JP6099519B2 - Non-pneumatic tire - Google Patents

Non-pneumatic tire Download PDF

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JP6099519B2
JP6099519B2 JP2013172695A JP2013172695A JP6099519B2 JP 6099519 B2 JP6099519 B2 JP 6099519B2 JP 2013172695 A JP2013172695 A JP 2013172695A JP 2013172695 A JP2013172695 A JP 2013172695A JP 6099519 B2 JP6099519 B2 JP 6099519B2
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JP2015039986A (en
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健史 宮本
健史 宮本
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東洋ゴム工業株式会社
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本発明は、タイヤ構造部材として、車両からの荷重を支持する支持構造体を備える非空気圧タイヤ(non−pneumatic tire)に関するものであり、好ましくは空気入りタイヤの代わりとして使用することができる非空気圧タイヤに関するものである。   The present invention relates to a non-pneumatic tire provided with a support structure that supports a load from a vehicle as a tire structural member, and preferably a non-pneumatic tire that can be used as a substitute for a pneumatic tire. It relates to tires.

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.

下記特許文献1には、重量や硬さの増大を抑えて良好な乗り心地や操縦性を確保する目的で、車軸に取り付けられる取り付け盤と、その外側に設けられるリング状体と、前記取り付け盤の外周面と前記リング状体の内周面とを連結する複数の連結部材とが備えられた非空気圧タイヤが記載されている。複数の連結部材はそれぞれ、タイヤ側面視でタイヤ周方向における一方側に向けて凸となるように湾曲した第1連結板と、他方側に向けて凸となるように湾曲した第2連結板とを備え、前記連結部材は、前記第1連結板が一のタイヤ幅方向位置にタイヤ周方向に沿って複数配置され、かつ前記第2連結板が他のタイヤ幅方向位置にタイヤ周方向に沿って複数配置されるように、タイヤ周方向に沿って複数設けられている。   In the following Patent Document 1, for the purpose of suppressing the increase in weight and hardness and ensuring good riding comfort and maneuverability, a mounting plate attached to the axle, a ring-shaped body provided on the outside thereof, and the mounting plate A non-pneumatic tire provided with a plurality of connecting members that connect the outer peripheral surface of the ring-shaped member and the inner peripheral surface of the ring-shaped body is described. Each of the plurality of connecting members is a first connecting plate that is curved so as to be convex toward one side in the tire circumferential direction in a side view of the tire, and a second connecting plate that is curved so as to be convex toward the other side The connecting member includes a plurality of the first connecting plates arranged at one tire width direction position along the tire circumferential direction, and the second connecting plates at another tire width direction position along the tire circumferential direction. Are provided along the tire circumferential direction.

また、下記特許文献2にも、特許文献1と同様の構造を有する非空気圧タイヤが記載されている。特許文献2の連結部材は、取り付け盤とリング状体とを連結する第1連結板及び第2連結板を備えるとともに、これらの両連結板それぞれにおいて、リング状体に連結された一端部と、取り付け盤に連結された他端部と、の間に位置する中間部分に、タイヤ周方向に湾曲する湾曲部が、タイヤ側面視で当該連結板が延びる方向に沿って複数形成されている。   Patent Document 2 below also describes a non-pneumatic tire having the same structure as Patent Document 1. The connecting member of Patent Document 2 includes a first connecting plate and a second connecting plate that connect the mounting board and the ring-shaped body, and in each of these both connecting plates, one end connected to the ring-shaped body, A plurality of curved portions that are curved in the tire circumferential direction are formed along the direction in which the connecting plate extends in a side view of the tire, at an intermediate portion that is located between the other end portion that is coupled to the mounting board.

特許文献1及び2では、第1連結板及び第2連結板が弾性変形することで非空気圧タイヤに柔軟性を与えているが、連結板直下で接地する場合と、タイヤ周方向に隣り合う連結板間で接地する場合とで外力を支える力が異なるため、タイヤ転動時の接地圧分散が大きくなる。一方、このようなタイヤ転動時の接地圧分散が大きくなるのを抑制するために、タイヤ周方向における連結板の厚みを小さくし、かつ連結板同士の間隔を狭くすることが考えられる。しかし、厚みを小さくすると連結板の剛性が低下するため、突起乗り越し等の局所的な衝撃に弱くなり、耐久性が悪化するおそれがある。   In Patent Documents 1 and 2, the first connecting plate and the second connecting plate are elastically deformed to give flexibility to the non-pneumatic tire. However, in the case of grounding directly below the connecting plate, the adjacent connection in the tire circumferential direction. Since the force that supports the external force differs depending on the contact between the plates, the contact pressure distribution during tire rolling increases. On the other hand, in order to suppress such an increase in contact pressure dispersion during rolling of the tire, it is conceivable to reduce the thickness of the connecting plates in the tire circumferential direction and reduce the interval between the connecting plates. However, if the thickness is reduced, the rigidity of the connecting plate is reduced, so that it becomes weak against local impacts such as overcoming protrusions and the durability may be deteriorated.

下記特許文献3には、内側環状部と、その外側の中間環状部と、更にその外側の外側環状部と、内側環状部と中間環状部とを連結する複数の内側連結部と、外側環状部と中間環状部とを連結する複数の外側連結部とを備え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、外側連結部がタイヤ幅方向に連続する板状であり、タイヤ周方向に隣り合う外側連結部同士の間隔が広いためタイヤ転動時の接地圧分散が大きくなり、ノイズが悪化するおそれがある。   In the following Patent Document 3, an inner annular portion, an outer intermediate annular portion, an outer outer annular portion outside the inner annular portion, a plurality of inner connecting portions that connect the inner annular portion and the intermediate annular portion, and an outer annular portion. A non-pneumatic tire is provided that includes a plurality of outer connecting portions that connect the intermediate annular portion. This non-pneumatic tire has a plate shape in which the outer connecting portion is continuous in the tire width direction, and since the interval between the outer connecting portions adjacent in the tire circumferential direction is wide, the ground pressure dispersion during rolling of the tire increases and noise is generated. May get worse.

特開2009−061861号公報JP 2009-061861 A 特開2011−156905号公報JP 2011-156905 A 特開2010−126070号公報JP 2010-126700 A

そこで、本発明の目的は、耐久性を向上させ、かつタイヤ転動時の接地圧分散を小さくすることができる非空気圧タイヤを提供することにある。   SUMMARY OF THE INVENTION An object of the present invention is to provide a non-pneumatic tire that can improve durability and reduce ground pressure dispersion during tire rolling.

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、車両からの荷重を支持する支持構造体を備える非空気圧タイヤにおいて、前記支持構造体は、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た外側環状部と、前記内側環状部と前記外側環状部とを連結し、タイヤ周方向に各々独立して設けられた複数の連結部とを備え、前記複数の連結部は、前記内側環状部のタイヤ幅方向一方側から前記外側環状部のタイヤ幅方向他方側へ向かって延設される長尺板状の第1連結部と、前記内側環状部の前記タイヤ幅方向他方側から前記外側環状部の前記タイヤ幅方向一方側へ向かって延設される長尺板状の第2連結部とがタイヤ周方向に沿って配列されて構成されており、前記第1連結部と前記第2連結部は、板厚が板幅よりも小さく、板厚方向がタイヤ周方向を向い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 is a non-pneumatic tire provided with a support structure that supports a load from a vehicle, and the support structure is provided concentrically on the inner annular portion and on the outer side of the inner annular portion. The outer annular portion, the inner annular portion and the outer annular portion, and a plurality of connecting portions provided independently in the tire circumferential direction, wherein the plurality of connecting portions are the inner annular portion. A long plate-like first connecting part extending from one side in the tire width direction toward the other side in the tire width direction of the outer annular part, and the outer annular part from the other side in the tire width direction of the inner annular part A long plate-like second connecting portion extending toward one side in the tire width direction of the tire is arranged along the tire circumferential direction, and the first connecting portion and the second connecting portion are configured. In the part, the plate thickness is smaller than the plate width, and the plate thickness direction is the tire Wherein the facing direction.

