KR20230023294A - Non-pneumatic tire with reduced tread deformation - Google Patents

Abstract

Disclosed is a non-pneumatic tire with reduced tread deformation. The non-pneumatic tire with reduced tread deformation, according to the present invention, comprises: a ring-shaped coupling part fastened to a wheel connected to the axle of a vehicle; a ring-shaped tread part provided on a radial outer side of the coupling part and grounded to a road surface; a plurality of spokes disposed radially along the circumference of the coupling part and connecting the coupling part and the tread part to support the tread part; and in order to reinforce the rigidity of a joint band of the tread part which is deformed by grounding between the adjacent spokes, a reinforcement part installed on the joint band in a shape to increase the secondary moment of section of the joint band. According to the present invention, the reinforcement parts, which are shaped to increase the secondary moment of section about the joint band of the tread part which is deformed by grounding between the adjacent spokes, are installed on each joint band to reinforce the rigidity of the joint band, such that regardless of the shape or rigidity of the spokes, deformation and vibration of the tread part can be suppressed. In addition, vehicle ride comfort, tire uniformity, steering, and durability performance can be improved, and noise and heat generation during driving can be reduced.

Description

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

The present invention relates to a non-pneumatic tire in which deformation of a tread is reduced, and more particularly, to a non-pneumatic tire in which the rigidity of a tread that is deformed upon contact with a load is structurally reinforced.

A non-pneumatic tire, which has been actively researched recently, refers to a tire designed to structurally support the load of a vehicle body and absorb shock from a road surface without forming a lumen, which is a sealed space filled with high-pressure air.

Such a conventional non-pneumatic tire 10 generally includes a coupling portion 110 coupled to the outer circumferential surface of a wheel connected to an 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 having the above structure supports the load of the vehicle body, a tensile force is applied to the upper spoke 130 and a compressive force is applied to the lower spoke 130, respectively. As a result, the vehicle body The load of can be distributed and supported through the plurality of spokes 130, and shock from the road surface can also be buffered.

On the other hand, 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 FIG. When positioned parallel to the vertical direction or the direction perpendicular to the road surface, deformation due to the road surface is minimized.

And, as shown in (a) of FIG. 5, the tread part 120 has a sine wave shape in which deformation due to the road surface is maximized as the spoke 130 moves away from the vertical direction of the load or the direction perpendicular to the road surface. The deformation is repeated based on the road surface.

In this way, depending on whether or not the spokes 130 are supported, the tread portion 120, which repeats bending and deformation with respect to the road surface at regular intervals, rotates the tire, that is, generates up and down vibration during driving, thereby improving ride comfort performance of the vehicle as well as uniformity. (Uniformity) There was a problem of generating noise during performance, steering performance, or driving.

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

For example, Korean Patent Publication No. 10-2017-0047166 (published on May 4, 2017) increases the compression stiffness (Sr) of the spoke outer end side than the spoke inner end side, resulting in A technique for relatively reducing deformation is presented.

The prior art as described above has the advantage of partially improving the ride comfort and durability of the tire, but only discloses a technology for reducing deformation of the tire by limiting only to the shape or stiffness of the spoke, and in terms of the composition, shape or structure of the tread part Since improvement or supplementation is not suggested at all, it is necessary to research or develop it.

Republic of Korea Patent Publication No. 10-2017-0047166 (published on May 04, 2017)

An object of the present invention is to improve tire performance by reducing the deformation width of the tread, which is deformed when grounded by a load, by adding a shape capable of structurally supplementing the rigidity of the tread in a rotational section that is not directly supported by spokes. It is to provide a non-pneumatic tire with

The above object is a ring-shaped coupling portion fastened to a wheel connected to an axle of a vehicle; a ring-shaped tread portion provided on a radially outer side of the coupling portion and grounded to a 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 cross-sectional moment of inertia of the joint band in order to reinforce the rigidity of the joint band of the tread portion deformed according to the ground between the adjacent spokes Tread characterized in that it comprises a reinforcement portion This is achieved by a non-pneumatic tire that reduces the deformation of

The reinforcing part may include a first reinforcing member that protrudes convexly along the width direction of the tire toward the coupling part from the inner circumferential surface of the joint band to increase the moment of inertia of cross section of the joint band.

