KR102602882B1 - Non-pneumatic tire with reduced tread deformation - Google Patents

Abstract

A non-pneumatic tire with reduced tread deformation is disclosed. A non-pneumatic tire with reduced tread deformation according to the present invention includes a ring-shaped coupling part fastened to a wheel connected to the axle of a vehicle; a ring-shaped tread portion provided on a radial outer side of the coupling portion and grounded to the road surface; a plurality of spokes disposed radially along the circumference of the coupling portion and connecting the coupling portion and the tread portion to support the tread portion; and a reinforcing part installed on the joint band in a shape to increase the secondary moment of section of the joint band in order to reinforce the rigidity of the joint band of the tread portion that is deformed by grounding between the adjacent spokes. According to the present invention, reinforcing parts in a shape that increases the secondary moment of section with respect to the joint band of the tread portion that is deformed by grounding between adjacent spokes are installed on each joint band to reinforce the rigidity of the joint band itself, thereby increasing the stiffness of the joint band. Regardless of shape or rigidity, deformation and vibration of the tread itself can be suppressed, vehicle ride comfort, tire uniformity, steering and durability performance, etc. can be improved, and noise generation and heat generation can be reduced while driving. do.

Description

Non-pneumatic tire with reduced tread deformation {NON-PNEUMATIC TIRE WITH REDUCED TREAD DEFORMATION}

The present invention relates to a non-pneumatic tire with reduced tread deformation, and more specifically, to a non-pneumatic tire with structural reinforcement of the rigidity of the tread, which is deformed when grounded by a load.

Non-pneumatic tires, which are being actively studied recently, are tires designed to structurally support the load of the vehicle body and cushion the impact of the road surface without forming a lumen, which is an enclosed space filled with high-pressure air.

This conventional non-pneumatic tire 10 generally includes a coupling portion 110 coupled around the outer peripheral surface of a wheel connected to the axle, as shown in FIG. 5, and a plurality of spokes 130 extending radially from the coupling portion. ) and a ring-shaped tread portion 120 that is coupled to the radial end of the spoke and grounded to the road surface and deformed.

When the conventional non-pneumatic tire 10 of the above-described structure supports the load of the vehicle body, a tensile force is applied to the spokes 130 located at the top and a compressive force is applied to the spokes 130 located at the bottom, which causes the vehicle body The load can be distributed and supported through the plurality of spokes 130, and shock from the road surface can also be cushioned.

Meanwhile, apart from the action by the spokes 130, the tread portion 120 is bent and deformed by being pressed by the road surface when the tire rotates. As shown in (b) of FIG. 5, the spokes 130 are applied to the load. When located parallel to the vertical direction or the direction perpendicular to the road surface, deformation due to the road surface is minimal.

And, as shown in (a) of FIG. 5, the tread portion 120 has a sinusoidal shape in which the deformation due to the road surface is maximized as the spokes 130 move away from the vertical direction of the load or the direction perpendicular to the road surface. The transformation is repeated based on the road surface.

In this way, the tread portion 120, which repeats bending and deformation with respect to the road surface at regular intervals depending on whether the spokes 130 are supported, generates up and down vibration during rotation of the tire, that is, driving, thereby improving the ride quality of the vehicle as well as uniformity. There were problems with (Uniformity) performance, steering performance, or noise while driving.

Therefore, in non-pneumatic tire technology, technology to improve tire performance and ride comfort by reducing the amount of deformation of the tread portion 120 and to reduce noise generated during driving is treated as a very important issue.

For example, Republic of Korea Patent Publication No. 10-2017-0047166 (publication date: May 4, 2017) increases the compression stiffness (Sr) on the outer side of the spoke than on the inner side of the spoke, thereby preventing damage to the outer side of the spoke when the tire is driven. A technology to relatively reduce deformation is proposed.

The above prior art has the advantage of partially improving the ride comfort and durability of the tire, but only discloses a technology to reduce deformation of the tire by limiting it to the shape or rigidity of the spokes, and is limited to the shape and rigidity of the spokes, and is limited to the composition, shape, or structural aspects of the tread portion. Since no improvement or supplementation has been proposed, research or development is needed.

Republic of Korea Patent Publication No. 10-2017-0047166 (Publication date: May 4, 2017)

The purpose of the present invention is to improve tire performance by reducing the extent of deformation of the tread when grounded by a load by adding a shape that can structurally supplement the rigidity of the tread in a rotation section that is not directly supported by spokes. The purpose is to provide non-pneumatic tires.

