JP7450361B2 - non pneumatic tires - Google Patents

Description

This application relates to non-pneumatic tires.

Conventionally, for example, an inner annular portion and an outer annular portion are arranged concentrically, and a plurality of connecting portions that connect the inner annular portion and the outer annular portion are provided (for example, Patent Documents 1 and 2). The plurality of connecting portions are configured to be symmetrical with respect to the tire equatorial plane. Incidentally, like pneumatic tires, there is a demand for non-pneumatic tires that have excellent handling stability during turns.

Japanese Patent Application Publication No. 2015-39986 Japanese Patent Application Publication No. 2016-130071

Therefore, an object is to provide a non-pneumatic tire that can improve steering stability performance during turning.

The non-pneumatic tire includes an inner annular portion and an outer annular portion arranged concentrically, and a plurality of connecting portions connecting the inner annular portion and the outer annular portion, and the plurality of connecting portions are connected to the vehicle. The vehicle includes an inside part of the vehicle that is disposed inward from the tire equatorial plane when mounted on the vehicle, and a vehicle outside part that is disposed outside of the tire equatorial plane when the vehicle is mounted, and the total volume of the vehicle outside part is equal to or smaller than the vehicle inner part. larger than the total volume.

Further, in a non-pneumatic tire, the connecting portion includes a main body portion whose width as viewed in the tire width direction is constant or gradually increases at a constant ratio, and a tire circumference between the inner annular portion or the outer annular portion and the main body portion. and a reinforcing part connecting the direction side, and the total volume of the reinforcing part of the vehicle outer part may be larger than the total volume of the reinforcing part of the vehicle inner part.

Further, in the non-pneumatic tire, the connecting portion includes an inner connecting portion that connects with the inner annular portion and an outer connecting portion that connects with the outer annular portion, and the total area of the outer connecting portion is The structure may be larger than the total area of the joint portion.

FIG. 1 is an overall side view of a non-pneumatic tire according to one embodiment. FIG. 2 is a view of the main parts of the non-pneumatic tire according to the same embodiment, and is a circumferential view of the tire. FIG. 3 is a perspective view of the main parts of the non-pneumatic tire according to the same embodiment, and shows only two connecting parts. FIG. 4 is an enlarged view of the IV region in FIG. FIG. 5 is a cross-sectional developed view of the VV curve in FIG. FIG. 6 is a cross-sectional development view of the VI-VI curve in FIG. 4. FIG. 7 is a cross-sectional view taken along the line VII-VII in FIG. 4, and is a developed view showing the joining portion of the connecting portion to the inner annular portion. FIG. 8 is a cross-sectional view taken along the line VIII--VIII in FIG. 4, and is a developed view showing the joining portion of the connecting portion to the outer annular portion. FIG. 9 is a side view of a main part of a non-pneumatic tire according to another embodiment. FIG. 10 is a perspective view of essential parts of the non-pneumatic tire according to the same embodiment, and shows only two connecting parts. FIG. 11 is a side view of a main part of a non-pneumatic tire according to still another embodiment. FIG. 12 is a perspective view of essential parts of the non-pneumatic tire according to the same embodiment, in which only one connecting portion is illustrated. FIG. 13 is a perspective view of a main part of a non-pneumatic tire according to another embodiment, in which only one connecting portion is illustrated. FIG. 14 is a side view of essential parts of a non-pneumatic tire according to yet another embodiment, in which only one connecting portion is illustrated.

Hereinafter, one embodiment of a non-pneumatic tire will be described with reference to FIGS. 1 to 8. In addition, in each figure (the same applies to Figures 9 to 14), the dimensional ratio in the drawing and the actual dimensional ratio do not necessarily match, and the dimensional ratio between each drawing does not necessarily match. do not have.

