JP2013079037A - Non-pneumatic tire - Google Patents

Non-pneumatic tire Download PDF

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JP2013079037A
JP2013079037A JP2011221130A JP2011221130A JP2013079037A JP 2013079037 A JP2013079037 A JP 2013079037A JP 2011221130 A JP2011221130 A JP 2011221130A JP 2011221130 A JP2011221130 A JP 2011221130A JP 2013079037 A JP2013079037 A JP 2013079037A
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annular portion
pneumatic tire
connecting portion
intermediate annular
tire
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JP6025315B2 (en
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Hiroyuki Sakurai
弘幸 櫻井
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Toyo Tire Corp
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Toyo Tire and Rubber Co Ltd
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Abstract

PROBLEM TO BE SOLVED: To provide a non-pneumatic tire the ride comfort of which is upgraded while improving durability.SOLUTION: In the non-pneumatic tire T provided with a support structure body SS supporting a load from a vehicle, the support structure body SS has an inner annular part 1, a middle annular part 2 provided to be concentrically circular in the outside of the inner annular part 1, an outer annular part 3 provided to be concentrically circular in the outside of the middle annular part 2, a plurality of inner connection parts 4 that connect the inner annular part 1 and the middle annular part 2, and a plurality of outer connection parts 5 that connect the outer annular part 3 and the middle annular part 2. At least either of the inner connection parts 4 and the outer connection parts 5 includes a connection part body 51 extending radially along a tire, and two branch parts 52 branching from one end of the connection part body 51 and extending to the middle annular part 2.

Description

本発明は、タイヤ構造部材として、車両からの荷重を支持する支持構造体を備える非空気圧タイヤ（ｎｏｎ−ｐｎｅｕｍａｔｉｃ ｔｉｒｅ）に関するものであり、好ましくは空気入りタイヤの代わりとして使用することができる非空気圧タイヤに関するものである。   The present invention relates to a non-pneumatic tire provided with a support structure that supports a load from a vehicle as a tire structural member, and preferably a non-pneumatic tire that can be used as a substitute for a pneumatic tire. It relates to tires.

空気入りタイヤは、荷重の支持機能、接地面からの衝撃吸収能、および動力等の伝達能（加速、停止、方向転換）を有し、このため、多くの車両、特に自転車、オートバイ、自動車、トラックに採用されている。   The pneumatic tire has a load supporting function, a shock absorbing ability from the ground contact surface, and a transmission ability (acceleration, stop, change of direction) such as power. For this reason, many vehicles, particularly bicycles, motorcycles, automobiles, It is used in trucks.

特に、これらの能力は自動車、その他のモーター車両の発展に大きく貢献した。更に、空気入りタイヤの衝撃吸収能力は、医療機器や電子機器の運搬用カート、その他の用途でも有用である。   In particular, these capabilities greatly contributed to the development of automobiles and other motor vehicles. Furthermore, the impact absorbing ability of pneumatic tires is useful for medical equipment and electronic equipment transport carts and other applications.

従来の非空気圧タイヤとしては、例えばソリッドタイヤ、スプリングタイヤ、クッションタイヤ等が存在するが、空気入りタイヤの優れた性能を有していない。例えば、ソリッドタイヤおよびクッションタイヤは、接地部分の圧縮によって荷重を支持するが、この種のタイヤは重くて、堅く、空気入りタイヤのような衝撃吸収能力はない。また、非空気圧タイヤでは、弾性を高めてクッション性を改善することも可能であるが、空気入りタイヤが有するような荷重支持能または耐久性が悪くなるという問題がある。   Conventional non-pneumatic tires include, for example, solid tires, spring tires, cushion tires, and the like, but do not have the superior performance of pneumatic tires. For example, solid tires and cushion tires support the load by compressing the contact portion, but this type of tire is heavy and stiff, and does not have the ability to absorb shock like a pneumatic tire. Further, in the non-pneumatic tire, it is possible to improve the cushioning property by increasing the elasticity, but there is a problem that the load supporting ability or the durability as the pneumatic tire has is deteriorated.

