JP6445238B2 - Non-pneumatic tire - Google Patents

Non-pneumatic tire Download PDF

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JP6445238B2
JP6445238B2 JP2014026571A JP2014026571A JP6445238B2 JP 6445238 B2 JP6445238 B2 JP 6445238B2 JP 2014026571 A JP2014026571 A JP 2014026571A JP 2014026571 A JP2014026571 A JP 2014026571A JP 6445238 B2 JP6445238 B2 JP 6445238B2
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annular
tire
pneumatic tire
connection
reinforcing layer
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JP2015151009A (en
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貴啓 太田
貴啓 太田
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東洋ゴム工業株式会社
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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 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. In addition, in the non-pneumatic tire, it is possible to improve the cushioning property by lowering the elasticity, but there is a problem that the load supporting ability or the durability that the pneumatic tire has becomes worse.

  Patent Document 1 below describes a solid tire in which an elastic body is fixed to an outer peripheral surface of a cylindrical hub, and a solid tire in which a cylindrical reinforcing member having high rigidity is embedded in the elastic body. . By embedding the reinforcing member, it is possible to suppress the propagation of the impact to the hub and the elastic body, so that durability and riding comfort are improved. However, since the solid tire of Patent Document 1 has a solid elastic body and the tire cannot be flexibly deformed structurally, the impact absorption is insufficient and a great improvement in riding comfort cannot be expected.

  Patent Document 2 listed below includes a reinforced annular band that supports a load applied to a tire, and a plurality of web spokes that transmit load force by tension between the reinforced annular band and a wheel, thereby providing an impact. Non-pneumatic tires with improved absorption and durability are described. However, in such a non-pneumatic tire, web spokes are discontinuously provided in the tire circumferential direction, and stress concentration occurs depending on a ground contact portion when the tire rolls.

  Patent Document 3 listed below describes a non-pneumatic tire in which an outer peripheral ring is reinforced with a metal cord or an organic fiber cord in a non-pneumatic tire in which an outer peripheral ring and an inner peripheral ring are connected by a large number of spokes. The main purpose of this metal cord or organic fiber cord is to reinforce the elastic material of the outer ring in the tensile direction, and it does not structurally support the load on the tire itself, so it has insufficient durability It is.

JP-A-6-143911 Special Table 2005-500932 Publication JP 2008-105644 A

  Accordingly, an object of the present invention is to provide a non-pneumatic tire that has improved durability while maintaining shock absorption.

The above object can be achieved by the present invention as described below.
That is, the non-pneumatic tire of the present invention includes an inner annular portion, an outer annular portion provided concentrically on the outer side of the inner annular portion, and a connecting portion that connects the inner annular portion and the outer annular portion. In the non-pneumatic tire provided,
An annular reinforcing layer having a load sharing ratio of 30 to 60% with respect to the total load applied to the tire is embedded in the outer annular portion.

  In a non-pneumatic tire including an inner annular portion, an outer annular portion, and a connecting portion that connects the inner annular portion and the outer annular portion, the outer annular portion and the connecting portion mainly support a load applied to the tire. In addition, the connecting portion is formed of an elastic material so as to exhibit shock absorption while supporting a load. However, the connecting portion formed of the elastic material has a problem that cracks are likely to occur at the stress concentration portion. . As a result of extensive research, the present inventor embeds an annular reinforcing layer capable of supporting a load in the outer annular portion, thereby reducing the burden on the coupling portion and linking while exhibiting shock absorption. It was found that cracking of the part can be suppressed. This invention is made | formed based on this knowledge, and it embeds the reinforcement layer which shares and supports the load of 30 to 60% among the total loads provided to a tire, and embeds it in a connection part. Therefore, the crack of the connecting portion can be suppressed without impairing the impact absorbability. As a result, durability can be improved while maintaining shock absorption.

  In the non-pneumatic tire according to the present invention, it is preferable that a plurality of the reinforcing layers are embedded with a space therebetween. According to this structure, since the load concerning a reinforcement layer is shared and supported by multiple sheets, durability can be improved.

  In the non-pneumatic tire according to the present invention, the reinforcing layer is preferably made of fiber reinforced plastic. According to this structure, a reinforcement layer comes to have high rigidity with respect to a tire radial direction, and it can support 30 to 60% of loads among the total loads given to a tire reliably.