The above purpose is to include a ring-shaped coupling part fastened to a wheel connected to the axle of a vehicle; a ring-shaped tread portion provided on a radial outer side of the coupling portion and grounded to the road surface; a plurality of spokes disposed radially along the circumference of the coupling portion and connecting the coupling portion and the tread portion to support the tread portion; And a tread comprising a reinforcing part installed on the joint band in a shape to increase the secondary moment of section of the joint band in order to reinforce the rigidity of the joint band of the tread portion that is deformed by grounding between the adjacent spokes. This is achieved by using non-pneumatic tires that reduce deformation.

The reinforcement portion may include a first reinforcing member that protrudes convexly along the width direction of the tire from the inner peripheral surface of the joint band toward the coupling portion and increases the cross-sectional secondary moment of the joint band.

The reinforcement portion may further include a second reinforcement body that protrudes convexly in the width direction of the tire from both sides of the joint band to increase the cross-sectional secondary moment of the joint band.

The reinforcement part may include a graphene reinforcement film that is inserted into the inside of the tread part and formed integrally with the tread part in order to increase the rigidity of the tread part and dissipate heat.

The graphene reinforcement film includes: a first resin layer; A graphene layer provided on the first resin layer; and a second resin layer provided on the graphene layer.

According to the present invention, reinforcing parts in a shape that increases the secondary moment of section with respect to the joint band of the tread portion that is deformed by grounding between adjacent spokes are installed on each joint band to reinforce the rigidity of the joint band itself, thereby increasing the stiffness of the joint band. Regardless of shape or rigidity, deformation and vibration of the tread itself can be suppressed, vehicle ride comfort, tire uniformity, steering and durability performance, etc. can be improved, and noise generation and heat generation can be reduced while driving. do.

Figure 1 is a perspective view of a non-pneumatic tire with reduced tread deformation according to an embodiment of the present invention.
FIG. 2 is a partial cross-sectional view along the circumferential direction and a partial cross-sectional view parallel to the axle of the non-pneumatic tire shown in FIG. 1.
Figure 3 is a graph showing the deformation of the joint band according to the thickness of the spoke and joint band shown in Figure 1, respectively.
FIG. 4 is a continuous graph showing the manner in which the joint band is deformed on the road surface when the non-pneumatic tire shown in FIG. 1 is driven.
Figure 5 is a graph continuously showing the manner in which the joint band is deformed on the road surface when a conventional non-pneumatic tire excluding the reinforcing part of the present invention is driven.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the attached drawings. However, in describing the present invention, descriptions of already known functions or configurations will be omitted to make the gist of the present invention clear.

Figure 1 is a perspective view of a non-pneumatic tire with reduced tread deformation according to an embodiment of the present invention, and Figure 2 is a partial cross-sectional view along the circumferential direction and a partial cross-sectional view parallel to the axle of the non-pneumatic tire shown in Figure 1. 3 is a graph showing the deformation of the joint band according to the thickness of the spoke and joint band shown in FIG. 1, and FIG. 4 is a graph showing the deformation of the joint band on the road surface when the non-pneumatic tire shown in FIG. 1 is driven. is a graph continuously showing, and Figure 5 is a graph continuously showing the manner in which the joint band is deformed on the road surface when a conventional non-pneumatic tire excluding the reinforcement portion of the present invention is driven.

The X, Y, and Z axes shown in the drawing are arbitrarily determined for convenience of explanation and not for the purpose of limiting rights. The It is defined as indicating the upward and downward direction. Each direction described below is based on this, except where otherwise specifically limited.

The non-pneumatic tire 100 with reduced tread deformation according to the present invention ultimately improves the ride comfort, tire uniformity, steering and durability performance of a vehicle equipped with the non-pneumatic tire 100, and reduces noise during driving. It is an invention designed to reduce heat generation and heat generation.

In this invention, the tread portion 120 is provided through a reinforcing portion 140 of a shape that increases the cross-sectional secondary moment of the joint band 122 constituting the tread portion 120, regardless of the shape or rigidity of the spoke 130. By suppressing its own deformation and vibration, the above-mentioned purpose is realized.

In order to specifically implement the above-described purpose, the non-pneumatic tire 100 according to an embodiment of the present invention includes a coupling portion 110, a tread portion 120, spokes 130, and the like, as shown in FIG. 1, etc. It may be configured to include a reinforcement portion 140, etc.

Each of the configurations mentioned above will be described in detail below.

