JP5921364B2 - Non-pneumatic tire - Google Patents

Non-pneumatic tire Download PDF

Info

Publication number
JP5921364B2
JP5921364B2 JP2012144367A JP2012144367A JP5921364B2 JP 5921364 B2 JP5921364 B2 JP 5921364B2 JP 2012144367 A JP2012144367 A JP 2012144367A JP 2012144367 A JP2012144367 A JP 2012144367A JP 5921364 B2 JP5921364 B2 JP 5921364B2
Authority
JP
Japan
Prior art keywords
tire
annular portion
pneumatic tire
rigidity
rigidity region
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
JP2012144367A
Other languages
Japanese (ja)
Other versions
JP2014008791A (en
Inventor
貴啓 太田
貴啓 太田
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyo Tire Corp
Original Assignee
Toyo Tire and Rubber Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyo Tire and Rubber Co Ltd filed Critical Toyo Tire and Rubber Co Ltd
Priority to JP2012144367A priority Critical patent/JP5921364B2/en
Publication of JP2014008791A publication Critical patent/JP2014008791A/en
Application granted granted Critical
Publication of JP5921364B2 publication Critical patent/JP5921364B2/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Landscapes

  • Tires In General (AREA)

Description

本発明は、内側環状部と、その内側環状部の外側に同心円状に設けられる外側環状部と、前記内側環状部と前記外側環状部とを連結する複数の連結部とを備える非空気圧タイヤ(non−pneumatic tire)に関する。   The present invention relates to a non-pneumatic tire including an inner annular portion, an outer annular portion provided concentrically on the outer side of the inner annular portion, and a plurality of connecting portions that connect the inner annular portion and the outer annular portion ( non-pnematic tire).

空気入りタイヤは、荷重の支持機能、接地面からの衝撃吸収能、および動力等の伝達能(加速、停止、方向転換)を有し、このため、多くの車両、特に自転車、オートバイ、自動車、トラックに採用されている。   The pneumatic tire has a load supporting function, a shock absorbing ability from the ground contact surface, and a transmission ability (acceleration, stop, change of direction) such as power. For this reason, many vehicles, particularly bicycles, motorcycles, automobiles, It is used in trucks.

特に、これらの能力は自動車、その他のモーター車両の発展に大きく貢献した。更に、空気入りタイヤの衝撃吸収能力は、医療機器や電子機器の運搬用カート、その他の用途でも有用である。   In particular, these capabilities greatly contributed to the development of automobiles and other motor vehicles. Furthermore, the impact absorbing ability of pneumatic tires is useful for medical equipment and electronic equipment transport carts and other applications.

従来の非空気圧タイヤとしては、例えばソリッドタイヤ、スプリングタイヤ、クッションタイヤ等が存在するが、空気入りタイヤの優れた性能を有していない。例えば、ソリッドタイヤおよびクッションタイヤは、接地部分の圧縮によって荷重を支持するが、この種のタイヤは重くて、堅く、空気入りタイヤのような衝撃吸収能力はない。また、非空気圧タイヤでは、弾性を高めてクッション性を改善することも可能であるが、空気入りタイヤが有するような荷重支持能または耐久性が悪くなるという問題がある。   Conventional non-pneumatic tires include, for example, solid tires, spring tires, cushion tires, and the like, but do not have the superior performance of pneumatic tires. For example, solid tires and cushion tires support the load by compressing the contact portion, but this type of tire is heavy and stiff, and does not have the ability to absorb shock like a pneumatic tire. Further, in the non-pneumatic tire, it is possible to improve the cushioning property by increasing the elasticity, but there is a problem that the load supporting ability or the durability as the pneumatic tire has is deteriorated.

そこで、下記の特許文献1には、空気入りタイヤと同様な動作特性を有する非空気圧タイヤを開発する目的で、タイヤに加わる荷重を支持する補強された環状バンドと、この補強された環状バンドとホイールまたはハブとの間で張力によって荷重力を伝達する複数のスポークとを有する非空気圧タイヤが提案されている。この非空気圧タイヤは、空気入りタイヤのような空気漏れの心配はなく、また、ソリッドタイヤなどのような重量の問題もない。   Therefore, in Patent Document 1 below, for the purpose of developing a non-pneumatic tire having the same operating characteristics as a pneumatic tire, a reinforced annular band that supports a load applied to the tire, and the reinforced annular band, Non-pneumatic tires have been proposed that have a plurality of spokes that transmit load forces by tension with a wheel or hub. This non-pneumatic tire is free from air leakage unlike a pneumatic tire, and has no weight problem as a solid tire.

また、下記の特許文献2には、同心円状に配置された弾性材料からなる外周輪と内周輪を有するとともに、それら両輪には、弾性材料からなるスポーク材が連結されていて、かつ、該スポーク材は、外周輪と内周輪の間の空隙にタイヤ径方向の圧縮力が加えられた際にタイヤ周方向において互いに反対方向に撓む対をなすスポーク材として形成されているとともに、該対をなすスポーク材間には、反対方向への撓みを抑える弾性材料からなる連結材が設けられている非空気圧タイヤが記載されている。この非空気圧タイヤは、対をなすスポーク材がタイヤ周方向において互いに反対方向に撓むことで、乗り心地を向上させている。   Patent Document 2 below has an outer peripheral ring and an inner peripheral ring made of an elastic material arranged concentrically, and a spoke material made of an elastic material is connected to both the wheels, and The spoke member is formed as a pair of spoke members that are bent in opposite directions in the tire circumferential direction when a compressive force in the tire radial direction is applied to the gap between the outer ring and the inner ring, A non-pneumatic tire is described in which a connecting member made of an elastic material that suppresses bending in the opposite direction is provided between the pair of spoke members. In this non-pneumatic tire, the pair of spoke materials bend in opposite directions in the tire circumferential direction, thereby improving the riding comfort.

しかしながら、これらの非空気圧タイヤは、同径及び同剛性の空気入りタイヤに比べると、段差降り時等の衝撃が大きくなってしまう。これは、空気入りタイヤは、タイヤ内に封入されている空気全体の全方位への圧縮伸長に起因する良好な衝撃吸収性能を有するが、非空気圧タイヤは、このような良好な衝撃吸収性能を有さないためである。   However, these non-pneumatic tires have a greater impact when stepping down than a pneumatic tire having the same diameter and rigidity. This is because pneumatic tires have good shock absorption performance due to compression / extension in all directions of the air enclosed in the tire, while non-pneumatic tires have such good shock absorption performance. It is because it does not have.

ところで、動力等の伝達能(加速、停止、方向転換)は、タイヤの接地面積の影響を受けるため、非空気圧タイヤは十分な接地面積を確保できる構成とするのが好ましい。具体的には、接地面積の減少は、車両の停止性能の悪化に繋がり、事故の原因になり得る。   By the way, since the transmission ability (acceleration, stop, direction change) of power and the like is affected by the ground contact area of the tire, it is preferable that the non-pneumatic tire has a configuration capable of securing a sufficient ground contact area. Specifically, a reduction in the contact area may lead to a deterioration in the stopping performance of the vehicle and may cause an accident.

特表2005−500932号公報Special Table 2005-500932 Publication 特開2007−112243号公報JP 2007-112243 A

そこで、本発明の目的は、衝撃吸収性を向上でき、かつ十分な接地面積を確保できる非空気圧タイヤを提供することにある。   Accordingly, an object of the present invention is to provide a non-pneumatic tire that can improve shock absorption and can secure a sufficient contact area.

