KR102546832B1 - Non-pneumatic tire - Google Patents

Abstract

The present invention relates to non-pneumatic tires.
More specifically, the present invention relates to a non-pneumatic tire that is easy to replace, reusable for wheel parts, and has improved structural stability.
The non-pneumatic tire according to the present invention includes a tread part including a part corresponding to the ground, a wheel part including a part connected to an axle, and connecting the wheel part between the tread part and the wheel part It includes a wheel band part and a spoke part disposed between the wheel band part and the tread part and including a part connected to the tread part and a part connected to the wheel band part, It may be inserted into the wheel band part in a screw method.

Description

Non-pneumatic tire {NON-PNEUMATIC TIRE}

The present invention relates to non-pneumatic tires.

More specifically, the present invention relates to a non-pneumatic tire that is easy to replace, reusable for wheel parts, and has improved structural stability.

In general, tires may be mounted on wheels of various vehicles ranging from small vehicles to heavy equipment vehicles.

These tires may perform a function of supporting a load of a vehicle, a power transmission function of transmitting power of the vehicle to the ground, and a function of buffering vibration and shock generated during vehicle driving.

Conventionally, pneumatic tires have been used in most vehicles.

In the case of a pneumatic tire, air pressure is provided inside to have an excellent effect of buffering against collision and bending, but there is a problem in that the tire is easily damaged due to stabbing or impact by external substances.

When the tire is damaged, it is difficult to maintain the internal air pressure, and thus the vehicle's handling and braking performance may be deteriorated, resulting in safety problems.

In order to solve this problem, non-pneumatic tires that do not require air filling inside have been developed.

Conventional non-pneumatic tires are mostly integral types in which a wheel and a tire are integrated.

The wheel portion of the integrated non-pneumatic tire may have a shape similar to that of a wheel used in a conventional pneumatic tire. Accordingly, in the case of the integrated non-pneumatic tire, when the wheel is removed from the vehicle or mounted on the vehicle, a number of wheel nuts must be loosened or assembled, which requires manpower and time.

In addition, in the case of an integrated pneumatic tire, there is a problem in that resources are severely wasted because even a wheel portion must be replaced during replacement.

In order to solve this problem, Korean Patent Publication No. 10-2015-0129140 [Document 1] discloses that a non-pneumatic tire includes a tread portion, a buffer portion coupled to the tread portion, and a rim coupled to the buffer portion, wherein the tread portion Divided into 2 to 8 parts, a technical configuration with a detachable structure is posted on the buffer part.

In the non-pneumatic tire according to Document 1, there is a problem that the operation is cumbersome, complicated, and time-consuming, such as using a plurality of bolts or other fastening means in the process of coupling the 2 to 8 divided parts to the shock absorber.

As another prior art for non-pneumatic tires, Korean Patent Publication No. 10-2019-0028984 [Document 2] discloses a technical configuration for binding spokes to a rim using a plurality of fixing members and a plurality of binding pins.

However, in the non-pneumatic tire according to Document 2, the work is complicated due to the use of a plurality of fixing members and a plurality of binding pins, the time required for the work is excessively long, and the weight of the non-pneumatic tire itself may increase excessively. there is.

[Document 1] Republic of Korea Patent Publication No. 10-2015-0129140 [Document 2] Republic of Korea Patent Publication No. 10-2019-0028984

An object of the present invention is to provide a non-pneumatic tire that is easy to mount or dismount.

An object of the present invention is to provide a non-pneumatic tire having a relatively light weight while improving structural stability.

An object of the present invention is to provide a non-pneumatic tire capable of reusing a wheel portion.

The non-pneumatic tire according to the present invention includes a tread part including a part corresponding to the ground, a wheel part including a part connected to an axle, and connecting the wheel part between the tread part and the wheel part It includes a wheel band part and a spoke part disposed between the wheel band part and the tread part and including a part connected to the tread part and a part connected to the wheel band part, It may be inserted into the wheel band part in a screw method.

In addition, the wheel part extends in a vertical direction parallel to the axle, and includes a first vertical part having a cylindrical or cylindrical shape, and a horizontal direction intersecting the axle of the first vertical part. Direction), a first helix part formed on the outer side surface facing the outside, a first rim extending from the center toward the outside in the horizontal direction at one end of the first vertical part A first brim part and at least one first hole formed in the vertical direction of the first edge part may be included.