As shown in FIG. 1, a non-pneumatic tire (hereinafter also simply referred to as "tire") 1 according to the present embodiment includes a support structure 1a that supports a load from a vehicle. The support structure 1a includes an inner annular portion 2 and an outer annular portion 3 that are arranged concentrically, and a plurality of connecting portions 4 and 5 that connect the inner annular portion 2 and the outer annular portion 3. Note that the outer annular portion 3 is arranged outside the inner annular portion 2 and houses the inner annular portion 2 therein, and the connecting portions 4 and 5 are arranged between the inner annular portion 2 and the outer annular portion 3. It is located.

In each figure, the first direction D1 is the tire width direction D1 which is parallel to the axis 1b which is the rotation center of the tire 1, and the second direction D2 is the tire radial direction D2 which is the diametrical direction of the tire 1. The third direction D3 is the tire circumferential direction D3, which is the direction around the axis 1b. Further, the tire equatorial plane S1 is a plane perpendicular to the axis 1b and located at the center of the tire width direction D1 of the tire 1, and the tire meridian plane is a plane including the axis 1b and located at the tire equator. This is a surface perpendicular to the surface S1.

Note that in the tire width direction D1, the inner side is the side closer to the tire equatorial plane S1, and the outer side is the side farther from the tire equatorial plane S1. Further, in the tire radial direction D2, the inner side is the side closer to the axis 1b, and the outer side is the side farther from the axis 1b.

The tire 1 also includes a reinforcing layer 1c disposed outside the supporting structure 1a to reinforce the supporting structure 1a, and a tread portion 1d disposed outside the reinforcing layer 1c and in contact with the ground. There is. Further, although not shown, the tire 1 may include a member for fitting with an axle or a rim inside the support structure 1a. For example, it is preferable that the inner annular portion 2 has irregularities on its inner circumferential surface to maintain fitability for attachment to an axle or a rim.

Note that the material of the support structure 1a is not particularly limited, but for example, the support structure 1a is made of an elastic material. For example, as the base material of the support structure 1a, thermoplastic elastomers such as polyester elastomers, crosslinked rubbers such as natural rubber, or other resins (for example, thermoplastic resins such as polyethylene resins, thermosetting resins such as polyurethane resins), etc. resin) may be used. Further, for example, a reinforcing material such as fiber or metal cord may be embedded inside the base material.

The reinforcing layer 1c may be, for example, steel cords, cords made of fiber reinforced plastic such as CFRP or GFRP arranged approximately parallel to the tire width direction D1, a cylindrical metal ring, a high modulus resin ring, etc. It consists of Further, the tread portion 1d is made of, for example, rubber, resin, etc., like a conventional pneumatic tire, and may have a pattern (groove) on the outer peripheral surface, like a conventional pneumatic tire.

From the viewpoint of improving uniformity, the inner annular portion 2 preferably has a cylindrical shape with a constant thickness (including not only the same thickness but also substantially the same thickness with errors such as manufacturing errors). The thickness of the inner annular portion 2 (dimension in the tire radial direction D2) is not particularly limited, but for example, from the viewpoint of reducing weight and improving durability while sufficiently transmitting force to the connecting portions 4 and 5, Set as appropriate.

The inner diameter of the inner annular portion 2 is not particularly limited, but is appropriately set, for example, in accordance with the dimensions of the rim or axle on which the tire 1 is mounted. Further, the width of the inner annular portion 2 (dimension in the tire width direction D1) is not particularly limited, but may be appropriately set depending on the application, the length of the axle, etc., for example.

From the viewpoint of improving uniformity, the outer annular portion 3 preferably has a cylindrical shape with a constant (including the same and substantially the same) thickness, for example. The thickness of the outer annular portion 3 (dimension in the tire radial direction D2) is not particularly limited, but for example, from the viewpoint of reducing weight and improving durability while sufficiently transmitting the force from the connecting portions 4 and 5. , is set appropriately.

The inner diameter of the outer annular portion 3 is not particularly limited, but may be appropriately set depending on the intended use, for example. Further, the width of the outer annular portion 3 (dimension in the tire width direction D1) is not particularly limited, but may be appropriately set depending on the application and the like, for example. Note that the width of the outer annular portion 3 is preferably the same as the width of the inner annular portion 2.