上記目的は、下記の如き本発明により達成できる。
即ち、本発明の非空気圧タイヤは、内側環状部と、その内側環状部の外側に同心円状に設けられる外側環状部と、前記内側環状部と前記外側環状部とを連結する複数の連結部とを備える非空気圧タイヤであって、
前記外側環状部は、最外側に配されるトレッド層と、このトレッド層の内側に配され、前記トレッド層よりも剛性の高い補強層とを有し、
前記トレッド層のトレッド面は、タイヤ子午線断面において、タイヤ径方向外側へ向かって凸となる曲率が設けられ、
前記補強層は、タイヤ幅方向両端部の高剛性領域と、タイヤ幅方向中央部の前記高剛性領域よりも剛性の低い低剛性領域とに区分されていることを特徴とする。
The above object can be achieved by the present invention as described below.
That is, the non-pneumatic tire of the present invention includes an inner annular portion, an outer annular portion provided concentrically on the outer side of the inner annular portion, and a plurality of connecting portions that connect the inner annular portion and the outer annular portion. A non-pneumatic tire comprising:
The outer annular portion has a tread layer disposed on the outermost side, and a reinforcing layer disposed on the inner side of the tread layer and having higher rigidity than the tread layer,
The tread surface of the tread layer is provided with a curvature that is convex outward in the tire radial direction in the tire meridian cross section,
The reinforcing layer is divided into a high-rigidity region at both ends in the tire width direction and a low-rigidity region having a lower rigidity than the high-rigidity region at the center in the tire width direction.

内側環状部と、その内側環状部の外側に同心円状に設けられる外側環状部と、内側環状部と外側環状部とを連結する複数の連結部とを備える非空気圧タイヤは、接地面側の数本の連結部が圧縮されて荷重を支え、段差降り時等の衝撃もこれら数本の連結部で減衰する傾向がある。本発明の非空気圧タイヤは、補強層を有することで外側環状部の剛性が高くなるため、タイヤ軸芯に対して接地面の逆側の連結部も引っ張られて荷重を支える。すなわち、接地面側の連結部の圧縮だけでなく、接地面逆側の連結部の伸長でも荷重を支えるようになる。これにより、接地面側の連結部だけでなく、接地面逆側の連結部にも衝撃に対する減衰を負担させることが可能となり、非空気圧タイヤ全体の衝撃吸収性を向上させることができる。この際、補強層を設けずにトレッド層の剛性を高くすることで外側環状部の剛性を高くすると、接地面積の減少によるグリップ性能の低下に繋がる。   The non-pneumatic tire includes an inner annular portion, an outer annular portion provided concentrically outside the inner annular portion, and a plurality of connecting portions that connect the inner annular portion and the outer annular portion. The book connecting parts are compressed to support the load, and impacts such as when descending a step tend to be attenuated by these several connecting parts. In the non-pneumatic tire of the present invention, since the rigidity of the outer annular portion is increased by having the reinforcing layer, the connecting portion on the opposite side of the ground contact surface is also pulled to support the load with respect to the tire axis. That is, the load is supported not only by the compression of the connecting portion on the ground plane side but also by the extension of the connecting portion on the reverse side of the ground plane. As a result, not only the connecting portion on the ground plane side but also the connecting portion on the reverse side of the ground plane can be subjected to shock attenuation, and the impact absorbability of the entire non-pneumatic tire can be improved. At this time, if the rigidity of the outer annular portion is increased by increasing the rigidity of the tread layer without providing the reinforcing layer, it leads to a decrease in grip performance due to a decrease in the contact area.

一方、補強層を設けることで接地面側の連結部の変形が抑制されるため、トレッド面の路面に対する接地面積は、減少する傾向にある。本発明の補強層は、タイヤ幅方向において区分されており、タイヤ幅方向中央部が低剛性領域となっている。これにより、荷重が伝わって連結部のタイヤ幅方向中央部が弾性変形するようになるため、接地面積が増加し、十分な接地面積を確保できる。   On the other hand, since the deformation of the connecting portion on the grounding surface side is suppressed by providing the reinforcing layer, the grounding area of the tread surface with respect to the road surface tends to decrease. The reinforcing layer of the present invention is divided in the tire width direction, and a central portion in the tire width direction is a low rigidity region. As a result, the load is transmitted and the central portion of the connecting portion in the tire width direction is elastically deformed, so that the ground contact area is increased and a sufficient ground contact area can be secured.

本発明にかかる非空気圧タイヤにおいて、前記低剛性領域の幅は、タイヤ幅の10%以上であることが好ましい。タイヤ幅に対する低剛性領域の幅がこの値以上であれば、衝撃吸収性を向上でき、かつ十分な接地面積を確保できる。   In the non-pneumatic tire according to the present invention, the width of the low-rigidity region is preferably 10% or more of the tire width. If the width of the low-rigidity region with respect to the tire width is equal to or greater than this value, it is possible to improve shock absorption and secure a sufficient contact area.

本発明にかかる非空気圧タイヤにおいて、前記低剛性領域の幅は、タイヤ幅の70%以下であることが好ましい。タイヤ幅に対する低剛性領域の幅がこの値以下であれば、座屈を抑制しつつ連結部のタイヤ幅方向中央部を弾性変形させることができるため、衝撃吸収性を向上でき、かつ十分な接地面積を確保できる。   In the non-pneumatic tire according to the present invention, the width of the low-rigidity region is preferably 70% or less of the tire width. If the width of the low-rigidity area with respect to the tire width is less than this value, the center part in the tire width direction of the connecting part can be elastically deformed while suppressing buckling, so that shock absorption can be improved and sufficient grounding is achieved. An area can be secured.

本発明にかかる非空気圧タイヤにおいて、前記トレッド層は引張弾性率が3〜50MPaであり、前記補強層は曲げ弾性率が1000MPa以上であることが好ましい。この構成によれば、補強層の剛性をトレッド層よりも高くすることができるとともに、外側環状部の剛性を高めることができる。   In the non-pneumatic tire according to the present invention, the tread layer preferably has a tensile elastic modulus of 3 to 50 MPa, and the reinforcing layer preferably has a bending elastic modulus of 1000 MPa or more. According to this configuration, the rigidity of the reinforcing layer can be made higher than that of the tread layer, and the rigidity of the outer annular portion can be increased.

本発明にかかる非空気圧タイヤにおいて、前記高剛性領域は、繊維強化プラスチック又はポリウレタン樹脂で形成されていることが好ましい。この構成によれば、補強層の曲げ弾性率を高くすることができ、外側環状部全体の剛性を効果的に高めることができる。   In the non-pneumatic tire according to the present invention, the high-rigidity region is preferably formed of fiber-reinforced plastic or polyurethane resin. According to this configuration, the bending elastic modulus of the reinforcing layer can be increased, and the rigidity of the entire outer annular portion can be effectively increased.

本発明の非空気圧タイヤの一例を示す正面図Front view showing an example of the non-pneumatic tire of the present invention 本発明の非空気圧タイヤの一例を示すタイヤ子午線断面図Tire meridian cross-sectional view showing an example of the non-pneumatic tire of the present invention 比較例1,2の非空気圧タイヤを示すタイヤ子午線断面図Tire meridian cross-sectional view showing non-pneumatic tires of Comparative Examples 1 and 2

以下、本発明の実施の形態について、図面を参照しながら説明する。図1は本発明の非空気圧タイヤの一例を示す正面図である。図2は、本発明の非空気圧タイヤの一例を示すタイヤ子午線断面図であって、図1のI−I断面図である。ここで、Oは軸芯を、WDはタイヤ幅方向を、Wはタイヤ幅を、Hはタイヤ断面高さを、それぞれ示している。   Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a front view showing an example of a non-pneumatic tire of the present invention. 2 is a tire meridian cross-sectional view showing an example of the non-pneumatic tire of the present invention, and is a cross-sectional view taken along the line II of FIG. Here, O indicates the axis, WD indicates the tire width direction, W indicates the tire width, and H indicates the tire cross-sectional height.