First, the coupling portion 110 is a component that is fastened to the wheel connected to the axle (Ax) of the vehicle corresponding to the bead of a general pneumatic tire, and is made of lightweight steel, aluminum alloy, and magnesium alloy for solid fastening to the wheel. It can be made by manufacturing a non-stretchable metal material such as a ring shape or a cylindrical shape with a predetermined thickness.

Of course, this coupling portion 110 may be made of a high-strength, high-heat-resistance, non-stretchable/elastic synthetic resin or rubber material in a ring shape or a cylindrical shape with a predetermined thickness.

The connection between the wheel and the coupling part 110 may be achieved through various fastening methods such as fitting coupling, locking coupling, screw coupling, clamping coupling, etc.

The tread portion 120 is a ring-shaped component provided on the radial outer side of the above-described coupling portion 110 and grounded on the road surface G, and is provided with a predetermined reinforcing cord similar to the tread layer of an existing pneumatic tire. It can be achieved by processing a wear-resistant rubber layer rolled or extruded using as a core material into a ring shape or a cylindrical shape.

This tread portion 120 forms a ring shape by continuously connecting joint bands 122 disposed between adjacent spokes 130 with respect to spokes 130, which will be described later, and has an outer surface that is grounded to the road surface (G). It may be composed of a ground plane 120a, an inner peripheral surface 120b on the opposite side, and a side surface connecting the ground plane 120a and the inner peripheral surface 120b from the side.

At this time, the contact surface 120a of the tread portion 120, although not specifically shown in the drawing, includes a longitudinal groove, which is a groove in the circumferential direction of the tire, and a transverse groove, which is a groove formed in the width direction of the tire that intersects the longitudinal groove and serves a drainage function. , a block divided by longitudinal grooves and transverse grooves to form a protrusion in contact with the road surface (G), a sipe, which is a narrow groove formed in the block to provide flexibility, and dimples formed around the shoulder for heat dissipation, etc., compared to existing pneumatic tires. It can be formed in various aspects similar to the tread pattern of .

Meanwhile, as shown in FIG. 4, the joint band 122 of the tread portion 120 is bent and deformed by being pressed by the road surface G when the tire rotates depending on the position of the spoke 130 and the ground, which will be described later. It is a component that generates vertical vibration of the non-pneumatic tire 100.

This joint band 122 is damaged by the road surface (G) when the spokes 130 are positioned parallel to the vertical direction of the load or the direction perpendicular to the road surface (G) during driving (see (b) of FIG. 4). As the deformation becomes minimal and the spokes 130 move further away from the vertical direction of the load or the direction perpendicular to the road surface (G) (see (a) of FIG. 4), they cannot be supported by the spokes 130 and the road surface (G) ), the deformation of the sine wave shape that maximizes the deformation is repeated based on the road surface (G).

Therefore, it is necessary to effectively reduce the vertical vibration width of the joint band 122 through the reinforcement portion 140, which will be described later.

The spoke 130 is a component that connects the above-described coupling portion 110 and the tread portion 120 to constantly support the above-described tread portion 120 with respect to the wheel, and is a component of the coupling portion 110. A plurality of pieces may be arranged radially along the circumference.

As shown in FIGS. 1 and 2, the spokes 130 are plates corresponding to the width and length of the coupling portion 110 and the tread portion 120, respectively, to provide solid support for the tread portion 120 described above. It can be made into a shape.

At this time, when the load of the car body is applied to the radially arranged spokes 130, the load of the car body is a compressive force on the spokes 130 located at the bottom and a compressive force on the spokes 130 located at the top, as shown in FIG. 4. Each is distributed and supported by tensile force, and shock from the road surface (G) during driving can be distributed and cushioned by compression force and tensile force, respectively.

In order to ensure smooth compression and tension of the spokes 130 as described above, the spokes 130 may be made of high-strength, high-heat resistance elastic synthetic resin or rubber material in the shape of a plate of a predetermined thickness.

Here, the spoke 130 is formed by filling the tire molding mold into which the above-described coupling portion 110 and the tread portion 120 are inserted with a molding liquid obtained by melting the synthetic resin or rubber described above at a predetermined pressure and then curing the coupling portion ( 110) and the tread portion 120 may be manufactured in an integrated form.

In addition, the spokes 130 are manufactured separately rather than by injection molding using a tire mold as described above, and then a predetermined amount is applied to the outer peripheral surface of the coupling portion 110 and the inner peripheral surface 120b of the tread portion 120. It can be coupled to the coupling portion 110 and the tread portion 120 using the adhesive force of the adhesive material.