As shown in FIGS. 2 and 3, the connecting portions 4 and 5 are formed in a plate shape. The connecting portions 4 and 5 are arranged so as to face the tire circumferential direction D3. Further, the plurality of connecting portions 4 and 5 include a plurality of first connecting portions 4 and a plurality of second connecting portions 5.

The first connecting portion 4 extends from one side D1a of the inner annular portion 2 in the tire width direction D1 (the right side in FIGS. 2 and 3, hereinafter also referred to as “first width direction side”) to the outer annular portion 3. It extends toward the other side D1b in the tire width direction D1 (the left side in FIGS. 2 and 3, hereinafter also referred to as "second width direction side"). Further, the second connecting portion 5 extends from the second width direction side D1b of the inner annular portion 2 toward the first width direction side D1a of the outer annular portion 3.

In this way, the first connecting portion 4 and the second connecting portion 5 extend inclining in opposite directions when viewed in the tire circumferential direction D3. The first connecting portion 4 and the second connecting portion 5 intersect with each other when viewed in the tire circumferential direction D3. Thereby, a closed space 1e is formed between the first connecting portion 4 and the second connecting portion 5 when viewed in the tire circumferential direction D3. As a result, elasticity can be increased, and ride comfort performance can be improved.

Further, the width of the inner end portions 4a, 5a of the connecting portions 4, 5 in the tire radial direction D2 (dimension in the tire width direction D1) is larger than the width of the central portions 4b, 5b of the connecting portions 4, 5. The width of the outer end portions 4c, 5c of the connecting portions 4, 5 in the tire radial direction D2 is larger than the width of the central portions 4b, 5b of the connecting portions 4, 5. Specifically, the width of the connecting portions 4 and 5 is constant (including the same and approximately the same) at the center portions 4b and 5b, and increases as it goes from the center portions 4b and 5b to the end portions 4a, 4c, 5a, and 5c. , is getting bigger.

The widths of the connecting parts 4 and 5 are not particularly limited, but are appropriately set, for example, from the viewpoint of reducing weight and improving durability while sufficiently transmitting the force from the inner annular part 2 and the outer annular part 3. The thickness of the connecting parts 4 and 5 (width dimension as viewed in the tire width direction D1) is not particularly limited, but for example, while sufficiently transmitting the force from the inner annular part 2 and the outer annular part 3, weight reduction and durability can be achieved. be set as appropriate from the perspective of improving performance.

The relationship (size relationship, ratio) between the width and thickness of the connecting portions 4 and 5 is not particularly limited, but is appropriately set from the viewpoint of reducing ground pressure dispersion while improving durability. For example, the average width of the connecting parts 4 and 5 is preferably larger than the average thickness of the connecting parts 4 and 5.

The plurality of connecting portions 4 and 5 are arranged in parallel along the tire circumferential direction D3, and are provided with a pitch (gap) between them. For example, the pitch length is preferably constant (including the same and substantially the same) from the viewpoint of improving uniformity. The pitch length and the number of connecting parts 4 and 5 are not particularly limited, but for example, from the viewpoint of sufficiently supporting the load from the vehicle, reducing weight, reducing noise, improving power transmission, and improving durability. and is set appropriately.

As shown in FIGS. 3 and 4, the connecting portions 4 and 5 include main body portions 4d and 5d having constant (including the same and approximately the same) thicknesses. The connecting parts 4 and 5 also include inner reinforcing parts 4e and 5e that connect the inner annular part 2 and the main parts 4d and 5d on the tire circumferential direction D3 side, and inner reinforcing parts 4e and 5e that connect the outer annular part 3 and the main parts 4d and 5d in the tire circumferential direction. It is provided with outer reinforcement portions 4f and 5f that connect the direction D3 side.

Note that in FIGS. 3 and 4 (the same applies to FIGS. 5 to 14), broken lines indicate boundaries between the main body portions 4d, 5d and the reinforcement portions 4e, 4f, 5e, 5f. Further, although not particularly limited, the main body portions 4d, 5d and the reinforcing portions 4e, 4f, 5e, 5f may be formed of the same material.