  In the non-pneumatic tire according to the present invention, the connecting portion is provided continuously in the tire circumferential direction, and the cross-sectional shape of the connecting portion in the tire width direction is the tire from the start end position of the outer peripheral surface of the inner annular portion. A first connecting portion extending in a direction inclined with respect to the radial direction and terminating between the inner annular portion and the outer annular portion, and inclined with respect to a tire radial direction from a starting end position of an inner peripheral surface of the outer annular portion A second connecting portion that extends in a direction that terminates between the inner annular portion and the outer annular portion, and connects the terminal end of the first connecting portion and the terminal end of the second connecting portion, and the first connecting portion; It is preferable to have an intermediate connection part that bends and extends with respect to the second connection part. According to this configuration, the cross-sectional shape of the connecting portion in the tire width direction includes the first connecting portion, the second connecting portion, and the intermediate connecting portion that bends and extends with respect to the first connecting portion and the second connecting portion. And since it is spring-like as a whole, a connection part can be elastically deformed to a tire radial direction, and can improve shock absorption. In addition, since the connecting portion is continuously provided in the tire circumferential direction, there is no variation in impact absorbability depending on the ground contact location during tire rolling.

Front view showing an example of the non-pneumatic tire of the present invention Cross-sectional view in the tire width direction of the non-pneumatic tire of FIG. Cross-sectional view in the tire width direction of a non-pneumatic tire according to another embodiment Cross-sectional view in the tire width direction of a non-pneumatic tire according to another embodiment Cross-sectional view in the tire width direction 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 of the present invention. 2 is a cross-sectional view in the tire width direction showing an example of the non-pneumatic tire of the present invention, and is a cross-sectional view taken along the line II in FIG. Here, O indicates the axis, WD indicates the tire width direction, RD indicates the tire radial direction, and H indicates the tire cross-sectional height.

  The non-pneumatic tire T of the present invention includes a support structure that supports a load from a vehicle. The support structure includes an inner annular portion 1, an outer annular portion 2 provided concentrically outside the inner annular portion 1, and a connecting portion 3 that connects the inner annular portion 1 and the outer annular portion 2.

  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 6 to 30% of the tire cross-section height H and more preferably 8 to 20% 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 according to the rim on which the non-pneumatic tire T is mounted, the dimensions of the axle, and the like, but is preferably 50 to 560 mm, and more preferably 80 to 200 mm, for example.

  Although the width | variety of the tire width direction WD of the inner side annular part 1 is suitably determined according to a use, the length of an axle shaft, etc., for example, 30-100 mm is preferable and 40-80 mm is more preferable.

  The tensile modulus of the inner annular portion 1 is preferably 1 to 180000 MPa, more preferably 1 to 50000 MPa, from the viewpoint of reducing weight, improving durability, and wearing properties while sufficiently transmitting force to the connecting portion 3. In addition, the tensile modulus in this embodiment is a value of a tensile stress when the tensile test is performed according to JIS K7312 and the elongation is 10%.

  The tensile elastic modulus of the elastic material of the inner annular portion 1 is preferably 1 to 100 MPa, and more preferably 5 to 50 MPa, from the viewpoint of improving impact absorption.

  The outer annular portion 2 has a cylindrical shape whose thickness changes in the tire width direction WD. The outer peripheral surface of the outer annular portion 2 is a tread surface. As shown in FIG. 2, the tread surface is provided with a curvature that is convex toward the outer side in the tire radial direction in the tire width direction cross section, and is outward from the center portion in the tire width direction WD toward both side ends. It has an arc shape with a gradually decreasing diameter. The curvature of the tread surface prevents the ground contact area from becoming too small when used in vehicles that are cambered and cornered, and reduces the variation in the ground contact area between straight travel and cornering. . The radius of curvature of the tread surface is preferably 30 to 100 mm, and more preferably 40 to 65 mm. When the radius of curvature is smaller than 30 mm, the ground contact area at the time of camber becomes excessive, and the grip performance increases rapidly, resulting in a situation close to a sudden stop. In addition, when the radius of curvature is larger than 100 mm, the ground contact area at the time of camber becomes too small, and the grip performance is drastically lowered, so that slip occurs. The tread surface can be provided with the same pattern as a conventional pneumatic tire as a tread pattern.