At this time, the adhesive material may be made of substantially the same material as the spokes 130 for firm adhesion to the coupling portion 110 and the tread portion 120.

On the other hand, the spokes 130 made of the same material can carry a greater load on the car body as the number of spokes 130 arranged along the coupling portion 110 increases or the thickness (t) of the spokes 130 becomes thicker. It can support and cushion larger road impacts.

The reinforcing part 140 reinforces the rigidity of the joint band 122 of the tread part 120, which is transformed from a gentle arc shape to a flat plate shape according to grounding between adjacent spokes 130 (see (a) of FIG. 4). It is a component formed in conjunction with the joint band 122 for this purpose, and may be formed in a shape that increases the secondary moment of section of the joint band 122.

Here, the cross-sectional secondary moment (I _Ax ) of the joint band 122 refers to the moment of inertia for predicting resistance to bending deformation or deflection based on the cross section of the joint band 122 parallel to the axle Ax.

At this time, the secondary moment of section (I _Ax ) of the joint band 122 is physically the bending deformation of the joint band 122 (the corresponding deformation of the cantilever ( ), so it can be said that when the secondary moment of section (I _Ax ) of the joint band 122 increases (structurally becomes stable), the bending deformation of the joint band 122 is suppressed.

As shown in (b) of FIG. 2, the cross-sectional secondary moment (I _Ax ) of this joint band 122 is the cross-sectional secondary moment (I _o = (b*h) based on the center line of the joint band 122. ³ )/12) can be expressed as the equation I _Ax = I _o + A*D by arranging it as a parallel axis to the axle (Ax), which is the actual center of rotation. At this time, A refers to the cross-sectional area (A = b*h) of the rectangular joint band 122, and D refers to the separation distance between the center line of the joint band 122 and the axle (Ax).

That is, according to the equation expressing the secondary moment of section (I _Ax ) for the joint band 122 as above, the secondary moment of section (I _Ax ) for the joint band 122 is shown in (b) of FIG. 2 Since it can be understood as being proportional to the horizontal length (b) and height (h) of the cross section of the joint band 122, respectively, when each (b, h) is selectively increased, the bending deformation of the joint band 122 ultimately occurs. This can be suppressed.

Therefore, the reinforcement portion 140 according to an embodiment of the present invention includes a first reinforcement body 142 and a second reinforcement body ( This is achieved by selectively forming 144) on the joint band 122.

Here, the first reinforcement 142 is a component that increases the cross-sectional secondary moment of the joint band 122 through expansion of the cross-sectional height (h) of the joint band 122, and is located on the inner peripheral surface of the joint band 122. It has a structure that protrudes convexly along the width direction of the tire toward the above-described coupling portion 110.

At this time, the reason why the height (h) of the cross section of the joint band 122 is not increased as a whole but is formed convex is because the central portion of the joint band 122 is not supported by the spokes 130 and is easily deformed. The purpose is to intensively suppress deformation while also reducing the weight of the tire.

The second reinforcement 144 is a component that increases the cross-sectional secondary moment of the joint band 122 by expanding the horizontal length (b) of the cross section of the joint band, and is the width of the tire on both sides of the joint band 122. It consists of a structure that protrudes convexly in one direction.

At this time, the reason why the horizontal length (b) of the cross section of the joint band 122 is not increased as a whole but rather is formed to be convex in the central part is that, like the first reinforcement 142, it is not supported by the spokes 130 and is not deformed. This is to intensively suppress deformation of the central portion of the easy joint band 122 and to reduce the weight of the tire.

The first reinforcing body 142 and the second reinforcing body 144 as described above are formed by integrally molding together during rolling or extrusion molding for the tread portion 120 described above, or are formed at a higher level than the tread portion 120. It can be manufactured in advance from a material having rigidity and then bonded to the above-described tread portion 120 using an adhesive material.

In addition, the first reinforcing body 142 and the second reinforcing body 144 as described above can be formed on the joint band 122 by selecting one, forming them all together, or controlling the degree of convex protrusion. In this way, the degree of suppression of deformation of the joint band 122 can be changed in various ways.

The effect of the first reinforcing body 142 and the second reinforcing body 144 is that the width of the deformation of the joint band 122 between the present invention of FIG. 4 and the conventional non-pneumatic tire 10 shown in FIG. If you compare it, you can see it easily and clearly.