In addition, the wheel band portion extends in the vertical direction and is formed on a second vertical part having a cylindrical shape and an inner side surface of the second vertical part toward the center in the horizontal direction, A second helix part engaged with the first screw part may be included.

In addition, the wheel band part further includes a second hole formed in the vertical direction at one end surface in the vertical direction and corresponding to the first hole, and connecting the first hole and the second hole. A first fastening member fastening the wheel part and the wheel band part through a first fastening member may be further included.

Also, a width of the first hole in a circular direction may be greater than a width of the second hole.

In addition, the second vertical part includes a first part having a first wall thickness and a second part having a second thickness thinner than the first wall thickness. The second threaded portion may be formed on an inner surface of the first portion toward the center in the horizontal direction, and the second hole may be formed in the first portion. Here, the second hole may overlap the first part in the horizontal direction.

In addition, the wheel band part includes a second rim part extending from the center toward the periphery in the horizontal direction at one end of the second vertical part, and at least a second rim part formed in the vertical direction on the second rim part. It may further include a third hole, and a second fastening member fastening the wheel part and the wheel band part through the first hole and the third hole.

In addition, the spoke part further includes a fourth hole corresponding to the first hole and the third hole, and the wheel part and the wheel through the first hole, the third hole, and the fourth hole. A third fastening member fastening the bad part and the spoke part may be further included.

In addition, when the rotational direction of the axle shaft is referred to as the first rotational direction during forward driving of the vehicle, the first screw portion rotates in a second rotational direction opposite to the first rotational direction to be engaged with the second screw portion. can

The non-pneumatic tire according to the present invention has an effect of reducing the time required for the work because it is easy to install or remove the tire.

The non-pneumatic tire according to the present invention has an effect of extending its lifespan as structural stability is improved.

The non-pneumatic tire according to the present invention has an effect of reducing fuel consumption by enabling weight reduction.

1 and 2 are views for explaining a non-pneumatic tire according to the present invention.
3 is a view for explaining a first embodiment of a method of connecting a wheel part and a wheel band part.
4 to 6 are views for explaining a second embodiment of a method of connecting a wheel part and a wheel band part.
7 is a view for explaining the fastening direction of the wheel part and the wheel band part.
8 is a diagram for describing a comparison between a first hole and a second hole.
9 to 11 are views for explaining a third embodiment of a method of connecting a wheel part and a wheel band part.
12 to 14 are views for explaining a fourth embodiment of a method of connecting a wheel part and a wheel band part.

Hereinafter, a nose breath according to the present invention will be described in detail with reference to the accompanying drawings.

Since the present invention can make various changes and have various embodiments, specific embodiments will be illustrated in the drawings and described in detail in the detailed description. This is not intended to limit the present invention to specific embodiments, and it can be understood to include all changes, equivalents, and substitutes included in the spirit and technical scope of the present invention.

In describing the present invention, terms such as first and second may be used to describe various components, but the components may not be limited by the terms. The terms may only be used for the purpose of distinguishing one component from another. For example, a first element may be termed a second element, and similarly, a second element may be termed a first element, without departing from the scope of the present invention.

The terms and/or may include any combination of a plurality of related recited items or any of a plurality of related recited items.

When a component is referred to as being "connected" or "connected" to another component, it may be directly connected or connected to the other component, but other components may exist in the middle. can be understood On the other hand, when an element is referred to as “directly connected” or “directly connected” to another element, it may be understood that no other element exists in the middle.

Terms used in this document are only used to describe specific embodiments and are not intended to limit the present invention. Singular expressions may include plural expressions unless the context clearly dictates otherwise.

In this document, the terms "include" or "having" are intended to indicate that there is a feature, number, step, operation, component, part, or combination thereof described in the specification, and one or more other features It may be understood that the presence or addition of numbers, steps, operations, components, parts, or combinations thereof is not precluded.

Unless defined otherwise, all terms used herein, including technical or scientific terms, may have the same meaning as commonly understood by a person of ordinary skill in the art to which the present invention belongs. Terms such as those defined in commonly used dictionaries may be interpreted as having a meaning consistent with the meaning in the context of the related art, and unless explicitly defined in the present application, interpreted in an ideal or excessively formal meaning. It may not be.

In addition, the embodiments disclosed in this document are provided to more completely explain the embodiments to those skilled in the art, and the shapes and sizes of elements in the drawings may be exaggerated for clearer explanation.

