along the tire radial direction and has a plate surface facing the tire circumferential direction. Each end of the support body 5HA in the tire radial direction is connected to the outer circumferential ring 3 and the inner circumferential ring 4. A plurality of supports 5HA are arranged at intervals in the tire circumferential direction. The plurality of supports 5HA are bent in one direction in the tire circumferential direction. The connecting portion 5HB is formed in a plate shape extending along the tire circumferential direction and the tire radial direction. One end of the connecting portion 5HB is connected to the convex surface of the bent portion of the support body 5HA, and the other end is connected to an end portion connected to the outer circumferential ring 3 of the adjacent support body 5HA in the tire circumferential direction.

Spoke 5I (5) shown in FIG. 11 includes a support 5IA and a connecting portion 5IB. The support body 5IA is formed into a plate shape that extends along the tire radial direction and has a plate surface facing the tire circumferential direction. The support body 5IA is connected to the outer circumferential ring 3 and the inner circumferential ring 4 at each end in the tire radial direction. A plurality of supports 5IA are arranged at intervals in the tire circumferential direction. The plurality of supports 5IA are formed such that a central portion in the tire radial direction is bent in one direction in the tire circumferential direction, and both end portions in the tire radial direction are bent in the other circumferential direction. The connecting portion 5IB is formed in a plate shape extending along the tire circumferential direction and the tire radial direction. One end of the connecting portion 5IB is connected to the convex surface of the bent portion at the center of the support body 5IA, and the other end is connected to the convex surface of the bent portion on the end side of the adjacent support body 5IA in the tire circumferential direction. Two connecting portions 5IB are connected between two supports 5IA that are adjacent in the tire circumferential direction.

The spokes 5J (5) shown in FIG. 12 are formed in a plate shape that extends along the tire radial direction and have a plate surface facing the tire circumferential direction. The spokes 5J can also be said to be supports whose respective ends in the tire radial direction are connected to the outer circumferential ring 3 and the inner circumferential ring 4. A plurality of spokes 5J are arranged at intervals in the tire circumferential direction. In FIG. 12, the plurality of spokes 5J are formed linearly in the tire radial direction. The plurality of spokes 5J may be formed to be curved or bent in one direction in the tire radial direction.

As shown in FIG. 3, the tread ring 1 includes a tread portion 1A and a tread reinforcing layer 1B.

The tread portion 1A is made of a rubber material (tread rubber). The tread portion 1A is exposed at the outermost side in the tire radial direction of the non-pneumatic tire, and its surface forms the outline of the non-pneumatic tire. The tread portion 1A has a tread surface 1Aa formed on its outer peripheral surface, that is, the tread surface that comes into contact with the road surface during running. The tread surface 1Aa has a plurality of (four in FIG. 3) circumferential main grooves 1Ab extending in the tire circumferential direction. The tread surface 1Aa has a plurality of land portions 1Ac (five in FIG. 3) that are partitioned by the plurality of circumferential main grooves 1Ab, extend along the tire circumferential direction, and are lined up in the tire width direction. Although not clearly shown in the drawings, the tread surface 1Aa may be provided with lug grooves that intersect the circumferential main groove 1Ab, and the land portion 1Ac may be divided in the tire circumferential direction by the lug groove. good.

The tread reinforcing layer 1B is mainly made of rubber or resin material. The tread reinforcing layer 1B is arranged inside the tread portion 1A in the tire radial direction, and is arranged along the outer surface of the outer circumferential ring 3.

When the non-pneumatic tire configured as described above rotates in the tire circumferential direction and enters a running state, forces in opposite directions in the tire circumferential direction act on the outer circumferential ring 3 and the inner circumferential ring 4, and the spokes 5 A tensile drag force is generated in the tire radial direction, and stiffness is generated to restrain relative rotation between the outer circumferential ring 3 and the inner circumferential ring 4. Furthermore, when braking is applied from this running state, forces in opposing directions act on the outer and inner wheels 3 and 4 in the circumferential direction of the tire, which is opposite to the above, and the spokes 5 are tensed in the tire radial direction, creating a tensile drag force. This occurs and acts to prevent relative rotation between the outer circumferential ring 3 and the inner circumferential ring 4. That is, the non-pneumatic tire has increased rigidity in the circumferential direction between the outer circumferential wheel 3 and the inner circumferential wheel 4, thereby stabilizing maneuverability during braking. Furthermore, since the non-pneumatic tire has a structure in which the spokes 5 are connected between the supporting bodies by the connecting part, the stress generated during braking is dispersed between the connecting part and the respective supports on both sides, and the outer circumferential ring 3 and Durability can be maintained because stress is not concentrated at the joint between the inner ring 4 and the spokes 5.