The center portions 4b, 5b of the connecting portions 4, 5 in the tire radial direction D2 are composed of only the main body portions 4d, 5d, and the inner end portions 4a, 5a of the connecting portions 4, 5 are composed of the main body portions 4d, 5d and inner reinforcement. The outer end portions 4c, 5c of the connecting portions 4, 5 are comprised of main body portions 4d, 5d and outer reinforcing portions 4f, 5f. Thereby, the rigidity of the connecting portions 4 and 5 in the tire circumferential direction D3 can be increased.

Therefore, for example, it is possible to suppress deformation of the connecting parts 4 and 5 in the tire circumferential direction D3, so that force (driving force, braking force) from the axle can be reliably transmitted to the outer annular part 3. . Moreover, for example, stress concentration at the ends 4a, 4c, 5a, 5c of the connecting portions 4, 5 can be reduced, so durability can be improved.

Note that the thickness of the inner end portions 4a, 5a of the connecting portions 4, 5 is larger than the thickness of the central portions 4b, 5b of the connecting portions 4, 5, and the outer end portions 4c, 5a of the connecting portions 4, 5, The thickness of the connecting portions 4 and 5 is greater than the thickness of the central portions 4b and 5b of the connecting portions 4 and 5. Specifically, the thickness of the connecting parts 4 and 5 is constant (including the same and approximately the same) in the central parts 4b and 5b, and increases as it goes from the central parts 4b and 5b to the end parts 4a, 4c, 5a and 5c. , is getting bigger.

As a result, the thickness of the inner reinforcing portions 4e, 5e (dimensions as viewed in the tire width direction D1) increases toward the inner side in the tire radial direction D2. Moreover, the thicknesses (dimensions as viewed in the tire width direction D1) of the outer reinforcing portions 4f and 5f increase toward the outside in the tire radial direction D2. Note that the first connecting portions 4 and the second connecting portions 5 are alternately arranged in parallel in the tire circumferential direction D3. This makes it possible to further reduce ground pressure dispersion during running.

Further, the tire 1 has a structure that is asymmetrical with respect to the tire equatorial plane S1. Such a tire 1 is a tire whose mounting direction on a vehicle is designated, and when mounting on a vehicle, it is designated whether the left or right side of the tire 1 should face the vehicle. The tread pattern formed on the tire outer surface of the tread portion 1d may have a symmetrical structure with respect to the tire equatorial plane S1, or may have an asymmetrical structure.

The direction of attachment to the vehicle is displayed on a display section (not shown). Note that the arrangement of the display section is not particularly limited; The support structure 1a may be provided with the support structure 1a.

In this embodiment, among the side parts of the annular parts 2 and 3, the side part disposed on the inside (second width direction side D1b, hereinafter also referred to as "vehicle inside") when mounted on the vehicle is It is equipped with a display section with a display indicating that it is located on the inside (for example, "INSIDE", etc.), and also has a display section that indicates that it is located on the outside (first width direction side D1a) of the side portions of the annular portions 2 and 3 when mounted on the vehicle. The side portion disposed on the outside of the vehicle (hereinafter also referred to as the "outside of the vehicle") is provided with a display section with an indication (for example, "OUTSIDE") indicating that it is on the outside of the vehicle.

As a result, as shown in FIGS. 5 and 6, the tire 1 has a vehicle inner region 1f arranged from the tire equatorial plane S1 to the vehicle inner side D1b, and a vehicle outer region 1f arranged from the tire equatorial plane S1 to the vehicle outer side D1a. 1g. The connecting portions 4 and 5 include a vehicle inner side portion 6 disposed in the vehicle inner region 1f and a vehicle outer side portion 7 disposed in the vehicle outer region 1g.

By the way, a large force acts on the outer wheel in the vehicle outer region 1g during turning. On the other hand, the total volume of the vehicle outer part 7 is larger than the total volume of the vehicle inner part 6. As a result, the rigidity of the vehicle outer region 1g can be increased, so that the steering stability during turning can be improved.