The effect of suppressing deformation of the joint band 122 through the reinforcement portion 140 discussed above will be briefly described with reference to FIG. 3 as follows.

First, according to (a) of FIG. 3, when the thickness (t) of the spoke 130 according to the present invention is increased from 3.5 mm to 5.0 mm with respect to the joint band 122 of the same thickness, the joint band 122 It can be seen that the width (degree) of deformation is reduced, because the thicker the thickness (t) of the spoke 130 is, the wider the joint band 122 is supported by the spoke 130.

And according to (b) of FIG. 3, the first reinforcing body 142 according to the present invention is formed to a thickness of 0.0 mm (when the first reinforcing body 142 is not formed) to 2.0 mm to form the joint band 122. ), it can be seen that when the cross-sectional height (h) of It can be understood that this is because deformation of the joint band 122 is effectively suppressed in proportion to the degree of protrusion (a shape that increases the cross-sectional secondary moment of the joint band 122).

However, while the first reinforcement 142 most effectively suppresses deformation of the joint band 122 at a protrusion height (R) of 2.0 mm, if it exceeds 2.0 mm, lightweighting of the tire may be hindered, and deformation A decrease in the efficiency of suppressing may occur.

And, the thickness (t) of the spoke 130 according to the present invention is thinned in the order of 5.0 mm to 3.5 mm and the first reinforcement 142 is formed in the order of 0.0 mm to 2.0 mm (c) in FIG. ), it can be seen that suppression of deformation of the joint band 122 by the protrusion height (R) of the first reinforcement 142 is more dominant and efficient than by the thickness (t) of the spoke 130.

These results show that if the protrusion height (R) of the first reinforcing body 142 (or the second reinforcing body 144) is appropriately increased while thinning the thickness (t) of the spokes 130, the tire can be made lighter. This shows that the deformation and vibration of the tread portion 120 itself can be effectively suppressed, which can serve as a starting point for improving the performance of the non-pneumatic tire 100.

Meanwhile, the reinforcement portion 140 is different from the first reinforcement body 142 and the second reinforcement body 144 that extends the height (h) or width (b) of the cross section of the joint band 122 as described above. , It may include a graphene reinforcement film 150 that is inserted into the inside of the tread portion 120 and molded integrally with the tread portion 120.

The graphene reinforcement film 150 according to an embodiment of the present invention is a component made of a lightweight film structure to increase the rigidity of the tread portion 120 and dissipate heat, and as shown in FIG. 2, the first number It may include a stratum 152, a graphene layer 154, and a second resin layer 156.

Here, the first resin layer 152 is a thin film-shaped component that forms a strong bond and is integrated with the graphene layer 154 on one side of the graphene layer 154, which will be described later.

The polymer forming the first resin layer 152 penetrates between the graphene material (GM) arranged to form the graphene layer 154 and forms a chemical bond (covalent bond) with the graphene material (GM), It performs a function of protecting one surface of the graphene layer 154 and performs a function of supplementing the mechanical properties exhibited by the graphene layer 154.

The polymer forming the first resin layer 152 is not particularly limited as long as it is a polymer synthetic resin that has a melting point that does not melt under the heat or pressure applied during tire manufacturing and has flexibility and tough rigidity, but may include PET (Polyethylene Terephthalate), It may include at least one of PPS (Polyphenylene Sulfide), PSU (Polysulfone), PEEK (Polyetheretherketone), PES (Polyethersulfone), PPA (Polyphthalamide), PEI (Polyetherimide), and TPI (Thermoplastic Polyimide).

The various heat-resistant resins specifically mentioned above can be used in the production of the first resin layer 152 by selecting one to implement the necessary physical properties according to the tire specification, purpose, or usage environment of the tire, and two or more can be appropriately selected. It may be used to produce the first resin layer 152 by mixing.

The graphene layer 154 is a component introduced to firmly support the tread portion 120 and suppress deformation while solving the heat generation problem of conventional treads with low thermal conductivity, and is a single layer on the first resin layer 152 described above. It can be provided with .

Here, the graphene material that forms the graphene layer 154 is a next-generation new material in which carbon atoms form a hexagonal lattice, that is, a honeycomb structure, forming a two-dimensional planar structure, and has a thickness ranging from a few nanometers to several tens of micrometers. Although it is thin and light, it is more than 200 times stronger than steel, has excellent electrical and thermal conductivity, and has excellent elasticity as well as physical and chemical properties.

Due to these exceptional physical and chemical properties, graphene material (GM) is being actively researched and developed in various fields such as airplanes, automobiles, building materials, and the medical industry.