Note that the polymeric material constituting the spoke structure 2 is, for example, polycarbonate (PC), polyamide (PA), polyester (PEs), polyvinyl chloride (PVC), modified polyphenylene ether (modified PPE), polyphenylene sulfide ( PPS), polyetheretherketone (PEEK), polyvinyl chloride (PVC), polyvinyl alcohol resin (PVA), ethylene-vinyl alcohol copolymer resin (EVOH), polyurethane (PUR), epoxy resin, polyethersulfone (PES) ), polyamide MXD6 (MXD6), polyethersulfone (PESU), polysulfone (PSU), polyarylate (PAR), polyphenylene oxide (PPO), polyphenylsulfone (PPSU), fluororesin, polyimide (PI), polyamideimide ( PAI), polyetherimide (PEI), polyethylene (PE), polybutene (PB), ethylene-vinyl acetate copolymer resin (EVA), polyacetal (POM), polypropylene (PP), acrylonitrile-butadiene-styrene copolymer resin ( ABS), polystyrene (PS), polyamide elastomer (TPAE), polyester elastomer (TPC), polyolefin elastomer (TPO), polystyrene elastomer (TPS), polyurethane elastomer (TPU), and the like.

As shown in FIG. 3, FIG. 13, FIG. 16, FIG. 15, and FIG. It has a protruding part (also referred to as a trauma guard part) 20. The protrusion 20 is provided on at least a portion of the spoke structure 2. The protrusion 20 is fixed to at least a portion of the spoke structure 2 by integral molding, or by adhesion, welding, crimping, fitting, engagement, or the like.

The protruding portion 20 is provided in the spoke structure 2 so as to protrude outward in the tire width direction from at least a portion of the outer circumferential ring 3 and the inner circumferential ring 4 shown in FIGS. 2 and 4 to 12, for example. 13, FIG. 15, and FIG. 16 show an example in which a protrusion 20 is provided on the spoke structure 2 shown in FIG. Note that FIG. 14 shows a reference example that does not have the protrusion 20 compared to the example shown in FIG. The protrusions 20 provided on the outer circumferential ring 3 and the inner circumferential ring 4 may be provided continuously in the tire circumferential direction, as shown in FIG. 15, or at regular intervals in the tire circumferential direction, as shown in FIG. Although not clearly shown in the drawings, they may be provided intermittently at irregular intervals in the tire circumferential direction.

Further, in the spokes 5 of the spoke structure 2, the protruding portions 20 are, for example, supports 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, 5IA, shown in FIGS. 2 and 4 to 12, 5J so as to protrude outward in the tire width direction from at least a portion of the tire. The protrusions 20 provided on the supports 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, 5IA, 5J are the same as the supports 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA. , 5IA, and 5J are provided continuously or intermittently along the extending direction. Furthermore, the protrusions 20 provided on the supports 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, 5IA, 5J may also be provided on the outer ring 3 and the inner ring 4. Further, the protruding portions 20 provided on the supports 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, 5IA, 5J are arranged in the plurality of supports 5AA, 5BAa, 5BAb, 5CA, arranged in the tire circumferential direction, It may be provided over 5DA, 5EA, 5FA, 5GA, 5HA, 5IA, and 5J. Further, the protruding portions 20 provided on the supports 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, 5IA, 5J are arranged in the plurality of supports 5AA, 5BAa, 5BAb, 5CA, arranged in the tire circumferential direction, It may be selectively provided in any one of 5DA, 5EA, 5FA, 5GA, 5HA, 5IA, and 5J. In addition, the supports 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, 5IA are provided with the connecting portions 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, 5IB. The protruding portion 20 may also be provided in the connecting portions 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, 5IB, and the connecting portions 5AB, 5BBa, 5BBb, 5CB, 5DB, It may be provided independently of 5EB, 5FB, 5GBa, 5GBb, 5HB, and 5IB. In addition, the supports 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, 5IA are provided with the connecting portions 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, 5IB. The protruding portion 20 straddles the connecting portions 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, 5IB, and connects the connecting portions 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa. , 5GBb, 5HB, and 5IB.

Further, in the spokes 5 of the spoke structure 2, the protruding portions 20 include, for example, the connecting portions 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, shown in FIGS. 2 and 4 to 11, 5IB so as to protrude outward in the tire width direction from at least a portion of the tire. The protrusions 20 provided in the connecting portions 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, 5IB are the connecting portions 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb. , 5HB, and 5IB are provided continuously or intermittently along the extending direction. Further, the protruding parts 20 provided on the connecting parts 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, 5IB are connected to the supports 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA. , 5HA, 5IA, the outer circumferential ring 3, and the inner circumferential ring 4. Further, the protruding portions 20 provided in the connecting portions 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, 5IB are connected to the connecting portions 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB. , 5GBa, 5GBb, 5HB, and 5IB. Further, the protruding parts 20 provided on the connecting parts 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, 5IB are connected to the supports 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA. , 5HA, and 5IA, and may be provided independently of the supports 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, and 5IA.

Note that the protruding portion 20 is provided at a position facing at least the outside of the vehicle when the non-pneumatic tire (non-pneumatic tire assembly) is mounted on the vehicle. When a non-pneumatic tire is mounted on a vehicle, its orientation toward the outside of the vehicle and the inside of the vehicle is specified in the tire width direction. Although the direction is not clearly shown in the drawings, it is indicated by, for example, an indicator provided on the outer surface of the tread ring 1 in the tire width direction. In addition, in the case of a non-pneumatic tire assembly, the designation of the vehicle outer side and the vehicle inner side is based on the direction of the rim 11 relative to the vehicle outer side and the vehicle inner side in the tire width direction. For this reason, when a non-pneumatic tire is assembled on the rim 11, the direction toward the outside of the vehicle and the inside of the vehicle is specified in the tire width direction.