Furthermore, when turning, the ends 4a, 4c, 5a, 5c of the connecting parts 4, 5 are likely to be distorted. On the other hand, since the reinforcing parts 4e, 4f, 5e, 5f reinforce the ends 4a, 4c, 5a, 5c of the connecting parts 4, 5, the ends 4a, 4c, 5a of the connecting parts 4, 5 , 5c can be suppressed from being distorted. Thereby, the coupling parts 4 and 5 can reliably transmit force from the inner annular part 2 to the outer annular part 3.

Moreover, the total volume of the inner reinforcing parts 4e of the vehicle outer part 7 is larger than the total volume of the inner reinforcing parts 5e of the vehicle inner part 6, and the total volume of the outer reinforcing parts 5f of the vehicle outer part 7 is It is larger than the total volume of the outer reinforcing portion 4f of the vehicle inner side portion 6. As a result, the total volume of the reinforcing parts 4e, 5f of the vehicle outer part 7 is larger than the total volume of the reinforcing parts 4f, 5e of the vehicle inner part 6, which effectively improves steering stability during turns. I have been able to improve it.

Note that while the stiffness of the connecting parts 4 and 5 is increased by the reinforcing parts 4e, 4f, 5e, and 5f, if the weight of the tire 1 becomes too large, for example, rolling resistance and the like increase. On the other hand, since the volumes of the reinforcing parts 4f and 5e of the vehicle inner side part 6 are relatively small, it is possible to suppress the weight of the tire 1 from becoming too large.

Further, the total volume of the main body parts 4d, 5d of the vehicle inner part 6 is the same as the total volume of the main body parts 4d, 5d of the vehicle outer part 7. The total volume of the outer reinforcing portions 4f of the vehicle inner side portion 6 is larger than the total volume of the inner reinforcing portions 4e of the vehicle outer side portion 7. In addition, the total volume of the inner reinforcement part 4e of the vehicle outer part 7, the total volume of the inner reinforcement part 5e of the vehicle inner part 6, the total volume of the outer reinforcement part 5f of the vehicle outer part 7, and the outer reinforcement part of the vehicle inner part 6. The size relationship of the total volume of 4f is not particularly limited.

Further, as shown in FIGS. 7 and 8, the connecting parts 4 and 5 include inner joint parts 4g and 5g that join with the inner annular part 2, and outer joint parts 4h and 5h that join with the outer annular part 3. ing. The total area of the outer joint parts 4h, 5h is larger than the total area of the inner joint parts 4g, 5g.

Thereby, the rigidity of the ground contact surface can be increased, so the stability of the ground contact surface can be improved. Therefore, it is possible to suppress the occurrence of deformation (for example, buckling) on the ground contact surface, thereby making it possible to equalize the ground pressure on the ground contact surface. As a result, for example, it is possible to improve the steering stability performance when turning due to the ground contact surface.

Moreover, the total area of the outer joint portion 5h of the vehicle outer portion 7 is larger than the total area of the outer joint portion 4h of the vehicle inner portion 6. Thereby, it is possible to effectively suppress deformation of the ground contact surface during turning.

Further, the total area of the inner joint portion 4g of the vehicle outer side portion 7 is larger than the total area of the inner joint portion 5g of the vehicle inner side portion 6. The total area of the outer joint portion 4h of the vehicle inner portion 6 is larger than the total area of the outer joint portion 5h of the vehicle outer portion 7. In addition, the total area of the outer joint part 5h of the vehicle outer part 7, the total area of the outer joint part 4h of the vehicle inner part 6, the total area of the inner joint part 4g of the vehicle outer part 7, and the inner joint part of the vehicle inner part 6. The size relationship of the total area of 5 g is not particularly limited.

Furthermore, the inner joint portions 4g and 5g of the adjacent connecting portions 4 and 5 overlap when viewed in the tire width direction D1. Thereby, the inner joint portions 4g, 5g of the adjacent connecting portions 4, 5 are continuous in the tire circumferential direction D3. Therefore, it is possible to suppress local rigidity differences from occurring in the tire circumferential direction D3.