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た外側環状部と、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ている。複数の連結部は、複数の第1連結部と第2連結部とがタイヤ周方向に配列されて構成されている。第1連結部は、内側環状部のタイヤ幅方向一方側から外側環状部のタイヤ幅方向他方側へ向かって延設され、第2連結部は、内側環状部のタイヤ幅方向他方側から外側環状部のタイヤ幅方向一方側へ向かって延設されている。第1連結部と第2連結部は、板厚が板幅よりも小さい長尺板状をしており、その板厚方向がタイヤ周方向を向いている。これにより、仮に板厚を薄くしても、板幅を広く設定することで、連結部は所望の剛性を得ることができるため、耐久性を向上できる。また、板厚を薄くしつつ連結部の数を増やすことで、タイヤ全体の剛性を維持しつつ、タイヤ周方向に隣り合う連結部同士の隙間を小さくすることができるため、タイヤ転動時の接地圧分散を小さくできる。   The non-pneumatic tire of the present invention includes an inner annular portion, an outer annular portion provided concentrically outside the inner annular portion, and a plurality of connecting portions that connect the inner annular portion and the outer annular portion. Yes. The plurality of connecting portions are configured by arranging a plurality of first connecting portions and second connecting portions in the tire circumferential direction. The first connecting portion extends from one side in the tire width direction of the inner annular portion toward the other side in the tire width direction of the outer annular portion, and the second connecting portion has an outer annular shape from the other side in the tire width direction of the inner annular portion. It is extended toward the tire width direction one side of the part. The first connecting portion and the second connecting portion have a long plate shape in which the plate thickness is smaller than the plate width, and the plate thickness direction faces the tire circumferential direction. Thereby, even if the plate thickness is reduced, the connecting portion can obtain a desired rigidity by setting the plate width wide, so that the durability can be improved. In addition, by increasing the number of connecting portions while reducing the plate thickness, the gap between the connecting portions adjacent to each other in the tire circumferential direction can be reduced while maintaining the rigidity of the entire tire. Ground pressure dispersion can be reduced.

本発明にかかる非空気圧タイヤにおいて、前記第1連結部と前記第2連結部は、タイヤ周方向に沿って交互に配列されていることが好ましい。第1連結部と第2連結部が交互に配列されることで、タイヤ転動時の接地圧分散をより小さくできる。   In the non-pneumatic tire according to the present invention, it is preferable that the first connecting portion and the second connecting portion are alternately arranged along the tire circumferential direction. By alternately arranging the first connecting portion and the second connecting portion, the contact pressure distribution during tire rolling can be further reduced.

本発明にかかる非空気圧タイヤにおいて、第1連結部及び第2連結部の板厚は、内側環状部から外側環状部へ向かって漸増していることが好ましい。第1連結部及び第2連結部は、外側環状部側の応力が高くなるため、外側環状部側の板厚を大きくすることで応力を分散でき、耐久性を向上できる。   In the non-pneumatic tire according to the present invention, it is preferable that the plate thickness of the first connecting portion and the second connecting portion is gradually increased from the inner annular portion toward the outer annular portion. Since the stress on the outer annular portion side of the first connecting portion and the second connecting portion is increased, the stress can be dispersed by increasing the plate thickness on the outer annular portion side, and the durability can be improved.

本発明にかかる非空気圧タイヤにおいて、タイヤ周方向から見た前記第1連結部と前記第2連結部は、タイヤ赤道面に対して対称な形状であることが好ましい。この構成によれば、タイヤ転動時の接地圧分散をより小さくできる。   In the non-pneumatic tire according to the present invention, it is preferable that the first connecting portion and the second connecting portion viewed from the tire circumferential direction have a symmetrical shape with respect to the tire equatorial plane. According to this configuration, the contact pressure dispersion during tire rolling can be further reduced.

また、本発明の非空気圧タイヤは、車両からの荷重を支持する支持構造体を備える非空気圧タイヤにおいて、前記支持構造体は、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た中間環状部と、その中間環状部の外側に同心円状に設けられた外側環状部と、前記内側環状部と前記中間環状部とを連結し、タイヤ周方向に各々独立して設けられた複数の内側連結部と、前記外側環状部と前記中間環状部とを連結し、タイヤ周方向に各々独立して設けられた複数の外側連結部とを備え、前記複数の外側連結部は、前記中間環状部のタイヤ幅方向一方側から前記外側環状部のタイヤ幅方向他方側へ向かって延設される長尺板状の第1外側連結部と、前記中間環状部の前記タイヤ幅方向他方側から前記外側環状部の前記タイヤ幅方向一方側へ向かって延設される長尺板状の第2外側連結部とがタイヤ周方向に沿って配列されて構成されており、前記第1外側連結部と前記第2外側連結部は、板厚が板幅よりも小さく、板厚方向がタイヤ周方向を向いていることを特徴とする。   The non-pneumatic tire of the present invention is a non-pneumatic tire provided with a support structure that supports a load from a vehicle. The support structure is provided concentrically on an inner annular portion and on the outer side of the inner annular portion. A plurality of intermediate annular portions, an outer annular portion concentrically provided outside the intermediate annular portion, the inner annular portion and the intermediate annular portion, and each independently provided in the tire circumferential direction. An inner connecting portion, and a plurality of outer connecting portions that connect the outer annular portion and the intermediate annular portion, and are provided independently in a tire circumferential direction, and the plurality of outer connecting portions include the intermediate connecting portion. A long plate-shaped first outer connecting portion extending from one side in the tire width direction of the annular portion toward the other side in the tire width direction of the outer annular portion, and from the other side in the tire width direction of the intermediate annular portion One side of the outer annular portion in the tire width direction A long plate-like second outer connecting portion extending toward the tire is arranged along the tire circumferential direction, and the first outer connecting portion and the second outer connecting portion have a plate thickness. Is smaller than the plate width, and the plate thickness direction faces the tire circumferential direction.