  An annular reinforcing layer 4 is embedded in the outer annular portion 2. The reinforcing layer 4 of the present invention is preferably embedded in a plurality of layers with a space between each other, and the reinforcing layer 4 of the present embodiment includes two first reinforcing layers 41 and second reinforcing layers 42. Laminated and buried.

  The annular reinforcing layer 4 has a load sharing ratio of 30 to 60% with respect to the total load applied to the tire. The load sharing ratio is the ratio of the load supported by the member to the total load in the tire radial direction RD applied to the tire. For example, when the total load applied to the tire is 500 N and the load sharing ratio of the reinforcing layer 4 is 30%, the reinforcing layer 4 supports a load of 150 N.

  The load sharing rate is obtained by dividing the value (A−B) obtained by subtracting the elastic modulus B of the non-pneumatic tire without the reinforcing layer 4 from the elastic modulus A of the non-pneumatic tire including the reinforcing layer 4 by the elastic modulus A. Multiplied by. The elastic modulus here is measured by measuring the amount of deflection (mm) while gradually changing the load (N) applied in the tire radial direction RD from a predetermined value, and dividing the amount of change in load by the amount of deflection. Desired.

  When the load sharing rate of the reinforcing layer 4 is smaller than 30%, the load on the connecting portion 3 is increased and cracks are likely to occur, resulting in a decrease in durability. On the other hand, when the load sharing ratio of the reinforcing layer 4 is larger than 60%, the load on the reinforcing layer 4 is increased and cracks are likely to occur, so that the durability is lowered.

  Although the internal diameter of the outer side annular part 2 is suitably determined according to the use etc., for example, 100-600 mm is preferable and 120-300 mm is more preferable.

  The thickness of the reinforcing layer 4 in the tire radial direction RD is preferably 0.5 to 6% and more preferably 1 to 4% of the tire cross-section height H from the viewpoint of improving impact absorption and durability. When a plurality of reinforcing layers are embedded, the thickness of each layer (the first reinforcing layer 41 and the second reinforcing layer 42 in the present embodiment) in the tire radial direction RD is a viewpoint of improving impact absorption and durability. Therefore, 0.5 to 4% of the tire cross-section height H is preferable, and 0.5 to 3% is more preferable.

  The width W of the outer annular portion 2 in the tire width direction WD is appropriately determined according to the application and the like, but is preferably 30 to 100 mm, and more preferably 40 to 80 mm, for example.

  The width of the reinforcing layer 4 in the tire width direction WD is preferably 30% or more, and more preferably 50% or more of the width W of the outer annular portion 2. When the width of the reinforcing layer 4 is narrower than 30% of the width W of the outer annular portion 2, the durability is lowered.

  The tensile modulus of the outer annular portion 2 is preferably 1 to 180000 MPa and more preferably 1 to 50000 MPa from the viewpoint of reducing weight and improving durability while sufficiently transmitting force to the connecting portion 3.

  The tensile elastic modulus of the elastic material of the outer annular portion 2 is preferably 1 to 100 MPa, and more preferably 5 to 50 MPa, from the viewpoint of improving impact absorption.

  The reinforcing layer 4 is preferably made of fiber reinforced plastic (FRP) or polyurethane resin. Examples of the fiber reinforced plastic include glass fiber reinforced plastic and carbon fiber reinforced plastic. The reinforcing layer 4 made of carbon fiber reinforced plastic can be easily formed by using a sheet-like intermediate member obtained by impregnating a carbon fiber cloth (woven fabric) with a thermosetting resin. The orientation direction of the carbon fibers is preferably the tire width direction and the tire circumferential direction.

  The reinforcing layer 4 preferably has a tensile elastic modulus of 10,000 to 50,000 MPa. If the tensile elastic modulus of the reinforcing layer 4 is less than 10000 MPa, the reinforcing layer 4 cannot sufficiently support the load, so that the burden on the connecting portion 3 increases and the durability deteriorates. On the other hand, if the tensile elastic modulus of the reinforcing layer 4 is greater than 50000 MPa, the reinforcing layer 4 is not easily deformed, so that the amount of deformation of the tire is reduced and the shock absorption is deteriorated.

