WO2014199652A1 - 非空気式タイヤ - Google Patents
非空気式タイヤ Download PDFInfo
- Publication number
- WO2014199652A1 WO2014199652A1 PCT/JP2014/050977 JP2014050977W WO2014199652A1 WO 2014199652 A1 WO2014199652 A1 WO 2014199652A1 JP 2014050977 W JP2014050977 W JP 2014050977W WO 2014199652 A1 WO2014199652 A1 WO 2014199652A1
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- WIPO (PCT)
- Prior art keywords
- tire
- tread
- inner peripheral
- pneumatic tire
- dimples
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C7/00—Non-inflatable or solid tyres
- B60C7/10—Non-inflatable or solid tyres characterised by means for increasing resiliency
- B60C7/14—Non-inflatable or solid tyres characterised by means for increasing resiliency using springs
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
- B60C23/18—Tyre cooling arrangements, e.g. heat shields
- B60C23/19—Tyre cooling arrangements, e.g. heat shields for dissipating heat
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C7/00—Non-inflatable or solid tyres
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C7/00—Non-inflatable or solid tyres
- B60C7/10—Non-inflatable or solid tyres characterised by means for increasing resiliency
- B60C7/14—Non-inflatable or solid tyres characterised by means for increasing resiliency using springs
- B60C7/146—Non-inflatable or solid tyres characterised by means for increasing resiliency using springs extending substantially radially, e.g. like spokes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C7/00—Non-inflatable or solid tyres
- B60C7/10—Non-inflatable or solid tyres characterised by means for increasing resiliency
- B60C7/14—Non-inflatable or solid tyres characterised by means for increasing resiliency using springs
- B60C7/16—Non-inflatable or solid tyres characterised by means for increasing resiliency using springs of helical or flat coil form
- B60C7/18—Non-inflatable or solid tyres characterised by means for increasing resiliency using springs of helical or flat coil form disposed radially relative to wheel axis
Definitions
- the present invention relates to a non-pneumatic tire having excellent durability performance.
- Non-air including an annular tread portion that contacts the road surface, an annular inner peripheral portion located inside the tread portion in the tire radial direction, and a plurality of connecting portions that radially extend and connect the tread portion and the inner peripheral portion.
- a tire is known.
- the connecting portion, the tread portion, and the inner peripheral portion are generally formed of rubber or resin.
- the connecting portion, the tread portion, and the inner peripheral portion repeat compression and tensile deformation during traveling. For this reason, a large hysteresis loss occurs in these regions.
- the hysteresis loss becomes heat energy and generates heat in each region. This heat generation deteriorates each region and deteriorates the durability performance of the non-pneumatic tire.
- JP 2008-13951 A International Publication No. 2003/018332 JP 2012-131254 A
- the present invention has been devised in view of the above circumstances, and has as its main purpose to provide a non-pneumatic tire having excellent durability performance.
- the present invention includes an annular tread portion that contacts a road surface, an annular inner peripheral portion that is positioned on the inner side in the tire radial direction of the tread portion, and a plurality of connecting portions that connect the tread portion and the inner peripheral portion.
- a non-pneumatic tire is provided, wherein at least one of the connecting portions is provided with a plurality of dimples.
- the ratio (A / B) between the outer area A of all the dimples and the virtual surface area B of the connecting portion obtained by filling all the dimples is 10% to 80 % Is desirable.
- a rough surface portion having a surface roughness of 1 to 30 ⁇ m is formed on at least a part of the connecting portion.
- the present invention includes an annular tread portion that contacts a road surface, an annular inner peripheral portion that is positioned on the inner side in the tire radial direction of the tread portion, and a plurality of connecting portions that connect the tread portion and the inner peripheral portion.
- the tread portion has an inner surface of the tread facing the inner peripheral side, and a plurality of dimples are provided on the inner surface of the tread.
- the ratio (C / D) between the outer area C of all the dimples and the virtual surface area D of the inner surface of the tread obtained by filling all the dimples is 10% to 80 % Is desirable.
- a rough surface portion having a surface roughness of 1 to 30 ⁇ m is formed on at least a part of the inner surface of the tread.