According to this non-pneumatic tire (non-pneumatic tire assembly), by having the protruding portion 20 that protrudes most outward in the width direction of the tire, even if it comes into contact with an obstacle such as a curb, the constituent members of the spoke structure 2 prevent damage.

Note that the polymeric material forming the protrusion 20 is preferably the same as the polymeric material forming the spoke structure 2, and may be different from the polymeric material forming the spoke structure 2.

Further, in the non-pneumatic tire (non-pneumatic tire assembly) of the embodiment, at least a portion of the protruding portion 20 has a dynamic friction coefficient μd of 0.02 or more and 0.40 or less as determined by a friction coefficient test based on JIS K7128A. Contains polymeric materials.

The coefficient of dynamic friction μd is measured according to JIS K7128 plastic sliding wear test method using a thrust cylinder wear tester with mating material S45C, sliding speed 10 cm/s, sliding distance 1 km, and surface pressure 9.5 kgf/ ^cm2 . be done.

Examples of polymeric materials having a dynamic friction coefficient μd of 0.02 or more and 0.40 or less include polyacetal (POM), nylon 6 (PA6), nylon 610 (PA610), polybutylene naphthalate (PBN), and polyphenylene sulfide (PPS). ), polycarbonate (PC), polyetheretherketone (PEEK), polyethylene (PE), polypropylene (PP), and fluororesin (PTFE). In addition, polymer materials with a dynamic friction coefficient μd of 0.02 or more and 0.40 or less are adjusted by adding a sliding agent to the polymer material whose dynamic friction coefficient μd is not 0.02 or more and 0.40 or less as a single substance. It may be a composition made by

According to this non-pneumatic tire (non-pneumatic tire assembly), at least a portion of the protrusion 20 is made of a polymer having a dynamic friction coefficient μd of 0.02 or more and 0.40 or less as determined by a friction coefficient test based on JIS K7128A. Since it is made of material, it is possible to smoothly stop or start the vehicle when it comes into contact with an obstacle such as a curb, and the protrusion 20 can be prevented from being damaged. As a result, the non-pneumatic tire (non-pneumatic tire assembly) of the embodiment can prevent damage to the constituent members of the spoke structure 2 even if it comes into contact with an obstacle such as a curb.

Further, in the non-pneumatic tire (non-pneumatic tire assembly) of the embodiment, at least a portion of the protrusion 20 has a Rockwell hardness HRR on the R scale based on the JIS K7202-2 Rockwell hardness test. Contains a polymer material of 80 or more and 130 or less.

Rockwell hardness HRR is measured on the R scale using a steel ball with a diameter of 12.7 mm as an indenter, according to JIS K7202-2 How to determine Rockwell hardness, Part 2: Rockwell hardness.

Polymer materials with a Rockwell hardness HRR of 80 to 130 on the R scale include, for example, acrylonitrile butadiene styrene copolymer resin (ABS), polyacetal (POM), nylon 6 (PA6), nylon 610 (PA610), Examples include butylene terephthalate (PBT), polybutylene naphthalate (PBN), polyphenylene sulfide (PPS), polycarbonate (PC), polyetheretherketone (PEEK), polypropylene (PP), and polystyrene (PS). In addition, polymer materials with a Rockwell hardness HRR of 80 or more and 130 or less on the R scale can be adjusted by adding reinforcing fibers, fillers, etc. to a polymer material that does not have an HRR of 80 or more and 130 or less as a single substance. It may also be a composition.

According to this non-pneumatic tire (non-pneumatic tire assembly), a polymer material with a Rockwell hardness HRR of 80 or more and 130 or less on the R scale can be used as a material that is strong (hard) against indentation. Therefore, damage to the protruding portion 20 can be prevented. As a result, the non-pneumatic tire (non-pneumatic tire assembly) of the embodiment can prevent damage to the constituent members of the spoke structure 2 even if it comes into contact with an obstacle such as a curb.

Further, in the non-pneumatic tire (non-pneumatic tire assembly) of the embodiment, as shown in FIG. The inner end of the tire in the radial direction is arranged in a range of 5% or more and 95% or less of Hs.

The cross-sectional height Hs is 1/2 of the difference in tire radial dimension between the outer diameter of the outer ring 3 and the inner diameter of the inner ring 4 of the spoke structure 2.

According to this non-pneumatic tire (non-pneumatic tire assembly), the inner end of the protrusion 20 in the tire radial direction is 5% of the cross-sectional height Hs of the spoke structure 2 from the inner end of the tire radial direction of the inner circumferential ring 4. By arranging it within the range of 95% or less, it is possible to reduce the risk of damage to the protrusion 20 at the interface in the tire radial direction of the cross-sectional height Hs, and it is possible to suppress a decrease in durability.

