JP6153463B2 - Non-pneumatic tire - Google Patents

Description

  The present invention relates to a non-pneumatic tire provided with a support structure that supports a load from a vehicle as a tire structural member, and preferably a non-pneumatic tire that can be used as a substitute for a pneumatic tire. It relates to tires.

  The pneumatic tire has a load supporting function, a shock absorbing ability from the ground contact surface, and a transmission ability (acceleration, stop, change of direction) such as power. For this reason, many vehicles, particularly bicycles, motorcycles, automobiles, It is used in trucks.

  In particular, these capabilities greatly contributed to the development of automobiles and other motor vehicles. Furthermore, the impact absorbing ability of pneumatic tires is useful for medical equipment and electronic equipment transport carts and other applications.

  Conventional non-pneumatic tires include, for example, solid tires, spring tires, cushion tires, and the like, but do not have the superior performance of pneumatic tires. For example, solid tires and cushion tires having a solid rubber structure support the load by compressing the contact portion, but this type of tire is heavy and stiff, and does not have a shock absorbing ability like a pneumatic tire. Therefore, solid tires and cushion tires have not been adopted for passenger cars where ride comfort performance is important.

  In the following Patent Document 1, for the purpose of solving the above problems, a reinforced annular band that supports a load applied to a tire, and a plurality of webs that transmit load force by tension between the annular band and a wheel or a hub. Non-pneumatic tires with spokes are described. However, in such a non-pneumatic tire that supports a load with spokes, there is a possibility that stress concentrates on the end of the spoke and breaks.

  Patent Document 2 describes a non-pneumatic tire having an outer rim assembly, an inner hub connecting member, and a plurality of spring elements disposed between the outer rim assembly and the inner hub connecting member. This non-pneumatic tire is further provided with a plurality of damping elements that work together with the spring elements in order to limit undesired movement of the spring elements, but there is a concern that the spring elements may be damaged by sudden impacts. The

  Patent Documents 3 and 4 describe a non-pneumatic tire having a rim and a plurality of segments arranged outside the rim and connecting the segments and the rim by a plurality of link mechanisms. The link member of the link mechanism is rotatably connected to the rim and the segment via a pin, and the connecting portion may be broken due to an impact caused by an input from the road surface.

Special Table 2005-500932 Publication Special table 2008-539113 gazette JP 2008-279814 A JP 2010-42722 A

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a non-pneumatic tire capable of improving durability by preventing damage at the end of a spoke.

The above object can be achieved by the present invention as described below.
That is, the non-pneumatic tire according to 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. In a non-pneumatic tire having a support structure comprising:
Two rotation support mechanisms for rotatably supporting both ends of the connecting portion around a rotation axis parallel to the tire axis, and a slide mechanism capable of moving at least one of the rotation support mechanisms in the tire circumferential direction; It is characterized by providing.

  A non-pneumatic tire according to the present invention is provided with an inner annular portion, an outer annular portion concentrically provided outside the inner annular portion, and a plurality of connecting portions that connect the inner annular portion and the outer annular portion. It has a structure. According to the present invention, both ends of the connecting portion are rotatably supported by the rotation support mechanism with respect to the inner annular portion and the outer annular portion, and at least one end portion is the inner annular portion or the outer annular portion. Because it is movable in the tire circumferential direction by the slide mechanism with respect to the annular part, when supporting the load with the support structure, the degree of freedom of both ends of the connecting part is high, and both ends of the connecting part It is possible to prevent stress concentration in As a result, damage at the end of the connecting portion (spoke) can be prevented and durability can be improved.

  In the non-pneumatic tire according to the present invention, the rotation support mechanism is a wheel provided at an end portion of the connecting portion, and the slide mechanism is configured so that the outer peripheral surface of the inner annular portion or the It is preferable that the rail is provided along the inner peripheral surface of the outer annular portion. According to this configuration, since the rotation support mechanism and the slide mechanism can be realized with a simple structure, failure can be prevented and durability can be improved.