- the present invention includes an annular tread portion that contacts a road surface, an annular inner peripheral portion that is positioned on the inner side in the tire radial direction of the tread portion, and a plurality of connecting portions that connect the tread portion and the inner peripheral portion.
- a non-pneumatic tire including the inner peripheral portion has an inner peripheral portion outer surface facing the tread portion side, and the inner peripheral portion outer surface is provided with a plurality of dimples. .
- the ratio (E / F) between the outer area E of all the dimples and the virtual surface area F of the inner peripheral portion outer surface obtained by filling all the dimples is 10%. It is desirable to be ⁇ 80%.
- a rough surface portion having a surface roughness of 1 to 30 ⁇ m is formed on at least a part of the outer surface of the inner peripheral portion.
- the depth of the dimple is preferably 0.1 to 2 mm.
- the dimple has a circular shape with a diameter of 1 to 20 mm.
- the present invention relates to a non-air including an annular tread portion that comes in contact with a road surface, an annular inner peripheral portion located inside the tread portion in the tire radial direction, and a plurality of connecting portions that connect the tread portion and the inner peripheral portion.
- Tire At least one connecting portion is provided with a plurality of dimples. Thereby, the surface area of a connection part becomes large and the heat of the connection part which generate
- the present invention is a non-pneumatic tire provided with a plurality of dimples on the inner surface of the tread of the tread portion.
- This non-pneumatic tire has excellent durability performance with suppressed deterioration due to heat generation in the tread portion.
- the present invention is a non-pneumatic tire provided with a plurality of dimples on the outer surface of the inner peripheral portion of the inner peripheral portion. This non-pneumatic tire has excellent durability performance because deterioration due to heat generation at the inner periphery is suppressed.
- FIG. 1 is a perspective view of a non-pneumatic tire showing a first embodiment of the present invention. It is a perspective view which shows the state which mounted
- FIG. 5 is a cross-sectional view taken along the line AA in FIG. 4. It is a perspective view of the non-pneumatic tire of a 2nd embodiment of the present invention. It is the elements on larger scale which cut the non-pneumatic tire of Drawing 6 in the tire peripheral direction. It is a perspective view of the non-pneumatic tire of a 3rd embodiment of the present invention. It is the elements on larger scale which cut the non-pneumatic tire of Drawing 8 in the tire peripheral direction.
- the non-pneumatic tire (hereinafter sometimes simply referred to as “tire”) 1 of the present embodiment is used for, for example, a passenger car or a heavy-duty vehicle.
- the non-pneumatic tire 1 can support a load by the physical rigidity of the tire. Therefore, the non-pneumatic tire 1 is different from a pneumatic tire in which pressurized air is filled inside the tire.
- the tire 1 includes a tread portion 2, an inner peripheral portion 3, and a plurality of connecting portions 4 that connect between the tread portion 2 and the inner peripheral portion 3.
- the tread portion 2 is an annular body that is continuous in the tire circumferential direction.
- the tread portion 2 has a constant width W, for example.
- the tread portion 2 includes, for example, a rubber portion 2A made of a hard rubber material, and a resin portion 2B made of a resin material disposed on the inner side of the rubber portion 2A in the tire radial direction.
- the tread portion 2 includes a tread surface 2a that contacts the road surface on the outer surface in the tire radial direction, and a tread inner surface 2b that is opposite to the tread surface 2a.
- the tread surface 2a is provided on the rubber portion 2A.
- the tread inner surface 2b is provided in the resin portion 2B.
- the rubber portion 2A has, for example, a reinforcing cord layer (not shown) in which cords of metal or organic fibers are arranged.
- the inner periphery 3 is located inside the tread 2 in the tire radial direction.
- the inner peripheral portion 3 is an annular body that is continuous in the tire circumferential direction.
- the inner peripheral portion 3 includes an inner peripheral portion outer surface 3a facing the tread portion 2 side, and an inner peripheral portion inner surface 3b opposite to the inner peripheral portion outer surface 3a.
- the inner peripheral portion 3 of the present embodiment has a certain width in the tire circumferential direction.
- the inner peripheral portion 3 is made of, for example, a resin material.
- the inner peripheral portion 3 and the tread portion 2 are both arranged concentrically.