Further, in the non-pneumatic tire (non-pneumatic tire assembly) of the embodiment, as shown in FIG. 95% or less.

According to this non-pneumatic tire (non-pneumatic tire assembly), by setting the tire radial dimension Ha of the protrusion 20 to 10% or more and 95% or less of the cross-sectional height Hs of the spoke structure 2, the spoke structure The minimum dimension in the tire radial direction that protects the body 2 can be defined, and the risk of damage to the protrusion 20 at the tire radial interface with the cross-sectional height Hs can be reduced, and a decrease in durability can be suppressed.

Further, in the non-pneumatic tire (non-pneumatic tire assembly) of the embodiment, the protrusions 20 are arranged intermittently in the tire circumferential direction or continuously in the tire circumferential direction, as described above.

According to this non-pneumatic tire (non-pneumatic tire assembly), by arranging the protrusions 20 intermittently in the tire circumferential direction, weight increase can be suppressed, and the protrusions 20 are arranged continuously in the tire circumferential direction. By arranging it, the function of protecting the spoke structure 2 can be improved.

Moreover, in the non-pneumatic tire (non-pneumatic tire assembly) of the embodiment, the spokes 5 connect the outer circumferential ring 3 and the inner circumferential ring 4 and are arranged in a plurality of supports 5AA, 5BAa, 5BAb in the tire circumferential direction. , 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, 5IA and a connecting portion 5AB that connects the supporting bodies 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, 5IA adjacent in the tire circumferential direction, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, and 5IB.

According to this non-pneumatic tire (non-pneumatic tire assembly), the supports 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, 5IA connect the outer circumferential ring 3 and the inner circumferential ring 4. The supports 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, 5IA, which constitute the frame of the tire to be connected and are adjacent in the tire circumferential direction, are connected to the connecting portions 5AB, 5BBa, 5BBb, 5CB, 5DB, They are connected by 5EB, 5FB, 5GBa, 5GBb, 5HB, and 5IB and support each other. As a result, the non-pneumatic tire (non-pneumatic tire assembly) of the embodiment has the support members 5AA, 5BAa , 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, and 5IA.

Further, in the non-pneumatic tire (non-pneumatic tire assembly) of the embodiment, the protruding portion 20 is independent of the connecting portions 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, and 5IB. will be placed.

According to this non-pneumatic tire (non-pneumatic tire assembly), the protruding portion 20 is arranged independently of the connecting portions 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, and 5IB. As a result, the protruding portion 20 that is brought into active contact with an obstacle such as a curb is placed at a position away from the connecting portions 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, and 5IB. , suppresses the situation in which impact is applied to the connecting portions 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, and 5IB. As a result, the non-pneumatic tire (non-pneumatic tire assembly) of the embodiment has a connecting portion 5AB that complements the supporting capacity of the supports 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, and 5IA. , 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, and 5IB functions can be maintained.

Further, in the non-pneumatic tire (non-pneumatic tire assembly) of the embodiment, as shown in FIG. 3, the tread ring 1 includes a tread reinforcing layer 1B made of a polymeric material in which metal cords or organic fibers are embedded. As shown in FIGS. 17 to 22, the tread reinforcing layer 1B has a folded portion 1Bb in which at least one end in the tire width direction of a reinforcing cord 1Ba made of a metal cord or an organic fiber is folded back. Preferably, the folded portion 1Bb is folded back with its end directed outward in the tire radial direction. When forming the tread reinforcing layer, after wrapping at least one tread reinforcing layer to an arbitrary length on the forming drum, the ends are folded back toward the outside in the tire radial direction, thereby forming the tread reinforcing layer. The production efficiency of the process improves. It is also possible to fold the tire inward in the radial direction, but in this case, it becomes difficult to visually check the condition of the step at the folded part and the degree of circumferential variation at the end in the subsequent process, so it is difficult to visually check the condition of the step at the folded part and the degree of circumferential variation at the end. This may cause vulcanization failure. As the tread reinforcing layer 1B, a belt layer in which metal cords generally used in pneumatic tires are embedded in a diene rubber composition can also be used.

The polymer material constituting the tread reinforcing layer 1B is preferably rubber or resin.

As the rubber constituting the tread reinforcing layer 1B, for example, diene rubber or thermoplastic elastomer is preferable. Diene rubbers include polybutadiene rubber (BR), styrene butadiene rubber (SBR), natural rubber (NR), polyisoprene rubber (IR), ethylene propylene diene rubber (EPDM), nitrile rubber (NBR), and butyl rubber (IIR). , chloroprene rubber (CR), and the like. Examples of the thermoplastic elastomer include polyamide elastomer (TPAE), polyester elastomer (TPC), polyolefin elastomer (TPO), polystyrene elastomer (TPS), polyurethane elastomer (TPU), and the like. Further, these rubbers may be used alone or as a blend, and may also be a composition containing additives such as fillers, crosslinking agents, vulcanization accelerators, anti-aging agents, and softeners. Furthermore, for example, a belt layer in which metal cords commonly used in pneumatic tires are embedded in a diene rubber composition can also be used as the tread reinforcing layer 1B.