  In the non-pneumatic tire according to the present invention, it is preferable that both end portions further include auxiliary connecting portions fixed to the inner annular portion and the outer annular portion, respectively. By providing such an auxiliary connecting portion, it is possible to prevent an excessive force from being applied to the rotation support mechanism and the slide mechanism, and thus durability can be improved. Moreover, when performance, such as tire rigidity, is insufficient with only the connecting portion, the connecting portion can be assisted by the auxiliary connecting portion.

  In the non-pneumatic tire according to the present invention, the connecting portions adjacent to each other in the tire circumferential direction are preferably connected by a spring. According to this configuration, when the connecting portion rotates or slides, a force is applied to return the connecting portion to the initial position by the spring according to the movement amount. Thereby, since the connection part of a grounding part stops with the movement amount according to load, it can support a bigger load.

  In the non-pneumatic tire according to the present invention, the connecting portion that is inclined to one side in the tire circumferential direction with respect to the tire radial direction and the connecting portion that is inclined to the other side in the tire circumferential direction are at the center portions of each other. It is preferable that it is connected so that rotation is possible. According to this structure, since a load is supported by a pair of connected connection parts, durability can be improved.

Front view showing an example of the non-pneumatic tire of the present invention Partial enlarged view of the non-pneumatic tire of FIG. II sectional view of the non-pneumatic tire of FIG. Cross-sectional view of a non-pneumatic tire according to another embodiment Partial enlarged view of a non-pneumatic tire according to another embodiment Cross-sectional view of a non-pneumatic tire according to another embodiment Partial enlarged view of a non-pneumatic tire according to another embodiment Partial enlarged view of a non-pneumatic tire according to another embodiment

  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. FIG. 2 is a partially enlarged view showing a part of the non-pneumatic tire of FIG. 1 in an enlarged manner. 3 is a cross-sectional view taken along the line II of the non-pneumatic tire of FIG. Here, O indicates a tire shaft, and H indicates a tire cross-sectional height.

  The non-pneumatic tire T of the present invention has a support structure SS that supports a load from a 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. In the present embodiment, as shown in FIG. 1, an example is shown in which a reinforcing layer 6 that reinforces the support structure SS is provided outside the support structure SS. Moreover, in this embodiment, as shown in FIG. 1, the example in which the tread rubber 7 is provided in the further outer side of the reinforcement layer 6 is shown. As the reinforcing layer 6 and the tread rubber 7, it is possible to provide the same material as the belt layer and tread rubber of a conventional pneumatic tire. Moreover, it is possible to provide the same pattern as a conventional pneumatic tire as a tread pattern.

  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 a plurality of connecting portions 3 for connecting the outer annular portion 2 to each other.

  The inner annular portion 1 is preferably a cylindrical shape having a constant thickness from the viewpoint of improving uniformity. Moreover, it is preferable to provide the inner peripheral surface of the inner annular portion 1 with irregularities or the like for maintaining fitting properties for mounting with an axle or a rim.

  The thickness of the inner annular portion 1 is preferably 1 to 20% of the tire cross-section height H and more preferably 2 to 10% from the viewpoint of reducing weight and improving durability while sufficiently transmitting force to the connecting portion 3. preferable.

  The inner diameter of the inner annular portion 1 is appropriately determined in accordance with the rim on which the non-pneumatic tire T is mounted and the dimensions of the axle. However, when an alternative to a general pneumatic tire is assumed, 250 to 500 mm is preferable, and 330 to 440 mm is more preferable.

  The width of the inner annular portion 1 in the tire axial direction is appropriately determined according to the application, the length of the axle, and the like. However, when an alternative to a general pneumatic tire is assumed, 100 to 300 mm is preferable, and 130 to 250 mm is preferable. More preferred.

  The tensile modulus of the inner annular portion 1 is preferably 5 to 180000 MPa, more preferably 7 to 50000 MPa, from the viewpoint of reducing weight, improving durability, and wearing properties while sufficiently transmitting force to the connecting portion 3. The tensile modulus in the present invention is a value calculated from a tensile stress at 10% elongation by conducting a tensile test according to JIS K7312.