本発明の非空気圧タイヤTは、例えばキャンバーを付けてコーナリングする車両に用いられるのが好ましい。本実施形態の非空気圧タイヤTは、内側環状部1と、その外側に同心円状に設けられる中間環状部2と、その外側に同心円状に設けられる外側環状部3と、内側環状部1と中間環状部2とを連結する複数の内側連結部4と、外側環状部3と中間環状部2とを連結する複数の外側連結部5とを備えている。本実施形態の非空気圧タイヤTは中間環状部2を備えているが、中間環状部2は必ずしも必要ではなく、中間環状部2を設けず、内側連結部4と外側連結部5とが連続して1本の連結部を構成してもよい。この場合、非空気圧タイヤTは、内側環状部1と、その内側環状部1の外側に同心円状に設けられる外側環状部3と、内側環状部1と外側環状部3とを連結する複数の連結部とを備える構成となる。   The non-pneumatic tire T of the present invention is preferably used in a vehicle that is cornered with a camber, for example. The non-pneumatic tire T of this embodiment includes an inner annular portion 1, an intermediate annular portion 2 provided concentrically on the outer side, an outer annular portion 3 provided concentrically on the outer side, an inner annular portion 1 and an intermediate portion. A plurality of inner connecting portions 4 that connect the annular portion 2 and a plurality of outer connecting portions 5 that connect the outer annular portion 3 and the intermediate annular portion 2 are provided. Although the non-pneumatic tire T of the present embodiment includes the intermediate annular portion 2, the intermediate annular portion 2 is not always necessary, the intermediate annular portion 2 is not provided, and the inner connecting portion 4 and the outer connecting portion 5 are continuous. One connecting portion may be configured. In this case, the non-pneumatic tire T includes an inner annular portion 1, an outer annular portion 3 provided concentrically outside the inner annular portion 1, and a plurality of connections that connect the inner annular portion 1 and the outer annular portion 3. It becomes the composition provided with a part.

内側環状部1は、ユニフォミティを向上させる観点から、厚みが一定の円筒形状であることが好ましい。また、内側環状部1の内周面には、車軸やリムとの装着のために、嵌合性を保持するための凹凸等を設けるのが好ましい。   The inner annular portion 1 is preferably a cylindrical shape having a constant thickness from the viewpoint of improving uniformity. Moreover, it is preferable to provide the inner peripheral surface of the inner annular portion 1 with irregularities or the like for maintaining fitting properties for mounting with an axle or a rim.

内側環状部1の厚みは、内側連結部4に力を十分伝達しつつ、軽量化や耐久性の向上を図る観点から、タイヤ断面高さHの6〜30%が好ましく、10〜20%がより好ましい。   The thickness of the inner annular portion 1 is preferably 6 to 30%, and 10 to 20% of the tire cross-section height H from the viewpoint of reducing weight and improving durability while sufficiently transmitting force to the inner connecting portion 4. More preferred.

内側環状部1の内径は、非空気圧タイヤTを装着するリムや車軸の寸法などに併せて適宜決定されるが、本実施形態では中間環状部2を備えるために、内側環状部1の内径をより小さくすることが可能である。内側環状部1の内径は、50〜560mmが好ましく、80〜200mmがより好ましい。   An inner diameter of the inner annular portion 1 is appropriately determined in accordance with a rim on which the non-pneumatic tire T is mounted, a size of an axle, and the like. However, in the present embodiment, the inner annular portion 1 is provided with an inner diameter of the inner annular portion 1. It is possible to make it smaller. The inner annular portion 1 has an inner diameter of preferably 50 to 560 mm, and more preferably 80 to 200 mm.

内側環状部1のタイヤ幅方向WDの幅は、用途、車軸の長さ等に応じて適宜決定されるが、30〜100mmが好ましく、40〜80mmがより好ましい。   Although the width | variety of the tire width direction WD of the inner side annular part 1 is suitably determined according to a use, the length of an axle shaft, etc., 30-100 mm is preferable and 40-80 mm is more preferable.

内側環状部1の引張モジュラスは、内側連結部4に力を十分伝達しつつ、軽量化や耐久性の向上、装着性を図る観点から、1〜180000MPaが好ましく、1〜50000MPaがより好ましい。なお、本実施形態における引張モジュラスは、JIS K7312に準じて引張試験を行い、10%伸び時の引張応力の値である。   The tensile modulus of the inner annular portion 1 is preferably from 1 to 180000 MPa, more preferably from 1 to 50000 MPa, from the viewpoint of reducing weight, improving durability, and wearing properties while sufficiently transmitting force to the inner connecting portion 4. In addition, the tensile modulus in this embodiment is a value of a tensile stress when the tensile test is performed according to JIS K7312 and the elongation is 10%.

中間環状部2は、ユニフォミティを向上させる観点から、厚みが一定の円筒形状であることが好ましいが、多角形筒状などでもよい。   The intermediate annular portion 2 is preferably a cylindrical shape with a constant thickness from the viewpoint of improving uniformity, but may be a polygonal cylindrical shape or the like.

中間環状部2の厚みは、内側連結部4と外側連結部5とを十分補強しつつ、軽量化や耐久性の向上を図る観点から、タイヤ断面高さHの3〜10%が好ましく、4〜9%がより好ましい。   The thickness of the intermediate annular portion 2 is preferably 3 to 10% of the tire cross-section height H from the viewpoint of reducing the weight and improving the durability while sufficiently reinforcing the inner connecting portion 4 and the outer connecting portion 5. -9% is more preferable.

中間環状部2の内径は、内側環状部1の内径を超えて、外側環状部3の内径未満となる。但し、中間環状部2の内径としては、内側連結部4と外側連結部5との補強効果を向上させる観点から、外側環状部3の内径から内側環状部1の内径を差し引いた値の20〜80%の値を、内側環状部1の内径に加えた内径とすることが好ましく、30〜60%の値を、内側環状部1の内径に加えた内径とすることがより好ましい。   The inner annular portion 2 has an inner diameter that exceeds the inner diameter of the inner annular portion 1 and less than the inner diameter of the outer annular portion 3. However, the inner ring portion 2 has an inner diameter of 20 to a value obtained by subtracting the inner ring portion 1 from the inner ring portion 3 from the viewpoint of improving the reinforcing effect of the inner connecting portion 4 and the outer connecting portion 5. The value of 80% is preferably the inner diameter added to the inner diameter of the inner annular portion 1, and the value of 30 to 60% is more preferably the inner diameter added to the inner diameter of the inner annular portion 1.

中間環状部2のタイヤ幅方向WDの幅は、用途等に応じて適宜決定されるが、30〜100mmが好ましく、40〜80mmがより好ましい。   The width of the intermediate annular portion 2 in the tire width direction WD is appropriately determined according to the application and the like, but is preferably 30 to 100 mm, and more preferably 40 to 80 mm.

中間環状部2の引張モジュラスは、1〜180000MPaが好ましく、1〜50000MPaがより好ましい。   The tensile modulus of the intermediate annular portion 2 is preferably 1 to 180000 MPa, and more preferably 1 to 50000 MPa.

