Classifications

• • 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

Definitions

• the present invention relates to an airless tire (also referred to as a non-pneumatic tire).
• the support structure that supports the load from the vehicle has an inner annular part, an intermediate annular part provided concentrically outside the inner annular part, and an intermediate annular part provided concentrically outside the inner annular part.
• Tires are known that include an outer annular portion, a plurality of inner connecting portions that connect the inner annular portion and the intermediate annular portion, and a plurality of outer connecting portions that connect the outer annular portion and the intermediate annular portion ( Patent Document 1).
• Patent Document 1 since the intermediate annular part is interposed between the plurality of connecting parts that connect the inner annular part and the outer annular part, it is thought that variations in rigidity due to the positional relationship between the spoke positions and the center position of the ground contact surface are unlikely to occur. ing.
• the outer annular part can be made of a rigid body, the amount by which the connection part (spoke) near the ground will shrink in response to the wheel load, and the amount by which the connection part (spoke) at the top of the tire on the opposite side will elongate. Become the same.
• the outer annular portion cannot be made of a rigid body because it needs to ensure a sufficient ground contact length to generate lateral force of the tire when the vehicle is steered, and to absorb small irregularities in the road surface. Therefore, even with the above-mentioned conventional tires, there is a problem in that a large wheel load is applied to the connecting portions (spokes) near the ground contact, and the durability of the connecting portions (spokes) is reduced.
• the problem to be solved by the present invention is to provide an airless tire that can disperse the load acting on the tire.
• the present invention provides a plurality of elastic spokes provided radially from an outer circumferential side of a wheel toward an inner circumferential side of a tread, and a plurality of elastic spokes provided in connection with the plurality of spokes between the wheel and the tread.
• an elastic intermediate ring an airless tire comprising: an elastic intermediate ring; a bent portion between the wheel-side end and the tread-side end of the spoke, the bending portion being bent in a direction connecting these ends;
• the load acting on the tire is input to the spokes, but the load acting on the bent portions of the spokes is transmitted in the circumferential direction of the tire by the intermediate ring. This allows the load acting on the tire to be distributed.
• FIG. 1 is a front view showing the basic structure of an airless tire according to an embodiment of the present invention.
• FIG. 2 is a perspective view of the rim of the wheel of FIG. 1;
• FIG. 2B is an exploded perspective view showing the rim of the wheel of FIG. 2A;
• 1 is a perspective view showing an airless tire according to a first embodiment of the present invention.
• 4 is a front view showing the airless tire according to the first embodiment of FIG. 3.
• FIG. FIG. 5 is an enlarged front view showing the V section of FIG. 4 in an enlarged manner.
• 6 is a graph showing the axial force acting on the intermediate ring of the airless tire shown in FIG. 5 for each position of the intermediate ring.
• FIG. 1 is a graph showing, for each angle of the tire, the sharing ratio of the vertical load transmitted from the spokes of the airless tire to the wheel according to the first embodiment.
• FIG. 3 is an enlarged front view showing a comparative example of the first embodiment.
• 8A is a graph showing the sharing ratio of the vertical load transmitted from the spokes of the airless tire to the wheel according to the comparative example of FIG. 8A for each angle of the tire.
• It is a perspective view showing an airless tire concerning a 2nd embodiment of the present invention.
• FIG. 1 is a front view showing the basic structure of an airless tire 1 according to an embodiment of the present invention.
• the airless tire 1 of this embodiment includes a wheel 11, spokes 12, an intermediate ring 13, an outer ring 14, and a tread 15.
• the wheel 11 is fixed to a hub of a vehicle (not shown).
• the wheel 11 includes, for example, a disc-shaped disk 111 and a cylindrical rim 112, and is made of metal or other highly rigid material.
• a circular member shown in the center of the airless tire 1 is a disc 111 of the wheel 11, and this disc 111 is fixed to the hub of the vehicle, so that the airless tire 1 is attached to the axle. Supported by
• FIG. 2A is a perspective view showing the rim 112 of the wheel 11 in FIG. 1, and FIG. 2B is an exploded perspective view of the rim 112.
• the disk 111 of the wheel 11 connected to the hub of the vehicle is not shown, and only the rim 112 of the wheel 11 to which the spokes 12 are engaged is shown.
• the rim 112 of the wheel 11 of this embodiment has a structure that is divided into two members 112a and 112b in the width direction of the tire.
• a plurality of grooves 113 are formed on the outer circumferential surface of the rim 112, and the inner circumferential ends of the spokes 12 are fitted into the grooves 113.