  Although the support structure SS in the present invention is formed of an elastic material, it is preferable that the inner annular portion 1, the outer annular portion 2, and the connecting portion 3 are basically made of the same material except for the reinforcing structure.

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

  Examples of the thermoplastic elastomer include polyester elastomer, polyolefin elastomer, polyamide elastomer, polystyrene elastomer, polyvinyl chloride elastomer, polyurethane elastomer and the like. Rubber materials constituting the crosslinked rubber material include natural rubber, styrene butadiene rubber (SBR), butadiene rubber (BR), isoprene rubber (IIR), nitrile rubber (NBR), hydrogenated nitrile rubber (hydrogenated NBR). And synthetic rubbers such as chloroprene rubber (CR), ethylene propylene rubber (EPDM), fluorine rubber, silicon rubber, acrylic rubber, and urethane rubber. These rubber materials may be used in combination of two or more as required.

  Examples of other resins include thermoplastic resins and thermosetting resins. Examples of the thermoplastic resin include polyethylene resin, polystyrene resin, and polyvinyl chloride resin, and examples of the thermosetting resin include epoxy resin, phenol resin, polyurethane resin, silicon resin, polyimide resin, and melamine resin.

  Of the above elastic materials, a polyurethane resin is preferably used from the viewpoint of moldability / workability and cost. In addition, as an elastic material, you may use a foaming material, and what used said thermoplastic elastomer, crosslinked rubber, and other resin foamed can be used.

  The inner annular portion 1, the outer annular portion 2, and the connecting portion 3 are preferably reinforced with reinforcing fibers.

  Examples of the 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 axial direction and fibers arranged in the tire circumferential direction It is preferable to use a net-like fiber assembly composed of:

  Examples of the types of reinforcing fibers include rayon cords, polyamide cords such as nylon-6,6, polyester cords such as polyethylene terephthalate, aramid cords, glass fiber cords, carbon fibers, and steel cords.

  In the present invention, in addition to reinforcement using reinforcing fibers, it is possible to perform reinforcement with a granular filler or reinforcement with a metal ring or the like. Examples of the particulate filler include ceramics such as carbon black, silica, and alumina, and other inorganic fillers.

  The shape of the outer annular portion 2 is preferably a cylindrical shape with a constant thickness from the viewpoint of improving uniformity. The thickness of the outer annular portion 2 is preferably 1 to 20% of the tire cross-section height H, and preferably 2 to 10% from the viewpoint of reducing weight and improving durability while sufficiently transmitting the force from the connecting portion 3. More preferred.

  The inner diameter of the outer annular portion 2 is appropriately determined according to its use. However, when an alternative to a general pneumatic tire is assumed, 420 to 750 mm is preferable, and 480 to 680 mm is more preferable.

  Although the width | variety of the tire axial direction of the outer side annular part 2 is suitably determined according to a use etc., when substitution of a general pneumatic tire is assumed, 100-300 mm is preferable and 130-250 mm is more preferable.

  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 6 is provided on the outer periphery of the outer annular portion 2 as shown in FIG. In the case where such a reinforcing layer 6 is not provided, 5 to 180000 MPa is preferable, and 7 to 50000 MPa is more preferable from the viewpoint of reducing weight and improving durability while sufficiently transmitting the force from the connecting portion 3.

  When the tensile modulus of the outer annular portion 2 is increased, a fiber reinforced material obtained by reinforcing an elastic material with fibers or the like is preferable. By reinforcing the outer annular portion 2 with the reinforcing fiber, the adhesion between the outer annular portion 2 and the reinforcing layer becomes sufficient.

  The connecting portion 3 connects the inner annular portion 1 and the outer annular portion 2, and a plurality of connecting portions 3 are provided so as to be independent from each other in the tire circumferential direction CD with an appropriate interval therebetween.