The reinforcing part may further include a second reinforcing member protruding convexly in the width direction of the tire from both side surfaces of the joint band to increase a moment of inertia of cross section of the joint band.

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

The graphene-reinforced film may include a first resin layer; A graphene layer provided on the first resin layer; And it may be made of a lightweight film structure including a second resin layer provided on the graphene layer.

According to the present invention, as the reinforcing parts formed in the shape of increasing the cross-sectional moment of inertia with respect to the joint band of the tread portion deformed according to the ground between adjacent spokes are attached to the joint band to reinforce the stiffness of the joint band itself, the spokes Deformation and vibration of the tread part itself can be suppressed regardless of shape or rigidity, vehicle riding comfort, tire uniformity, steering and durability performance can be improved, and noise generation and heat generation can be reduced while driving. do.

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 circumference of the pneumatic tire shown in FIG. 1 and a partial cross-sectional view parallel to the axle.
Figure 3 is a graph showing the shape of the deformation of the joint band according to the thickness of the spoke and joint band shown in Figure 1, respectively, in contrast.
FIG. 4 is a graph continuously showing how a joint band is deformed on a road surface when the non-pneumatic tire shown in FIG. 1 is driven.
5 is a graph continuously showing the deformation of the joint band on the road surface during driving of the conventional non-pneumatic tire excluding the reinforcing part of the present invention.

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

1 is a perspective view of a non-pneumatic tire with reduced tread deformation according to an embodiment of the present invention, and 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. 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 in contrast, and FIG. 4 is the deformation of the joint band on the road surface during driving of the non-pneumatic tire shown in FIG. 1 5 is a graph continuously showing how the joint band is deformed on the road surface during driving of a conventional non-pneumatic tire excluding the reinforcing part of the present invention.

The X, Y, and Z axes shown in the drawings are arbitrarily determined for convenience of description, not for limitation of rights. The X axis indicates the front and rear direction of the tire, the Y axis indicates the left and right width direction of the tire, and the Z axis indicates the tire It is defined as indicating the up-down direction of . Each direction described below is based on this, except for cases specifically limited otherwise.

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

The present invention, regardless of the shape or stiffness of the spoke 130, the tread portion 120 through the reinforcing portion 140 of the shape to increase the second moment of inertia of the joint band 122 constituting the tread portion 120 By suppressing its deformation and vibration, the above-mentioned object is realized.

In order to specifically implement the above object, the non-pneumatic tire 100 according to an embodiment of the present invention, as shown in FIG. It may be configured to include a reinforcement part 140 and the like.

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

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

Of course, the coupling part 110 may be formed by manufacturing a high-strength, highly heat-resistant, non-stretchable/stretchable synthetic resin or rubber material in a ring shape or cylindrical shape with a predetermined thickness.

Fastening between the wheel and the coupling part 110 may be achieved through various fastening methods such as fitting, locking, screwing, and clamping.

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

In this tread part 120, the joint band 122 disposed between the spokes 130 adjacent to each other based on the spokes 130 to be described later is continuously connected to form a ring shape, and the outer side grounded to the road surface G It may be composed of a ground surface 120a, an inner circumferential surface 120b of the opposite side, and a side surface connecting the ground surface 120a and the inner circumferential surface 120b from the side.

At this time, on the contact surface 120a of the tread portion 120, although not specifically shown in the drawing, a longitudinal groove, which is a groove in the circumferential direction of the tire, and a transverse groove, which is a groove that intersects the longitudinal groove and is formed in the width direction of the tire to function as drainage , Blocks partitioned by longitudinal grooves and transverse grooves to form protrusions in contact with the road surface (G), narrow grooves formed in blocks to impart flexibility, dimples formed around the shoulders for heat dissipation, etc. are conventional pneumatic tires. It can be formed in various aspects similar to the tread pattern of.

