JP6182452B2 - 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. Patent Document 2 listed below includes a hub, a compliant band disposed outside the hub, and a plurality of tension transmitting elements extending between and coupled to the hub and the compliant band. A non-pneumatic tire is described in which the tension transmitting element transmits tension between the hub and the ring and does not substantially transmit the compressive force.

  As in Patent Documents 1 and 2, the non-pneumatic tire that supports the load by the tension of the spokes (the web spoke in Patent Document 1 and the tension transmission element in Patent Document 2) is the outer ring (the annular band in Patent Document 1 and the Patent Document 1). 2), the ride quality tends to deteriorate.

  Patent Document 3 describes a non-pneumatic tire that includes an inner ring, an outer ring, and a flexible interconnected web extending between the inner ring and the outer ring. Also in this non-pneumatic tire, it is necessary to increase the rigidity of the outer ring as in Patent Documents 1 and 2, and the riding comfort tends to deteriorate.

  On the other hand, Patent Document 4 includes a spoke structure in which spokes that radially connect between an annular outer peripheral member and an inner peripheral member are arranged intermittently at intervals in the circumferential direction, and adjacent to the tire circumferential direction. A non-pneumatic tire is described in which air is contained in at least a part of a plurality of spaces formed between spokes. Since this non-pneumatic tire is configured to support the load by compressing the spokes of the ground contact portion, the force concentrates on a part of the tire, so that it easily breaks down and the durability performance deteriorates.

  Therefore, in the configuration in which the load is supported by the tension of the spoke, the riding comfort tends to deteriorate, whereas in the configuration in which the load is supported by the compression of the spoke, the durability tends to deteriorate, and both the riding comfort and the durability are compatible. It was difficult.

Special Table 2005-500932 Publication Special table 2007-534531 gazette JP 2010-522666 A JP 2009-196603 A

  Accordingly, an object of the present invention is to provide a non-pneumatic tire that can achieve both riding comfort and durability performance.

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 outside the inner annular portion, and a plurality of first annular portions that connect the inner annular portion and the outer annular portion. In a non-pneumatic tire having a support structure including a connecting portion,
A second connecting portion that connects the first connecting portion of the outer annular portion and the second connecting portion shifted by 90 ° or more in the tire circumferential direction from the first connecting portion is provided.

  The non-pneumatic tire according to the present invention includes an inner annular portion, an outer annular portion concentrically provided outside the inner annular portion, and a plurality of first coupling portions that couple the inner annular portion and the outer annular portion. It has a support structure with which it comprises. Furthermore, the non-pneumatic tire of the present invention includes a second coupling portion that couples the first coupling portion of the outer annular portion and the second coupling portion that is shifted from the first coupling portion by 90 ° or more in the tire circumferential direction. According to this configuration, for example, when the first coupling portion of the outer annular portion is grounded, the second coupling portion is pushed outward in the tire radial direction by the second coupling portion, and the outer annular portion tends to expand outward. Power is generated. As a result, tension is generated in the first connecting part located in the vicinity of the second connecting part, and the force concentrated on the first connecting part of the grounding part can be alleviated, so that failure can be prevented and durability performance can be improved. Moreover, although it is the structure which supports a load using the tension | tensile_strength of a 1st connection part, since a tension | tensile_strength is applied to a 1st connection part by a 2nd connection part, it is not necessary to raise the rigidity of an outer side annular part, and riding comfort is improved. It can be improved.

  In the non-pneumatic tire according to the present invention, it is preferable that the first connecting part and the second connecting part are shifted in the tire circumferential direction or the tire width direction at the intersections so as not to interfere with each other.

  According to this configuration, since the first connecting portion and the second connecting portion do not interfere with each other, damage due to contact can be prevented and durability can be improved.

  In the non-pneumatic tire according to the present invention, it is preferable that a reinforcing member connected to the second connecting portion and extending in the tire width direction is embedded in the outer annular portion.

  By embedding a reinforcing member extending in the tire width direction in the outer annular portion, the force from the second connecting portion to the first coupling portion and the second coupling portion is transmitted over the entire tire width direction of the outer annular portion. Can improve ride comfort and durability.

  In the non-pneumatic tire according to the present invention, it is preferable that the first connecting portion is made of an elastic material and the second connecting portion is made of a metal.

  By forming the second connecting portion with a metal, a force that causes the outer annular portion to expand outward is effectively generated by the second connecting portion. Moreover, it leads to the improvement of riding comfort by forming a 1st connection part with an elastic material.