Examples of the resin constituting the tread reinforcing layer 1B include polycarbonate (PC), polyamide (PA), polyester (PEs), polyvinyl chloride (PVC), modified polyphenylene ether (modified PPE), polyphenylene sulfide (PPS), Polyetheretherketone (PEEK), polyvinyl chloride (PVC), polyvinyl alcohol resin (PVA), ethylene-vinyl alcohol copolymer resin (EVOH), polyurethane (PUR), epoxy resin, polyethersulfone (PES), polyamide MXD6 (MXD6), polyethersulfone (PESU), polysulfone (PSU), polyarylate (PAR), polyphenylene oxide (PPO), polyphenylsulfone (PPSU), fluororesin, polyimide (PI), polyamideimide (PAI), Polyetherimide (PEI), polyolefin (PO), ethylene-vinyl acetate copolymer resin (EVA), polyacetal (POM), acrylonitrile-butadiene-styrene copolymer resin (ABS), polystyrene (PS), polyamide elastomer (TPAE) ), polyester elastomer (TPC), polyolefin elastomer (TPO), polystyrene elastomer (TPS), polyurethane elastomer (TPU), and the like. These resins may be used alone or in a blend, and may also be a composition containing additives such as fillers, reinforcing agents, anti-aging agents, plasticizers, and processing aids. Furthermore, a blend of rubber and resin may be used.

The reinforcing cords 1Ba are provided along the tire width direction and are arranged at intervals in the tire circumferential direction. The reinforcing cord 1Ba may be provided parallel to the tire width direction, or may be provided at a predetermined angle (more than 0 and less than 90 degrees) in the tire circumferential direction. As shown in FIGS. 17 to 22, when a plurality of tread reinforcing layers 1B are laminated in the tire radial direction, the reinforcing cords 1Ba may be provided at different angles with respect to the tire circumferential direction. In order to ensure the durability of the end of the folded portion 1Bb, the reinforcing cord 1Ba preferably has a folded width H1 of at least 5 mm when folded inward in the tire width direction from the edge of the tread reinforcing layer 1B. The folding width H1 is more preferably 10 mm or more. In the tread reinforcing layer 1B, folded portions 1Bb are provided at both ends of the reinforcing cord 1Ba in the tire width direction, and as shown in FIGS. They may overlap each other within the range. When the folded portions 1Bb at both ends overlap, it is preferable that the distance H2 between the ends is at least 5 mm. The distance H2 between the ends is preferably 10 mm or more.

According to this non-pneumatic tire (non-pneumatic tire assembly), the tread reinforcing layer 1B is provided on the tread ring 1, and the folded portion 1Bb is provided on the reinforcing cord 1Ba of the tread reinforcing layer 1B. Reinforces the edges in the width direction of the tire, improving durability.

Moreover, in the non-pneumatic tire (non-pneumatic tire assembly) of the embodiment, the tread ring 1 includes at least one belt reinforcing layer 1C, as shown in FIGS. 17 to 22.

The belt reinforcing layer 1C is made of rubber, resin, fiber reinforced rubber (FRR), or fiber reinforced plastic (FRP). The belt reinforcing layer 1C has a thickness of 0.5 mm or more and 3.0 mm in the tire radial direction, a predetermined width in the tire width direction, and is arranged along the tire circumferential direction. The belt reinforcing layer 1C is laminated together with the reinforcing cord 1Ba in the tread reinforcing layer 1B. As shown in FIGS. 17 to 22, the belt reinforcing layer 1C is arranged so as to be surrounded by the folded portion 1Bb of the reinforcing cord 1Ba.

According to this non-pneumatic tire (non-pneumatic tire assembly), the strength of the tread reinforcing layer 1B can be improved by including the belt reinforcing layer 1C. If the belt reinforcing layer 1C has a thickness of 0.5 mm or more, it can contribute to improving the strength, and in order to suppress an excessive increase in tire weight, the thickness is preferably 3.0 mm or less.

Moreover, in the non-pneumatic tire (non-pneumatic tire assembly) of the embodiment, the tread ring 1 includes at least one carbon fiber reinforced resin layer.

The carbon fiber reinforced resin layer is made of carbon fiber reinforced plastics (CFRP). In the tread ring 1, the carbon fiber reinforced resin layer has a thickness in the tire radial direction, a predetermined width in the tire width direction, and is arranged along the tire circumferential direction. The carbon fiber reinforced resin layer may be provided as the above-mentioned tread reinforcing layer 1B, or may be provided as the above-mentioned belt reinforcing layer 1C.

According to this non-pneumatic tire (non-pneumatic tire assembly), carbon fiber reinforced plastic has high strength per unit weight, so by including this carbon fiber reinforced resin layer, the weight of the tire is reduced. At the same time, the buffering function of the tread ring 1 can be improved.