• the grooves 113 are provided substantially evenly along the circumferential direction of the outer peripheral surface of the rim 112, and have an anchor-shaped cross section.
• the rim 112 is disassembled into two members 112a and 112b as shown in FIG.
• the circumferential end is inserted into the groove 113, the inner circumferential end of the spoke 12 is sandwiched between the two members 112a and 112b, and the two members 112a and 112b are connected by a fastening member such as a bolt. This causes the plurality of spokes 12 to be restrained by the wheel 11 both in the radial direction and in the circumferential direction.
• the means for attaching the spokes 12 to the wheel 11 is not limited to this example as long as robustness can be ensured.
• the outer circumferential surface of the rim 112 of the wheel 11 and the inner circumferential ends of the spokes 12 may be bonded together using an adhesive.
• the outer circumferential surface of the rim 112 of the wheel 11 and the inner circumferential ends of the spokes 12 may be directly connected using bolts without providing the groove 113 on the outer circumferential surface of the rim 112 of the wheel 11.
• an annular inner ring connecting the inner ends of the plurality of spokes 12 may be provided, and this inner ring may be bonded to the outer circumferential surface of the rim 112 of the wheel 11 using an adhesive.
• a structure may be adopted in which a protrusion that fits into a groove 113 formed in the rim 112 of the wheel 11 is provided on the inner surface of the inner ring so that the inner ring and the wheel 11 fit together.
• the tread 15 is formed in a cylindrical shape and is provided on the outermost periphery of the airless tire 1.
• the tread 15 is made of a composite material made of an elastic material such as natural rubber or synthetic rubber reinforced with metal or resin tire cords.
• a tread pattern is formed on the outer circumferential surface of the tread 15, similar to conventional pneumatic tires, and serves as a contact surface with the road surface.
• the outer circumferential ring 14 is a cylindrical member that connects the tread-side ends of the plurality of spokes 12, and is fastened to the inner circumferential surface of the tread 15 described above by adhesive or other means.
• the outer ring 14 is made of an elastic material such as an elastic thermoplastic resin or an elastic thermosetting resin, and may be integrally molded with the spokes 12.
• the outer ring 14 is not an essential component, and the outer ring 14 may be omitted by directly fastening the tread side ends of the spokes 12 to the tread 15.
• FIG. 4 is a front view showing the airless tire 1 according to the first embodiment of FIG. 3
• FIG. FIG. 3 is an enlarged front view showing an enlarged portion.
• the spokes 12 of this embodiment are made of an elastic material such as an elastic thermoplastic resin or an elastic thermosetting resin, and extend radially from the outer circumferential side of the wheel 11 toward the inner circumferential side of the tread 15. , are provided in plurality at equal intervals along the circumferential direction of the tire. The plurality of spokes 12 are provided axially symmetrically with respect to the central axis of the tire.
• FIG. 4 is a front view showing the airless tire 1 according to the first embodiment of FIG. 3
• FIG. 3 is an enlarged front view showing an enlarged portion.
• the spokes 12 of this embodiment are made of an elastic material such as an elastic thermoplastic resin or an elastic thermosetting resin, and extend radially from the outer circumferential side of the wheel 11 toward the inner circumferential side of the tread 15. , are provided in plurality at equal interval
• spokes 121, 122, 123 are shown from right to left.
• the number of spokes 12 provided in one airless tire 1 is not particularly limited, and can be set as appropriate depending on the tire's contact length, load capacity of the spokes 12, vibration resistance performance, and other required specifications of the tire. .
• One spoke 12 has both ends 12a and 12b connected between an end 12a on the wheel side and an end 12b on the tread side, as indicated by symbols 12a and 12b on the rightmost spoke 121 in FIG.
• a bent portion 16 is formed to bend in the direction in which it is bent.
• the spokes 12 are formed in a zigzag shape when viewed in the direction of the rotation axis of the tire (front view in FIGS. 4 and 5).
• five bent portions 161, 162, 163, 164, and 165 are formed from the end 12a on the wheel side toward the end 12b on the tread side. Note that although the reference numeral of the bent portion 16 is given only to the spoke 121 at the right end in FIG. 5, the bent portion 16 having the same configuration is formed in each spoke 12 over the entire circumference of the tire.
• the inferior angle ⁇ of the bent portion 16 shown in FIG. 5 is preferably set to less than 120°, although this is not particularly limited.