Further, the outer joint portions 4h and 5h of the adjacent connecting portions 4 and 5 overlap when viewed in the tire width direction D1. Thereby, the outer joint portions 4h, 5h of the adjacent connecting portions 4, 5 are continuous in the tire circumferential direction D3. Therefore, it is possible to suppress local rigidity differences from occurring in the tire circumferential direction D3.

As described above, the non-pneumatic tire 1 according to the present embodiment has an inner annular part 2 and an outer annular part 3 that are arranged concentrically, and a plurality of connecting parts that connect the inner annular part 2 and the outer annular part 3. 4, 5, and the plurality of connecting portions 4, 5 include a vehicle inner side portion 6 disposed on the inside D1b from the tire equatorial plane S1 when mounted on the vehicle, and a vehicle inner side portion 6 disposed on the outer side D1a from the tire equatorial plane S1 when mounted on the vehicle. and a vehicle outer section 7, the total volume of the vehicle outer section 7 being larger than the total volume of the vehicle inner section 6.

According to such a configuration, when a large force is applied to the outer wheel during turning and to the region 1g of the outer side D1a when mounted on the vehicle, the total volume of the vehicle outer part 7 is smaller than the total volume of the vehicle inner part 6. It's getting bigger too. This makes it possible to increase the rigidity of the region 1g of the outer side D1a when mounted on the vehicle, thereby improving steering stability when turning.

Furthermore, in the non-pneumatic tire 1 according to the present embodiment, the width of the connecting portions 4 and 5 in the tire width direction D1 is constant or gradually increases at a constant ratio (in the present embodiment, the width is constant). ) main body parts 4d, 5d, reinforcing parts 4e, 4f, 5e, 5f connecting the inner annular part 2 or the outer annular part 3 and the tire circumferential direction D3 side of the main body parts 4d, 5d; The total volume of the reinforcing parts 4e, 5f of the vehicle outer part 7 is larger than the total volume of the reinforcing parts 4f, 5e of the vehicle inner part 6.

According to such a configuration, the reinforcing portions 4e, 4f, 5e, and 5f are arranged so that the inner annular portion 2 or the outer annular portion 3 and the main body portions 4d, 5d on the tire circumferential direction D3 side are connected. Moreover, since the total volume of the reinforcing parts 4e and 5f on the vehicle outer side part 7 is larger than the total volume of the reinforcing parts 4f and 5e on the vehicle inner side part 6, the steering stability performance during turning is effectively improved. can be done.

Further, in the non-pneumatic tire 1 according to the present embodiment, the connecting parts 4 and 5 include inner joining parts 4g and 5g that join with the inner annular part 2, and an outer joining part 4h that joins with the outer annular part 3. , 5h, and the total area of the outer joint parts 4h, 5h is larger than the total area of the inner joint parts 4g, 5g.

According to such a configuration, the total area of the outer joint parts 4h, 5h is larger than the total area of the inner joint parts 4g, 5g, so that the rigidity of the ground contact surface can be increased. Thereby, the stability of the ground plane can be improved.

Note that the non-pneumatic tire 1 is not limited to the configuration of the embodiment described above, nor is it limited to the effects described above. Further, it goes without saying that the non-pneumatic tire 1 may be modified in various ways without departing from the gist of the present invention. For example, it is of course possible to arbitrarily select one or more of the configurations, methods, etc. according to the various modification examples described below and adopt them as the configurations, methods, etc. according to the above-described embodiments.

(1) In the non-pneumatic tire 1 according to the above embodiment, the thickness of the inner reinforcing portions 4e, 5e (dimensions as viewed in the tire width direction D1) increases as it goes inward in the tire radial direction D2, and the outer reinforcing portion The thicknesses of 4f and 5f (dimensions as viewed in the tire width direction D1) increase toward the outside in the tire radial direction D2. However, the non-pneumatic tire 1 is not limited to such a configuration.