  The connecting portion 3 has a rod shape extending along the tire radial direction from the inner annular portion 1 to the outer annular portion 2. FIG. 1 shows a non-pneumatic tire T at an initial position where no load is applied, and at this initial position, the connecting portion 3 of the present embodiment extends while inclining in the tire radial direction. The inclination angle of the connecting portion 3 with respect to the tire radial direction is preferably 30 ° or less, and more preferably 25 ° or less. If the inclination angle is larger than 30 °, the non-pneumatic tire T cannot obtain sufficient rigidity.

  The connecting portion 3 has an inner end portion 31 on the inner annular portion 1 side and an outer end portion 32 on the outer annular portion 2 side. A first wheel 41 is rotatably provided at the inner end 31 of the connecting portion 3. Similarly, the 2nd wheel 42 is rotatably provided in the outer side edge part 32 of the connection part 3. As shown in FIG. The rotation axes of the first wheel 41 and the second wheel 42 are both parallel to the tire axis O. The first wheel 41 is rotatably attached to the inner annular portion 1, and the second wheel 42 is rotatably attached to the outer annular portion 2. Accordingly, the inner end portion 31 and the outer end portion 32 of the connecting portion 3 are supported so as to be rotatable around a rotation axis parallel to the tire axis O with respect to the inner annular portion 1 and the outer annular portion 2.

  A plurality of first rails 51 are provided on the outer peripheral surface 1 a of the inner annular portion 1 at intervals. The first rail 51 is provided so as to extend along the tire circumferential direction CD, and the first wheel 41 can be moved along the tire circumferential direction CD. The first rail 51 has a U-shaped cross section so that the first wheel 41 does not jump out in the tire axial direction. Moreover, it is preferable that both ends in the longitudinal direction of the first rail 51 are closed in order to restrict the movement of the first wheel 41. Thereby, it can prevent that the 1st wheel 41 moves too much along the 1st rail 51, and becomes unable to support a load with the connection part 3. FIG.

  A plurality of second rails 52 are provided on the inner peripheral surface 2 a of the outer annular portion 2 at intervals. The second rail 52 is provided so as to extend along the tire circumferential direction CD, and can move the second wheel 42 along the tire circumferential direction CD. The second rail 52 has a U-shaped cross section so that the second wheel 42 does not jump out in the tire axial direction. Moreover, it is preferable that both ends in the longitudinal direction of the second rail 52 are closed in order to restrict the movement of the second wheel 42. Thereby, it can be prevented that the second wheel 42 moves too much along the second rail 52 and cannot support the load by the connecting portion 3.

  As shown in FIG. 3, a plurality of connecting portions 3 are provided along the tire axial direction. In this embodiment, the three connection parts 3 are arranged at equal intervals in the tire axial direction. In addition, the shape of the connection part 3 is not specifically limited, The shape of all the 3 connection parts 3 may be made the same, and may each differ.

  The number of connecting portions 3 arranged in the tire circumferential direction is preferably 10 to 80 from the viewpoint of reducing the weight, improving power transmission, and improving durability while sufficiently supporting the load from the vehicle. ~ 60 are more preferred.

  The thickness of the connecting portion 3 in the tire circumferential direction CD is 1 to 1 of the tire cross-section height H 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. 30% is preferable, and 1 to 20% is more preferable. In addition, the thickness of the connecting portion 3 in the tire circumferential direction CD is preferably 2 mm or more in order to ensure durability.

  The width of the connecting portion 3 in the tire axial direction is appropriately determined according to the use and the like, but is preferably 100 to 300 mm, and more preferably 130 to 250 mm when an alternative to a general pneumatic tire is assumed.

  The tensile modulus of the connecting portion 3 is preferably 5 to 50 MPa, more preferably 7 to 20 MPa from the viewpoint of reducing weight, improving durability, and improving lateral rigidity while sufficiently transmitting the force from the inner annular portion 1. .

[Other Embodiments]
(1) The rotation support mechanism and the slide mechanism of the present invention are not limited to the configuration of the above-described embodiment. For example, the structure of the wheels 41 and 42 and the rails 51 and 52 as shown in FIG.