- a wheel H as shown in FIG. 2 is fixed to the inner peripheral portion 3 of the tire 1.
- the wheel H is not a rim used for a pneumatic tire.
- the wheel H is fixed to the inner peripheral surface 3 b of the inner peripheral portion 3.
- the wheel H is attached to an axle (not shown) of the vehicle.
- the connecting portion 4 of the present embodiment has a plate shape extending in the tire axial direction.
- the connecting part 4 is arranged in the tire circumferential direction.
- An outer end 4 a in the tire radial direction of the connecting portion 4 is fixed to a tread inner surface 2 b of the tread portion 2.
- the inner end 4 b in the tire radial direction of the connecting portion 4 is fixed to the inner peripheral portion outer surface 3 a of the inner peripheral portion 3.
- the connecting portion 4 is inclined with respect to the tire radial direction.
- the connecting portions 4 and 4 that are adjacent to each other in the tire circumferential direction are inclined in opposite directions with respect to the tire radial direction.
- the outer end 4a and the inner end 4b in the tire radial direction of the connecting portion 4 extend, for example, along the tire axial direction.
- the shape of the connection part 4 is not limited to such an aspect.
- As the shape of the connecting portion 4, various modes such as a zigzag extending in the tire radial direction or the circumferential direction and a mesh extending in the circumferential cross section of the tire are adopted.
- the connection part 4 of this embodiment has the width Wa equal to the inner peripheral part 3, for example.
- the connecting portion 4 is made of resin or rubber material.
- the connecting portion 4 is a rubber material, it preferably has a durometer A hardness of, for example, 70 to 95 degrees in an environment of a temperature of 23 ° C. in accordance with JISK6253.
- the connecting portion 4 is a resin material, for example, a urethane resin having a hardness that can sufficiently exert a load supporting ability is desirable.
- Such a connection part 4 absorbs the vibration at the time of driving
- the connection part 4 is shape
- the connecting portion 4 is provided with a plurality of dimples 5.
- dimples 5 are provided in all the connecting portions 4. Thereby, the surface area of the connection part 4 becomes large, and the heat of the connection part 4 which generate
- the outer edge 5e of the dimple 5 formed on the outer surface 4A of the connecting portion 4 is circular.
- Such a dimple 5 suppresses a decrease in rigidity of the connecting portion 4 and maintains a high durability performance of the tire 1.
- ambient air uniformly flows into the dimple 5 in the circular dimple 5. For this reason, the heat of the connecting portion 4 is effectively released into the atmosphere.
- FIG. 3 shows a partially enlarged cross-sectional view of the tire 1 cut in the tire circumferential direction.
- the dimple 5 of the present embodiment includes an annular inclined surface 5a and a planar bottom surface 5b connected to the inclined surface 5a. Thereby, the air that has entered the dimple 5 flows smoothly from the inclined surface 5a to the bottom surface 5b without staying in the dimple 5. For this reason, the heat of the connection part 4 is more effectively released.
- the depth t1 of the dimple 5 is preferably 0.1 to 2 mm.
- the depth t1 of the dimple 5 is less than 0.1 mm, the turbulent flow generated around the connecting portion 4 is reduced, and the amount of heat released may be reduced.
- the depth t1 of the dimple 5 exceeds 2 mm, the rigidity of the connecting portion 4 is lowered, and the durability performance of the tire 1 may be deteriorated.
- the depth t1 of the dimple 5 is preferably 5% to 15% of the thickness t2 of the connecting portion 4.
- the ratio (A / B) between the outer area A of all the dimples 5 and the virtual surface area B of the connecting portion 4 obtained by filling all the dimples 5 is preferably It is 10% or more, more preferably 20% or more, preferably 80% or less, more preferably 70% or less.
- the outer area of the dimple 5 refers to an area closed by the outer edge 5 e of the dimple 5.
- a rough surface portion 10 whose surface is roughened is formed in the connecting portion 4.
- the rough surface portion 10 further increases the surface area of the connecting portion 4. For this reason, the heat of the connection part 4 is discharged
- rough surface processing for example, embossing, embossing or pear processing is desirable.
- the rough surface portion 10 is also formed on the outer surface of the dimple 5.