そこで、下記の特許文献１には、耐久性を改善させる目的で、同心円状に配置された外周輪と内周輪との間をウェブで連結し、さらにこのウェブの側面に、この側面に連結すると共に前記外周輪と内周輪にも連結して側方に延びるリブを、周方向に間隔を置いて複数枚設け、これらリブを半径方向の面に対して傾斜させるようにし、前記外周輪と内周輪との間に、前記ウェブおよびリブを横切る中間輪を同心状に介在させた非空気圧タイヤが提案されている。この非空気圧タイヤでは、中間輪より内側に並ぶ複数枚のリブと、中間輪より外側に並ぶ複数枚のリブとは、互いに位置をずらして中間輪に結合されており、ウェブ及びリブからなる緩衝部分の剛性を向上させ、耐久性を改善させている。しかしながら、緩衝部分の剛性を向上させることで耐久性を改善可能であるが、乗り心地は悪化することとなる。   Therefore, in Patent Document 1 below, for the purpose of improving the durability, the outer peripheral ring and the inner peripheral ring arranged concentrically are connected by a web, and further connected to the side surface of the web. In addition, a plurality of ribs extending laterally connected to the outer peripheral ring and the inner peripheral ring are provided at intervals in the circumferential direction, and the ribs are inclined with respect to the radial surface. There has been proposed a non-pneumatic tire in which an intermediate wheel that crosses the web and the rib is concentrically interposed between the inner ring and the inner ring. In this non-pneumatic tire, the plurality of ribs arranged on the inner side of the intermediate wheel and the plurality of ribs arranged on the outer side of the intermediate wheel are coupled to the intermediate wheel while being shifted from each other. The rigidity of the part is improved and the durability is improved. However, although the durability can be improved by improving the rigidity of the buffer portion, the riding comfort is deteriorated.

また、下記の特許文献２には、内層環と、中間層環と、外層環と、内層環と中間層環の間の内層のアーチ型のリブと、中間層環と外層環の間の外層のアーチ型のリブとを有し、前記アーチ型のリブは、山部と谷部との繰り返しによる連続したアーチ型の環状波形の弾性体である非空気圧タイヤが記載されている。この非空気圧タイヤでは、アーチ型のリブの撓みと復元による緩衝効果によって乗り心地を向上させている。しかしながら、内層及び外層のアーチ型のリブと中間層との結合部では、応力が大きくなりやすく、耐久性が悪化する傾向にある。   Patent Document 2 below discloses an inner layer ring, an intermediate layer ring, an outer layer ring, an inner layer arch-shaped rib between the inner layer ring and the intermediate layer ring, and an outer layer between the intermediate layer ring and the outer layer ring. There is described a non-pneumatic tire which is a continuous arch-shaped annular corrugated elastic body by repeating a ridge and a valley. In this non-pneumatic tire, riding comfort is improved by a buffering effect by bending and restoring the arch-shaped rib. However, at the joint portion between the inner layer and outer layer arched ribs and the intermediate layer, the stress tends to increase and the durability tends to deteriorate.

特開平１−３１１９０２号公報JP-A-1-311902 国際公開第２００７／０５７９７５号International Publication No. 2007/057975

このように、従来の非空気圧タイヤでは、耐久性と乗り心地を両立させることが困難であった。そこで、本発明の目的は、耐久性を改善しながら、乗り心地を向上させた非空気圧タイヤを提供することにある。   Thus, it has been difficult for conventional non-pneumatic tires to achieve both durability and riding comfort. Accordingly, an object of the present invention is to provide a non-pneumatic tire with improved riding comfort while improving durability.