In describing the present invention in this document, if it is determined that a detailed description of a related known function or configuration may unnecessarily obscure the gist of the present invention, the detailed description may be omitted.

Before explaining the non-pneumatic tire according to the present invention, the direction is first summarized as follows.

First, a direction parallel to (or parallel to) an axle shaft not shown may be referred to as a vertical direction (DRV).

In addition, a direction (or a vertical direction) crossing the axle may be referred to as a horizontal direction (DRH).

This horizontal direction (DRH) may be referred to as a direction radiating from the center of the non-pneumatic tire crossing (perpendicularly) to the axle, that is, a radiation direction.

In addition, a direction along a circumference based on the center of the non-pneumatic tire may be referred to as a circular direction. Here, the direction along the circumference may include, for example, a direction along the circumference of the wheel band unit, a direction along the circumference of the tread unit, and the like.

1 and 2 are views for explaining a non-pneumatic tire according to the present invention.

1, the non-pneumatic tire 1A according to the present invention includes a tread part 40, a wheel part 10, a wheel band part 20, and a spoke part 30. ) may be included.

The tread part 40 may include a portion corresponding to the ground.

The tread part 40 may include a rubber composition having excellent abrasion resistance in order to cope with friction with the ground.

In addition, tread grooves (not shown) may be formed in one or more patterns to impart wet performance to the outer side surface of the tread unit 40, that is, the ground surface.

The spoke portion 30 may serve as a shock absorber by distributing and absorbing impact applied to the non-pneumatic tire 1A according to the present invention, and may include a structure that serves to support the load of the vehicle.

To this end, the spoke portion 30, as shown in Figure 2, it may be possible to have a shock absorbing structure of various patterns.

The spokes 30 may include a resin material, for example, a thermoplastic resin and/or a thermosetting resin, in order to effectively absorb impact and support a load of the vehicle. In terms of safety, the spoke portion 30 may include one or more materials selected from a thermosetting resin, for example, an epoxy-based resin, a phenol-based resin, a polyurethane-based resin, a silicone-based resin, a polyimide-based resin, and/or a melamine-based resin.

In addition, the material of the spoke part 30 is the above-described resin material, rubber, carbon fiber reinforced plastic (CFRP), glass fiber reinforced plastic (GFRP), steel (Steel) And it may include any one material selected from spring steel, or two or more selected materials.

The spoke part 30 may be connected to the tread part 40 . For example, it is possible that the outer surface of the spoke part 30 is connected to the inner side surface of the tread part 40 .

From another point of view, the spoke portion 30 is disposed between the wheel band portion 20 and the tread portion 40, and includes a portion connected to the tread portion 40 and a portion connected to the wheel band portion 20. can

The wheel unit 10 may include a portion connected to an axle not shown.

In detail, the wheel unit 10 may be connected to an axle for transmitting rotational force provided by an engine (not shown) or a motor (not shown) of a vehicle to the non-pneumatic tire 1A.

Accordingly, the wheel unit 10 may rotate in response to rotation of the axle.

Under the condition that the wheel part 10 rotates in response to the rotation of the axle shaft, it is possible to change the connection method between the axle and the wheel part 10 in various ways.

The wheel unit 10 may include a metal material such as steel, aluminum alloy, or magnesium alloy.

The wheel band unit 20 may be connected to the wheel unit 10 between the tread unit 40 and the wheel unit 10 . In detail, the wheel band unit 20 may be positioned between the spoke unit 30 and the wheel unit 10 and connected to the wheel unit 10 .

The wheel unit 10 may be inserted into and connected to the wheel band unit 20 in a screw method. In detail, threads are formed on the wheel portion 10 and the wheel band portion 20, respectively, and the wheel portion 10 can be rotated in a screw manner and inserted into the wheel band portion 20 to be fastened.

A connection method between the wheel unit 10 and the wheel band unit 20 will be described below with reference to the accompanying drawings.

3 is a view for explaining a first embodiment of a method of connecting a wheel part and a wheel band part. In the following, description of the above-described parts may be omitted.

Referring to FIG. 3 , the wheel unit 10 may include a first vertical part 100 and a first helix part HP1.

The first vertical portion 100 extends in the vertical direction DRV parallel to the axle shaft AX, and may include a portion having a cylindrical or cylindrical shape.

The cross section of the first vertical portion 100 in the horizontal direction DRH intersecting the axle shaft AX may have a substantially circular or ring shape.