- the surface roughness Ra of the rough surface portion 10 is preferably 1 to 30 ⁇ m.
- the surface roughness Ra of the rough surface portion 10 is less than 1 ⁇ m, the effect of increasing the surface area of the connecting portion 4 is small.
- the surface roughness Ra of the rough surface portion 10 exceeds 30 ⁇ m, stress due to compression and tensile deformation during traveling concentrates on the rough surface portion 10 in the connecting portion 4 and the like, which may cause cracks and the like.
- the surface roughness Ra of the rough surface portion 10 is more preferably 2 to 20 ⁇ m.
- the “surface roughness” is a contour defined in Japanese Industrial Standard JISB0601: 2001 “Product Geometric Characteristics Specification (GPS) —Surface Properties: Contour Curve Method—Terminology, Definitions, and Surface Property Parameters”. It is represented by the arithmetic mean height of the curve (arithmetic mean roughness of the roughness curve).
- FIG. 4 shows a front view of the connecting portion 4 according to another embodiment of the present invention.
- FIG. 5 is a cross-sectional view taken along the line AA in FIG.
- the outer surface 4 ⁇ / b> A of the connecting portion 4 has a center region Cr that is a half of the width Wa of the connecting portion 4 around the tire equator C, and the center region Cr and the connecting portion 4.
- a pair of shoulder regions Sr that are regions between the outer ends 4e in the tire axial direction.
- the connecting part 4 is covered with an inner peripheral part 3 and a tread part 2 in and out of the tire radial direction.
- the center region Cr of the connecting portion 4 is a region in which air is likely to stay and heat is not easily released into the atmosphere as compared to the shoulder region Sr. Accordingly, it is desirable to ensure a large ratio (hereinafter referred to as a dimple area ratio) between the outer area A of the dimple 5 and the virtual surface area B of the connecting portion 4 obtained by filling the dimple 5 in the center region Cr.
- a dimple area ratio hereinafter referred to as a dimple area ratio
- the dimple area ratio of the shoulder region Sr is made smaller than the dimple area ratio of the center region Cr to suppress a decrease in rigidity of the connecting portion 4.
- the dimple area ratio of the center region Cr is desirably 1.2 to 1.8 times the dimple area ratio of the shoulder region Sr.
- the center region Cr is provided with a first dimple 5A and a second dimple 5B smaller than the first dimple 5A.
- the second dimple 5B is surrounded by a plurality of first dimples 5A.
- only the first dimple 5A is provided at the same pitch as the first dimple 5A in the center region Cr.
- the connecting portion 4 includes a first dimple 5A in the center region Cr and a shoulder region Sr in which the depth tb of the dimple 5 is smaller than the first dimple 5A in the center region Cr.
- the first dimple 5A may be provided.
- FIG. 6 shows a perspective view of the tire 1 of the second embodiment.
- FIG. 7 shows a partially enlarged cross-sectional view of the tire of FIG. 6 cut in the tire circumferential direction.
- dimples 5 are provided on the tread inner surface 2 b of the tread portion 2.
- heat generated by the hysteresis loss of the tread portion 2 and the connecting portion 4 is effectively discharged, so that deterioration due to heat generation is suppressed.
- a rough surface portion 10 be formed on the tread inner surface 2b, similarly to the connecting portion 4.
- the dimple area ratio of the center region (not shown) of the tread inner surface 2b is set to the shoulder region (illustrated). (Omitted) can be 1.2 to 1.8 times the dimple area ratio.
- the ratio (E / F) between the outer area E of all the dimples 5 and the virtual surface area F of the inner peripheral outer surface 3a obtained by filling all the dimples 5 is: Preferably it is 10% or more, More preferably, it is 20% or more, Preferably it is 80% or less, More preferably, it is 70% or less.
- a non-pneumatic tire having the basic structure shown in FIG. 1 was prototyped based on the specifications in Table 1, and the heat generation properties of each sample tire were tested.
- the common specifications are as follows.