上記目的は、下記の如き本発明により達成できる。
即ち、本発明の非空気圧タイヤは、車両からの荷重を支持する支持構造体を備える非空気圧タイヤにおいて、前記支持構造体は、内側環状部と、その内側環状部の外側に同心円状に設けられた中間環状部と、その中間環状部の外側に同心円状に設けられた外側環状部と、前記内側環状部と前記中間環状部とを連結する複数の内側連結部と、前記外側環状部と前記中間環状部とを連結する複数の外側連結部とを備え、前記内側連結部と前記外側連結部の少なくとも一方は、タイヤ径方向に沿って延びる連結部本体と、この連結部本体の一方の端部から分岐して前記中間環状部まで延びる２本の枝部とを備えることを特徴とする。 The above object can be achieved by the present invention as described below.
That is, the non-pneumatic tire of the present invention is a non-pneumatic tire provided with a support structure that supports a load from a vehicle, and the support structure is provided concentrically on the inner annular portion and on the outer side of the inner annular portion. An intermediate annular portion, an outer annular portion concentrically provided on the outer side of the intermediate annular portion, a plurality of inner connecting portions that connect the inner annular portion and the intermediate annular portion, the outer annular portion, and the A plurality of outer connecting portions that connect the intermediate annular portion, and at least one of the inner connecting portion and the outer connecting portion includes a connecting portion main body extending along a tire radial direction, and one end of the connecting portion main body. And two branch portions extending from the portion to the intermediate annular portion.

本発明の非空気圧タイヤは、内側連結部と外側連結部の少なくとも一方が、連結部本体と、この連結部本体の一方の端部から分岐する２本の枝部とを備えており、２本の枝部が中間環状部まで延びて結合している。この構成によれば、内側連結部及び／又は外側連結部と中間環状部との結合部の数が増えるため、各結合部に生じる応力を小さくすることができ、耐久性を改善できる。また、内側連結部及び／又は外側連結部が、分岐した２本の枝部で中間環状部に結合することで、内側連結部及び／又は外側連結部が分岐していない場合に比べ、内側連結部及び／又は外側連結部に集中していた変形をより広範囲で中間環状部に負担させることができるため、支持構造体の変形を均一化して、乗り心地も向上できる。   In the non-pneumatic tire of the present invention, at least one of the inner connecting portion and the outer connecting portion includes a connecting portion main body and two branch portions branched from one end of the connecting portion main body. Branch portions extend to the intermediate annular portion. According to this configuration, since the number of coupling portions between the inner coupling portion and / or the outer coupling portion and the intermediate annular portion is increased, stress generated in each coupling portion can be reduced, and durability can be improved. In addition, the inner connecting part and / or the outer connecting part are joined to the intermediate annular part by two branched branches, so that the inner connecting part and / or the outer connecting part are not connected to each other. Since the deformation concentrated on the portion and / or the outer connecting portion can be borne by the intermediate annular portion in a wider range, the deformation of the support structure can be made uniform and the riding comfort can be improved.

本発明にかかる非空気圧タイヤにおいて、前記内側連結部が前記中間環状部に結合する内側結合点と、前記外側連結部が前記中間環状部に結合する外側結合点とは、タイヤ周方向に間隔をおいて設けられていることが好ましい。この構成によれば、内側連結部及び外側連結部の変形を中間環状部はそれぞれ別の位置で負担することになるため、乗り心地をさらに向上できる。   In the non-pneumatic tire according to the present invention, an inner coupling point where the inner coupling portion is coupled to the intermediate annular portion and an outer coupling point where the outer coupling portion is coupled to the intermediate annular portion are spaced apart in the tire circumferential direction. Is preferably provided. According to this configuration, since the intermediate annular portion bears the deformation of the inner connecting portion and the outer connecting portion at different positions, the riding comfort can be further improved.

本発明にかかる非空気圧タイヤにおいて、前記２本の枝部の挟む角度が６０〜１４０度であることが好ましい。２本の枝部の挟む角度がこの範囲であれば、耐久性を十分改善しながら、乗り心地を効果的に向上させることができる。また、この角度が１４０度以下であれば、接地により連結部本体が中間環状部へ向かって押される際、２本の枝部が変形して連結部本体が中間環状部に衝突するのを防ぐことができる。   In the non-pneumatic tire according to the present invention, it is preferable that an angle between the two branch portions is 60 to 140 degrees. If the angle between the two branches is within this range, the ride comfort can be effectively improved while sufficiently improving the durability. If this angle is 140 degrees or less, when the connecting portion main body is pushed toward the intermediate annular portion by grounding, the two branch portions are deformed to prevent the connecting portion main body from colliding with the intermediate annular portion. be able to.