The first threaded portion HP1 may be formed on the outer surface OSS of the first vertical portion 100 facing the outside in the horizontal direction DRH.

The wheel bad part 20 may include a second vertical part (200) and a second helix part (HP2).

The second vertical portion 200 extends in the vertical direction DRV and may have a cylindrical shape.

The cross section of the second vertical portion 200 in the horizontal direction DRH may have a substantially ring shape.

The second threaded portion HP2 may be formed on the inner surface ISS of the second vertical portion 200 toward the center in the horizontal direction DRH.

The second threaded portion HP2 may be engaged with the first threaded portion HP1 of the wheel unit 10 .

The wheel unit 10 may be rotated in a predetermined direction in a state in which the first screw part HP1 and the second screw part HP2 are engaged.

Then, the wheel unit 10 may be inserted and fastened to the wheel band unit 20 in a screw manner.

In this way, when the wheel unit 10 is inserted into and fastened to the wheel band unit 20 in a screw manner, replacement of the non-pneumatic tire 1A can be more easily performed.

In addition, it may be possible to reduce the weight of the vehicle by reducing the number of fastening means such as bolts for connecting the non-pneumatic tire 1A to the vehicle.

In FIG. 3 , the left side of the non-pneumatic tire 1A according to the present invention may face the outside of the vehicle, and the right side of the non-pneumatic tire 1A may face the vehicle. In other words, the axle AX may be connected to the right side of the non-pneumatic tire 1A according to the present invention.

This is arbitrarily set for convenience of description, and the present invention may not be limited thereto.

4 to 6 are views for explaining a second embodiment of a method of connecting a wheel part and a wheel band part. In the following, description of the above-described parts may be omitted.

Referring to FIG. 4 , the wheel part 10 may further include a first rim part 110 and at least one first hole H1.

The first edge portion 110 may extend from the center toward the outer edge in the horizontal direction DRH at one end of the first vertical portion 100 .

The first edge portion 110 may include a portion having a ring shape in cross section in the horizontal direction DRH.

The first hole H1 may be formed in the vertical direction DRV of the first edge portion 110 .

Preferably, a plurality of first holes H1 are formed along the first rim portion 110, and the plurality of first holes H1 may be disposed in the circumferential direction in the first rim portion 110. .

An identification code AXH not described in FIG. 4 may be an axle connection hole for connection with an axle.

Referring to (A) of FIG. 5 , it can be seen that the second vertical portion 200 of the wheel band unit 20 has a cylindrical shape extending in the vertical direction DRV.

Looking at (B) of FIG. 5, the second vertical part 200 of the wheel band part 20 is different from the first part 201 having a different wall thickness in the horizontal direction (DRH). It may include 2 parts (Second Part, 202).

Here, the wall thickness T1 of the first portion 201 may be smaller than the wall thickness T2 of the second portion 202 .

In addition, the second part 202 may be located on the inlet side into which the wheel unit 10 is inserted.

At least one second hole (H2) may be formed at one end surface of the wheel band unit 20 in the vertical direction (DRV).

Here, the second hole H2 is formed by recessing a part of one end surface of the wheel band part 20 in the vertical direction DRV, and may correspond to the first hole H1.

In detail, the second hole H2 may be formed in the second part 202 of the wheel band part 20 having a sufficient wall thickness. In this case, structural stability can be improved.

In addition, a second threaded portion HP2 may be formed on an inner surface of the second portion 202 of the wheel band portion 20 .

Referring to FIG. 6 , when the wheel part 10 rotates in a state in which the first screw part HP1 of the wheel part 10 and the second screw part HP2 of the wheel band part 20 are engaged, the wheel part 10 is the wheel band part ( 20) can be inserted and fastened in a string manner.

In addition, in a state in which the wheel unit 10 is fastened to the wheel band unit 20, the first fastening member (FM1) moves the wheel unit 10 through the first hole H1 and the second hole H2. The band portion 20 can be more strongly fastened. In this case, structural stability can be further improved.

As described above, in the present invention, after primarily fastening the wheel unit 10 to the wheel band unit 20 by a screw method, the wheel unit 10 and the wheel band unit 20 are secondarily connected by using the first fastening means FM1. it is possible to conclude

7 is a view for explaining the fastening direction of the wheel part and the wheel band part. In the following, description of the above-described parts may be omitted.