On the other hand, as shown in FIG. 4, the joint band 122 of the tread part 120 is bent and deformed by being pressed by the road surface G during rotation of the tire according to 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.

These joint bands 122, 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 FIG. 4 (b)), due to the road surface G As the deformation is minimized and the spokes 130 move away from the vertical direction of the load or the direction perpendicular to the road surface G (see FIG. 4(a)), the spokes 130 cannot support the road surface G ) is repeated based on the road surface (G), the deformation of the sine wave shape where the deformation due to the maximum.

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

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

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

At this time, when the load of the vehicle body is applied to the radially arranged spokes 130, the load of the vehicle body is, as shown in FIG. The tensile force is distributed and supported, and the impact from the road surface G during driving is also distributed and buffered by the compressive force and the tensile force, respectively.

As described above, in order to smoothly perform compression and tension of the spokes 130, the spokes 130 may be formed by manufacturing a high-strength, high-heat-resistance stretchable synthetic resin or rubber material in a plate shape with a predetermined thickness.

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

In addition, as described above, the spokes 130 are manufactured separately, not by injection molding using a tire molding mold, and then applied to the outer circumferential surface of the coupling part 110 and the inner circumferential surface 120b of the tread part 120. It may be combined with the coupling part 110 and the tread part 120 by using the adhesive strength of the adhesive material.

In this case, the adhesive material may be made of substantially the same material as that of the spoke 130 for firm adhesion to the coupling part 110 and the tread part 120 .

Meanwhile, as the number of spokes 130 disposed along the coupling part 110 increases or the thickness t of the spokes 130 increases, the spokes 130 made of the same material can support a vehicle body with a greater load. It can support, and it becomes possible to buffer a larger road surface impact.

The reinforcing part 140 reinforces the stiffness of the joint band 122 of the tread part 120, which is deformed from a gentle arc shape to a flat plate shape (see FIG. 4 (a)) according to the ground between adjacent spokes 130 As a component formed incidentally to the joint band 122 to do so, it may be formed in a shape that increases the cross-sectional moment of inertia of the joint band 122.

Here, the second moment of inertia (I _Ax ) of the joint band 122 refers to the moment of inertia for estimating the resistance to bending deformation or sagging based on the cross section of the joint band 122 parallel to the axle (Ax).

)과 반비례 관계로 볼 수 있으므로, 이음밴드(122)의 단면 이차모멘트(I_Ax) 값이 커지게 되면(구조적으로 안정하게 됨) 이음밴드(122)의 휨 변형이 억제된다고 할 수 있는 것이다.At this time, the cross-sectional moment of inertia (I _Ax ) of the joint band 122 is physically the bending deformation of the joint band 122 (the corresponding deformation of the cantilever (

Since it can be seen in inverse proportion to ), it can be said that the bending deformation of the joint band 122 is suppressed when the cross-sectional moment of inertia (I _Ax ) value of the joint band 122 increases (structurally stable).

The cross-sectional moment of inertia (I _Ax ) of the joint band 122 is, as shown in (b) of FIG. 2, the cross-sectional moment of inertia (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 the parallel axis with respect to the axle shaft Ax, which is the center of actual rotation. At this time, A means the cross-sectional area (A = b * h) of the joint band 122 made of a rectangular shape, and D refers to the distance between the center line of the joint band 122 and the axle (Ax).

That is, according to the equation expressing the cross-sectional moment of inertia (I _Ax ) for the joint band 122 as above, the cross-sectional moment of inertia (I _Ax ) for the joint band 122 is shown in (b) of FIG. 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, when each (b, h) is selectively increased, the bending deformation for the joint band 122 is eventually that can be suppressed.

Therefore, the reinforcing part 140 according to the embodiment of the present invention, the first reinforcing body 142 and the second reinforcing body (142) and the second reinforcing body ( 144) is formed by selectively forming the joint band 122.