本発明にかかる非空気圧タイヤにおいて、前記２本の枝部で形成される隅部に、この隅部を埋めるように形成された補強部が設けられていることが好ましい。この構成によれば、内側連結部及び外側連結部の分岐点の剛性を高めることができるため、分岐点を中心とした内側連結部及び外側連結部の回転変形を抑制できる。これにより、駆動・制動時等において、内側連結部及び外側連結部が座屈して大きく変形するのを防ぐことができ、耐久性や乗り心地が悪化することはない。   In the non-pneumatic tire according to the present invention, it is preferable that a reinforcing portion formed so as to fill the corner portion is provided at a corner portion formed by the two branch portions. According to this structure, since the rigidity of the branch point of an inner side connection part and an outer side connection part can be improved, rotation deformation of the inner side connection part and outer side connection part centering on a branch point can be suppressed. Thereby, it is possible to prevent the inner connecting portion and the outer connecting portion from buckling and greatly deforming during driving and braking, and the durability and riding comfort are not deteriorated.

本発明の非空気圧タイヤの一例を示す正面図Front view showing an example of the non-pneumatic tire of the present invention 図１の非空気圧タイヤの一部を拡大した図The figure which expanded a part of non-pneumatic tire of Drawing 1 別実施形態に係る非空気圧タイヤの一部を拡大した図The figure which expanded a part of non-pneumatic tire concerning another embodiment 別実施形態に係る非空気圧タイヤの一部を拡大した図The figure which expanded a part of non-pneumatic tire concerning another embodiment 別実施形態に係る非空気圧タイヤの一部を拡大した図The figure which expanded a part of non-pneumatic tire concerning another embodiment 別実施形態に係る非空気圧タイヤの一部を拡大した図The figure which expanded a part of non-pneumatic tire concerning another embodiment 比較例１の非空気圧タイヤの一部を拡大した図The figure which expanded a part of non-pneumatic tire of comparative example 1 比較例２の非空気圧タイヤの一部を拡大した図The figure which expanded a part of non-pneumatic tire of comparative example 2 比較例３の非空気圧タイヤの一部を拡大した図The figure which expanded a part of non-pneumatic tire of comparative example 3

以下、本発明の実施の形態について、図面を参照しながら説明する。初めに、本発明の非空気圧タイヤの構成を説明する。図１は非空気圧タイヤの一例を示しており、図２は図１の非空気圧タイヤの一部を拡大した拡大図である。ここで、Ｏは軸芯を、Ｈ１はタイヤ断面高さを、それぞれ示している。   Hereinafter, embodiments of the present invention will be described with reference to the drawings. First, the configuration of the non-pneumatic tire of the present invention will be described. FIG. 1 shows an example of a non-pneumatic tire, and FIG. 2 is an enlarged view of a part of the non-pneumatic tire of FIG. Here, O indicates the axial center, and H1 indicates the tire cross-sectional height.

非空気圧タイヤＴは、車両からの荷重を支持する支持構造体ＳＳを備えるものである。本発明の非空気圧タイヤＴは、このような支持構造体ＳＳを備えるものであればよく、その支持構造体ＳＳの外側（外周側）や内側（内周側）に、トレッドに相当する部材、補強層、車軸やリムとの適合用部材などを備えていてもよい。   The non-pneumatic tire T includes a support structure SS that supports a load from the vehicle. The non-pneumatic tire T of the present invention only needs to be provided with such a support structure SS, and a member corresponding to a tread on the outer side (outer peripheral side) or inner side (inner peripheral side) of the support structure SS, A reinforcing layer, a member for fitting with an axle or a rim, and the like may be provided.