  The connecting portion 3 connects the inner annular portion 1 and the outer annular portion 2. The connection part 3 of this embodiment is provided continuously in the tire circumferential direction. As shown in FIG. 2, the cross-sectional shape of the connecting portion 3 in the tire width direction WD extends from the start end position of the outer peripheral surface 1 a of the inner annular portion 1 in a direction inclined with respect to the tire radial direction RD. A first connecting portion 31 that terminates between the outer annular portions 2 and an inner annular portion 1 and an outer annular portion that extend from the starting end position of the inner peripheral surface 2a of the outer annular portion 2 in a direction inclined with respect to the tire radial direction RD. The second connecting portion 32 that terminates between the two ends, the end of the first connecting portion 31 and the end of the second connecting portion 32 are connected and bent with respect to the first connecting portion 31 and the second connecting portion 32, respectively. And an intermediate connecting portion 33 extending.

  It is preferable that the 1st connection part 31, the 2nd connection part 32, and the intermediate | middle connection part 33 are each linear. In this embodiment, the 1st connection part 31, the 2nd connection part 32, and the intermediate | middle connection part 33 comprise the substantially Z-shaped connection part 3 as a whole.

  As for the 1st connection part 31, the start end 31a is located in the one side WD1 of the tire width direction WD, and the termination | terminus 31b is located in the other side WD2 of the tire width direction WD. Moreover, the 2nd connection part 32 has the start end 32a located in the other side WD2 of the tire width direction WD, and the termination | terminus 32b is located in the one side WD1 of the tire width direction WD. Thereby, the intermediate | middle connection part 33 is extended between one side WD1 and the other side WD2 of the tire width direction WD.

  An angle B formed by the first connecting portion 31 and the intermediate connecting portion 33 and an angle C formed by the second connecting portion 32 and the intermediate connecting portion 33 are an angle A formed by the inner annular portion 1 and the first connecting portion 31, It is preferable that the angle D is 1.8 to 3.6 times the angle D formed by the outer annular portion 2 and the second connecting portion 32. For example, the angles B and C are 20 to 90 °, and the angles A and D are 10 to 45 °. Here, the angles A to D are angles formed by the center lines of the first connecting portion 31, the second connecting portion 32, and the intermediate connecting portion 33. By setting the angles B and C to be 1.8 to 3.6 times the angles A and D, the lateral displacement / longitudinal displacement is reduced and the durability is improved. When the lateral displacement amount / longitudinal displacement amount is large, the tire tends to bend in the lateral direction (tire width direction WD) during traveling, so that durability is impaired and steering stability is deteriorated. When the angles B and C are smaller than 1.8 times of the angles A and D, the ratio of the first connecting part 31 and the second connecting part 32 to the connecting part 3 increases, and the first connecting part 32 and the second connecting part are increased. Since abnormal bending of the portion is likely to occur, the tire itself is also easily distorted in the lateral direction. On the other hand, if the angles B and C are larger than 3.6 times the angles A and D, the proportion of the intermediate connecting portion 33 occupying the connecting portion 3 increases, and abnormal bending of the intermediate connecting portion 33 is likely to occur. The device itself is easily distorted in the lateral direction.

  The thickness of the connecting portion 3 is 3 to 3 of the tire cross-section height H from the viewpoint of reducing the weight, improving the durability, and improving the lateral rigidity while sufficiently transmitting the force from the inner annular portion 1 and the outer annular portion 2. 20% is preferable, and 6 to 16% is more preferable. Note that the thickness t1 of the first connecting portion 31, the thickness t2 of the second connecting portion 32, and the thickness t3 of the intermediate connecting portion 33 may be different from each other, and need not be constant in the extending direction.

  The inner annular portion 1, the outer annular portion 2, the first connecting portion 31, the second connecting portion 32, and the intermediate connecting portion 33 are rounded at each other in order to prevent stress concentration and improve durability. It is The radius of roundness is, for example, 0.5 to 4 mm.