For example, the thickness of the inner reinforcing portions 4e and 5e may be constant (including the same and substantially the same) over the tire radial direction D2. Further, as shown in FIGS. 9 and 10, for example, the thickness of the outer reinforcing portions 4f, 5f may be constant (including the same and substantially the same) across the tire radial direction D2. The outer reinforcing portions 4f and 5f shown in FIGS. 9 and 10 are arranged in the tire circumferential direction D3 so as to connect the adjacent first connecting portions 4, 4 (or the second connecting portions 5, 5). It is extending.

(2) In the non-pneumatic tire 1 according to the above embodiment, the connecting portions 4 and 5 are connected from the first width direction side D1a (or second width direction side D1b) of the inner annular portion 2 to the outer annular portion 3. It extends toward the second width direction side D1b (or the first width direction side D1a). However, the non-pneumatic tire 1 is not limited to such a configuration. For example, as shown in FIGS. 11 and 12, the connecting portion 4 may have a constant width (dimension in the tire width direction D1) and extend in the tire radial direction D2.

(3) In the non-pneumatic tire 1 according to the above embodiment, the connecting portions 4 and 5 (specifically, the main body portions 4d and 5d) are parallel (not only completely parallel) to the tire width direction D1. (including substantially parallel). However, the non-pneumatic tire 1 is not limited to such a configuration. For example, as shown in FIG. 13, the connecting portion 4 (specifically, the main body portion 4d) may be arranged to be inclined with respect to the tire width direction D1.

(4) Furthermore, in the non-pneumatic tire 1 according to the above embodiment, the widths of the main body portions 4d and 5d as viewed in the tire width direction D1 are constant. However, the non-pneumatic tire 1 is not limited to such a configuration. For example, as shown in FIG. 14, the widths of the main body portions 4d and 5d in the tire width direction D1 may be configured to gradually increase at a constant (including the same and approximately the same) ratio.

In this way, the boundary between the main body parts 4d and 5d (specifically, the boundary between the reinforcing parts 4e, 4f, 5e, and 5f or the space and the main body parts 4d and 5d) is linear when viewed in the tire width direction D1. It has become. Although the width of the main body portions 4d and 5d in FIG. 14 as viewed in the tire width direction D1 increases toward the outside in the tire radial direction D2, it is not limited to such a configuration. For example, the width of the main body portions 4d and 5d as viewed in the tire width direction D1 may be configured such that it becomes larger toward the inner side in the tire radial direction D2.

(5) Furthermore, in the non-pneumatic tire 1 according to the above embodiment, the connecting portions 4 and 5 are configured to include both inner reinforcing portions 4e and 5e and outer reinforcing portions 4f and 5f. However, the non-pneumatic tire 1 is not limited to such a configuration. For example, at least one of the plurality of connecting parts 4 and 5 may not include at least one of the inner reinforcing parts 4e and 5e and the outer reinforcing parts 4f and 5f.

(6) In the non-pneumatic tire 1 according to the above embodiment, the total volume of the reinforcing parts 4e, 5f of the vehicle outer part 7 is larger than the total volume of the reinforcing parts 4f, 5e of the vehicle inner part 6. This is the structure. However, although such a configuration is preferable, the non-pneumatic tire 1 is not limited to such a configuration. For example, the total volume of the reinforcing parts 4e, 5f of the vehicle outer part 7 may be less than or equal to the total volume of the reinforcing parts 4f, 5e of the vehicle inner part 6.

(7) In the non-pneumatic tire 1 according to the above embodiment, the total volume of the main body parts 4d, 5d of the vehicle inner part 6 is the same as the total volume of the main body parts 4d, 5d of the vehicle outer part 7. It is the composition. However, the non-pneumatic tire 1 is not limited to such a configuration. For example, the total volume of the main body parts 4d, 5d of the vehicle outer part 7 may be larger or smaller than the total volume of the main body parts 4d, 5d of the vehicle inner part 6.

(8) Furthermore, in the non-pneumatic tire 1 according to the above embodiment, the total area of the outer joint parts 4h, 5h is larger than the total area of the inner joint parts 4g, 5g. However, although such a configuration is preferable, the non-pneumatic tire 1 is not limited to such a configuration. For example, the total area of the outer joint parts 4h, 5h may be less than or equal to the total area of the inner joint parts 4g, 5g.