Further, in the non-pneumatic tire (non-pneumatic tire assembly) of the embodiment, the carbon fiber reinforced resin layer has a tensile modulus E (MD) in the tire circumferential direction of 1000 MPa or more and 300 GPa or less, and a tensile modulus E (MD) in the tire width direction. The elastic modulus E (TD) is 1 MPa or more and 250 GPa or less.

According to this non-pneumatic tire (non-pneumatic tire assembly), excessive rigidity in the circumferential direction of the tire can be prevented by setting the tensile modulus E (MD) of the carbon fiber reinforced resin layer made of carbon fiber reinforced plastic to 300 GPa or less. By setting the pressure to 1000 MPa or more while preventing the damage, it is possible to secure an appropriate amount of deflection that can improve the buffering function of the tread ring 1. In addition, according to this non-pneumatic tire (non-pneumatic tire assembly), by setting the tensile modulus E (TD) of the carbon fiber-reinforced resin layer made of carbon fiber-reinforced plastic to 250 GPa or less, the rigidity in the tire width direction is increased. By setting the pressure to 1 MPa or more while preventing excessive pressure, it is possible to ensure rigidity in the tire width direction, satisfy shear deformation in the contact area in the width direction during steering, obtain sufficient reaction force, and ensure course retention. . Therefore, the non-pneumatic tire (non-pneumatic tire assembly) of the embodiment is lightweight by maintaining appropriate ranges of the tensile modulus E (MD) and tensile modulus E (TD) of the carbon fiber reinforced resin layer. balance between load-bearing function and course-holding ability.

Further, in the non-pneumatic tire (non-pneumatic tire assembly) of the embodiment, as shown in FIG. 3, the outer circumferential ring 3 includes an outer circumferential ring reinforcing cord 6 made of a metal cord or an organic fiber.

The outer ring reinforcing cord 6 is arranged so as to straddle at least two of the supports 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, and 5IA5AA adjacent in the tire circumferential direction of the spokes 5 described above in the tire circumferential direction. will be placed in The outer ring reinforcing cord 6 is embedded in the outer ring 3 with the wire stretched by 1% or more.

According to this non-pneumatic tire (non-pneumatic tire assembly), the outer circumferential wheel reinforcing cord 6 can suppress buckling in the ground contact area of the tread ring 1 attached to the outer circumferential wheel 3.

Furthermore, in the non-pneumatic tire (non-pneumatic tire assembly) of the embodiment, the spokes 5 include spoke reinforcing members 7, as shown in FIG. Although FIG. 23 shows an example in which the spoke reinforcing material 7 is applied to the spokes 5A of the non-pneumatic tire shown in FIG. 2, the spoke reinforcing material 7 may be applied to spokes 5 of other forms.

The spoke reinforcements 7 can be composed of metal cords or organic fibres. The spoke reinforcing material 7 is provided on at least one of the support body 5AA or the connection portion 5AB constituting the spoke 5A, and is provided inside the support body 5AA or the connection portion 5AB in the extending direction of the support body 5AA or the connection portion 5AB, It is buried along the tire width direction.

According to this non-pneumatic tire (non-pneumatic tire assembly), the spokes 5 are reinforced by the spoke reinforcing material 7, and durability can be improved.

Furthermore, in the non-pneumatic tire (non-pneumatic tire assembly) of the embodiment, as shown in FIG. It is formed as follows. In FIG. 24, the spoke structure 2 shows a form in which an outer circumferential ring 3, an inner circumferential ring 4, and spokes 5 are formed independently through joints 8 such as adhesion, welding, crimping, fitting, and interlocking. ing.

According to this non-pneumatic tire (non-pneumatic tire assembly), by forming at least one member of the outer circumferential ring 3, inner circumferential ring 4, and spokes 5 of the spoke structure 2 independently, manufacturing freedom is achieved. You can improve your degree.

Further, in the non-pneumatic tire (non-pneumatic tire assembly) of the embodiment, as shown in FIGS. 25 and 26, at least a portion of the spoke 5 has a structure 9 or a structure 9 having lower fatigue durability than the surrounding portion. Material 10 is included. Note that FIGS. 25 and 26 show an example in which the structure 9 or material 10 with low fatigue durability is applied to the spokes 5A of the non-pneumatic tire shown in FIG. may be applied to.

The structure 9 having low fatigue durability is formed by a notch, a groove, a thin wall portion, etc., using the same material as the surrounding portion. Moreover, the material 10 with low fatigue durability is formed of a material different from that of the surrounding parts.

According to this non-pneumatic tire (non-pneumatic tire assembly), if at least a portion of the spokes 5 includes a structure 9 or material 10 having lower fatigue durability than the surrounding portion, the structure 9 or material 10 10 is damaged due to fatigue deterioration, a fatigue indicator for determining the degree of fatigue deterioration of the entire tire can be obtained, and safety can be improved.

Further, in the non-pneumatic tire of the embodiment, a portion of the outer circumferential ring, the inner circumferential ring, the spoke structure, and the tread ring may include a material having a lower electrical resistivity than an adjacent portion.

The material with low electrical resistivity is a material different from the surrounding parts, and may be a conductive material such as a conductive polymer or metal.As a single material, it is a material with high electrical resistivity and a conductive material such as a conductive filler. It may also be a material that has been given conductivity by adding an agent.