外側環状部3は、タイヤ幅方向WDに厚みが変化する円筒形状である。外側環状部3は、最外側に配されるトレッド層31と、このトレッド層31の内側に配され、トレッド層31よりも剛性の高い補強層32とを有する。さらに、外側環状部3は、補強層32の内側に、外側連結部5と同一の材料で形成される結合層33を有するのが好ましい。これにより、外側環状部3と外側連結部5の結合部での強度が高まり、耐久性が向上する。   The outer annular portion 3 has a cylindrical shape whose thickness changes in the tire width direction WD. The outer annular portion 3 includes a tread layer 31 disposed on the outermost side and a reinforcing layer 32 disposed on the inner side of the tread layer 31 and having higher rigidity than the tread layer 31. Further, the outer annular portion 3 preferably has a bonding layer 33 formed of the same material as that of the outer connecting portion 5 inside the reinforcing layer 32. Thereby, the intensity | strength in the junction part of the outer side annular part 3 and the outer side connection part 5 increases, and durability improves.

トレッド層31のトレッド面は、図2に示されるように、タイヤ子午線断面において、タイヤ径方向外側へ向かって凸となる曲率が設けられており、タイヤ幅方向WDの中央部から両側端へ向かって外径が徐々に小さくなった円弧状をしている。トレッド層31のトレッド面に曲率が設けられていることで、キャンバーを付けてコーナリングする際にも接地面積が小さくなりすぎず、直進走行時とコーナリング時との間の接地面積の変動が少なくなる。トレッド層31のトレッド面の曲率半径Rは、40〜100mmが好ましく、40〜65mmがより好ましい。曲率半径Rが40mmより小さい場合、キャンバー時の接地面積が過大となり、グリップ性能が急激に増加するため、急停止に近い状況となってしまう。また、曲率半径Rが100mmよりも大きい場合、キャンバー時の接地面積が過小となり、グリップ性能が急激に低下するため、滑りが発生してしまう。トレッド層31のトレッド面には、トレッドパターンとして、従来の空気入りタイヤと同様のパターンを設けることが可能である。   As shown in FIG. 2, the tread surface of the tread layer 31 has a curvature that is convex outward in the tire radial direction in the tire meridian cross section, and extends from the center in the tire width direction WD toward both ends. It has a circular arc shape with a gradually decreasing outer diameter. Since the curvature of the tread surface of the tread layer 31 is provided, the ground contact area is not too small even when cornering with a camber, and the variation of the ground contact area between straight traveling and cornering is reduced. . The radius of curvature R of the tread surface of the tread layer 31 is preferably 40 to 100 mm, and more preferably 40 to 65 mm. When the curvature radius R is smaller than 40 mm, the ground contact area at the time of camber becomes excessive, and the grip performance increases rapidly, resulting in a situation close to a sudden stop. Moreover, when the curvature radius R is larger than 100 mm, the ground contact area at the time of camber becomes too small, and the grip performance is drastically lowered, so that slip occurs. The tread surface of the tread layer 31 can be provided with the same pattern as a conventional pneumatic tire as a tread pattern.

補強層32は、タイヤ子午線断面において、長方形状をしている。補強層32は、タイヤ幅方向両端部の高剛性領域321と、タイヤ幅方向中央部の低剛性領域322とに区分されている。   The reinforcing layer 32 has a rectangular shape in the tire meridian cross section. The reinforcing layer 32 is divided into a high rigidity region 321 at both ends in the tire width direction and a low rigidity region 322 at the center in the tire width direction.

低剛性領域322の幅WLは、タイヤ幅Wの10%以上であることが好ましい。低剛性領域322の幅WLがタイヤ幅Wの10%よりも小さいと、衝撃吸収性をあまり向上できず、また接地面積が不十分となる。一方、低剛性領域322の幅WLは、タイヤ幅Wの70%以下であることが好ましい。低剛性領域322の幅WLがタイヤ幅Wの70%よりも大きいと、連結部(外側連結部5)が異常に変形する座屈が生じやすくなる。   The width WL of the low rigidity region 322 is preferably 10% or more of the tire width W. If the width WL of the low-rigidity region 322 is smaller than 10% of the tire width W, the impact absorbability cannot be improved so much and the contact area is insufficient. On the other hand, the width WL of the low rigidity region 322 is preferably 70% or less of the tire width W. When the width WL of the low-rigidity region 322 is greater than 70% of the tire width W, buckling is likely to occur in which the connecting portion (outer connecting portion 5) is abnormally deformed.

低剛性領域322は、高剛性領域321よりも剛性が低くなっている。また、高剛性領域321は、トレッド層31よりも剛性が高くなっている。これにより、補強層32は、全体としてトレッド層31よりも剛性が高くなっている。   The rigidity of the low rigidity region 322 is lower than that of the high rigidity region 321. Further, the high rigidity region 321 has higher rigidity than the tread layer 31. Thereby, the reinforcement layer 32 is higher in rigidity than the tread layer 31 as a whole.

補強層32のタイヤ径方向の厚みは、外側環状部3の剛性を高める観点から、1mm以上が好ましい。また、補強層32の厚みは、外側環状部3の外周面が全てトレッド層31となるように、外側環状部3のタイヤ幅方向両端の厚み以下とするのが好ましく、具体的には4mm以下が好ましい。また、結合層33を設ける場合、結合層33のタイヤ径方向の厚みは、補強層32との接着強度を高める観点から、1mm以上が好ましい。   The thickness of the reinforcing layer 32 in the tire radial direction is preferably 1 mm or more from the viewpoint of increasing the rigidity of the outer annular portion 3. The thickness of the reinforcing layer 32 is preferably equal to or less than the thickness at both ends in the tire width direction of the outer annular portion 3 so that the outer peripheral surface of the outer annular portion 3 becomes the tread layer 31. Specifically, the thickness is 4 mm or less. Is preferred. When the bonding layer 33 is provided, the thickness of the bonding layer 33 in the tire radial direction is preferably 1 mm or more from the viewpoint of increasing the adhesive strength with the reinforcing layer 32.

トレッド層31の引張弾性率は、3〜50MPaであり、好ましくは5〜25MPaである。なお、本発明における引張弾性率は、JIS K7312に準じて引張試験を行い、5〜10%伸び時の応力と伸びの間の比例定数である。   The tensile elastic modulus of the tread layer 31 is 3 to 50 MPa, preferably 5 to 25 MPa. In addition, the tensile elasticity modulus in this invention is a proportionality constant between the stress and elongation at the time of 5-10% elongation when a tensile test is performed according to JIS K7312.

補強層32の曲げ弾性率は、トレッド層31よりも高く、1000MPa以上であることが好ましく、2000MPa以上であることがより好ましい。補強層32の曲げ弾性率が1000MPa以上のとき、外側環状部3の剛性を効果的に高めることができる。また、補強層32の曲げ弾性率は、120000MPa以下であることが好ましく、100000MPa以下であることがより好ましい。なお、本発明における曲げ弾性率は、JIS K7171に準じて曲げ試験を行い、0.05〜0.25%歪み時の応力と歪みの間の比例定数である。   The bending elastic modulus of the reinforcing layer 32 is higher than that of the tread layer 31, preferably 1000 MPa or more, and more preferably 2000 MPa or more. When the bending elastic modulus of the reinforcing layer 32 is 1000 MPa or more, the rigidity of the outer annular portion 3 can be effectively increased. The flexural modulus of the reinforcing layer 32 is preferably 120,000 MPa or less, and more preferably 100000 MPa or less. In addition, the bending elastic modulus in this invention is a proportionality constant between the stress at the time of a 0.05-0.25% distortion, when a bending test is done according to JISK7171.