  The tensile modulus of the connecting portion 3 is preferably 1 to 180000 MPa, more preferably 1 to 50000 MPa from the viewpoint of reducing weight, improving durability, and improving lateral rigidity while sufficiently transmitting the force from the inner annular portion 1. .

  The tensile elastic modulus of the elastic material of the connecting portion 3 is preferably 1 to 100 MPa, and more preferably 5 to 50 MPa, from the viewpoint of improving impact absorption.

  The non-pneumatic tire T is formed of an elastic material. The elastic material in the present invention refers to a material having a tensile modulus calculated from a tensile stress at 10% elongation by a tensile test according to JIS K7312 and 100 MPa or less. The elastic material of the present invention preferably has a tensile elastic modulus of 1 to 100 MPa, more preferably 5 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.

  In addition, as an elastic material, you may use a foaming material, The thing which foamed said thermoplastic elastomer, crosslinked rubber, and other resin can also be used.

  Of the above elastic materials, it is preferable that the elastic material is molded from a polyurethane resin from the viewpoint of moldability / workability and cost.

  The inner annular portion 1, the outer annular portion 2, and the connecting portion 3 formed of an elastic material are preferably reinforced with 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 non-pneumatic tire T in the present invention is molded from an elastic material. From the viewpoint of enabling integral molding when the non-pneumatic tire T is manufactured, the inner annular portion 1, the outer annular portion 2, and the connecting portion 3 are: It is preferable to use basically the same material except for the reinforcing structure.

[Other Embodiments]
(1) In the above-described embodiment, the example in which the connecting portion 3 has the linear intermediate connecting portion 33 is shown, but the intermediate connecting portion 33 may not be linear. Sectional views in the tire width direction of a non-pneumatic tire according to another embodiment are shown in FIGS. 3A and 3B. However, FIGS. 3A and 3B schematically show the inner annular portion 1, the outer annular portion 2, and the connecting portion 3. FIG. 3A shows an example in which the intermediate connecting portion 33 is bent once at the central portion. FIG. 3B shows an example in which the intermediate connecting portion 33 is bent twice. As shown in FIG. 3A, the first connecting portion 31 and the second connecting portion 32 are such that the start ends 31a and 32a are located on one side WD1 in the tire width direction WD and the end points 31b and 32b are on the other side in the tire width direction WD. It may be located at WD2.

  (2) Moreover, the start end 31a of the 1st connection part 31 does not need to be located in the edge part of the tire width direction WD of the outer peripheral surface of the inner side annular part 1, Similarly, the start end 32a of the 2nd connection part 32 is It is not necessary to be located at the end in the tire width direction WD of the inner peripheral surface of the outer annular portion 2. For example, as shown in FIG. 4, the starting end 31 a of the first connecting portion 31 is located at the center of the outer circumferential surface of the inner annular portion 1 in the tire width direction WD, and the starting end 32 a of the second connecting portion 32 is the outer annular portion. You may be located in the center part of the tire width direction WD of 2 inner peripheral surfaces.

  (3) In the above-described embodiment, the outer circumferential surface of the outer annular portion 2 is a tread surface, but a tread layer may be separately provided on the outer circumferential side of the outer annular portion 2.

  (4) The reinforcing layer 4 may be embedded by overlapping three or more reinforcing layers.

  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 A running distance until a failure occurred was measured by placing a 70 kg weight on a test tire and running on the drum. Tables 1 and 2 show the measurement results of the travel distance. The longer the mileage, the better the durability.

Impact Absorbability The impact acceleration in the vertical direction applied to the center of the wheel when the test tire was run on a Braille block at a speed of 4 km / h was measured. Measure five times for each sample and use the average as the result. Tables 1 and 2 show the measurement results of impact acceleration. It shows that it is excellent in impact absorbability, so that impact acceleration is small.

  The configurations of Examples and Comparative Examples were as shown in Tables 1 and 2. In Tables 1 and 2, the reinforcing layer thickness indicates the thickness of each layer when a plurality of reinforcing layers are embedded. The failure mode indicates the state of the failure that occurred when the durability was evaluated.

  In Example 1, the connection part 3 and the reinforcement layer 4 as shown in FIG. 2 were provided. In Example 2, the reinforcing layer 4 was composed of three reinforcing layers. In Examples 3 to 5, only one reinforcing layer 4 was used.