Front view showing an example of the non-pneumatic tire of the present invention Side view of the non-pneumatic tire of FIG. 1 is a perspective view of the non-pneumatic tire of FIG. The perspective view of the non-pneumatic tire concerning other embodiments The perspective view of the non-pneumatic tire concerning other embodiments Front view of non-pneumatic tire according to another embodiment Side 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 side view of the non-pneumatic tire of FIG. 1 as viewed from the left side. FIG. 3 is a perspective view of the non-pneumatic tire of FIG. 1, and shows only a part of the enlarged view. 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. In FIG. 2, the reinforcing layer 6 and the tread rubber 7 are omitted for convenience of explanation.

  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 first connecting portions 3 that connect the outer annular portion 2 to each other. The non-pneumatic tire T further includes a second connecting portion 4 that connects the first connecting portion 21 of the outer annular portion 2 and the second connecting portion 22 that is shifted from the first connecting portion 21 by 90 ° or more in the tire circumferential direction.

  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 from the viewpoint of reducing weight and improving durability while sufficiently transmitting force to the first connecting portion 3, and 2 to 10%. Is more 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 width direction WD is appropriately determined according to the use, the length of the axle, and the like, but is preferably 100 to 300 mm, and preferably 130 to 250 mm when an alternative to a general pneumatic tire is assumed. Is more preferable.

  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 first 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.

  The support structure SS in the present invention is formed of an elastic material. From the viewpoint of enabling integral molding when the support structure SS is manufactured, the inner annular portion 1, the outer annular portion 2, and the first connection. The part 3 is preferably made of basically 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.

  In the support structure SS integrally formed of an elastic material, the inner annular portion 1, the outer annular portion 2, and the first connecting portion 3 are preferably reinforced by reinforcing fibers.

  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:

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

  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.

  The width of the outer annular portion 2 in the tire width direction WD is appropriately determined depending on the application and the like, but is preferably 100 to 300 mm, more preferably 130 to 250 mm, assuming an alternative to a general pneumatic tire.

  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 180,000 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 first connecting portion 3. preferable.

  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 6 becomes sufficient.

  The 1st connection part 3 connects the inner side annular part 1 and the outer side annular part 2, and it is provided with two or more so that each may become independent in tire circumferential direction CD, putting an appropriate space | interval between both.

  The first connecting portion 3 of the present embodiment has a plate shape extending in the tire radial direction from the inner annular portion 1 to the outer annular portion 2. Moreover, the 1st connection part 3 is continuously formed from the one tire end of the tire width direction WD to the other tire end, as shown in FIG.

  The number of first connecting portions 3 of the entire tire is preferably 10 to 80 from the viewpoint of reducing weight, improving power transmission, and improving durability while sufficiently supporting a load from the vehicle. More preferably.

  The tire circumferential direction CD of the first connecting portion 3 has a tire cross-section height H from the viewpoint of reducing weight and improving durability while sufficiently transmitting force from the inner annular portion 1 and the outer annular portion 2. 1-30% is preferable and 1-20% is more preferable. Further, the thickness of the first connecting portion 3 in the tire circumferential direction CD is preferably 2 mm or more in order to ensure durability.

  The width of the first connecting portion 3 in the tire width direction WD is appropriately determined according to 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.

  The tensile modulus of the first connecting portion 3 is preferably 5 to 50 MPa, and 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. More preferred.

  The second connecting portion 4 connects the first connecting portion 21 and the second connecting portion 22 of the outer annular portion 2. The second coupling portion 22 is a position shifted from the first coupling portion 21 by 90 ° or more in the tire circumferential direction CD around the tire axis O.

  By providing the second connecting portion 4, for example, when the first connecting portion 21 of the outer annular portion 2 is grounded as shown in FIG. 1, the second connecting portion 4 causes the second connecting portion 22 to move outward in the tire radial direction. A force is generated to push the outer annular portion 2 to expand outward. As a result, tension is generated in the first connecting part 3 located in the vicinity of the second coupling part 22 and the force concentrated on the first connecting part 3 of the grounding part can be alleviated, so that failure can be prevented and durability performance can be improved. Moreover, although it is the structure which supports a load using the tension | tensile_strength of the 1st connection part 3, since the tension | tensile_strength is applied to the 1st connection part 3 by the 2nd connection part 4, it is not necessary to raise the rigidity of the outer side annular part 2. , Can improve the ride comfort.

  The phase difference θ between the first coupling portion 21 and the second coupling portion 22 is 90 to 180 °. Furthermore, the phase difference θ between the first coupling portion 21 and the second coupling portion 22 is preferably 120 to 180 °, and more preferably 150 to 180 °.