高剛性領域321は、繊維強化プラスチック(FRP)又はポリウレタン樹脂で成形されていることが好ましい。繊維強化プラスチックとしては、ガラス繊維強化プラスチック、炭素繊維強化プラスチックなどが例示される。なお、炭素繊維強化プラスチックからなる高剛性領域321は、炭素繊維(カーボンファイバー)のクロス(織物)に熱硬化性樹脂を含浸させたシート状の中間部材を使用することで、容易に形成できる。炭素繊維の配向方向は、タイヤ幅方向及びタイヤ周方向とするのが好ましい。なお、低剛性領域322は、高剛性領域321よりも剛性が低くなるようにすればよく、トレッド層31と同じ材料で形成されてもよい。低剛性領域322の引張弾性率は、補強層32の剛性をトレッド層31よりも高くすることができればよく、好ましくは3〜50MPaである。   The high-rigidity region 321 is preferably molded from fiber reinforced plastic (FRP) or polyurethane resin. Examples of the fiber reinforced plastic include glass fiber reinforced plastic and carbon fiber reinforced plastic. The high-rigidity region 321 made of carbon fiber reinforced plastic can be easily formed by using a sheet-like intermediate member obtained by impregnating a cloth (woven fabric) of carbon fiber (carbon fiber) with a thermosetting resin. The orientation direction of the carbon fibers is preferably the tire width direction and the tire circumferential direction. Note that the low-rigidity region 322 only needs to be lower in rigidity than the high-rigidity region 321, and may be formed of the same material as the tread layer 31. The tensile modulus of elasticity of the low-rigidity region 322 is only required to be higher than that of the tread layer 31 and is preferably 3 to 50 MPa.

外側環状部3の内径は、その用途等に応じて適宜決定されるが、例えば、100〜600mmが好ましく、120〜300mmがより好ましい。   Although the internal diameter of the outer side annular part 3 is suitably determined according to the use etc., for example, 100-600 mm is preferable and 120-300 mm is more preferable.

外側環状部3のタイヤ幅方向WDの幅は、用途等に応じて適宜決定されるが、30〜100mmが好ましく、40〜80mmがより好ましい。   Although the width | variety of the tire width direction WD of the outer side annular part 3 is suitably determined according to a use etc., 30-100 mm is preferable and 40-80 mm is more preferable.

外側環状部3の引張モジュラスは、1〜180000MPaが好ましく、1〜50000MPaがより好ましい。   The tensile modulus of the outer annular portion 3 is preferably 1 to 180000 MPa, and more preferably 1 to 50000 MPa.

内側連結部4は、内側環状部1と中間環状部2とを連結するものであり、両者の間に適当な間隔を開けるなどして、タイヤ周方向に各々が独立するように複数設けられる。内側連結部4は、ユニフォミティを向上させる観点から、タイヤ周方向に規則的に設けることが好ましい。   The inner connecting portion 4 connects the inner annular portion 1 and the intermediate annular portion 2, and a plurality of inner connecting portions 4 are provided so as to be independent from each other in the tire circumferential direction, for example, by providing an appropriate interval therebetween. The inner connecting portion 4 is preferably provided regularly in the tire circumferential direction from the viewpoint of improving uniformity.

内側連結部4を全周に渡って設ける際の数(タイヤ幅方向WDに複数設ける場合は1個として数える)としては、車両からの荷重を十分支持しつつ、軽量化、動力伝達の向上、耐久性の向上を図る観点から、20〜60個が好ましく、20〜50個がより好ましい。図1には、内側連結部4を30個設けた例を示す。   As the number of the inner connecting portions 4 provided over the entire circumference (when a plurality of inner connecting portions 4 are provided in the tire width direction WD, it is counted as one), while sufficiently supporting the load from the vehicle, weight reduction, improvement of power transmission, From the viewpoint of improving durability, 20 to 60 are preferable, and 20 to 50 are more preferable. FIG. 1 shows an example in which 30 inner connecting portions 4 are provided.

個々の内側連結部4の形状としては、板状体、柱状体などが挙げられるが、本実施形態では板状体の例を示す。これらの内側連結部4は、正面視断面において、タイヤ径方向又はタイヤ径方向から傾斜した方向に延びている。本発明では、ブレークポイントを高くして剛性変動を生じにくくすると共に、耐久性を向上させる観点から、正面視断面において、内側連結部4の延設方向が、タイヤ径方向±30°以内が好ましく、タイヤ径方向±15°以内がより好ましい。図1では、内側連結部4が、タイヤ径方向に延設されている例を示す。   Examples of the shape of each inner connecting portion 4 include a plate-like body and a columnar body. In this embodiment, an example of a plate-like body is shown. These inner connection parts 4 are extended in the tire radial direction or the direction inclined from the tire radial direction in the front sectional view. In the present invention, from the viewpoint of improving the durability by increasing the break point and making it difficult to change the rigidity, the extending direction of the inner connecting portion 4 is preferably within ± 30 ° in the tire radial direction in the front sectional view. The tire radial direction is more preferably within ± 15 °. FIG. 1 shows an example in which the inner connecting portion 4 is extended in the tire radial direction.

内側連結部4の厚みは、内側環状部1からの力を十分伝達しつつ、軽量化や耐久性の向上、横剛性の向上を図る観点から、タイヤ断面高さHの3〜12%が好ましく、4〜10%がより好ましい。   The thickness of the inner connecting portion 4 is preferably 3 to 12% of the tire cross-sectional height H from the viewpoint of reducing the weight, improving the durability, and improving the lateral rigidity while sufficiently transmitting the force from the inner annular portion 1. 4 to 10% is more preferable.

内側連結部4の引張モジュラスは、内側環状部1からの力を十分伝達しつつ、軽量化や耐久性の向上、横剛性の向上を図る観点から、1〜50MPaが好ましく、1〜30MPaがより好ましい。   The tensile modulus of the inner connecting portion 4 is preferably 1 to 50 MPa, more preferably 1 to 30 MPa from the viewpoint of reducing weight, improving durability, and improving lateral rigidity while sufficiently transmitting the force from the inner annular portion 1. preferable.

内側連結部4の引張弾性率は、衝撃吸収性の向上を図る観点から、15MPa以下が好ましく、10MPa以下がより好ましい。   The tensile elastic modulus of the inner connecting portion 4 is preferably 15 MPa or less, more preferably 10 MPa or less, from the viewpoint of improving impact absorption.

外側連結部5は、外側環状部3と中間環状部2とを連結するものであり、両者の間に適当な間隔を開けるなどして、タイヤ周方向に各々が独立するように複数設けられる。外側連結部5は、ユニフォミティを向上させる観点から、タイヤ周方向に規則的に設けることが好ましい。   The outer connecting portion 5 connects the outer annular portion 3 and the intermediate annular portion 2, and a plurality of outer connecting portions 5 are provided so that each is independent in the tire circumferential direction, for example, by providing an appropriate interval therebetween. The outer connecting portion 5 is preferably provided regularly in the tire circumferential direction from the viewpoint of improving uniformity.

なお、外側連結部5と内側連結部4とは全周の同じ位置に設けてもよく、異なる位置に設けてもよい。すなわち、外側連結部5と内側連結部4は、必ずしも図1のように同じ方向に連続するように延設する必要はない。   In addition, the outer side connection part 5 and the inner side connection part 4 may be provided in the same position of a perimeter, and may be provided in a different position. That is, the outer connecting portion 5 and the inner connecting portion 4 do not necessarily extend so as to be continuous in the same direction as shown in FIG.