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た中間環状部と、その中間環状部の外側に同心円状に設けられた外側環状部と、内側環状部と中間環状部とを連結する複数の内側連結部と、外側環状部と中間環状部とを連結する複数の外側連結部とを備えている。複数の外側連結部は、第1外側連結部と第2外側連結部とがタイヤ周方向に配列されて構成されている。第1外側連結部は、中間環状部のタイヤ幅方向一方側から外側環状部のタイヤ幅方向他方側へ向かって延設され、第2外側連結部は、中間環状部のタイヤ幅方向他方側から外側環状部のタイヤ幅方向一方側へ向かって延設されている。第1外側連結部と第2外側連結部は、板厚が板幅よりも小さい長尺板状をしており、その板厚方向がタイヤ周方向を向いている。これにより、仮に板厚を薄くしても、板幅を広く設定することで、外側連結部は所望の剛性を得ることができるため、耐久性を向上できる。また、板厚を薄くしつつ外側連結部の数を増やすことで、タイヤ全体の剛性を維持しつつ、タイヤ周方向に隣り合う外側連結部同士の隙間を小さくすることができるため、タイヤ転動時の接地圧分散を小さくできる。   The non-pneumatic tire of the present invention includes an inner annular portion, an intermediate annular portion provided concentrically outside the inner annular portion, an outer annular portion provided concentrically outside the intermediate annular portion, A plurality of inner connecting portions that connect the annular portion and the intermediate annular portion, and a plurality of outer connecting portions that connect the outer annular portion and the intermediate annular portion. The plurality of outer connecting portions are configured by arranging a first outer connecting portion and a second outer connecting portion in the tire circumferential direction. The first outer connecting portion extends from one side in the tire width direction of the intermediate annular portion toward the other side in the tire width direction of the outer annular portion, and the second outer connecting portion extends from the other side in the tire width direction of the intermediate annular portion. The outer annular portion extends toward one side in the tire width direction. The first outer connecting portion and the second outer connecting portion have a long plate shape in which the plate thickness is smaller than the plate width, and the plate thickness direction faces the tire circumferential direction. Thereby, even if the plate thickness is reduced, the outer connecting portion can obtain a desired rigidity by setting the plate width wide, so that the durability can be improved. Further, by increasing the number of outer connecting portions while reducing the plate thickness, the clearance between the outer connecting portions adjacent to each other in the tire circumferential direction can be reduced while maintaining the rigidity of the entire tire. The ground pressure dispersion at the time can be reduced.

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 図1の非空気圧タイヤのA−A断面図AA sectional view of the non-pneumatic tire of FIG. 図1の非空気圧タイヤの一部を示す斜視図The perspective view which shows a part of non-pneumatic tire of FIG. 図1の非空気圧タイヤの部分拡大図Partial enlarged view of the non-pneumatic tire of FIG. 他の実施形態に係る非空気圧タイヤのタイヤ子午線断面図Tire meridian cross-sectional view of a non-pneumatic tire according to another embodiment 他の実施形態に係る非空気圧タイヤのタイヤ子午線断面図Tire meridian cross-sectional view of a non-pneumatic tire according to another embodiment 他の実施形態に係る非空気圧タイヤを示す正面図Front view showing a non-pneumatic tire according to another embodiment 他の実施形態に係る非空気圧タイヤを示す正面図Front view showing a non-pneumatic tire according to another embodiment 比較例1の非空気圧タイヤを示す正面図Front view showing a non-pneumatic tire of Comparative Example 1

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。初めに、本発明の非空気圧タイヤTの構成を説明する。図1は、非空気圧タイヤTの一例を示す正面図である。図2Aは、図1のA−A断面図であり、図2Bは、非空気圧タイヤの一部を示す斜視図である。図3は、図1の一部を拡大して示す図である。ここで、Oは軸芯を、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. First, the configuration of the non-pneumatic tire T of the present invention will be described. FIG. 1 is a front view showing an example of a non-pneumatic tire T. FIG. 2A is a cross-sectional view taken along the line AA in FIG. 1, and FIG. 2B is a perspective view showing a part of the non-pneumatic tire. FIG. 3 is an enlarged view of a part of FIG. Here, O indicates the shaft core, and H indicates the tire cross-sectional height.

非空気圧タイヤTは、車両からの荷重を支持する支持構造体SSを備えるものである。本発明の非空気圧タイヤTは、このような支持構造体SSを備えるものであればよく、その支持構造体SSの外側(外周側)や内側(内周側)に、トレッドに相当する部材、補強層、車軸やリムとの適合用部材などを備えていてもよい。   The non-pneumatic tire T includes a support structure SS that supports a load from the vehicle. The non-pneumatic tire T of the present invention only needs to be provided with such a support structure SS, and a member corresponding to a tread on the outer side (outer peripheral side) or inner side (inner peripheral side) of the support structure SS, A reinforcing layer, a member for fitting with an axle or a rim, and the like may be provided.

本実施形態の非空気圧タイヤTは、図1の正面図に示すように、支持構造体SSが、内側環状部1と、その外側に同心円状に設けられた外側環状部2と、内側環状部1と外側環状部2とを連結し、タイヤ周方向CDに各々独立して設けられた複数の連結部3とを備えている。   As shown in the front view of FIG. 1, the non-pneumatic tire T of the present embodiment includes an inner annular portion 1, an outer annular portion 2 provided concentrically on the outer side, and an inner annular portion. 1 and the outer annular portion 2 are connected, and a plurality of connecting portions 3 provided independently in the tire circumferential direction CD are provided.

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、連結部3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2〜7%が好ましく、3〜6%がより好ましい。   The thickness of the inner annular portion 1 is preferably 2 to 7% of the tire cross-section height H and more preferably 3 to 6% from the viewpoint of reducing weight and improving durability while sufficiently transmitting force to the connecting portion 3. preferable.

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。ただし、一般の空気入りタイヤの代替を想定した場合、250〜500mmが好ましく、330〜440mmがより好ましい。   The inner diameter of the inner annular portion 1 is appropriately determined in accordance with the rim on which the non-pneumatic tire T is mounted and the dimensions of the axle. However, when an alternative to a general pneumatic tire is assumed, 250 to 500 mm is preferable, and 330 to 440 mm is more preferable.

内側環状部1のタイヤ幅方向の幅は、用途、車軸の長さ等に応じて適宜決定されるが、一般の空気入りタイヤの代替を想定した場合、100〜300mmが好ましく、130〜250mmがより好ましい。   The width in the tire width direction of the inner annular portion 1 is appropriately determined according to the use, the length of the axle, and the like. However, when an alternative to a general pneumatic tire is assumed, 100 to 300 mm is preferable, and 130 to 250 mm is preferable. More preferred.

内側環状部1の引張モジュラスは、連結部3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、5〜180000MPaが好ましく、7〜50000MPaがより好ましい。なお、本発明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%伸び時の引張応力から算出した値である。   The tensile modulus of the inner annular portion 1 is preferably 5 to 180000 MPa, more preferably 7 to 50000 MPa, from the viewpoint of reducing weight, improving durability, and wearing properties while sufficiently transmitting force to the connecting portion 3. The tensile modulus in the present invention is a value calculated from a tensile stress at 10% elongation by conducting a tensile test according to JIS K7312.

本発明における支持構造体SSは、弾性材料で成形されるが、支持構造体SS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、外側環状部2、及び連結部3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 support structure SS in the present invention is formed of an elastic material. However, the inner ring portion 1, the outer ring portion 2, and the connection portion 3 are used from the viewpoint of enabling integral molding when the support structure SS is manufactured. Are preferably basically the same material except for the reinforcing structure.

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

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、好ましくは、ポリウレタン樹脂が用いられる。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使用可能である。   Of the above elastic materials, a polyurethane resin is preferably used from the viewpoint of moldability / workability and cost. In addition, as an elastic material, you may use a foaming material, and what used said thermoplastic elastomer, crosslinked rubber, and other resin foamed can be used.

弾性材料で一体成形された支持構造体SSは、内側環状部1、外側環状部2、及び連結部3が、補強繊維により補強されていることが好ましい。   In the support structure SS integrally formed of an elastic material, the inner annular portion 1, the outer annular portion 2, and the connecting portion 3 are preferably reinforced by reinforcing fibers.

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, but as a form using long fibers, fibers arranged in the tire width direction and fibers arranged in the tire circumferential direction It is preferable to use a net-like fiber assembly composed of:

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、金属製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.