- Tire outer diameter Ha 635 mm
- Tread width W 195mm
- Material of rubber part of tread part Natural rubber + Styrene / butadiene rubber
- Material of resin part of tread part Thermosetting polyurethane Material of inner peripheral part: Thermosetting polyurethane Height of connecting part in radial direction of tire Hb: 90mm
- Link width Wa 185mm Connection thickness t2: 3 mm
- Material of connecting part Thermosetting polyurethane Dimple outer area: 3.14 mm 2 Dimple depth t1: 0.3 mm
- the test method is as follows.
- a non-pneumatic tire having the basic structure shown in FIG. 6 was prototyped based on the specifications in Table 2, and the heat generation properties of each sample tire were tested.
- the common specification and the test method are the same as those in the first embodiment. After running the drum, it was confirmed that there was no crack on the inner surface of the tread. The test results are shown in Table 2.
- the tire of the example had a lower temperature on the inner surface of the tread than the tire of the comparative example. For this reason, the durability performance of the example tire is improved as compared with the tire of the comparative example.
- the tire crack of Example 11 was a grade which does not have trouble in driving
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Abstract
Description
図1に示されるように、本実施形態の非空気式タイヤ(以下、単に「タイヤ」ということがある。)1は、例えば、乗用車や重荷重車に利用される。非空気式タイヤ1は、タイヤの物理的な剛性によって荷重を支持することができる。従って、非空気式タイヤ1は、タイヤの内部に加圧された空気が充填される空気入りタイヤとは異なっている。
連結部4は、複数個のディンプル5が設けられている。本実施形態では、ディンプル5が全ての連結部4に設けられている。これにより、連結部4の表面積が大きくなり、ヒステリシスロスによって発生した連結部4の熱が、大気中にスムーズに放出される。また、ディンプル5は、連結部4の周囲に乱流を発生させる。乱流は、連結部4の熱を大気中にさらにスムーズに放出する。従って、本発明の非空気式タイヤ1は、連結部4の発熱による劣化が抑制され、耐久性能が向上する。
図6は、第2実施形態のタイヤ1の斜視図を示している。図7は、図6のタイヤをタイヤ周方向に切断した部分拡大断面図を示している。図6及び図7に示されるように、第2実施形態のタイヤ1は、トレッド部2のトレッド内面2bにディンプル5が設けられている。これにより、ディンプル5の設けられたトレッド内面2bにおいて、トレッド部2や連結部4のヒステリシスロスによって発生した熱が効果的に排出されるため、発熱による劣化が抑制される。
図8は、第3実施形態のタイヤの斜視図を示している。図9は、図8のタイヤをタイヤ周方向に切断した部分拡大断面図を示している。図8及び図9に示されるように、第3実施形態のタイヤは、内周部3の内周部外面3aにディンプル5が設けられている。これにより、ディンプル5の設けられた内周部外面3aにおいて、内周部3や連結部4のヒステリシスロスによって発生した熱が効果的に排出されるため、発熱による劣化が抑制される。
タイヤの外径Ha:635mm
トレッド部の幅W:195mm
トレッド部のゴム部分の材料:天然ゴム+スチレン・ブタジエンゴム
トレッド部の樹脂部分の材料:熱硬化ポリウレタン
内周部の材料:熱硬化ポリウレタン
連結部のタイヤ半径方向高さHb:90mm
連結部の幅Wa:185mm
連結部の厚さt2:3mm
連結部の材料:熱硬化ポリウレタン
ディンプルの外面積:3.14mm2
ディンプルの深さt1:0.3mm
テスト方法は、次の通りである。
ドラム試験機を用い、各テストタイヤが、下記の条件で走行された。その後、連結部の平均温度が熱画像装置(表面温度計)によって測定された。結果は、比較例1の値を100とする指数で表示されている。数値が小さいほど良好である。
走行距離:10km
荷重:4.55kN
速度:60km/h
テストの結果が表1に示される。
3 内側部
4 連結部
5 ディンプル
Claims (11)
- 路面に接地する環状のトレッド部と、前記トレッド部のタイヤ半径方向の内側に位置する環状の内周部と、前記トレッド部と前記内周部とを継ぐ複数本の連結部とを含む非空気式タイヤであって、