According to this non-pneumatic tire, it is possible to suppress static electricity charging caused by friction during driving, and it is possible to prevent electric shocks to passengers and electrical effects on vehicle-mounted electrical components.

Further, in the non-pneumatic tire (non-pneumatic tire assembly) of the embodiment, as shown in FIG. 27, the spoke structure 2 is composed of a plurality of segments 2A, 2B, and 2C. Although FIG. 27 shows an example in which the spoke structure 2 is composed of a plurality of segments 2A, 2B, and 2C divided in the tire width direction, the spoke structure 2 is composed of a plurality of segments divided in the tire circumferential direction. It's okay. The segment is formed by integrally molding a plurality of members such as the outer ring 3, the inner ring 4, and the spokes 5 of the spoke structure 2.

According to this non-pneumatic tire (non-pneumatic tire assembly), ease of assembly can be improved by configuring the spoke structure 2 with a plurality of segments 2A, 2B, and 2C. Incidentally, each of the segments 2A, 2B, and 2C may be provided with irregularities so that the joint surfaces thereof mesh with each other, and in the manufacturing process, the positioning accuracy of the joint surfaces is improved and the uniformity of the tire is improved. In addition, each segment 2A, 2B, and 2C is preferably made of a material that has the characteristics of both a thermal reaction site and an ultraviolet reaction site. (Thermosetting) ensures the strength of the joint surface. In addition, by using a material with two reaction characteristics as mentioned above, even when printing each segment using a 3D printer, the mechanical properties such as breaking strength, elongation, and modulus at the laminated interface during printing can be made uniform. This is preferable from the viewpoint of durability.

28 to 32 are charts showing the results of performance tests of non-pneumatic tires (non-pneumatic tire assemblies) according to Examples. Hereinafter, a performance evaluation test conducted on a non-pneumatic tire of a comparative example and a non-pneumatic tire according to an example will be described.

The performance evaluation test was a drum running test. This test includes a spoke structure in which an outer circumferential ring and an inner circumferential ring are connected by spokes, and a tread ring arranged on the outer circumference of the outer circumferential ring of the spoke structure, and the tire radial dimension (outer diameter ) was 490 mm and the tire width direction dimension (width) was 150 mm. The test tire was a non-pneumatic tire. Then, cleats corresponding to obstacles were installed at two locations on the circumference of a drum with a circumference of 2 m (with a spacing of 1 m), and the test tire was placed at a position where the outside (protruding part) in the width direction of the tire was rubbed by the cleats. The vehicle was run for 100 km at 10 km/h and a load of 6 kN. After running, the test tires were visually checked for the development of scratches on the spokes (supporting body) and the presence or absence of wear on the spokes (supporting body). "Excellent" means that the spokes remain less than half the thickness in the thickness direction from the surface, and there is no abnormality in the spokes, but the damage or wear on the protruding parts is deeper than half the thickness in the thickness direction from the surface. Those that contained spokes were judged to be ``acceptable,'' and those with abnormalities in the spokes were judged to be ``unacceptable.''

The non-pneumatic tire of the comparative example does not have any protrusions on the spoke structure. The comparative example has a connecting portion.

On the other hand, the non-pneumatic tire of the example has a protrusion on the spoke structure. Examples 1 to 13 and 15 to 24 have a connecting portion, and Example 14 does not have a connecting portion. In Examples 17 to 19, the protruding part is arranged independently of the connecting part, and in the other Examples other than Example 14, the protruding part is provided in the connecting part. In Example 17, the protrusions are provided on the support body and are arranged at two locations on the inner and outer sides in the tire radial direction, sandwiching the position of the connecting portion, and these two protrusions are provided at a total of 8 points on the circumference of the tire in the circumferential direction. They are arranged at 16 points on the circumference, and the tire radial dimension is 20% of the cross-sectional height Hs, and the radially inner end of the tire is at a cross-sectional height Hs from the inner tire radial end of the inner circumference. 15% position, and the tire radially inner end of the tire radially outer side is located at 65% of the cross-sectional height Hs from the tire radially inner end of the inner circumferential ring.

In the examples, the following resins were used.
・Acrylonitrile butadiene styrene copolymer resin (ABS): Toray Industries, Inc., Toyolac (registered trademark) 250 X10
・Polystyrene (PS): DIC Corporation, DIC Styrene (registered trademark) CR-2500
・Polyacetal (POM): Polyplastics Co., Ltd., Duracon (registered trademark) M90-44
・Nylon 6 (PA6): UBE Industries, Ltd., UBE Nylon 1013B
・Nylon 610 (PA610): Toray Industries, Inc., Amilan (registered trademark) CM2001
・Polybutylene terephthalate (PBT): Toyobo Co., Ltd., PBT N1000
・Polybutylene naphthalate (PBN): Toyobo Co., Ltd., PBN PB560
・40% glass fiber reinforced polyphenylene sulfide (PPS [GF40%]): Toray Industries, Inc., Torelina (registered trademark) A504X90
・30% glass fiber reinforced polycarbonate (PC [GF30%]): Teijin Ltd., Panlite G-3130PH
・Polyetheretherketone (PEEK): SOLVAY, KetaSpire (registered trademark) KT-820 SL30
・Polyethylene (PE): Japan Polyethylene Co., Ltd., Novatec (registered trademark) HD HJ491
・Polypropylene (PP): Prime Polymer Co., Ltd., Prime Polypro (registered trademark) J715M
・Fluororesin (PTFE): AGC Corporation, Fluon (registered trademark) PTFE G163

As shown in the test results of FIGS. 28 to 32, it can be seen that the non-pneumatic tires (non-pneumatic tire assemblies) of the examples are more protected against damage due to contact than the comparative examples.