  (2) As shown in FIG. 5, the non-pneumatic tire T of the present invention preferably further includes an auxiliary connecting portion 8 having both ends fixed to the inner annular portion 1 and the outer annular portion 2. . By providing such an auxiliary connecting portion 8, it is possible to prevent an excessive force from being applied to the rotation support mechanism and the slide mechanism, and thus durability can be improved. Further, when performance such as tire rigidity is insufficient with only the connecting portion 3, the connecting portion 3 can be assisted by the auxiliary connecting portion 8.

  (3) In the above-described embodiment, an example in which a plurality of rod-like connecting portions 3 are arranged in the tire axial direction has been shown. However, as shown in FIG. 6, the connecting portion 3 has a plate shape that extends continuously in the tire axial direction. But you can. At this time, both end portions 31 and 32 of the connecting portion 3 are provided with rollers 43 and 44 that are long in the tire axial direction, respectively. Rails 53 and 54 for moving the rollers 43 and 44 are also wide in the tire axial direction. In addition, when the connecting part 3 is divided and arranged in the tire axial direction, even when different road surface inputs are input on the left and right sides of the tire, the connecting part 3 can also move differently on the left and right sides of the tire. However, if the connecting portion 3 is divided too much, the strength of each connecting portion is lowered, and the durability performance may be deteriorated.

  (4) Moreover, as for the non-pneumatic tire T of this invention, it is preferable that the connection parts 3 adjacent to tire circumferential direction CD are connected with the spring 9, as shown in FIG. Examples of the spring 9 include a leaf spring and a coil spring. According to this configuration, when the connecting portion 3 is rotated or slid, the spring 9 acts to return the connecting portion 3 to the initial position in accordance with the amount of movement. Thereby, since the connection part 3 of a grounding part stops by the moving amount | distance according to load, it can support a load more.

  (5) In the above-described embodiment, each of the plurality of connecting portions 3 is independent in the tire circumferential direction CD. However, as shown in FIG. It is preferable that the connecting part 3 inclined to the side and the connecting part 3 inclined to the other side in the tire circumferential direction CD are connected to each other so as to be rotatable at the respective center parts. That is, the pair of connecting portions 3 is substantially X-shaped. According to this configuration, since the load is supported by the pair of connected connecting portions 3, durability can be improved.

  Moreover, when arranging the some connection part 3 in a tire axial direction, the connection part 3 which inclines to the one side of a tire axial direction with respect to a tire radial direction, and the connection part 3 which inclines to the other side of a tire axial direction. It can also be connected so that rotation is possible in the mutual center part. At this time, rails extending along the tire axial direction are provided on the outer peripheral surface 1a of the inner annular portion 1 and the inner peripheral surface 2a of the outer annular portion 2, respectively.

  (6) As another embodiment of the present invention, the inner annular portion 1, the intermediate annular portion provided concentrically outside the inner annular portion 1, and the concentric circle provided outside the intermediate annular portion A support structure including an outer annular portion 2, a plurality of inner coupling portions that couple the inner annular portion 1 and the intermediate annular portion, and a plurality of outer coupling portions that couple the intermediate annular portion and the outer annular portion 2 is provided. In the non-pneumatic tire, at least one of the two rotation support mechanisms that rotatably support both ends of the outer connecting portion around a rotation axis parallel to the tire axis, and at least one of the rotation support mechanisms in the tire circumferential direction. It may be provided with a movable slide mechanism. If the connecting portion is too long, the strength decreases, but by providing the intermediate annular portion, the length of the connecting portion on the ground plane side (here, the outer connecting portion) can be shortened, so that the strength can be maintained.

  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.

Durability Performance Using an indoor drum tester equipped with a drum with a diameter of 1.7 mm, setting the test speed to 80 km / h, starting the tire load from 85% of the JIS standard, and increasing the load every specified time. The vehicle was driven at 140%. The distance traveled until the failure occurred was measured and shown as an index when Comparative Example 1 was set to 100. The larger this value, the better the durability performance.