少なくとも一つの前記連結部は、複数個のディンプルが設けられていることを特徴とする非空気式タイヤ。 - 全ての前記ディンプルの外面積Aと、全ての前記ディンプルを埋めて得られる前記連結部の仮想表面積Bとの比(A/B)が10%~80%である請求項1記載の非空気式タイヤ。
- 前記連結部の少なくとも一部には、表面粗さが1~30μmの粗面部が形成されている請求項1又は2に記載の非空気式タイヤ。
- 路面に接地する環状のトレッド部と、前記トレッド部のタイヤ半径方向の内側に位置する環状の内周部と、前記トレッド部と前記内周部とを継ぐ複数本の連結部とを含む非空気式タイヤであって、
前記トレッド部は、前記内周部側を向くトレッド内面を有し、
前記トレッド内面に複数個のディンプルが設けられていることを特徴とする非空気式タイヤ。 - 全ての前記ディンプルの外面積Cと、全ての前記ディンプルを埋めて得られる前記トレッド内面の仮想表面積Dとの比(C/D)が10%~80%である請求項4記載の非空気式タイヤ。
- 前記トレッド内面の少なくとも一部には、表面粗さが1~30μmの粗面部が形成されている請求項4又は5に記載の非空気式タイヤ。
- 路面に接地する環状のトレッド部と、前記トレッド部のタイヤ半径方向の内側に位置する環状の内周部と、前記トレッド部と前記内周部とを継ぐ複数本の連結部とを含む非空気式タイヤであって、
前記内周部は、前記トレッド部側を向く内周部外面を有し、
前記内周部外面は、複数個のディンプルが設けられていることを特徴とする非空気式タイヤ。 - 全ての前記ディンプルの外面積Eと、全ての前記ディンプルを埋めて得られる前記内周部外面の仮想表面積Fとの比(E/F)が10%~80%である請求項7記載の非空気式タイヤ。
- 前記内周部外面の少なくとも一部には、表面粗さが1~30μmの粗面部が形成されている請求項7又は8に記載の非空気式タイヤ。
- 前記ディンプルの深さが0.1~2mmである請求項1乃至9のいずれかに記載の非空気式タイヤ。
- 前記ディンプルは、直径が1~20mmの円形である請求項1乃至10のいずれかに記載の非空気式タイヤ。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201480030675.9A CN105263723B (zh) | 2013-06-11 | 2014-01-20 | 免充气轮胎 |
JP2015522571A JP6228604B2 (ja) | 2013-06-11 | 2014-01-20 | 非空気式タイヤ |
KR1020157036418A KR20160018582A (ko) | 2013-06-11 | 2014-01-20 | 비공기식 타이어 |
EP14810503.4A EP3002133B1 (en) | 2013-06-11 | 2014-01-20 | Non-pneumatic tire |
US14/892,262 US9895933B2 (en) | 2013-06-11 | 2014-01-20 | Non-pneumatic tire |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2013-123008 | 2013-06-11 | ||
JP2013123008 | 2013-06-11 |
Publications (1)
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WO2014199652A1 true WO2014199652A1 (ja) | 2014-12-18 |
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Application Number | Title | Priority Date | Filing Date |
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PCT/JP2014/050977 WO2014199652A1 (ja) | 2013-06-11 | 2014-01-20 | 非空気式タイヤ |
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US (1) | US9895933B2 (ja) |
EP (1) | EP3002133B1 (ja) |
JP (1) | JP6228604B2 (ja) |
KR (1) | KR20160018582A (ja) |
CN (1) | CN105263723B (ja) |
WO (1) | WO2014199652A1 (ja) |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
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CN107438524A (zh) * | 2015-01-22 | 2017-12-05 | 米其林集团总公司 | 用于车辆的轮胎型设备 |
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Also Published As
Publication number | Publication date |
---|---|
KR20160018582A (ko) | 2016-02-17 |
CN105263723A (zh) | 2016-01-20 |
JP6228604B2 (ja) | 2017-11-08 |
CN105263723B (zh) | 2017-11-10 |
JPWO2014199652A1 (ja) | 2017-02-23 |
US20160121656A1 (en) | 2016-05-05 |
US9895933B2 (en) | 2018-02-20 |
EP3002133B1 (en) | 2019-12-04 |
EP3002133A4 (en) | 2017-02-22 |
EP3002133A1 (en) | 2016-04-06 |
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