外側環状部2の形状は、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。外側環状部2の厚みは、連結部3からの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2〜7%が好ましく、2〜5%がより好ましい。   The shape of the outer annular portion 2 is preferably a cylindrical shape with a constant thickness from the viewpoint of improving uniformity. The thickness of the outer annular portion 2 is preferably 2 to 7% and 2 to 5% of the tire cross-section height H from the viewpoint of reducing weight and improving durability while sufficiently transmitting the force from the connecting portion 3. More preferred.

外側環状部2の内径は、その用途等応じて適宜決定される。ただし、一般の空気入りタイヤの代替を想定した場合、420〜750mmが好ましく、480〜680mmがより好ましい。   The inner diameter of the outer annular portion 2 is appropriately determined according to its use. However, when an alternative to a general pneumatic tire is assumed, 420 to 750 mm is preferable, and 480 to 680 mm is more preferable.

外側環状部2のタイヤ幅方向の幅は、用途等に応じて適宜決定されるが、一般の空気入りタイヤの代替を想定した場合、100〜300mmが好ましく、130〜250mmがより好ましい。   The width of the outer annular portion 2 in the tire width direction is appropriately determined depending on the application and the like, but is preferably 100 to 300 mm, and more preferably 130 to 250 mm when an alternative to a general pneumatic tire is assumed.

外側環状部2の引張モジュラスは、図1に示すように外側環状部2の外周に補強層7が設けられている場合には、内側環状部1と同程度に設定できる。このような補強層7を設けない場合には、連結部3からの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、5〜180000MPaが好ましく、7〜50000MPaがより好ましい。   The tensile modulus of the outer annular portion 2 can be set to the same level as that of the inner annular portion 1 when the reinforcing layer 7 is provided on the outer periphery of the outer annular portion 2 as shown in FIG. In the case where such a reinforcing layer 7 is not provided, 5 to 180000 MPa is preferable, and 7 to 50000 MPa is more preferable from the viewpoint of reducing weight and improving durability while sufficiently transmitting the force from the connecting portion 3.

外側環状部2の引張モジュラスを高める場合、弾性材料を繊維等で補強した繊維補強材料が好ましい。外側環状部2を補強繊維により補強することで、外側環状部2とベルト層などとの接着も十分となる。   When the tensile modulus of the outer annular portion 2 is increased, a fiber reinforced material obtained by reinforcing an elastic material with fibers or the like is preferable. By reinforcing the outer annular portion 2 with the reinforcing fiber, adhesion between the outer annular portion 2 and the belt layer becomes sufficient.

連結部3は、内側環状部1と外側環状部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CDに各々が独立するように複数設けられる。   The connecting portion 3 connects the inner annular portion 1 and the outer annular portion 2, and a plurality of connecting portions 3 are provided so as to be independent from each other in the tire circumferential direction CD by providing an appropriate interval therebetween.

複数の連結部3は、第1連結部31と第2連結部32とがタイヤ周方向CDに沿って配列されて構成されている。この際、第1連結部31と第2連結部32は、タイヤ周方向CDに沿って交互に配列されていることが好ましい。これにより、タイヤ転動時の接地圧分散をより小さくできる。   The plurality of connecting portions 3 are configured by arranging the first connecting portion 31 and the second connecting portion 32 along the tire circumferential direction CD. At this time, it is preferable that the first connecting portions 31 and the second connecting portions 32 are alternately arranged along the tire circumferential direction CD. Thereby, contact pressure dispersion at the time of tire rolling can be further reduced.

また、第1連結部31と第2連結部32との間のタイヤ周方向CDのピッチpは、ユニフォミティを向上させる観点から、一定とするのが好ましい。ピッチpは、0〜10mmが好ましく、0〜5mmがより好ましい。ピッチpが10mmよりも大きいと、接地圧が不均一となり、ノイズが増大する要因となり得る。   In addition, the pitch p in the tire circumferential direction CD between the first connecting portion 31 and the second connecting portion 32 is preferably constant from the viewpoint of improving uniformity. The pitch p is preferably 0 to 10 mm, and more preferably 0 to 5 mm. If the pitch p is larger than 10 mm, the contact pressure becomes non-uniform and noise may increase.

第1連結部31は、内側環状部1のタイヤ幅方向一方側WD1から外側環状部2のタイヤ幅方向他方側WD2へ向かって延設されている。一方、第2連結部32は、内側環状部1のタイヤ幅方向他方側WD2から外側環状部2のタイヤ幅方向一方側WD1へ向かって延設されている。すなわち、隣り合う第1連結部31と第2連結部32は、タイヤ周方向CDから見ると、略X字状に配置されている。   The first connecting portion 31 is extended from the tire width direction one side WD1 of the inner annular portion 1 toward the tire width direction other side WD2 of the outer annular portion 2. On the other hand, the second connecting portion 32 extends from the other side WD2 in the tire width direction of the inner annular portion 1 toward one side WD1 in the tire width direction of the outer annular portion 2. That is, the adjacent first connecting part 31 and second connecting part 32 are arranged in an approximately X shape when viewed from the tire circumferential direction CD.

タイヤ周方向CDから見た第1連結部31と第2連結部32は、図2Aに示すように、タイヤ赤道面Cに対して対称な形状であることが好ましい。そのため、以下では、主として第1連結部31について説明する。   The first connecting portion 31 and the second connecting portion 32 viewed from the tire circumferential direction CD are preferably symmetrical with respect to the tire equatorial plane C as shown in FIG. Therefore, below, the 1st connection part 31 is mainly demonstrated.

第1連結部31は、内側環状部1から外側環状部2へと延びる長尺板状をしている。第1連結部31は、板厚tが板幅wよりも小さく、板厚方向PTがタイヤ周方向CDを向いている。すなわち、第1連結部31は、タイヤ径方向及びタイヤ幅方向に延びる板状である。第1連結部31及び第2連結部32をこのような長尺板状とすることにより、仮に板厚tを薄くしても、板幅wを広く設定することで、第1連結部31及び第2連結部32は所望の剛性を得ることができるため、耐久性を向上できる。また、板厚tを薄くしつつ第1連結部31及び第2連結部32の数を増やすことで、タイヤ全体の剛性を維持しつつ、タイヤ周方向CDに隣り合う連結部同士の隙間を小さくすることができるため、タイヤ転動時の接地圧分散を小さくできる。   The first connecting portion 31 has a long plate shape extending from the inner annular portion 1 to the outer annular portion 2. The first connecting portion 31 has a plate thickness t smaller than the plate width w, and the plate thickness direction PT faces the tire circumferential direction CD. That is, the 1st connection part 31 is plate shape extended in a tire radial direction and a tire width direction. By making the first connecting portion 31 and the second connecting portion 32 into such a long plate shape, even if the plate thickness t is reduced, the first connecting portion 31 and Since the 2nd connection part 32 can obtain desired rigidity, durability can be improved. Further, by increasing the number of the first connecting portions 31 and the second connecting portions 32 while reducing the plate thickness t, the clearance between the connecting portions adjacent to each other in the tire circumferential direction CD is reduced while maintaining the rigidity of the entire tire. Therefore, the contact pressure dispersion during rolling of the tire can be reduced.