Here, the first reinforcing body 142 is a component that increases the cross-sectional moment of inertia of the joint band 122 through extension to the height (h) of the joint band 122 cross section, on the inner circumferential surface of the joint band 122. It is made of 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 central portion is convex rather than the overall increase in the height (h) of the cross section of the joint band 122 is that the center portion of the joint band 122, which is not supported by the spokes 130 and is easily deformed, This is to reduce the weight of the tire while intensively suppressing deformation.

The second reinforcing body 144 is a component that increases the cross-sectional moment of inertia of the joint band 122 through expansion with respect to the horizontal length (b) of the joint band cross section, and the width of the tire on both sides of the joint band 122 It is made of a structure that protrudes convexly in the 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 the central portion is formed convexly is because, like the first reinforcing body 142, it is not supported by the above-described spoke 130 and is deformed This is to reduce the weight of the tire while intensively suppressing the deformation of the central portion of the easy joint band 122.

The first reinforcing member 142 and the second reinforcing member 144 as described above are integrally molded together at the time of rolling or extruding with respect to the tread portion 120 described above, or have a higher height than the tread portion 120. It may be manufactured in advance with 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 are selected to form on the joint band 122, form all together, or adjust the degree of convex protrusion. In this way, the degree of deformation suppression for 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 to mutually reduce the width of deformation of the joint band 122 between the present invention of FIG. 4 and the conventional non-pneumatic tire 10 shown in FIG. In contrast, it is easy and clear to see.

The effect of suppressing deformation of the joint band 122 through the reinforcing portion 140 described above is 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 thickened 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 splice band 122 is supported by the spokes 130 in a wider range as the thickness t of the spoke 130 is thicker.

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, and the joint band 122 When the cross-sectional height (h) of ) is extended, it can be seen that the width (degree) of deformation of the joint band 122 is rapidly reduced compared to the case of (a) in FIG. 3, which indicates that the central portion of the joint band 122 It can be understood that this is because the deformation of the joint band 122 is effectively suppressed in proportion to the degree of protrusion (a shape that increases the moment of secondary moment of cross section of the joint band 122).

However, while the first reinforcing body 142 most effectively suppresses the deformation of the joint band 122 at a protruding height R of 2.0 mm, when it exceeds 2.0 mm, it may hinder the weight reduction of the tire, and the deformation A decrease in the efficiency of suppressing may occur.

In addition, in the case of forming the first reinforcing body 142 in the order of 0.0 mm to 2.0 mm while thinning the thickness (t) of the spoke 130 according to the present invention in the order of 5.0 mm to 3.5 mm (c in FIG. 3) According to ), it can be seen that the suppression of deformation of the joint band 122 by the protruding height R of the first reinforcing body 142 is more dominant and effective than by the thickness t of the spoke 130.

These results are obtained by appropriately increasing the protruding height R of the first reinforcing member 142 (or the second reinforcing member 144) while thinning the thickness t of the spoke 130 together with the weight reduction of the tire. It shows that deformation and vibration of the tread part 120 itself can be effectively suppressed, which can be a clue to improving the performance of the non-pneumatic tire 100.

On the other hand, the reinforcing part 140, unlike the first reinforcing body 142 and the second reinforcing body 144 that expands the height (h) or the horizontal length (b) of the cross section of the joint band 122 as described above, , It may include a graphene reinforcement film 150 inserted into the tread part 120 and molded integrally with the tread part 120 .

The graphene-reinforced 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 unit 120 and to dissipate heat, and as shown in FIG. 2, the first number It may be configured to include a stratum layer 152, a graphene layer 154, a second resin layer 156, and the like.

Here, the first resin layer 152 is a thin film-like component that forms a solid bonding force with the graphene layer 154 on one side of the graphene layer 154 to be described later and is integrally formed.

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

The polymer forming the first resin layer 152 is not particularly limited as long as it has a melting point that does not melt under heat or pressure applied during tire manufacturing and has flexibility and tough rigidity, but is not particularly limited. PET (Polyethylene Terephthalate), It may include at least one of polyphenylene sulfide (PPS), polysulfone (PSU), polyetheretherketone (PEEK), polyethersulfone (PES), polyphthalamide (PPA), polyetherimide (PEI), and thermoplastic polyimide (TPI).