外側連結部5を全周に渡って設ける際の数(タイヤ幅方向WDに複数設ける場合は1個として数える)としては、車両からの荷重を十分支持しつつ、軽量化、動力伝達の向上、耐久性の向上を図る観点から、20〜60個が好ましく、20〜50個がより好ましい。図1には、外側連結部5を内側連結部4と同じく30個設けた例を示す。なお、外側連結部5の数と内側連結部4の数は、必ずしも同じとする必要はなく、外側連結部5を内側連結部4よりも多く設けてもよい。   As the number of outer connecting portions 5 provided over the entire circumference (when one is provided in the tire width direction WD, it is counted as one), while sufficiently supporting the load from the vehicle, weight reduction, improvement of power transmission, From the viewpoint of improving durability, 20 to 60 are preferable, and 20 to 50 are more preferable. FIG. 1 shows an example in which 30 outer connecting parts 5 are provided in the same manner as the inner connecting part 4. In addition, the number of the outer side connection parts 5 and the number of the inner side connection parts 4 do not necessarily need to be the same, and you may provide more outer side connection parts 5 than the inner side connection parts 4. FIG.

個々の外側連結部5の形状としては、板状体、柱状体などが挙げられるが、本実施形態では板状体の例を示す。これらの外側連結部5は、正面視断面において、タイヤ径方向又はタイヤ径方向から傾斜した方向に延びている。本発明では、ブレークポイントを高くして剛性変動を生じにくくすると共に、耐久性を向上させる観点から、正面視断面において、外側連結部5の延設方向が、タイヤ径方向±30°以内が好ましく、タイヤ径方向±15°以内がより好ましい。図1では、外側連結部5が、タイヤ径方向に延設されている例を示す。   Examples of the shape of each outer connecting portion 5 include a plate-like body and a columnar body. In this embodiment, an example of a plate-like body is shown. These outer connecting portions 5 extend in a tire radial direction or a direction inclined from the tire radial direction in a front sectional view. In the present invention, from the viewpoint of improving the durability by increasing the break point and making it difficult to change the rigidity, the extending direction of the outer connecting portion 5 is preferably within ± 30 ° in the tire radial direction in the front sectional view. The tire radial direction is more preferably within ± 15 °. FIG. 1 shows an example in which the outer connecting portion 5 is extended in the tire radial direction.

外側連結部5の厚みは、内側環状部1からの力を十分伝達しつつ、軽量化や耐久性の向上、横剛性の向上を図る観点から、タイヤ断面高さHの3〜12%が好ましく、4〜10%がより好ましい。   The thickness of the outer connecting portion 5 is preferably 3 to 12% of the tire cross-section height H from the viewpoint of reducing weight, improving durability, and improving lateral rigidity while sufficiently transmitting the force from the inner annular portion 1. 4 to 10% is more preferable.

外側連結部5の引張モジュラスは、内側環状部1からの力を十分伝達しつつ、軽量化や耐久性の向上、横剛性の向上を図る観点から、1〜50MPaが好ましく、1〜30MPaがより好ましい。   The tensile modulus of the outer connecting portion 5 is preferably 1 to 50 MPa, more preferably 1 to 30 MPa from the viewpoint of reducing weight, improving durability, and improving lateral rigidity while sufficiently transmitting the force from the inner annular portion 1. preferable.

外側連結部5の引張弾性率は、衝撃吸収性の向上を図る観点から、15MPa以下が好ましく、10MPa以下がより好ましい。   The tensile modulus of the outer connecting portion 5 is preferably 15 MPa or less, and more preferably 10 MPa or less, from the viewpoint of improving impact absorption.

非空気圧タイヤTは、弾性材料で成形される。本発明における弾性材料とは、JIS K7312に準じて引張試験を行い、10%伸び時の引張応力から算出した引張モジュラスが、100MPa以下のものを指す。本発明の弾性材料としては、十分な耐久性を得ながら、適度な剛性を付与する観点から、好ましくは引張モジュラスが0.1〜100MPaであり、より好ましくは0.1〜50MPaである。母材として用いられる弾性材料としては、熱可塑性エラストマー、架橋ゴム、その他の樹脂が挙げられる。   The non-pneumatic tire T is formed of an elastic material. The elastic material in the present invention refers to a material having a tensile modulus calculated from a tensile stress at 10% elongation by a tensile test according to JIS K7312 and 100 MPa or less. The elastic material of the present invention preferably has a tensile modulus of 0.1 to 100 MPa, more preferably 0.1 to 50 MPa, from the viewpoint of imparting adequate rigidity while obtaining sufficient durability. Examples of the elastic material used as the base material include thermoplastic elastomers, crosslinked rubbers, and other resins.

熱可塑性エラストマーとしては、ポリエステルエラストマー、ポリオレフィンエラストマー、ポリアミドエラストマー、ポリスチレンエラストマー、ポリ塩化ビニルエラストマー、ポリウレタンエラストマー等が例示される。架橋ゴム材料を構成するゴム材料としては、天然ゴムの他、スチレンブタジエンゴム(SBR)、ブタジエンゴム(BR)、イソプレンゴム(IIR)、ニトリルゴム(NBR)、水素添加ニトリルゴム(水添NBR)、クロロプレンゴム(CR)、エチレンプロピレンゴム(EPDM)、フッ素ゴム、シリコンゴム、アクリルゴム、ウレタンゴム等の合成ゴムが例示される。これらのゴム材料は必要に応じて2種以上を併用してもよい。   Examples of the thermoplastic elastomer include polyester elastomer, polyolefin elastomer, polyamide elastomer, polystyrene elastomer, polyvinyl chloride elastomer, polyurethane elastomer and the like. Rubber materials constituting the crosslinked rubber material include natural rubber, styrene butadiene rubber (SBR), butadiene rubber (BR), isoprene rubber (IIR), nitrile rubber (NBR), hydrogenated nitrile rubber (hydrogenated NBR). And synthetic rubbers such as chloroprene rubber (CR), ethylene propylene rubber (EPDM), fluorine rubber, silicon rubber, acrylic rubber, and urethane rubber. These rubber materials may be used in combination of two or more as required.

その他の樹脂としては、熱可塑性樹脂、又は熱硬化性樹脂が挙げられる。熱可塑性樹脂としては、ポリエチレン樹脂、ポリスチレン樹脂、ポリ塩化ビニル樹脂などが挙げられ、熱硬化性樹脂としては、エポキシ樹脂、フェノール樹脂、ポリウレタン樹脂、シリコン樹脂、ポリイミド樹脂、メラミン樹脂などが挙げられる。   Examples of other resins include thermoplastic resins and thermosetting resins. Examples of the thermoplastic resin include polyethylene resin, polystyrene resin, and polyvinyl chloride resin, and examples of the thermosetting resin include epoxy resin, phenol resin, polyurethane resin, silicon resin, polyimide resin, and melamine resin.

上記の弾性材料のうち、成形・加工性やコストの観点から、少なくともトレッド層31と連結部4,5は、ポリウレタン樹脂で成形されるのが好ましく、補強層32の高剛性領域321は繊維強化プラスチック(FRP)又はポリウレタン樹脂で成形されるのが好ましい。なお、弾性材料としては、発泡材料を使用してもよく、上記の熱可塑性エラストマー、架橋ゴム、その他の樹脂を発泡させたものも使用可能である。   Of the above elastic materials, at least the tread layer 31 and the connecting portions 4 and 5 are preferably formed of polyurethane resin from the viewpoint of molding / workability and cost, and the high rigidity region 321 of the reinforcing layer 32 is fiber reinforced. It is preferable to mold with plastic (FRP) or polyurethane resin. In addition, as an elastic material, you may use a foaming material, The thing which foamed said thermoplastic elastomer, crosslinked rubber, and other resin can also be used.