第1連結部31の板厚tは、長手方向PLに沿って一定としてもよいが、図3のように、第1連結部31の板厚tは、内側環状部1から外側環状部2へ向かって漸増していることが好ましい。この場合、第1連結部31のタイヤ径方向外側端31aでの板厚tが板幅wよりも小さくなるように設定される。   The plate thickness t of the first connecting portion 31 may be constant along the longitudinal direction PL, but the plate thickness t of the first connecting portion 31 is from the inner annular portion 1 to the outer annular portion 2 as shown in FIG. It is preferable that it is increasing gradually. In this case, the plate thickness t at the tire radial direction outer end 31a of the first connecting portion 31 is set to be smaller than the plate width w.

板厚tは、内側環状部1および外側環状部2からの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、8〜30mmが好ましく、10〜20mmがより好ましい。   The plate thickness t is preferably 8 to 30 mm, more preferably 10 to 20 mm, from the viewpoint of reducing the weight and improving the durability while sufficiently transmitting the force from the inner annular portion 1 and the outer annular portion 2.

図2Aでは、板幅wは、第1連結部31の中央部において、長手方向PLに沿って一定となっているが、これに限定されない。図4Aや図4Bに示すように、板幅wは、長手方向PLに沿って変化させてもよい。この場合、第1連結部31のタイヤ径方向高さをhとすると、第1連結部31のタイヤ径方向高さ中心31cからタイヤ径方向へ向かってhの±25%を範囲とし、その範囲内で最も狭い部分での板幅wが板厚tよりも大きくなるように設定される。なお、タイヤ径方向内側を+側、タイヤ径方向外側を−側とする。また、第1連結部31の板幅wは、幅方向両側端の間の最短距離で測定される。   In FIG. 2A, the plate width w is constant along the longitudinal direction PL in the central portion of the first connecting portion 31, but is not limited to this. As shown in FIGS. 4A and 4B, the plate width w may be changed along the longitudinal direction PL. In this case, assuming that the height in the tire radial direction of the first connecting portion 31 is h, the range is ± 25% of h from the tire radial direction height center 31c of the first connecting portion 31 toward the tire radial direction. The plate width w at the narrowest portion is set to be larger than the plate thickness t. The inner side in the tire radial direction is the + side and the outer side in the tire radial direction is the-side. Further, the plate width w of the first connecting portion 31 is measured by the shortest distance between both ends in the width direction.

板幅wは、内側環状部1および外側環状部2からの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、5〜25mmが好ましく、10〜20mmがより好ましい。また、板幅wは、耐久性を向上させつつ接地圧分散を小さくする観点から、板厚tの110%以上が好ましく、115%以上がより好ましい。   The plate width w is preferably 5 to 25 mm, more preferably 10 to 20 mm, from the viewpoint of reducing the weight and improving the durability while sufficiently transmitting the force from the inner annular portion 1 and the outer annular portion 2. In addition, the plate width w is preferably 110% or more, more preferably 115% or more of the plate thickness t from the viewpoint of reducing the contact pressure dispersion while improving durability.

第1連結部31は、内側環状部1との結合部付近及び外側環状部2との結合部付近において、内側環状部1又は外側環状部2へ向かって徐々に板幅を大きくした補強部311を有することが好ましい。これにより、第1連結部31の耐久性をさらに向上させることができる。補強部311を設ける範囲は、第1連結部31のタイヤ径方向高さ中心31cからhの±25%の範囲外とするのが好ましい。   The first connecting portion 31 includes a reinforcing portion 311 having a gradually increasing plate width toward the inner annular portion 1 or the outer annular portion 2 in the vicinity of the coupling portion with the inner annular portion 1 and in the vicinity of the coupling portion with the outer annular portion 2. It is preferable to have. Thereby, durability of the 1st connection part 31 can further be improved. The range in which the reinforcing portion 311 is provided is preferably outside the range of ± 25% of h from the tire radial direction height center 31c of the first connecting portion 31.

タイヤ周方向CDから見た第1連結部31は、タイヤ径方向に湾曲する湾曲部が少なくとも1つ形成されていることが好ましく、タイヤ径方向に湾曲する湾曲部が長手方向PLに沿って複数形成されていることがより好ましい。湾曲部が複数形成される場合、タイヤ径方向内側へ凸となる湾曲部とタイヤ径方向外側へ凸となる湾曲部が交互に形成される。湾曲部の数は、1〜15個が好ましく、3〜10個がより好ましい。湾曲部は、第1連結部31のうち応力が高くなるトレッド側に少なくとも1つ形成されることで、第1連結部31の応力を効果的に分散することができる。湾曲部の曲率半径は、5〜200mmが好ましく、20〜150mmがより好ましい。   The first connecting portion 31 viewed from the tire circumferential direction CD is preferably formed with at least one curved portion that is curved in the tire radial direction, and a plurality of curved portions that are curved in the tire radial direction are provided along the longitudinal direction PL. More preferably, it is formed. When a plurality of curved portions are formed, curved portions that are convex inward in the tire radial direction and curved portions that are convex outward in the tire radial direction are alternately formed. 1-15 are preferable and, as for the number of a curved part, 3-10 are more preferable. By forming at least one bending portion on the tread side of the first connecting portion 31 where the stress is increased, the stress of the first connecting portion 31 can be effectively dispersed. 5-200 mm is preferable and, as for the curvature radius of a curved part, 20-150 mm is more preferable.

連結部3の数としては、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、80〜300個が好ましく、100〜200個がより好ましい。図1には、第1連結部31を50個、第2連結部32を50個設けた例を示す。   The number of connecting portions 3 is preferably 80 to 300, more preferably 100 to 200, from the viewpoint of reducing weight, improving power transmission, and improving durability while sufficiently supporting a load from the vehicle. FIG. 1 shows an example in which 50 first connecting portions 31 and 50 second connecting portions 32 are provided.

連結部3の引張モジュラスは、内側環状部1および外側環状部2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、5〜180000MPaが好ましく、7〜50000MPaがより好ましい。連結部3の引張モジュラスを高める場合、弾性材料を繊維等で補強した繊維補強材料が好ましい。   The tensile modulus of the connecting portion 3 is preferably 5 to 180000 MPa from the viewpoint of reducing the weight, improving the durability, and improving the lateral rigidity while sufficiently transmitting the force from the inner annular portion 1 and the outer annular portion 2. ˜50000 MPa is more preferable. In order to increase the tensile modulus of the connecting portion 3, a fiber reinforced material obtained by reinforcing an elastic material with fibers or the like is preferable.

本実施形態では、図1に示すように、支持構造体SSの外側環状部2の外側に、その外側環状部2の曲げ変形を補強する補強層7が設けられている例を示す。また、本実施形態では、図1に示すように、補強層7の更に外側にトレッド8が設けられている例を示す。補強層7、トレッド8としては、従来の空気入りタイヤのベルト層と同様のものを設けることが可能である。なお、トレッド8は、樹脂で形成してもよい。また、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。   In this embodiment, as shown in FIG. 1, an example is shown in which a reinforcing layer 7 that reinforces bending deformation of the outer annular portion 2 is provided outside the outer annular portion 2 of the support structure SS. Moreover, in this embodiment, as shown in FIG. 1, the example in which the tread 8 is provided in the further outer side of the reinforcement layer 7 is shown. As the reinforcing layer 7 and the tread 8, it is possible to provide the same as the belt layer of the conventional pneumatic tire. In addition, you may form the tread 8 with resin. Moreover, it is possible to provide the same pattern as a conventional pneumatic tire as a tread pattern.