The various heat-resistant resins specifically mentioned above may be selected and used in the manufacture of the first resin layer 152 in order to implement necessary physical properties according to tire specifications, uses, or tire usage environments, and two or more may be appropriately used. It may be mixed and used in the manufacture of the first resin layer 152.

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 the conventional tread having low thermal conductivity, and is a single layer on the first resin layer 152 described above. can be provided with

Here, the graphene material forming the graphene layer 154 is a next-generation new material in which carbon atoms form a hexagonal lattice, that is, a honeycomb structure to form a two-dimensional planar structure, from several nm to several tens of μm. It is thin and light in thickness, but is 200 times stronger than steel, has excellent electrical and thermal conductivity, and has excellent physical and chemical properties such as elasticity.

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 medical industries.

The above-described graphene material (GM) may be extracted through a physical or chemical exfoliation method for a graphite crystal serving as a main material, or may be obtained through a vapor deposition method using a carbon precursor.

In the graphene layer 154 according to the present invention, the graphene material (GM) extracted by various graphene manufacturing methods as described above is diffused or dissolved 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) for spraying the dispersion (D) formed in the form of an aerosol.

The second resin layer 156 is a thin film-like component that forms a solid bonding force with the graphene layer 154 on the other side of the graphene layer 154 opposite to the above-described first resin layer 152 and is integral with the graphene layer 154. am.

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

If the polymer forming the second resin layer 156 is a polymer synthetic resin having a melting point that does not melt under heat or pressure applied during tire manufacturing and having flexibility and toughness, as in the above-described first resin layer 152, not particularly limited

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

In the foregoing, although specific embodiments of the present invention have been described and shown, the present invention is not limited to the described embodiments, and it is common knowledge in the art that various modifications and variations can be made without departing from the spirit and scope of the present invention. It is self-evident to those who have Therefore, such modifications or variations should not be individually understood from the technical spirit or viewpoint of the present invention, and modified embodiments should fall within the scope of the claims of the present invention.

Ax: Axle
G: road surface
10: conventional pneumatic tire
100: non-pneumatic tire with reduced tread deformation
110: coupling part
120: tread part
120a, 120b: ground plane, inner circumferential surface
122: Eum band
130: spoke
t: the thickness of the spoke
140: reinforcement part
142: first reinforcing body
144: second reinforcing body
R: Protruding height of the reinforcement part
150: graphene reinforcement film
152: first resin layer
154: graphene layer
156: second resin layer

Claims (5)

A ring-shaped coupling portion fastened to a wheel connected to an axle of a vehicle;
a ring-shaped tread portion provided on a radially outer side of the coupling portion and grounded to a 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 deformed according to the ground between the adjacent spokes, the tread characterized in that it comprises a reinforcing portion attached to the joint band in a shape to increase the moment of secondary moment of cross section of the joint band Non-pneumatic tire with reduced deformation. According to claim 1,
The reinforcement part,
A non-pneumatic tire with reduced deformation of the tread, characterized in that it comprises a first reinforcing body that protrudes convexly along the width direction of the tire from the inner circumferential surface of the joint band toward the coupling part to increase the moment of secondary moment of cross section of the joint band. . According to claim 2,
The reinforcement part,
The non-pneumatic tire with reduced deformation of the tread, characterized in that it further comprises a second reinforcing member protruding convexly in the width direction of the joint band from both sides of the joint band to increase the moment of secondary moment of cross section of the joint band. According to claim 1,
The reinforcement part,
A non-pneumatic tire with reduced deformation of the tread, characterized in that it comprises a graphene reinforcing film inserted inside the tread part and integrally molded with the tread part to increase rigidity and heat radiation to the tread part. According to claim 4,
The graphene reinforced film,
A 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 film structure including a second resin layer provided on the graphene layer.

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