  The 2nd connection part 4 is provided in the outer side rather than the edge part of the tire width direction WD of the outer side annular part 2, as shown in FIG.2 and FIG.3. Moreover, in this embodiment, the 2nd connection part 4 is provided in the outer side rather than the both ends of the tire width direction WD of the outer side annular part 2, respectively.

  The second connecting portion 4 includes a rod-like connecting main body portion 40, and a first protruding portion 41 and a second protruding portion 42 that protrude perpendicularly with respect to the connecting main body portion 40 from both ends of the connecting main body portion 40. Yes. The tips of the first protrusion 41 and the second protrusion 42 of the second connecting part 4 are fixed to the side surfaces of the outer annular part 2, respectively. The first projecting portion 41 is coupled to the first coupling portion 21 of the outer annular portion 2, and the second projecting portion 42 is coupled to the second coupling portion 22 of the outer annular portion 2.

  As shown in FIGS. 2 and 3, the plurality of second connecting portions 4 are configured such that the lengths of the first protruding portions 41 and the second protruding portions 42 are different from each other so that the connecting main body portions 40 do not interfere with each other. Is shifted in the tire width direction WD.

  Four second connecting portions 4 are provided at equal intervals along the tire circumferential direction CD on both sides of the outer annular portion 2 in the tire width direction WD. In the present embodiment, four second connecting portions 4 are provided, but the number of second connecting portions 4 is not particularly limited. However, in order to obtain the above-described effects by the second connecting portion 4, it is preferable to provide at least four second connecting portions 4.

  The material of the 2nd connection part 4 will not be specifically limited if force can be reliably transmitted to the outer side annular part 2. FIG. Examples of the material of the second connecting part 4 include metals such as stainless steel, carbon steel, aluminum alloy, brass, or fiber reinforced plastic, but the second connecting part 4 is preferably formed of metal, From the viewpoint of improving durability, it is particularly preferable to form with stainless steel.

  A reinforcing member 5 extending in the tire width direction WD is embedded in the outer annular portion 2. Both ends of the reinforcing member 5 are connected to the first projecting portion 41 or the second projecting portion 42 of the second connecting portion 4. By providing such a reinforcing member 5, the force from the second coupling portion 4 to the first coupling portion 21 and the second coupling portion 22 can be transmitted over the entire tire width direction of the outer annular portion 2. Therefore, ride comfort and durability can be effectively improved.

  The material of the reinforcing member 5 is not particularly limited as long as the force can be reliably transmitted to the outer annular portion 2. Examples of the material of the reinforcing member 5 include metals such as stainless steel, carbon steel, aluminum alloy, brass, or fiber reinforced plastic. However, the reinforcing member 5 is preferably formed of metal, which improves durability. From the viewpoint of the above, it is particularly preferable to be formed of stainless steel. The material of the reinforcing member 5 is preferably the same as the material of the second connecting portion 4. Furthermore, it is preferable to integrally form the reinforcing member 5 and the second connecting portion 4.

[Other Embodiments]
(1) In the above-described embodiment, both ends of the second connecting portion 4 are fixed to the side surfaces of the outer annular portion 2, but both ends of the second connecting portion 4 are, as shown in FIG. 2 may be respectively fixed to the inner peripheral surface. At this time, the 2nd connection part 4 is comprised only by the rod-shaped connection main-body part 40. FIG. Further, the width of the first connecting portion 3 in the tire width direction WD is narrower than the width of the outer annular portion 2 in the tire width direction WD so that the second connecting portion 4 does not contact the first connecting portion 3. .

  (2) In the above-described embodiment, the first connecting portion 3 has a plate shape, but the first connecting portion 3 may have a rod shape, a column shape, a thread shape, or the like. In the example shown in FIG. 5, the 1st connection part 3 is made into the square pillar shape. By making the 1st connection part 3 into a discontinuous shape in the tire width direction WD, the freedom degree of arrangement | positioning of the 2nd connection part 4 increases. For example, the first coupling portion 21 and the second coupling portion 22 can be provided on the inner peripheral surface of the outer annular portion 2 and in the central portion in the tire width direction WD.

  (3) In the above-described embodiment, the phase difference θ between the first coupling unit 21 and the second coupling unit 22 is 90 °. However, in the example illustrated in FIG. 6, the phase difference θ is 180 °. In this example, six second connecting portions 4 are arranged along the tire circumferential direction CD. The six second connecting portions 4 are shifted in the tire width direction WD at the intersecting portions (in this example, the position of the tire axis O) so as not to interfere with each other.