本発明において、連結部3のタイヤ径方向外側端とトレッド8の間には、タイヤ幅方向の剛性を高める幅方向補強層をさらに配置することが好ましい。これにより、外側環状部2のタイヤ幅方向中央部での座屈を抑制して、連結部3の耐久性をさらに向上できる。幅方向補強層は、外側環状部2に埋設されるか、もしくは外側環状部2の外側に配置される。幅方向補強層としては、スチールコードやCFRP、GFRP等の繊維強化プラスチック製のコードをタイヤ幅方向に対して略平行に配列したもの、円筒状の金属製リングや高モジュラス樹脂製リングなどが例示される。   In the present invention, it is preferable that a width direction reinforcing layer for increasing rigidity in the tire width direction is further disposed between the outer end in the tire radial direction of the connecting portion 3 and the tread 8. Thereby, buckling in the tire width direction center part of the outer side annular part 2 is suppressed, and durability of the connection part 3 can further be improved. The width direction reinforcing layer is embedded in the outer annular portion 2 or disposed outside the outer annular portion 2. Examples of the reinforcing layer in the width direction include steel cords, cords made of fiber reinforced plastic such as CFRP, GFRP, etc. arranged substantially parallel to the tire width direction, cylindrical metal rings, high modulus resin rings, etc. Is done.

[他の実施形態]
(1)本発明の他の実施形態として、図5に示すような、車両からの荷重を支持する支持構造体SSを備える非空気圧タイヤTにおいて、支持構造体SS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た中間環状部4と、その中間環状部4の外側に同心円状に設けられた外側環状部2と、内側環状部1と中間環状部4とを連結し、タイヤ周方向CDに各々独立して設けられた複数の内側連結部5と、外側環状部2と中間環状部4とを連結し、タイヤ周方向CDに各々独立して設けられた複数の外側連結部6とを備え、複数の外側連結部6は、中間環状部4のタイヤ幅方向一方側WD1から外側環状部2のタイヤ幅方向他方側WD2へ向かって延設される長尺板状の第1外側連結部61と、中間環状部4のタイヤ幅方向他方側WD2から外側環状部2のタイヤ幅方向一方側WD1へ向かって延設される長尺板状の第2外側連結部62とがタイヤ周方向CDに沿って配列されて構成されており、第1外側連結部61と第2外側連結部62は、板厚が板幅よりも小さく、板厚方向がタイヤ周方向CDを向いているものでもよい。このとき、内側連結部5の形状は特に限定されず、例えば、内側連結部5は、タイヤ幅方向WDに連続する板状体、すなわち板幅方向がタイヤ幅方向WDに一致するような板状体でもよい。
[Other Embodiments]
(1) As another embodiment of the present invention, as shown in FIG. 5, in a non-pneumatic tire T including a support structure SS that supports a load from a vehicle, the support structure SS includes an inner annular portion 1, An intermediate annular portion 4 provided concentrically outside the inner annular portion 1, an outer annular portion 2 provided concentrically outside the intermediate annular portion 4, an inner annular portion 1 and an intermediate annular portion 4, And a plurality of inner connecting portions 5 provided independently in the tire circumferential direction CD, an outer annular portion 2 and an intermediate annular portion 4 are connected, and are provided independently in the tire circumferential direction CD. A plurality of outer connecting portions 6, and the plurality of outer connecting portions 6 extend from the tire width direction one side WD 1 of the intermediate annular portion 4 toward the tire width direction other side WD 2 of the outer annular portion 2. The plate-like first outer connecting portion 61 and the intermediate annular portion 4 in the tire width direction, etc. A long plate-like second outer connecting portion 62 extending from the side WD2 toward the one side WD1 in the tire width direction of the outer annular portion 2 is arranged along the tire circumferential direction CD. The first outer connecting portion 61 and the second outer connecting portion 62 may have a plate thickness smaller than a plate width and a plate thickness direction facing the tire circumferential direction CD. At this time, the shape of the inner connecting portion 5 is not particularly limited. For example, the inner connecting portion 5 is a plate-like body continuous in the tire width direction WD, that is, a plate shape in which the plate width direction matches the tire width direction WD. It may be the body.

中間環状部4の形状は、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。ただし、中間環状部4の形状は、円筒形状に限られず、多角形筒状などでもよい。   The shape of the intermediate annular portion 4 is preferably a cylindrical shape with a constant thickness from the viewpoint of improving uniformity. However, the shape of the intermediate annular portion 4 is not limited to a cylindrical shape, and may be a polygonal cylindrical shape.

中間環状部4の厚みは、内側連結部5と外側連結部6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 4 is preferably 3 to 10% of the tire cross-section height H from the viewpoint of reducing the weight and improving the durability while sufficiently reinforcing the inner connecting portion 5 and the outer connecting portion 6. -9% is more preferable.

中間環状部4の引張モジュラスは、内側連結部5と外側連結部6とを十分補強して、耐久性の向上、負荷能力の向上を図る観点から、8000〜180000MPaが好ましく、10000〜50000MPaがより好ましい。   The tensile modulus of the intermediate annular portion 4 is preferably 8000 to 18000 MPa, more preferably 10,000 to 50000 MPa, from the viewpoint of sufficiently reinforcing the inner connecting portion 5 and the outer connecting portion 6 to improve durability and load capacity. preferable.

中間環状部4の引張モジュラスは、内側環状部1のそれより高いことが好ましいため、熱可塑性エラストマー、架橋ゴム、その他の樹脂を繊維等で補強した繊維補強材料が好ましい。   Since the tensile modulus of the intermediate annular portion 4 is preferably higher than that of the inner annular portion 1, a fiber reinforced material in which a thermoplastic elastomer, a crosslinked rubber, or other resin is reinforced with fibers or the like is preferable.

(2)さらに、上記の複数の内側連結部5は、図6に示すような、内側環状部1のタイヤ幅方向一方側WD1から中間環状部4のタイヤ幅方向他方側WD2へ向かって延設される長尺板状の第1内側連結部51と、内側環状部1のタイヤ幅方向他方側WD2から中間環状部4のタイヤ幅方向一方側WD1へ向かって延設される長尺板状の第2内側連結部52とがタイヤ周方向CDに沿って配列されて構成されており、第1内側連結部51と第2内側連結部52は、板厚が板幅よりも小さく、板厚方向がタイヤ周方向CDを向いているものでもよい。   (2) Further, the plurality of inner connecting portions 5 extend from the tire width direction one side WD1 of the inner annular portion 1 toward the other side WD2 of the intermediate annular portion 4 as shown in FIG. A long plate-like first inner connecting portion 51 and a long plate-like shape extending from the other side WD2 in the tire width direction of the inner annular portion 1 toward one side WD1 in the tire width direction of the intermediate annular portion 4. The second inner connecting portion 52 is arranged along the tire circumferential direction CD, and the first inner connecting portion 51 and the second inner connecting portion 52 have a plate thickness smaller than the plate width, and the plate thickness direction. May face the tire circumferential direction CD.

(3)第1連結部31と第2連結部32(又は第1外側連結部61と第2外側連結部62)は、剛性を異ならせ、両者に剛性差を与えるようにしてもよい。本発明における剛性は、タイヤに規定の質量(N)を与えた時、単位長さ(mm)を撓ませるのに必要な縦方向の力で表すことができる。剛性差を与える方法としては、例えば、第1連結部31と第2連結部32の引張モジュラスを異ならせたり、板厚tや板幅wを異ならせたり、湾曲部の曲率半径を異ならせたりする方法がある。   (3) The first connecting part 31 and the second connecting part 32 (or the first outer connecting part 61 and the second outer connecting part 62) may have different rigidity and give a difference in rigidity between them. The rigidity in the present invention can be expressed by a longitudinal force necessary to bend the unit length (mm) when a prescribed mass (N) is given to the tire. As a method of giving the rigidity difference, for example, the tensile modulus of the first connecting part 31 and the second connecting part 32 are made different, the plate thickness t and the plate width w are made different, or the curvature radius of the curved part is made different. There is a way to do it.