弾性材料で成形された内側環状部1、中間環状部2、外側環状部3、内側連結部4、及び外側連結部5は、補強繊維により補強されていることが好ましい。   The inner annular portion 1, the intermediate annular portion 2, the outer annular portion 3, the inner connecting portion 4, and the outer connecting portion 5 formed of an elastic material are preferably reinforced by reinforcing fibers.

補強繊維としては、長繊維、短繊維、織布、不織布などの補強繊維が挙げられるが、長繊維を使用する形態として、タイヤ幅方向WDに配列される繊維とタイヤ周方向に配列される繊維とから構成されるネット状繊維集合体を使用するのが好ましい。   Reinforcing fibers include reinforcing fibers such as long fibers, short fibers, woven fabrics, and non-woven fabrics. As a form using long fibers, fibers arranged in the tire width direction WD and fibers arranged in the tire circumferential direction. It is preferable to use a net-like fiber assembly composed of:

補強繊維の種類としては、例えば、レーヨンコード、ナイロン−6,6等のポリアミドコード、ポリエチレンテレフタレート等のポリエステルコード、アラミドコード、ガラス繊維コード、カーボンファイバー、スチールコード等が挙げられる。   Examples of the types of reinforcing fibers include rayon cords, polyamide cords such as nylon-6,6, polyester cords such as polyethylene terephthalate, aramid cords, glass fiber cords, carbon fibers, and steel cords.

本発明では、補強繊維を用いる補強の他、粒状フィラーによる補強や、金属リング等による補強を行うことが可能である。粒状フィラーとしては、カーボンブラック、シリカ、アルミナ等のセラミックス、その他の無機フィラーなどが挙げられる。   In the present invention, in addition to reinforcement using reinforcing fibers, it is possible to perform reinforcement with a granular filler or reinforcement with a metal ring or the like. Examples of the particulate filler include ceramics such as carbon black, silica, and alumina, and other inorganic fillers.

本発明における非空気圧タイヤTは弾性材料で成形されるが、非空気圧タイヤTを製造する際に、一体成形が可能となる観点から、内側環状部1、中間環状部2、外側環状部3、内側連結部4、及び外側連結部5は、補強構造を除いて基本的に同じ材質とすることが好ましい。   The non-pneumatic tire T in the present invention is formed of an elastic material. From the viewpoint of enabling integral molding when manufacturing the non-pneumatic tire T, the inner annular portion 1, the intermediate annular portion 2, the outer annular portion 3, The inner connecting portion 4 and the outer connecting portion 5 are preferably made of basically the same material except for the reinforcing structure.

[他の実施形態]
補強層32の高剛性領域321の断面形状は、前述の長方形に限定されず、例えば、タイヤ幅方向中央へ向かって先細となる三角形、タイヤ幅方向中央部に向かって肉薄となる扇形などの形状でもよい。
[Other Embodiments]
The cross-sectional shape of the high-rigidity region 321 of the reinforcing layer 32 is not limited to the above-described rectangular shape, for example, a triangle shape that tapers toward the center in the tire width direction, or a fan shape that becomes thinner toward the center in the tire width direction. But you can.

以下、本発明の構成と効果を具体的に示す実施例等について説明する。尚、実施例等における評価項目は、下記のようにして測定を行った。   Examples and the like specifically showing the configuration and effects of the present invention will be described below. In addition, the evaluation item in an Example etc. measured as follows.

衝撃吸収性
試験タイヤに50kgの錘を載せ、50mmの高さから自由落下させて、タイヤ着地時のホイール中心部にかかる上下方向の衝撃加速度を測定した。一つのサンプルにつき5回測定し、平均値を結果とする。表1に衝撃加速度の測定結果を示す。衝撃加速度が小さいほど、衝撃吸収性に優れていることを示す。
Impact Absorbability A 50 kg weight was placed on the test tire and allowed to fall freely from a height of 50 mm, and the impact acceleration in the vertical direction applied to the center of the wheel when the tire landed was measured. Measure five times for each sample and use the average as the result. Table 1 shows the measurement results of impact acceleration. It shows that it is excellent in impact absorbability, so that impact acceleration is small.

接地面積
上下方向で試験タイヤに荷重を負荷し、500N負荷時における外側環状部の外周面(トレッド面)の接地面積を測定した。表1に接地面積の測定結果を示す。
Ground contact area A load was applied to the test tire in the vertical direction, and the ground contact area of the outer peripheral surface (tread surface) of the outer annular portion at 500 N load was measured. Table 1 shows the measurement results of the contact area.

座屈の有無
上下方向で試験タイヤに荷重を負荷し、1000N負荷時にタイヤの変位量が6mmを超える場合は、連結部が異常に変形する座屈が生じると判断した。表1に座屈の有無を示す。
Presence / absence of buckling When a load was applied to the test tire in the vertical direction and the displacement amount of the tire exceeded 6 mm at a load of 1000 N, it was determined that buckling occurred that abnormally deformed the connecting portion. Table 1 shows the presence or absence of buckling.

比較例1
図3(a)に示すような補強層を設けない非空気圧タイヤを比較例1とした。連結部の引張弾性率は25MPaとした。トレッド層の引張弾性率は6MPaとし、その他の比較例及び実施例も同じとした。
Comparative Example 1
A non-pneumatic tire without a reinforcing layer as shown in FIG. The tensile elastic modulus of the connecting portion was 25 MPa. The tensile elastic modulus of the tread layer was 6 MPa, and the other comparative examples and examples were the same.

比較例2
図3(b)に示すような、タイヤ幅方向に高剛性領域と低剛性領域に区分されていない補強層を設けた非空気圧タイヤを比較例2とした。連結部の引張弾性率は15MPaとした。
Comparative Example 2
A non-pneumatic tire provided with a reinforcing layer that is not divided into a high-rigidity region and a low-rigidity region in the tire width direction as shown in FIG. The tensile elastic modulus of the connecting portion was 15 MPa.

実施例1〜7
図2に示す低剛性領域の幅をタイヤ幅のそれぞれ5,10,25,40,55,70,75%とした補強層を設けた非空気圧タイヤを実施例1〜7とした。
Examples 1-7
Examples 1 to 7 are non-pneumatic tires provided with a reinforcing layer in which the width of the low-rigidity region shown in FIG. 2 is 5, 10, 25, 40, 55, 70, and 75% of the tire width, respectively.

Figure 0005921364
Figure 0005921364

表1のように、比較例2は、比較例1に比べ衝撃加速度が小さくなっているが、接地面積が小さくなってしまっている。これに対し、実施例1〜7は、比較例1に比べ衝撃加速度が小さくなり、かつ接地面積も比較例2ほど小さくなっていない。ただし、実施例1は、低剛性領域の幅が小さいため、比較例1に比べ衝撃加速度があまり小さくならず、また接地面積も小さくなっている。実施例7は、低剛性領域の幅が大きいため、座屈が生じている。   As shown in Table 1, Comparative Example 2 has a smaller impact acceleration than Comparative Example 1, but has a smaller ground contact area. On the other hand, in Examples 1-7, the impact acceleration is smaller than that in Comparative Example 1, and the ground contact area is not as small as in Comparative Example 2. However, in Example 1, since the width of the low-rigidity region is small, the impact acceleration is not so small as compared to Comparative Example 1, and the ground contact area is also small. In Example 7, since the width of the low rigidity region is large, buckling occurs.