• the intermediate ring 13 of this embodiment is made of an elastic material such as an elastic thermoplastic resin or an elastic thermosetting resin like the spokes 12, and is arranged between the plurality of spokes 12 and the tread 15 between the wheel 11 and the tread 15. They are connected and provided.
• the intermediate ring 13 has a cylindrical shape concentric with the wheel 11 and the tread 15.
• two intermediate rings 13 are provided, but the intermediate ring 13 shown in FIGS.
• five intermediate rings 13 are provided.
• the number of intermediate rings 13 provided in one airless tire 1 is not particularly limited, but by setting the number of intermediate rings 13 to 2, 4, 6, or any other even number, the force in the circumferential direction of the tire can be balanced. is maintained.
• the axial force (compressive force and tensile force) acting on the intermediate ring 13 becomes continuous throughout the circumference of the tire, and the load acting on the bent portions 16 of the spokes 12 can be distributed over the entire tire.
• RRC rolling resistance coefficient
• One intermediate ring 13 is provided in an annular shape between the wheel 11 and the tread 15 as shown in FIGS. 3 and 4, so it intersects with a plurality of spokes 12, but in the airless tire of this embodiment 1, each intermediate ring 13 is connected to each spoke 12 at each bend 16. That is, as shown in the enlarged front view shown in FIG.
• the intermediate ring 132 located on the inner peripheral side is connected to the bent portion 162 located next to the inner peripheral side of each spoke 121, 122, 123, and the intermediate ring 135 provided on the outermost peripheral side is connected to each spoke 121, 122, 123.
• 123 is connected to a bent portion 165 located on the outermost peripheral side.
• the bent portions 16 of the spokes 12 connected to the same intermediate ring 13 are formed to be bent in the same direction with respect to the circumferential direction of the tire. That is, as shown in the enlarged front view of FIG. 5, when looking at the intermediate ring 131 provided on the innermost side, the bent portions 161 of the three spokes 121, 122, 123 connected to this intermediate ring 131 are bent. The directions are all convex to the left in FIG. Similarly, when looking at the intermediate ring 132 provided on the inner peripheral side, the bending directions of the bending portions 162 of the three spokes 121, 122, 123 connected to the intermediate ring 132 are all as shown in FIG. It is said to be convex to the right.
• the bent portions 16 of the spokes 12 connected to the same intermediate ring 13 are formed so as to be bent in the same direction with respect to the circumferential direction of the tire (that is, the zigzags of the spokes 12 are formed in the same phase. setting), the circumferential direction of deformation of the bent portions 16 of the spokes 12 is the same for adjacent spokes 12.
• the intermediate ring 131 provided on the innermost side shown in FIG. 5 the bending directions of the bending portions 161 of the three spokes 121, 122, 123 connected to this intermediate ring 131 are indicated by arrows in FIG. As shown in FIG. , all are directed to the right as shown by the arrows in FIG.
• the axial force (compressive force and tensile force) acting on the intermediate ring 13 becomes continuous throughout the circumference of the tire, and the load acting on the bent portions 16 of the spokes 12 can be distributed over the entire tire. As a result, there is an effect that the rolling resistance coefficient is reduced.
• each spoke 12 near the road surface bends at each bend 16, thereby deforming the spoke 12 in the radial direction of the tire.
• the bent portion 16 deforms in the circumferential direction of the tire as shown by the arrow in FIG. Load can be distributed.
• the intermediate rings 131, 133, 135 propagate the load in a clockwise direction as shown by arrows in FIG.
• the intermediate rings 132 and 134 propagate the load in a counterclockwise direction.
• all the intermediate rings 13 do not propagate loads in the same rotational direction, but instead cancel out the forces in the rotational direction, so that the deformation of the tire can be made uniform throughout.
• this force in the rotational direction is further canceled out.
• the reason why the spokes 12 are provided with the bent portions 16 is to allow a portion of the spokes 12 to move in the circumferential direction of the tire in response to deformation of the spokes 12 in the radial direction of the tire.
• FIG. 6 shows the axial force acting on each of the intermediate rings 131 to 135 of the airless tire 1 shown in FIGS. 3 is a graph showing the results of calculating the tensile force or compressive force acting on the intermediate rings 131 to 135 for each position.
• the position [deg] of the intermediate ring on the horizontal axis is expressed with the ground contact center point being 0° and the point directly above the tire being 180°.
• the axial force [N] on the vertical axis represents the tensile force acting on the intermediate ring as a positive (+) force and the compressive force as a negative (-) force.