(9) Moreover, in the non-pneumatic tire 1 according to the above embodiment, the first connecting portions 4 and the second connecting portions 5 are arranged alternately in parallel in the tire circumferential direction D3. However, the non-pneumatic tire 1 is not limited to such a configuration. For example, some of the first connecting portions 4, 4 may be adjacent to each other in the tire circumferential direction D3, and, for example, some of the second connecting portions 5, 5 may be adjacent to each other in the tire circumferential direction D3. A configuration in which they are adjacent to each other in the direction D3 may also be used.

(10) In the non-pneumatic tire 1 according to the above embodiment, the inner joint parts 4g, 5g of the joint parts 4, 5 are connected to the inner joint parts 5g, 4g of the adjacent joint parts 5, 4, and the tire width This configuration is such that they overlap when viewed in direction D1. However, the non-pneumatic tire 1 is not limited to such a configuration. For example, when viewed in the tire width direction D1, the inner joint parts 4g, 5g of the connecting parts 4, 5 are separated from the inner joint parts 5g, 4g of the adjacent connecting parts 5, 4 in the tire circumferential direction D3. It can also be a configuration.

(11) Further, in the non-pneumatic tire 1 according to the above embodiment, the outer joint parts 4h, 5h of the joint parts 4, 5 are connected to the outer joint parts 5h, 4h of the adjacent joint parts 5, 4, and the tire width This configuration is such that they overlap when viewed in direction D1. However, the non-pneumatic tire 1 is not limited to such a configuration. For example, when viewed in the tire width direction D1, the outer joint parts 4h, 5h of the connecting parts 4, 5 are separated from the outer joint parts 5h, 4h of the adjacent connecting parts 5, 4 in the tire circumferential direction D3. It can also be a configuration.

1...Non-pneumatic tire, 1a...Support structure, 1b...Axis, 1c...Reinforcement layer, 1d...Tread portion, 1e...Closed space, 1f...Vehicle inner region, 1g...Vehicle outer region, 2...Inner annular portion, 3...Outer annular part, 4...First connecting part, 4a...Inner end part, 4b...Central part, 4c...Outer end part, 4d...Main body part, 4e...Inner reinforcement part, 4f...Outer reinforcement part, 4g...Inside Joint part, 4h...Outer joint part, 5...Second connecting part, 5a...Inner end part, 5b...Center part, 5c...Outer end part, 5d...Main part, 5e...Inner reinforcement part, 5f...Outer reinforcement part, 5g...inner joint part, 5h...outer joint part, 6...vehicle inner part, 7...vehicle outer part, D1...tire width direction, D1a...first width direction side (vehicle outer side), D1b...second width direction side ( inside the vehicle), D2...tire radial direction, D3...tire circumferential direction, S1...tire equatorial plane

Claims (2)

an inner annular portion and an outer annular portion arranged concentrically;
a plurality of connecting parts connecting the inner annular part and the outer annular part,
The plurality of connecting portions include a vehicle inside portion disposed inward from the tire equatorial plane when mounted on the vehicle, and a vehicle outside portion disposed outward from the tire equatorial plane when mounted on the vehicle,
The total volume of the vehicle outer part is larger than the total volume of the vehicle inner part,
The connecting portion includes a main body portion whose width as viewed in the tire width direction is constant or gradually increases toward the outside in the tire radial direction , and the inner annular portion or the outer annular portion and the main body portion in the tire circumferential direction. A reinforcing part connecting the side,
A non-pneumatic tire, wherein a total volume of the reinforcing portions on the outer side of the vehicle is larger than a total volume of the reinforcing portions on the inner side of the vehicle. The connecting part includes an inner joint part that joins the inner annular part, and an outer joint part that joins the outer annular part,
The non-pneumatic tire according to claim 1 , wherein the total area of the outer joint is larger than the total area of the inner joint.

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