Referring to FIG. 7 , when the rotational direction of the axle shaft AX during forward driving of the vehicle is referred to as the first rotational direction DR1 , the wheel unit 10 is provided to the wheel band unit 20 in a direction opposite to the first rotational direction DR1 . It may be preferable to insert and fasten by rotating in the second rotational direction DR2.

In detail, the first threaded portion HP1 of the wheel unit 10 rotates in the second rotational direction DR2 opposite to the first rotational direction DR1 so that the second threaded portion HP2 of the wheel band portion 20 rotates. It can be interlocked.

In this case, it may be possible to more strongly and stably connect the axle AX and the non-pneumatic tire 1A according to the present invention.

8 is a diagram for describing a comparison between a first hole and a second hole. In the following, description of the above-described parts may be omitted.

Referring to (A) and (B) of FIG. 8 , the first hole H1 may have a long shape in the circumferential direction. In this case, the first hole H1 may include a gently curved portion.

In addition, as shown in (B) of FIG. 8 , the width S1 of the first hole H1 in the circumferential direction may be greater than the width S2 of the second hole H2.

In this case, it may be possible for the first fastening unit FM1 to more easily connect the wheel unit 10 and the wheel band unit 20 by penetrating the first hole H1 and the second hole H2.

9 to 11 are views for explaining a third embodiment of a method of connecting a wheel part and a wheel band part. In the following, description of the above-described parts may be omitted.

Referring to (A) and (B) of FIG. 9 , the wheel band part 20 may include a second brim part 210 and at least one third hole H3.

The second edge portion 210 may extend from the center toward the outer edge in the horizontal direction DRH at one end of the second vertical portion 200 .

The cross section of the second edge portion 210 in the horizontal direction DRH may include a portion having an approximate ring shape.

The third hole H3 may be formed in the vertical direction DRV in the second edge portion 210 .

Preferably, a plurality of third holes H3 may be formed in the second edge portion 210, and the plurality of third holes H3 may be disposed in a circumferential direction.

In this configuration, it is possible for predetermined fastening means to fasten the wheel unit 10 and the wheel band unit 20 through the first hole H1 and the third hole H3.

For example, as shown in FIG. 10, the second fastening member (FM2) connects the wheel part 10 and the wheel band part 20 through the first hole H1 and the third hole H3. can be contracted.

Here, the second fastening means FM2 may pass through the first hole H1, but may not pass through the third hole H3. From another point of view, the end of the second fastening unit FM2 may be positioned within the second rim portion 210 of the wheel band portion 20 .

In this case, it may be applied when the thickness of the second edge portion 210 of the wheel bad portion 20 in the vertical direction (DRV) is sufficiently thick.

For example, when the thickness T3 of the second edge portion 210 in the vertical direction DRV is thicker than the wall thicknesses T1 and T2 of the second vertical portion 200 in the horizontal direction DRH , The end of the second fastening means FM2 may be located within the second rim portion 210 of the wheel band portion 20 .

When the second vertical portion 200 includes the first portion 201 and the second portion 202, the thickness T3 of the second edge portion 210 in the vertical direction DRV is the horizontal direction DRH. ), the end of the second fastening means FM2 may be positioned within the second rim portion 210 of the wheel band portion 20.

Meanwhile, the second fastening unit FM2 may pass through the third hole H3. In this case, the second fastening means FM2 can also be seen as penetrating the second edge portion 210 in the vertical direction DRV.

As shown in FIG. 11 , the spoke unit 30 may further include a fourth hole H4 corresponding to the first hole H1 and the third hole H3.

Here, the third fastening member (FM3) is the wheel part 10, the wheel bad part 20 and the spoke part through the first hole H1, the third hole H3, and the fourth hole H4. (30) can be concluded.

Here, the end of the third fastening means FM3 may be located inside the spoke part 30 .

In this case, the length of the third fastening means FM3 can be sufficiently long, and thus the non-pneumatic tire 1A can be more stably connected to the axle AX, thereby further improving structural stability.

12 to 14 are views for explaining a fourth embodiment of a method of connecting a wheel part and a wheel band part. Hereinafter, description of the above-described parts may be omitted.

Referring to FIG. 12 , the wheel band part 20 includes a first part 201 and a second part 202 having different wall thicknesses, and extends from one end of the second vertical part 200 in the horizontal direction DRH. An extended second edge portion 210 may be further included.