  (4) In the above-described embodiment, when the non-pneumatic tire T is viewed from the side, the second connecting portion 4 is provided in parallel to the tire radial direction. 7 may be provided so as to be inclined with respect to the tire radial direction. The inclination angle α of the second connecting portion 4 with respect to the tire radial direction is preferably 45 ° or less, and more preferably 30 ° or less. When the inclination angle α is greater than 45 °, the second connecting portion 4 is less likely to generate a force that causes the outer annular portion 2 to expand outward.

  (5) In addition, the 1st connection part 3 and the 2nd connection part 4 which concern on these other embodiment can also be used in combination. For example, it is good also as a form which combined the square connection 1st connection part 3 like FIG. 5, and the 2nd connection part 4 fixed to the internal peripheral surface of the outer side annular part 2 like FIG.

  (6) As another embodiment of the present invention, an inner annular portion, an intermediate annular portion provided concentrically outside the inner annular portion, and an outer annular provided concentrically outside the intermediate annular portion In a non-pneumatic tire having a support structure including a plurality of inner connecting portions for connecting the inner annular portion and the intermediate annular portion, and a plurality of outer connecting portions for connecting the intermediate annular portion and the outer annular portion, A third connecting portion that connects the first connecting portion of the outer annular portion and the second connecting portion of the intermediate annular portion that is shifted by 90 ° or more in the tire circumferential direction around the tire axis from the first connecting portion may be provided. . According to this configuration, for example, when the first coupling portion of the outer annular portion is grounded, the second coupling portion is pushed outward in the tire radial direction by the third coupling portion, and the intermediate annular portion tends to expand outward. Power is generated. As a result, tension is generated in the inner coupling portion located near the second coupling portion, and the force concentrated on the outer coupling portion of the grounding portion can be alleviated, so that failure can be prevented and durability performance can be improved. Moreover, although it is the structure which supports a load using the tension | tensile_strength of an inner side connection part, since a tension | tensile_strength is applied to an inner side connection part by a 3rd connection part, it is not necessary to raise the rigidity of an outer side annular part, and can improve riding comfort. .

  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) Durability Performance Use an indoor drum testing machine equipped with a drum with a diameter of 1.7 mm, set the test speed to 80 km / h, start the tire load from 85% of the JIS standard, and increase the load every specified time. I finally made it run at 140%. The distance traveled until failure occurs is measured and shown as an index when the comparative example is 100. The larger this value, the better the durability performance.

(2) Ride Comfort Performance An average value of the amount of deflection when a longitudinal load of 2000 N is applied and the tire is rotated once is used as an index of ride comfort, and an index when Comparative Example 1 is set to 100 is shown. The larger this value, the better. The amount of deflection was measured based on the displacement of the tire axle.

Examples 1-5
A non-pneumatic tire including a support structure including an inner annular portion, an outer annular portion, and a first connecting portion as shown in FIG. 1, a reinforcing layer provided on the outer periphery thereof, and a tread rubber is manufactured. Comfort performance was evaluated. The 2nd connection part and reinforcement member of each Example were provided as shown in Table 1. The evaluation results are also shown in Table 1.

Comparative Example A non-pneumatic tire including a support structure including an inner annular portion, an outer annular portion, and a first connecting portion as shown in FIG. 1, a reinforcing layer provided on the outer periphery thereof, and a tread rubber is manufactured. And ride comfort performance was evaluated. In the comparative example, the second connecting portion and the reinforcing member were not provided. 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 5 were able to improve the durability performance and the riding comfort performance as compared with the comparative example.

DESCRIPTION OF SYMBOLS 1 Inner ring part 2 Outer ring part 3 1st connection part 4 2nd connection part 5 Reinforcement member 21 1st connection part 22 2nd connection part SS Support structure T Non-pneumatic tire

Claims (4)

A support structure including an inner annular portion, an outer annular portion provided concentrically on the outer side of the inner annular portion, and a plurality of first coupling portions that couple the inner annular portion and the outer annular portion. In non-pneumatic tires,
A non-pneumatic tire comprising a second connecting portion that connects a first connecting portion of the outer annular portion and a second connecting portion that is shifted by 90 ° or more in the tire circumferential direction from the first connecting portion.   2. The non-pneumatic tire according to claim 1, wherein the first connecting portion and the second connecting portion are shifted in a tire circumferential direction or a tire width direction at a crossing portion so as not to interfere with each other.   The non-pneumatic tire according to claim 1 or 2, wherein a reinforcing member connected to the second connecting portion and extending in the tire width direction is embedded in the outer annular portion.   The non-pneumatic tire according to any one of claims 1 to 3, wherein the first connecting portion is made of an elastic material, and the second connecting portion is made of metal.

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