  In Comparative Example 1, the reinforcing layer 4 was not provided. In Comparative Examples 2 and 3, the reinforcing layer was provided, but the load sharing ratio was made smaller than 30%. In Comparative Example 4, the reinforcing layer was provided, but the load sharing ratio was made larger than 60%.

  As shown in Tables 1 and 2, the durability of Examples 1 to 5 was greatly improved as compared with Comparative Example 1. In Comparative Examples 2 and 3, since the load sharing ratio of the reinforcing layer was small, the burden on the connecting portion was increased, and a crack occurred in the connecting portion. On the other hand, in Comparative Example 4, since the load sharing ratio of the reinforcing layer was large, the load on the reinforcing layer was increased, and the reinforcing layer was cracked.

DESCRIPTION OF SYMBOLS 1 Inner annular part 1a Outer peripheral surface of inner annular part 2 Outer annular part 2a Inner peripheral surface of outer annular part 3 Connection part 4 Reinforcement layer 31 First connection part 31a First connection part 31b First connection part end 32 First connection part 32 2 connection part 32a start end of 2nd connection part 32b end of 2nd connection part 33 middle connection part 41 1st reinforcement layer 42 2nd reinforcement layer T non-pneumatic tire WD tire width direction

Claims (4)

  1. In a non-pneumatic tire comprising an inner annular portion, an outer annular portion provided concentrically on the outer side of the inner annular portion, and a connecting portion that connects the inner annular portion and the outer annular portion,
    A non-pneumatic tire characterized in that an annular reinforcing layer that supports a load of 150 to 300 N when a load of 500 N is applied to the tire is embedded in the outer annular portion.
  2.   2. The non-pneumatic tire according to claim 1, wherein a plurality of the reinforcing layers are embedded to be spaced apart from each other.
  3.   The non-pneumatic tire according to claim 1, wherein the reinforcing layer is made of fiber reinforced plastic.
  4. The connecting portion is provided continuously in the tire circumferential direction,
    The cross-sectional shape of the connecting portion in the tire width direction extends from the starting end position of the outer peripheral surface of the inner annular portion in a direction inclined with respect to the tire radial direction, and terminates between the inner annular portion and the outer annular portion. A first connecting portion, a second connecting portion extending from a starting end position of an inner peripheral surface of the outer annular portion in a direction inclined with respect to a tire radial direction, and terminating between the inner annular portion and the outer annular portion; The terminal of the 1st connection part and the terminal of the 2nd connection part are connected, and it has an intermediate connection part which bends and extends with respect to the 1st connection part and the 2nd connection part, respectively. The non-pneumatic tire of any one of 1-3.
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Publication number Priority date Publication date Assignee Title
US20170080756A1 (en) * 2015-09-17 2017-03-23 The Goodyear Tire & Rubber Company Non-pneumatic tire
US10040314B2 (en) * 2015-12-07 2018-08-07 The Goodyear Tire & Rubber Company Non-pneumatic tire
KR101839537B1 (en) 2016-07-29 2018-03-16 금호타이어 주식회사 Non pneumatic tire
WO2018125197A1 (en) * 2016-12-30 2018-07-05 Compagnie Generale Des Etablissements Michelin Resilient composite structural support
WO2019125459A1 (en) * 2017-12-21 2019-06-27 Compagnie Generale Des Etablissements Michelin Curved reinforced resilient support for a non-pneumatic tire
EP3727884A1 (en) * 2017-12-21 2020-10-28 Compagnie Generale Des Etablissements Michelin Reinforced resilient support for a non-pneumatic tire

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JPH01314603A (en) * 1988-06-13 1989-12-19 Yokohama Rubber Co Ltd:The Non-pneumatic type tire
JP4530231B2 (en) * 2007-07-31 2010-08-25 東洋ゴム工業株式会社 Non-pneumatic tire
KR101559315B1 (en) * 2010-12-29 2015-10-12 미쉐린 러쉐르슈 에 떼크니크 에스.에이. Structurally supported non-pneumatic wheel with reinforcements and method of manufacture
JP5808048B2 (en) * 2011-09-28 2015-11-10 東洋ゴム工業株式会社 non-pneumatic tire

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