Here, the second hole H2 may be formed in the second portion 202 and the third hole H3 may be formed in the second edge portion 210 .

This configuration may be referred to as a configuration in which the above-described second and third embodiments are merged.

Referring to FIG. 13 , a 1-1 hole H1a and a 1-2 hole H1b may be formed in the first edge portion 110 of the wheel unit 10 .

The 1-1st hole H1a and the 1-2nd hole H1b may be formed through the first edge portion 110 in the vertical direction DRV.

The 1-1st hole H1a may be located closer to the axle connection hole AXH than the 1-2th hole H1b.

In addition, the 1-1 hole H1a may correspond to the second hole H2, and the 1-2 hole H1b may correspond to the third hole H3.

Referring to FIG. 14 , the first fastening means FM1 fastens the wheel part 10 and the wheel band part 20 through the 1-1 hole H1a and the second hole H2, and the third fastening means FM3 ) can more strongly couple the wheel unit 10 and the wheel band unit 20 through the 1-2 holes H1b, the third hole H3, and the fourth hole H4.

In this case, it may be possible to more stably connect the non-pneumatic tire 1A and the axle.

Here, the case of using the second fastening means FM2 has been described, but differently from this, the first method of fastening the wheel unit 10 and the wheel band unit 20 through the 1-2 holes H1b and the third hole H3. It may also be possible to use 2 fastening means (FM2).

As such, it will be understood that the technical configuration of the present invention described above can be implemented in other specific forms without changing the technical spirit or essential features of the present invention by those skilled in the art to which the present invention pertains.

Therefore, the embodiments described above should be understood as illustrative in all respects and not limiting, and the scope of the present invention is indicated by the claims to be described later rather than the foregoing detailed description, and the meaning and scope of the claims And all changes or modified forms derived from the equivalent concept should be construed as being included in the scope of the present invention.

Claims (9)

A tread part including a portion corresponding to the ground;
A wheel part including a part connected to an axle;
a wheel band part connected to the wheel part between the tread part and the wheel part; and
A spoke part disposed between the wheel band part and the tread part and including a part connected to the tread part and a part connected to the wheel band part; including,
The wheel part may include a first vertical part extending in a vertical direction parallel to the axle and having a cylindrical or cylindrical shape; a first rim portion extending from the center toward the periphery in a horizontal direction intersecting the axle at one end of the first vertical portion; And at least one first hole formed in the vertical direction of the first edge portion; includes,
The wheel band part may include a second vertical part extending in a vertical direction parallel to the axle shaft and having a cylindrical shape; a second edge portion extending from the center toward the outer periphery in the horizontal direction at one end of the second vertical portion; and at least one third hole formed in the vertical direction of the second edge portion. including,
Further comprising a second fastening means for fastening the wheel part and the wheel band part through the first hole and the third hole,
The non-pneumatic tire wherein the wheel portion is inserted into the wheel band portion in a screw manner.
According to claim 1,
the wheel part
A non-pneumatic tire comprising: a first helix part formed on an outer side surface of the first vertical portion that faces outward in a horizontal direction crossing the axle.
According to claim 1,
The wheel band part
A non-pneumatic tire comprising: a second helix part formed on an inner side surface of the second vertical part toward the center in the horizontal direction and engaged with the first helix part.
According to claim 1,
The wheel band part
Further comprising a second hole formed in the vertical direction at one end surface in the vertical direction and corresponding to the first hole,
and a first fastening member fastening the wheel part and the wheel band part through the first hole and the second hole.
According to claim 4,
A non-pneumatic tire wherein a width of the first hole in a circumferential direction is greater than a width of the second hole.
According to claim 4,
The second vertical portion is
a first part having a first wall thickness; and
a second part having a wall thickness smaller than the first thickness;
including,
The second threaded portion is formed on an inner surface of the first portion toward the center in the horizontal direction,
The second hole is formed in the first portion.
delete According to claim 1,
The spoke part
Further comprising a fourth hole corresponding to the first hole and the third hole,
and a third fastening member fastening the wheel part, the wheel bad part, and the spoke part through the first hole, the third hole, and the fourth hole.
According to claim 3,
When the rotational direction of the axle shaft during forward driving of the vehicle is referred to as the first rotational direction,
The non-pneumatic tire according to claim 1 , wherein the first threaded portion rotates in a second rotational direction opposite to the first rotational direction to engage and fasten the second threaded portion.

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