1 内側環状部
2 中間環状部
3 外側環状部
4 内側連結部
5 外側連結部
31 トレッド層
32 補強層
321 高剛性領域
322 低剛性領域
T 非空気圧タイヤ
W タイヤ幅
WL 低剛性領域の幅
WD タイヤ幅方向
DESCRIPTION OF SYMBOLS 1 Inner ring part 2 Middle ring part 3 Outer ring part 4 Inner connection part 5 Outer connection part 31 Tread layer 32 Reinforcement layer 321 High rigidity area 322 Low rigidity area T Non-pneumatic tire W Tire width WL Low rigidity area width WD Tire width direction

Claims (5)

内側環状部と、その内側環状部の外側に同心円状に設けられる外側環状部と、前記内側環状部と前記外側環状部とを連結する複数の連結部とを備える非空気圧タイヤであって、
前記外側環状部は、最外側に配されるトレッド層と、このトレッド層の内側に配され、前記トレッド層よりも剛性の高い補強層とを有し、
前記トレッド層のトレッド面は、タイヤ子午線断面において、タイヤ径方向外側へ向かって凸となる曲率が設けられ、
前記補強層は、タイヤ幅方向両端部の高剛性領域と、タイヤ幅方向中央部の前記高剛性領域よりも剛性の低い低剛性領域とに区分されていることを特徴とする非空気圧タイヤ。
A non-pneumatic tire comprising an inner annular portion, an outer annular portion provided concentrically outside the inner annular portion, and a plurality of connecting portions that connect the inner annular portion and the outer annular portion,
The outer annular portion has a tread layer disposed on the outermost side, and a reinforcing layer disposed on the inner side of the tread layer and having higher rigidity than the tread layer,
The tread surface of the tread layer is provided with a curvature that is convex outward in the tire radial direction in the tire meridian cross section,
The non-pneumatic tire is characterized in that the reinforcing layer is divided into a high-rigidity region at both ends in the tire width direction and a low-rigidity region that is lower in rigidity than the high-rigidity region at the center in the tire width direction.
前記低剛性領域の幅は、タイヤ幅の10%以上であることを特徴とする請求項1に記載の非空気圧タイヤ。   The non-pneumatic tire according to claim 1, wherein the width of the low rigidity region is 10% or more of the tire width. 前記低剛性領域の幅は、タイヤ幅の70%以下であることを特徴とする請求項1又は2に記載の非空気圧タイヤ。   The non-pneumatic tire according to claim 1 or 2, wherein the width of the low rigidity region is 70% or less of the tire width. 前記トレッド層は引張弾性率が3〜50MPaであり、前記補強層は曲げ弾性率が1000MPa以上であることを特徴とする請求項1〜3のいずれかに記載の非空気圧タイヤ。   The non-pneumatic tire according to any one of claims 1 to 3, wherein the tread layer has a tensile elastic modulus of 3 to 50 MPa, and the reinforcing layer has a bending elastic modulus of 1000 MPa or more. 前記高剛性領域は、繊維強化プラスチック又はポリウレタン樹脂で形成されていることを特徴とする請求項1〜4のいずれかに記載の非空気圧タイヤ。
The non-pneumatic tire according to any one of claims 1 to 4, wherein the high-rigidity region is formed of fiber reinforced plastic or polyurethane resin.
JP2012144367A 2012-06-27 2012-06-27 Non-pneumatic tire Active JP5921364B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2012144367A JP5921364B2 (en) 2012-06-27 2012-06-27 Non-pneumatic tire

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2012144367A JP5921364B2 (en) 2012-06-27 2012-06-27 Non-pneumatic tire

Publications (2)

Publication Number Publication Date
JP2014008791A JP2014008791A (en) 2014-01-20
JP5921364B2 true JP5921364B2 (en) 2016-05-24

Family

ID=50105865

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2012144367A Active JP5921364B2 (en) 2012-06-27 2012-06-27 Non-pneumatic tire

Country Status (1)

Country Link
JP (1) JP5921364B2 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR102521971B1 (en) * 2021-12-06 2023-04-14 에버런 주식회사 Non-pneumatic tire manufacturing apparatus and non-pneumatic tire manufacturing method using same, and non-pneumatic tire manufactured by the manufacturing apparatus

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6618693B2 (en) * 2015-03-18 2019-12-11 株式会社ブリヂストン Non pneumatic tire
JP2018058541A (en) * 2016-10-07 2018-04-12 東洋ゴム工業株式会社 Non-pneumatic tire and manufacturing method of the same
EP3708386B1 (en) * 2017-11-10 2023-06-07 Bridgestone Corporation Nonpneumatic tire
KR102187804B1 (en) 2019-04-15 2020-12-09 한국타이어앤테크놀로지 주식회사 Non-pneumatic tire having block type reinforcement
WO2021222787A1 (en) * 2020-04-30 2021-11-04 Compagnie Generale Des Etablissements Michelin Non-pneumatic tire
KR102298090B1 (en) * 2021-02-10 2021-09-03 대동이브이 주식회사 Non-pneumatic tire with double-injected spokes for improving coherence with tread and manufacturing method thereof
WO2023200433A1 (en) * 2022-04-13 2023-10-19 Compagnie Generale Des Etablissements Michelin Non-pneumatic tire for rutwander having camber thrust stiffness

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4456386B2 (en) * 2004-03-22 2010-04-28 住友ゴム工業株式会社 Pneumatic tire
JP4530231B2 (en) * 2007-07-31 2010-08-25 東洋ゴム工業株式会社 Non-pneumatic tire
JP5461303B2 (en) * 2010-05-28 2014-04-02 東洋ゴム工業株式会社 Non-pneumatic tire

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR102521971B1 (en) * 2021-12-06 2023-04-14 에버런 주식회사 Non-pneumatic tire manufacturing apparatus and non-pneumatic tire manufacturing method using same, and non-pneumatic tire manufactured by the manufacturing apparatus

Also Published As

Publication number Publication date
JP2014008791A (en) 2014-01-20

Similar Documents

Publication Publication Date Title
JP5808048B2 (en) Non-pneumatic tire
JP4530231B2 (en) Non-pneumatic tire
JP6092046B2 (en) Non-pneumatic tire
JP5921364B2 (en) Non-pneumatic tire
JP6378625B2 (en) Non-pneumatic tire
JP6159234B2 (en) Non-pneumatic tire
JP5461303B2 (en) Non-pneumatic tire
JP5432837B2 (en) Non-pneumatic tire
JP6445238B2 (en) Non-pneumatic tire
JP2012035792A (en) Non-pneumatic tire
JP2011183894A (en) Non-pneumatic tire
JP6215082B2 (en) Non-pneumatic tire
JP2014008952A (en) Non-pneumatic tire
JP6226734B2 (en) Non-pneumatic tire
JP5774905B2 (en) Non-pneumatic tire
JP6180313B2 (en) Non-pneumatic tire
JP6076704B2 (en) Non-pneumatic tire
JP6377515B2 (en) Non-pneumatic tire
JP2013018462A (en) Non-pneumatic tire
JP5543846B2 (en) Non-pneumatic tire
JP6182452B2 (en) Non-pneumatic tire
JP6092045B2 (en) Non-pneumatic tire
JP6025498B2 (en) Non-pneumatic tire
JP6351109B2 (en) Non-pneumatic tire
JP6045401B2 (en) Non-pneumatic tire

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20150522

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20160323

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20160329

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20160412

R150 Certificate of patent or registration of utility model

Ref document number: 5921364

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R150

S531 Written request for registration of change of domicile

Free format text: JAPANESE INTERMEDIATE CODE: R313531

R350 Written notification of registration of transfer

Free format text: JAPANESE INTERMEDIATE CODE: R350

S533 Written request for registration of change of name

Free format text: JAPANESE INTERMEDIATE CODE: R313533

R350 Written notification of registration of transfer

Free format text: JAPANESE INTERMEDIATE CODE: R350

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250