• FIG. 7 shows the share ratio (Z direction) of the vertical load Pz transmitted from the spokes 12 to the wheel 11 of the airless tire 1 according to the first embodiment shown in FIGS. 3 to 5 for each tire angle [deg].
• This is a graph showing.
• the tire angle [deg] on the horizontal axis is expressed with the ground contact center point being 0° and the point directly above the tire being 180°.
• the vertical distribution ratio on the vertical axis is expressed as a normalized value obtained by dividing the vertical load Pz (Z direction) shared by each angle range by the wheel load.
• the vertical distribution ratio in the vicinity of 0° of the center point of contact is continuously large; It can be understood that about 5% of the load is shared in the vertical direction sharing ratio in the vicinity of ⁇ 180°.
• FIG. 8A is a front view (an enlarged front view corresponding to FIG. 5) showing an airless tire as a comparative example of the airless tire 1 according to the first embodiment, in which a honeycomb structure is adopted in the so-called spoke parts.
• FIG. 8B is a graph showing the sharing ratio (Z direction) of the vertical load Pz transmitted from the spokes 12 to the wheel 11 of the airless tire according to the comparative example shown in FIG. 8A for each tire angle ⁇ [deg]. . Similar to the graph of FIG. 7, the tire angle ⁇ [deg] on the horizontal axis is expressed with the ground contact center point being 0° and the point directly above the tire being 180°.
• the vertical distribution ratio on the vertical axis is expressed as a normalized value obtained by dividing the vertical load Pz (Z direction) shared by each angle range by the wheel load.
• the vertical distribution ratio is high in the vicinity of 0° of the center point of contact, and the vertical division ratio is high in the vicinity of ⁇ 180°, which is directly above the tire of the center point of contact.
• the burden can only be shared by about 1%.
• the waveform of the vertical division ratio shows discrete values throughout.
• the rolling resistance of the tire which is another effect of the airless tire 1 according to the present embodiment, will be explained.
• the rolling resistance coefficient (RRC) of a tire can be considered using the following equation.
• ENt is the loss energy of the tire
• Lt is the effective outer circumference length of the tire
• Fz is the wheel load
• Si is the strain energy of each part
• tan ⁇ i is the loss coefficient of the material
• Vi is the volume of each part.
• strain energy Si in the above formula 2 can also be considered in the following formula.
• ⁇ i represents the stress of each part
• Ei represents the longitudinal elastic modulus of the material of each part.
• the strain energy Si is proportional to the square of the stress ⁇ i in each part, so the reduction of stress greatly contributes to the strain energy, and this increases the rolling resistance coefficient RRC in Equations 1 and 2 above. It also leads to reduction. From the load sharing ratio in the vertical direction shown in FIGS. 7 and 8B, it can be understood that the less the load is concentrated near the center point of ground contact, the more the stress near the center point of ground contact can be reduced. The effect of reducing the rolling resistance coefficient RRC can be explained.
• FIG. 10 is a front view showing the airless tire 1 according to the second embodiment of FIG.
• FIG. 3 is an enlarged front view showing an enlarged portion.
• the bent portions 16, 16 of two spokes 12, 12 adjacent in the circumferential direction of the tire, which are connected to the same intermediate ring 13, are opposite to each other in the circumferential direction of the tire.
• the configuration differs from that of the first embodiment described above in that it is formed so as to be bent in the direction. Since the other configurations are the same as those of the first embodiment, the description thereof will be incorporated herein.
• the bending directions of 161 are all convex to the left in FIG.
• the bending directions of the bending portions 162 of the three spokes 121, 122, 123 connected to the intermediate ring 132 are all as shown in FIG. It is said to be convex to the right.
• two adjacent spokes for example, spokes 121 and 122, spokes 123 and 124 in FIG. 11
• spokes 121 and 122, spokes 123 and 124 in FIG. 11 are formed into a pair of spokes.
• this pair of spokes 12, 12 are provided at equal intervals over the entire circumference of the tire.
• the bent portions 161 of the spokes 121 and 123 have a convex direction to the left in FIG. 11, and the bent portions 161 of the spokes 122 and 124 have a convex direction to the right in FIG. ing.
• the bent portions 16 of the spokes 12 connected to the same intermediate ring 13 are formed so as to be bent in the opposite direction to the circumferential direction of the tire (that is, the zigzags of the spokes 12 are formed in a different phase. setting), when a wheel load (vehicle weight) is applied to the tire, in addition to the dispersion effect due to the load propagation of the intermediate ring 13, the radial rigidity of the spokes 12 near the center point of contact with the ground increases. As a result, the thickness of the spokes 12 and the thickness of the intermediate ring 13 can be reduced, and the weight of the tire can be reduced.