例えば、仮にタイヤ幅方向一方側WD1を車両内側として非空気圧タイヤTを車両に装着した場合、第1連結部31の剛性を第2連結部32の剛性よりも高くすることで、車両外側のショルダー剛性が高くなり、コーナリング時のグリップ力が向上する。さらに、第2連結部32が第1連結部31よりも変形しやすいため、タイヤの車両外側が接地しやすくなり、接地面積が広がる。その結果、第1連結部31の剛性を第2連結部32の剛性よりも高くすることで、コーナリング性能を向上できる。第1連結部31の剛性は、第2連結部32の剛性の1.2倍以上に設定するのが好ましく、第2連結部32の剛性の3倍以下が好ましい。第1連結部31の剛性が第2連結部32の剛性の3倍より大きくなると、第1連結部31と第2連結部32の剛性バランスが悪くなりユニフォミティが悪化する恐れがある。   For example, if the non-pneumatic tire T is mounted on the vehicle with the tire width direction one side WD1 as the vehicle inner side, the rigidity of the first connection portion 31 is made higher than the rigidity of the second connection portion 32, so Increases rigidity and improves gripping power when cornering. Furthermore, since the 2nd connection part 32 deform | transforms more easily than the 1st connection part 31, it becomes easy to contact the vehicle outer side of a tire, and a contact area spreads. As a result, the cornering performance can be improved by making the rigidity of the first connecting part 31 higher than the rigidity of the second connecting part 32. The rigidity of the first connection part 31 is preferably set to 1.2 times or more of the rigidity of the second connection part 32, and preferably 3 times or less of the rigidity of the second connection part 32. If the rigidity of the first connecting part 31 is greater than three times the rigidity of the second connecting part 32, the rigidity balance between the first connecting part 31 and the second connecting part 32 is deteriorated, and the uniformity may be deteriorated.

一方、仮にタイヤ幅方向一方側WD1を車両内側として非空気圧タイヤTを車両に装着した場合、第2連結部32の剛性を第1連結部31の剛性よりも高くすることで、レーンチェンジやカーブでの横力によるGを第1連結部31が吸収するため、振動を抑制し乗り心地を向上できる。さらに、キャンバー角が0°、及びネガティブキャンバーの場合には、接地面積の広い車両内側のショルダー剛性が高いため、乗り心地に加えてコーナリング性能も向上できる。   On the other hand, if the non-pneumatic tire T is attached to the vehicle with the tire width direction one side WD1 as the vehicle inner side, the rigidity of the second connecting portion 32 is made higher than the rigidity of the first connecting portion 31, thereby allowing lane changes and curves. Since the 1st connection part 31 absorbs G by lateral force in this, a vibration can be suppressed and riding comfort can be improved. Furthermore, in the case of a camber angle of 0 ° and a negative camber, the shoulder rigidity inside the vehicle with a large ground contact area is high, so that cornering performance can be improved in addition to ride comfort.

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。なお、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.

(1)突起乗り越し耐久性能
突起を配置したドラムに、荷重2.45kNで非空気圧タイヤを接地させ、速度80km/hで走行させたときの壊れるまでの走行距離を測定した。突起は、タイヤ幅方向に延びる突条であり、回転方向の幅を25mm、高さを12.5mmとした。比較例1での走行距離を100としたときの指数で示し、この値が大きい方が優れる。
(1) Endurance performance over bumps A non-pneumatic tire was grounded with a load of 2.45 kN on a drum provided with protrusions, and the travel distance until breakage was measured when running at a speed of 80 km / h. The protrusions are protrusions extending in the tire width direction, the width in the rotation direction is 25 mm, and the height is 12.5 mm. It shows with the index | exponent when the driving distance in the comparative example 1 is set to 100, and the one where this value is large is excellent.

(2)接地圧分散
初めに、縦荷重2500Nを負荷した状態にて、非空気圧タイヤを徐々に転動(回転)させながら、すなわち、外側の連結部(連結部3、または外側連結部6)の外側端点の位置を接地面中央位置に対して徐々に変化させながら、それぞれの接地状態において、接地面の接地圧の分布を計測する。次いで、この接地圧の分布から、それぞれの接地状態における接地圧の分散を計算し、この分散の値が最大となる接地状態での接地圧分散の値を用いて評価する。比較例1での接地圧分散の最大値を100としたときの指数で示し、この値が大きい方が優れる。
(2) Ground pressure dispersion First, while a longitudinal load of 2500 N is applied, the non-pneumatic tire is gradually rolled (rotated), that is, the outer connecting portion (the connecting portion 3 or the outer connecting portion 6). While gradually changing the position of the outer end point of the contact point with respect to the center position of the contact surface, the distribution of the contact pressure on the contact surface is measured in each contact state. Next, the distribution of the ground pressure in each ground state is calculated from the distribution of the ground pressure, and evaluation is performed using the value of the ground pressure dispersion in the ground state where the value of the dispersion becomes the maximum. This is indicated by an index when the maximum value of ground pressure dispersion in Comparative Example 1 is 100, and the larger this value, the better.

(3)ノイズ
非空気圧タイヤを装着した車両に、2名乗車で密粒アスコンの路面上を60km/hの速度で走行し、運転席窓より耳元の音圧を測定した。比較例1でのノイズを100としたときの指数で示し、この値が大きい方が優れる。
(3) Noise A vehicle equipped with a non-pneumatic tire was run on a road surface of dense ascon by two passengers at a speed of 60 km / h, and the sound pressure at the ear was measured from the driver's seat window. This is indicated by an index when the noise in Comparative Example 1 is 100, and the larger this value, the better.

比較例1
表1に示す寸法および物性等にて、図7に示すような、内側環状部1、中間環状部4、外側環状部2、内側スポーク(内側連結部5に相当)、外側スポーク(外側連結部6に相当)を備える支持構造体、その外周に設けられた3層の補強層7、並びにトレッドゴム(トレッド8に相当)を備える非空気圧タイヤを作製し、上記性能を評価した。内側連結部5及び外側連結部6は、タイヤ幅方向に連続する板状体とした。突起乗り越し耐久性能、接地圧分散、ノイズの結果を表1に併せて示す。
Comparative Example 1
With the dimensions and physical properties shown in Table 1, as shown in FIG. 7, the inner annular portion 1, the intermediate annular portion 4, the outer annular portion 2, the inner spoke (corresponding to the inner connecting portion 5), the outer spoke (the outer connecting portion). 6), a non-pneumatic tire including a three-layer reinforcing layer 7 provided on the outer periphery thereof, and a tread rubber (corresponding to the tread 8) was produced, and the performance was evaluated. The inner connecting part 5 and the outer connecting part 6 are plate-like bodies that are continuous in the tire width direction. Table 1 shows the results of durability performance over bumps, ground pressure dispersion, and noise.