1 Tread ring 1A Tread portion 1B Tread reinforcement layer 1C Belt reinforcement layer (carbon fiber reinforced resin layer)
1Ba Reinforcement cord 1Bb Folded part 2 Spoke structure 2A, 2B, 2C Segment 3 Outer ring 4 Inner ring 5 (5A, 5B, 5C, 5D, 5E, 5F, 5G, 5H, 5I, 5J) Spokes 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, 5IA Support 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, 5IB Connection part 5EC Reinforcement part 6 Outer ring reinforcement cord 7 Spoke Reinforcement material 9 Structure with low fatigue durability 10 Material with low fatigue durability 11 Rim 20 Projection part

Claims (18)

A spoke structure in which an outer circumferential ring and an inner circumferential ring are connected by spokes, and a tread ring disposed on the outer circumference of the outer circumferential ring of the spoke structure,
A non-pneumatic tire, wherein at least a portion of the spoke structure has a protrusion that protrudes most outward in a tire width direction. The non-pneumatic tire according to claim 1, wherein at least a portion of the protruding portion includes a polymeric material having a dynamic friction coefficient μd of 0.02 or more and 0.40 or less as determined by a friction coefficient test based on JIS K7128A. 3. The protrusion according to claim 1 or 2, wherein at least a portion of the protrusion includes a polymeric material having a Rockwell hardness HRR of 80 or more and 130 or less on the R scale according to JIS K7202-2 Rockwell hardness test. Non-pneumatic tires. Claims 1 to 3, wherein the protrusion has an inner end in the tire radial direction disposed within a range of 5% to 95% of the cross-sectional height Hs of the spoke structure from the inner peripheral wheel in the tire radial direction. The non-pneumatic tire according to any one of the above. The non-pneumatic tire according to any one of claims 1 to 4, wherein the protrusion has a tire radial dimension Ha that is 10% or more and 95% or less of a cross-sectional height Hs of the spoke structure. The non-pneumatic tire according to any one of claims 1 to 5, wherein the protrusions are arranged intermittently or continuously in the tire circumferential direction. 1 . The spokes include: a plurality of supports that connect the outer circumferential ring and the inner circumferential ring and are arranged in a circumferential direction of the tire; and a connecting portion that connects the supporting bodies adjacent in the circumferential direction of the tire. 6. The non-pneumatic tire according to any one of items 6 to 6. The non-pneumatic tire according to claim 7, wherein the protrusion is arranged independently of the connection. The tread ring includes a tread reinforcing layer of polymeric material embedded with metal cords or organic fibers,
The non-pneumatic tread according to any one of claims 1 to 8, wherein the tread reinforcing layer has a folded part in which at least one end in the tire width direction of the reinforcing cord made of the metal cord or the organic fiber is folded back. tire. The non-pneumatic tire according to any one of claims 1 to 9, wherein the tread ring includes at least one carbon fiber reinforced resin layer. The carbon fiber reinforced resin layer has a tensile modulus E (MD) in the tire circumferential direction of 1000 MPa or more and 300 GPa or less, and a tensile modulus E (MD) in the tire width direction of 1 MPa or more and 250 GPa or less. Non-pneumatic tires listed. The non-pneumatic tire according to any one of claims 1 to 11, wherein the outer circumferential ring includes an outer circumferential ring reinforcing cord made of a metal cord or an organic fiber. 13. A non-pneumatic tire according to any preceding claim, wherein the spokes include spoke reinforcements. 14. The non-pneumatic tire according to claim 1, wherein the spoke structure has at least one independently formed member. 15. A non-pneumatic tire according to any preceding claim, wherein at least a portion of the spoke includes a structure or material that is less fatigue resistant than the surrounding portion thereof. According to any one of claims 1 to 15, a portion of the outer circumferential ring, the inner circumferential ring, the spokes, and the tread ring includes a material having a lower electrical resistivity than an adjacent portion. non-pneumatic tires. 17. A non-pneumatic tire according to any preceding claim, wherein the spoke structure is comprised of a plurality of segments. A non-pneumatic tire according to any one of claims 1 to 17,
a rim attached to the inner circumferential wheel of the non-pneumatic tire in the tire radial direction;
Equipped with
A non-pneumatic tire assembly, wherein the protruding portion is provided on at least a portion of the spoke structure, and includes the rim and protrudes most outward in the tire width direction.

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