• FIG. 12 is an enlarged front view showing an airless tire according to still another embodiment of the present invention, and is an enlarged front view corresponding to FIG. 5 when viewed from the tire as a whole.
• the inferior angle ⁇ of the plurality of bent portions 16 formed in one spoke 12 is an angle (some may be formed at equal angles). That is, as shown in FIG. 12, the inferior angles ⁇ of the plurality of bent portions 16 formed on one spoke 122 are set as ⁇ 1, ⁇ 2, ⁇ 3, When ⁇ 4 and ⁇ 5 are set, the relationship ⁇ 1 ⁇ 2 ⁇ 3 ⁇ 4 ⁇ 5 is established.
• the smaller the inferior angle ⁇ of the bent portion 16 the easier the structure is to bend under the same load. Therefore, in the airless tire 1 of this embodiment, the bent portion 16 closer to the outer circumference has a structure that is easier to bend.
• the spokes 12 near the center point of contact with the ground are compressed and deformed in the radial direction, the spokes 12 deform in the circumferential direction at the bent portions 16, as shown in FIG. 5, and the intermediate ring 13 transmits the load in the circumferential direction.
• the airless tire 1 of the present embodiment has a structure in which the bent portion 16 is bent more easily toward the outer circumference, the displacement amount in the circumferential direction becomes larger as the intermediate ring 13 is located closer to the outer circumference.
• the so-called difference in circumferential length can be absorbed, and the force transmission between the inner intermediate ring 13 and the outer intermediate ring 13 can be made uniform.
• FIG. 13 is an enlarged front view showing an airless tire according to still another embodiment of the present invention, and is an enlarged front view corresponding to FIG. 5 when viewed from the tire as a whole.
• the directions L1, L2, and L3 connecting the wheel-side ends 12a and the tread-side ends 12b of the spokes 12 are radial directions R1, R2, and R3 of the tire, respectively.
• the tire is provided so as to be inclined in the circumferential direction of the tire by a predetermined angle ⁇ exceeding 0.
• the spokes 12 when the spokes 12 near the center point of contact with the ground deform in the radial direction, the spokes 12 also generate a component force in the circumferential direction of the tire, that is, in the longitudinal direction of the vehicle. let therefore, like the airless tire 1 of the present embodiment, the directions L1, L2, L3 connecting the wheel-side ends 12a and the tread-side ends 12b of the spokes 12, and the radial directions R1, R2, By providing an angle ⁇ between R3 and R3, rolling resistance can be reduced by the component force generated by the spokes 12 in the circumferential direction of the tire (in the longitudinal direction of the vehicle) when the tire is rotating.
• FIG. 14 is an enlarged front view showing an airless tire according to still another embodiment of the present invention, and is an enlarged front view corresponding to a part of FIG. 5 when viewed from the entire tire.
• the bending rigidity of the spokes 12 is set to a value greater than the bending rigidity of the intermediate ring 13.
• the longitudinal elastic modulus of the material of the spokes 12 is Es
• the longitudinal elastic modulus of the material of the intermediate ring 13 is Erc
• the thickness of the spokes 12 is ts
• the thickness of the intermediate ring 13 is trc
• the width direction of the tire of the spokes 12 is set so that Es ⁇ ts 3 ⁇ ws ⁇ Erc ⁇ trc 3 ⁇ wrc, where ws is the width and wrc is the width of the intermediate ring 13 in the width direction of the tire.
• FIG. 15 is an enlarged front view showing an airless tire according to still another embodiment of the present invention, and is an enlarged front view corresponding to FIG. 5 when viewed from the entire tire.
• an even number of four intermediate rings 13 are provided.
• the intermediate rings 131, 133, 135 apply a load in the clockwise direction as shown by the arrows in FIG. while the intermediate rings 132, 134 propagate the load in a counterclockwise direction.
• all the intermediate rings 13 do not propagate the load in the same rotational direction, but instead cancel out the forces in the rotational direction, so that the deformation of the tire can be made uniform overall.
• the bent portions 16 of the spokes 12 connected to the same intermediate ring 13 are the same in the circumferential direction of the tire.
• the inferior angle ⁇ of the plurality of bent portions 16 formed on one spoke 12 extends from the end 12a on the wheel side to the end on the tread side. It is formed at an angle that becomes smaller toward the portion 12b.