実施例1
表1に示す寸法および物性等にて、図1に示すような、内側環状部1、外側環状部2、外側スポーク(第1及び第2連結部31,32に相当)を備える支持構造体、その外周に設けられた3層の補強層7、並びにトレッドゴム(トレッド8に相当)を備える非空気圧タイヤを作製し、上記性能を評価した。突起乗り越し耐久性能、接地圧分散、ノイズの結果を表1に併せて示す。
Example 1
A support structure including an inner annular portion 1, an outer annular portion 2, and outer spokes (corresponding to the first and second connecting portions 31 and 32) as shown in FIG. A non-pneumatic tire including three reinforcing layers 7 provided on the outer periphery and a tread rubber (corresponding to the tread 8) was produced, and the above performance was evaluated. Table 1 shows the results of durability performance over bumps, ground pressure dispersion, and noise.

実施例2
実施例1に対し、タイヤ幅方向に配列したコードからなる幅方向補強層を外側環状部2に埋設した。突起乗り越し耐久性能、接地圧分散、ノイズの結果を表1に併せて示す。
Example 2
In contrast to Example 1, a width direction reinforcing layer made of cords arranged in the tire width direction was embedded in the outer annular portion 2. Table 1 shows the results of durability performance over bumps, ground pressure dispersion, and noise.

なお、何れの非空気圧タイヤも、タイヤの外径を535mm、タイヤ幅を140mm、リム径を14インチとした。   In each non-pneumatic tire, the outer diameter of the tire was 535 mm, the tire width was 140 mm, and the rim diameter was 14 inches.

表1の結果から以下のことが分かる。実施例1の非空気圧タイヤは、比較例1と比べて、突起乗り越し耐久性能が向上し、接地圧分散が良好となり、これに伴いノイズも低減した。また、実施例2の非空気圧タイヤは、実施例1に比べて、突起乗り越し耐久性能がさらに向上した。   From the results in Table 1, the following can be understood. Compared with Comparative Example 1, the non-pneumatic tire of Example 1 has improved overriding durability performance and good ground pressure dispersion, and noise has been reduced accordingly. Further, the non-pneumatic tire of Example 2 was further improved in the durability performance over the protrusion as compared with Example 1.

1 内側環状部
2 外側環状部
3 連結部
4 中間環状部
5 内側連結部
6 外側連結部
31 第1連結部
32 第2連結部
61 第1外側連結部
62 第2外側連結部
SS 支持構造体
T 非空気圧タイヤ
CD タイヤ周方向
WD タイヤ幅方向
WD1 タイヤ幅方向一方側
WD2 タイヤ幅方向他方側
t 板厚
w 板幅
DESCRIPTION OF SYMBOLS 1 Inner annular part 2 Outer annular part 3 Connection part 4 Middle annular part 5 Inner connection part 6 Outer connection part 31 1st connection part 32 2nd connection part 61 1st outer connection part 62 2nd outer connection part SS Support structure T Non-pneumatic tire CD Tire circumferential direction WD Tire width direction WD1 Tire width direction one side WD2 Tire width direction other side t Plate thickness w Plate width

Claims (5)

車両からの荷重を支持する支持構造体を備える非空気圧タイヤにおいて、
前記支持構造体は、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た外側環状部と、前記内側環状部と前記外側環状部とを連結し、タイヤ周方向に各々独立して設けられた複数の連結部とを備え、
前記複数の連結部は、前記内側環状部のタイヤ幅方向一方側から前記外側環状部のタイヤ幅方向他方側へ向かって延設される長尺板状の第1連結部と、前記内側環状部の前記タイヤ幅方向他方側から前記外側環状部の前記タイヤ幅方向一方側へ向かって延設される長尺板状の第2連結部とがタイヤ周方向に沿って配列されて構成されており、
前記第1連結部と前記第2連結部は、板厚が板幅よりも小さく、板厚方向がタイヤ周方向を向いていることを特徴とする非空気圧タイヤ。
In a non-pneumatic tire including a support structure that supports a load from a vehicle,
The support structure connects an inner annular portion, an outer annular portion concentrically provided outside the inner annular portion, the inner annular portion and the outer annular portion, and is independent of each other in the tire circumferential direction. A plurality of connecting portions provided,
The plurality of connecting portions include a long plate-like first connecting portion extending from one side in the tire width direction of the inner annular portion toward the other side in the tire width direction of the outer annular portion, and the inner annular portion. And a long plate-like second connecting portion extending from the other side in the tire width direction toward the one side in the tire width direction of the outer annular portion is arranged along the tire circumferential direction. ,
The non-pneumatic tire, wherein the first connecting portion and the second connecting portion have a plate thickness smaller than a plate width and a plate thickness direction faces a tire circumferential direction.
前記第1連結部と前記第2連結部は、タイヤ周方向に沿って交互に配列されていることを特徴とする請求項1に記載の非空気圧タイヤ。   2. The non-pneumatic tire according to claim 1, wherein the first connection portion and the second connection portion are alternately arranged along a tire circumferential direction. 第1連結部及び第2連結部の板厚は、内側環状部から外側環状部へ向かって漸増してい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。   3. The non-pneumatic tire according to claim 1, wherein the plate thickness of the first connecting portion and the second connecting portion is gradually increased from the inner annular portion toward the outer annular portion. タイヤ周方向から見た前記第1連結部と前記第2連結部は、タイヤ赤道面に対して対称な形状であることを特徴とする請求項1〜3の何れか1項に記載の非空気圧タイヤ。   The non-pneumatic pressure according to any one of claims 1 to 3, wherein the first connecting portion and the second connecting portion viewed from the tire circumferential direction are symmetrical with respect to the tire equatorial plane. tire. 車両からの荷重を支持する支持構造体を備える非空気圧タイヤにおいて、
前記支持構造体は、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た中間環状部と、その中間環状部の外側に同心円状に設けられた外側環状部と、前記内側環状部と前記中間環状部とを連結し、タイヤ周方向に各々独立して設けられた複数の内側連結部と、前記外側環状部と前記中間環状部とを連結し、タイヤ周方向に各々独立して設けられた複数の外側連結部とを備え、
前記複数の外側連結部は、前記中間環状部のタイヤ幅方向一方側から前記外側環状部のタイヤ幅方向他方側へ向かって延設される長尺板状の第1外側連結部と、前記中間環状部の前記タイヤ幅方向他方側から前記外側環状部の前記タイヤ幅方向一方側へ向かって延設される長尺板状の第2外側連結部とがタイヤ周方向に沿って配列されて構成されており、
前記第1外側連結部と前記第2外側連結部は、板厚が板幅よりも小さく、板厚方向がタイヤ周方向を向いていることを特徴とする非空気圧タイヤ。
In a non-pneumatic tire including a support structure that supports a load from a vehicle,
The support structure includes an inner annular portion, an intermediate annular portion provided concentrically outside the inner annular portion, an outer annular portion provided concentrically outside the intermediate annular portion, and the inner annular portion. A plurality of inner connecting portions provided independently of each other in the tire circumferential direction, and each of the outer annular portion and the intermediate annular portion, and each independently in the tire circumferential direction. A plurality of outer connecting portions provided,
The plurality of outer connecting portions include a long plate-like first outer connecting portion extending from one side in the tire width direction of the intermediate annular portion toward the other side in the tire width direction of the outer annular portion, and the intermediate A long plate-like second outer connecting portion extending from the other side of the annular portion toward the tire width direction of the outer annular portion is arranged along the tire circumferential direction. Has been
The non-pneumatic tire characterized in that the first outer connecting portion and the second outer connecting portion have a plate thickness smaller than a plate width, and a plate thickness direction faces a tire circumferential direction.
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