Example 1
2 and FIG. 3, a support structure SS including an inner annular portion 1, an outer annular portion 2 and a plurality of connecting portions 3, a reinforcing layer 6 provided on the outer periphery thereof, and a non-pneumatic pressure including a tread rubber 7. Tires were produced and durability performance was evaluated. The evaluation results are also shown in Table 1.

Example 2
Example 1 is the same as Example 1 except that the first wheel 41 cannot be moved along the tire circumferential direction CD. The evaluation results are also shown in Table 1.

Example 3
Example 2 is the same as Example 1 except that the second wheel 42 cannot be moved along the tire circumferential direction CD. The evaluation results are also shown in Table 1.

Example 4
Example 1 was the same as Example 1 except that an auxiliary connecting part 8 as shown in FIG. 5 was further provided. The evaluation results are also shown in Table 1.

Example 5
Example 1 was the same as Example 1 except that the shape of the connecting portion 3 and the rotation support mechanism and slide mechanism were configured as shown in FIG. The evaluation results are also shown in Table 1.

Example 6
As shown in FIG. 7, except that the connecting portions 3 adjacent to each other in the tire circumferential direction CD are connected to each other by a spring 9, it is the same as Example 1. The evaluation results are also shown in Table 1.

Example 7
As shown in FIG. 8, the connecting portion 3 that is inclined to one side of the tire circumferential direction CD with respect to the tire radial direction and the connecting portion 3 that is inclined to the other side of the tire circumferential direction CD It was the same as Example 1 except having connected so that rotation was possible. The evaluation results are also shown in Table 1.

Comparative Example 1
A non-pneumatic tire including a support structure including an inner annular portion, an outer annular portion, and a plurality of connecting portions, a reinforcing layer provided on the outer periphery thereof, and a tread rubber was produced, and durability performance was evaluated. The connecting portion was formed in a plate shape extending continuously in the tire axial direction, and both ends of the connecting portion 3 were fixed to the inner annular portion and the outer annular portion. The evaluation results are also shown in Table 1.

  From the results in Table 1, the following can be understood. The non-pneumatic tires of Examples 1 to 7 were all improved in durability performance as compared with Comparative Example 1. Moreover, as can be seen from Examples 1 to 3, the end portion of the connecting portion is improved in durability by allowing only one of the wheels to move, but by making both wheels movable, the durability is increased. Improved.

DESCRIPTION OF SYMBOLS 1 Inner ring part 1a Outer ring surface of inner ring part 2 Outer ring part 2a Inner ring surface of outer ring part 3 Connection part 41 1st wheel 42 2nd wheel 51 1st rail 52 2nd rail SS Support structure T Non-pneumatic tire

Claims (5)

Non-pneumatic having a support structure 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 In the tire,
Two rotation support mechanisms for rotatably supporting both ends of the connecting portion around a rotation axis parallel to the tire axis, and a slide mechanism capable of moving at least one of the rotation support mechanisms in the tire circumferential direction; A non-pneumatic tire characterized by comprising.   The rotation support mechanism is a wheel provided at an end of the connecting portion, and the slide mechanism is along the outer peripheral surface of the inner annular portion or the inner peripheral surface of the outer annular portion in order to move the wheel. The non-pneumatic tire according to claim 1, wherein the non-pneumatic tire is a rail provided.   3. The non-pneumatic tire according to claim 1, further comprising an auxiliary connecting portion in which both end portions are respectively fixed to the inner annular portion and the outer annular portion.   The non-pneumatic tire according to any one of claims 1 to 3, wherein the connecting portions adjacent to each other in the tire circumferential direction are connected by a spring. The connecting portion that is inclined to one side in the tire circumferential direction with respect to the tire radial direction and the connecting portion that is inclined to the other side in the tire circumferential direction are connected to each other so as to be rotatable at the respective center portions. The non-pneumatic tire according to any one of claims 1 to 4, characterized in that:

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