• the direction L1 connecting the wheel-side end 12a and the tread-side end 12b of the spokes 12, as in the embodiment shown in FIG. L2 and L3 are provided so as to be inclined in the circumferential direction of the tire by a predetermined angle ⁇ exceeding 0 with respect to each of the radial directions R1, R2, and R3 of the tire.
• FIG. 16 is an enlarged front view showing an airless tire according to still another embodiment of the present invention, and is an enlarged front view corresponding to FIG. 5 when viewed from the tire as a whole.
• the bent portions 16 of the spokes 12 connected to the same intermediate ring 13 are formed so as to be bent in the opposite direction to the circumferential direction of the tire. Furthermore, an even number of four intermediate rings 13 are provided.
• the inferior angle ⁇ of the plurality of bent portions 16 formed on one spoke 12 is an angle that decreases from the wheel side end 12a to the tread side end 12b. is formed.
• the direction L1 connecting the wheel-side end 12a and the tread-side end 12b of the spokes 12, as in the embodiment shown in FIG. L2 and L3 are provided so as to be inclined in the circumferential direction of the tire by a predetermined angle ⁇ exceeding 0 with respect to each of the radial directions R1, R2, and R3 of the tire.
• the spokes 12 have the bent portions 16, and the intermediate ring 13 is connected to the bent portions 16, so that the tire acts on the bent portions 16 of the spokes 12. Since the load is transmitted in the circumferential direction of the tire by the intermediate ring 13, the load acting on the tire can be dispersed. As a result, the rolling resistance coefficient can be reduced.
• the spokes 12 are formed in a zigzag shape when viewed in the direction of the rotational axis of the tire, so that the deformation mode at the bent portion 16 of the spoke 12 becomes clear. .
• the load acting on the tire can be further dispersed.
• the bent portions 16 of the spokes 12 connected to the same intermediate ring 13 are formed to be bent in the same direction with respect to the circumferential direction of the tire.
• the deformation direction of the bent portion 16 in the circumferential direction is the same as that of the adjacent spokes 12.
• the bent portions 16 of the two spokes 12 adjacent to each other in the circumferential direction of the tire, which are connected to the same intermediate ring 13, are opposite to each other in the circumferential direction of the tire. Since the spokes 12 are formed so as to be bent in the direction, the rigidity of the spokes 12 in the vicinity of the center point of contact with the ground is apparently increased. Thereby, the spokes 12 and the intermediate ring 13 can be constructed using less material, and the weight of the airless tire 1 can be reduced.
• the inferior angle ⁇ of the bent portion 16 is formed at an angle that decreases from the end 12a on the wheel side to the end 12b on the tread side.
• the amount of deformation of the bent portion 16 with respect to the radial deformation of the bending portion 16 becomes larger toward the outer circumference.
• the directions L1, L2, and L3 connecting the wheel-side ends 12a and the tread-side ends 12b of the spokes 12 are the radial directions R1, R2, Since they are inclined in the circumferential direction of the tire by a predetermined angle ⁇ exceeding 0 with respect to each of R3, it is possible to generate force in the longitudinal direction of the vehicle when the tire rotates. Thereby, the rolling resistance of the airless tire 1 can be reduced.
• the bending rigidity of the spokes 12 is set to a value greater than the bending rigidity of the intermediate ring 13, so that the load acting on the tire can be further dispersed.
• the intermediate rings 13 are provided in an even number, the balance of the force in the circumferential direction due to the intermediate rings 13 is maintained, and the load acting on the tire is further dispersed. I can do it.
• Airless tire 11 Wheel 111... Disc 112... Rim 113... Groove 12, 121-124... Spoke 12a... Wheel side end 12b... Tread side end 13, 131-135... Intermediate ring 14... Outer ring 15 ...Tread 16,161-165...Bending portions R1, R2, R3...Radial direction of the tire L1, L2, L3...Direction connecting the end of the spoke on the wheel side and the end on the tread side

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• 2022
  • 2022-03-25 CN CN202280094080.4A patent/CN118973832A/zh active Pending
  • 2022-03-25 WO PCT/JP2022/014629 patent/WO2023181401A1/ja not_active Ceased
  • 2022-03-25 US US18/847,952 patent/US20250214377A1/en active Pending
  • 2022-03-25 JP JP2024509701A patent/JP7718579B2/ja active Active
  • 2022-03-25 EP EP22932505.5A patent/EP4501662A4/en not_active Withdrawn

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