The graphene material (GM) described above can be extracted through physical or chemical exfoliation of graphite crystals, which are the main material, or obtained through vapor deposition using a carbon precursor.

The graphene layer 154 according to the present invention is formed by spreading or dissolving the graphene material (GM) extracted by various graphene production methods as described above in a solvent such as methylpyrrolidone (N-Methyl-2-pyrrolidone) or water. It can be formed into a single layer by an ultrasonic spray device (not shown) that sprays the dispersion (D) in the form of an aerosol.

The second resin layer 156 is a thin film-shaped component that forms a strong bond and is integrated with the graphene layer 154 on the other side of the graphene layer 154, which is opposite to the above-described first resin layer 152. am.

The polymer forming this second resin layer 156 penetrates between the graphene material (GM) arranged to form the graphene layer 154 and forms a chemical bond (covalent bond) with the graphene material (GM), It performs a function of protecting the other surface of the graphene layer 154 and performs a function of supplementing the mechanical properties exhibited by the graphene layer 154.

The polymer forming the second resin layer 156, like the first resin layer 152 described above, is a polymer synthetic resin that has a melting point that does not melt under the heat or pressure applied during tire manufacturing and has flexibility and tough rigidity. There are no special restrictions.

Therefore, in order to implement the necessary physical properties according to the tire standard, purpose, or usage environment of the tire, any one of the heat-resistant resins mentioned above can be selected and used to manufacture the second resin layer 156, and two or more can be appropriately mixed. It may also be used in manufacturing the second resin layer 156.

Although specific embodiments of the present invention have been described and shown above, it is known in the art that the present invention is not limited to the described embodiments, and that various modifications and changes can be made without departing from the spirit and scope of the present invention. This is self-evident to those who have it. Accordingly, such modifications or variations should not be understood individually from the technical idea or viewpoint of the present invention, and the modified embodiments should be regarded as falling within the scope of the claims of the present invention.

Ax: axle
G: road surface
10: Conventional non-pneumatic tires
100: Non-pneumatic tire with reduced tread deformation
110: coupling part
120: Tread part
120a, 120b: ground plane, inner peripheral surface
122: joint band
130: spoke
t: Thickness of spoke
140: reinforcement part
142: first reinforcement
144: second reinforcement
R: Protrusion height of reinforcement part
150: Graphene reinforcement film
152: first resin layer
154: Graphene layer
156: second resin layer

Claims (5)

A ring-shaped coupling part fastened to a wheel connected to the axle of a vehicle;
a ring-shaped tread portion provided on a radial outer side of the coupling portion and grounded to the road surface;
a plurality of spokes disposed radially along the circumference of the coupling portion and connecting the coupling portion and the tread portion to support the tread portion; and
In order to reinforce the rigidity of the joint band of the tread portion that is deformed by grounding between the adjacent spokes, a reinforcing portion is installed on the joint band in a shape to increase the secondary moment of section of the joint band,
The reinforcement part,
The central portion of the joint band protrudes convexly along the width direction of the tire from the inner circumferential surface of the joint band toward the coupling portion so that the cross-sectional secondary moment of the joint band increases through expansion of the cross-sectional height (h) of the joint band. A first reinforcement that suppresses deformation; and
The cross-section of the joint band protrudes convexly in the width direction of the tire on both sides of the joint band to increase the cross-sectional secondary moment of the joint band through the expansion of the horizontal length (b) of the cross-section of the joint band, thereby causing deformation of the central portion of the joint band. A non-pneumatic tire with reduced tread deformation, comprising a second reinforcing member for suppressing tread deformation. According to paragraph 1,
The first reinforcement and the second reinforcement,
When rolling or extruding the tread portion, it is integrally formed together,
A non-pneumatic tire with reduced deformation of the tread, characterized in that it is pre-manufactured from a material having higher rigidity than the tread portion and then joined to the tread portion using an adhesive material to form an integral piece. delete According to paragraph 1,
The reinforcement part,
A non-pneumatic tire that reduces deformation of the tread, comprising a graphene reinforcement film inserted into the inside of the tread part and molded integrally with the tread part to increase the rigidity and dissipate heat of the tread part. According to paragraph 4,
The graphene reinforcement film,
first resin layer;
A graphene layer provided on the first resin layer; and
A non-pneumatic tire with reduced tread deformation, characterized in that it is made of a lightweight membrane structure including a second resin layer provided on the graphene layer.

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