本実施形態の非空気圧タイヤＴは、図１の正面図に示すように、支持構造体ＳＳが、内側環状部１と、その外側に同心円状に設けられた中間環状部２と、その外側に同心円状に設けられた外側環状部３と、内側環状部１と中間環状部２とを連結する複数の内側連結部４と、外側環状部３と中間環状部２とを連結する複数の外側連結部５とを備えている。   As shown in the front view of FIG. 1, the non-pneumatic tire T according to the present embodiment includes an inner annular portion 1, an intermediate annular portion 2 provided concentrically on the outer side thereof, and an outer side thereof. A concentric outer ring portion 3, a plurality of inner link portions 4 that connect the inner ring portion 1 and the intermediate ring portion 2, and a plurality of outer links that connect the outer ring portion 3 and the intermediate ring portion 2. Part 5.

内側環状部１は、ユニフォミティを向上させる観点から、厚みが一定の円筒形状であることが好ましい。また、内側環状部１の内周面には、車軸やリムとの装着のために、嵌合性を保持するための凹凸等を設けるのが好ましい。   The inner annular portion 1 is preferably a cylindrical shape having a constant thickness from the viewpoint of improving uniformity. Moreover, it is preferable to provide the inner peripheral surface of the inner annular portion 1 with irregularities or the like for maintaining fitting properties for mounting with an axle or a rim.

内側環状部１の厚みは、内側連結部４に力を十分伝達しつつ、軽量化や耐久性の向上を図る観点から、タイヤ断面高さＨ１の２〜７％が好ましく、３〜６％がより好ましい。   The thickness of the inner annular portion 1 is preferably 2 to 7%, and 3 to 6% of the tire cross-section height H1 from the viewpoint of reducing weight and improving durability while sufficiently transmitting force to the inner connecting portion 4. More preferred.

内側環状部１の内径は、非空気圧タイヤＴを装着するリムや車軸の寸法などに併せて適宜決定されるが、本発明では中間環状部２を備えるために、内側環状部１の内径を従来より大幅に小さくすることが可能である。但し、一般の空気入りタイヤの代替を想定した場合、２５０〜５００ｍｍが好ましく、３３０〜４４０ｍｍがより好ましい。   The inner annular portion 1 has an inner diameter that is appropriately determined in accordance with the dimensions of the rim on which the non-pneumatic tire T is mounted, the axle, and the like. It can be made much smaller. However, when an alternative to a general pneumatic tire is assumed, 250 to 500 mm is preferable, and 330 to 440 mm is more preferable.

内側環状部１のタイヤ幅方向の幅は、用途、車軸の長さ等に応じて適宜決定されるが、一般の空気入りタイヤの代替を想定した場合、１００〜３００ｍｍが好ましく、１３０〜２５０ｍｍがより好ましい。   The width in the tire width direction of the inner annular portion 1 is appropriately determined according to the use, the length of the axle, and the like. However, when an alternative to a general pneumatic tire is assumed, 100 to 300 mm is preferable, and 130 to 250 mm is preferable. More preferred.

内側環状部１の引張モジュラスは、内側連結部４に力を十分伝達しつつ、軽量化や耐久性の向上、装着性を図る観点から、５〜１８００００ＭＰａが好ましく、７〜５００００ＭＰａがより好ましい。なお、本発明における引張モジュラスは、ＪＩＳ Ｋ７３１２に準じて引張試験を行い、１０％伸び時の引張応力から算出した値である。   The tensile modulus of the inner annular portion 1 is preferably 5 to 180000 MPa, more preferably 7 to 50000 MPa, from the viewpoint of reducing weight, improving durability, and wearing properties while sufficiently transmitting force to the inner connecting portion 4. The tensile modulus in the present invention is a value calculated from a tensile stress at 10% elongation by conducting a tensile test according to JIS K7312.

本発明における支持構造体ＳＳは、弾性材料で成形されるが、支持構造体ＳＳを製造する際に、一体成形が可能となる観点から、内側環状部１、中間環状部２、外側環状部３、内側連結部４、及び外側連結部５は、補強構造を除いて基本的に同じ材質とすることが好ましい。   The support structure SS in the present invention is formed of an elastic material. From the viewpoint of enabling integral molding when the support structure SS is manufactured, the inner annular portion 1, the intermediate annular portion 2, and the outer annular portion 3 are used. The inner connecting portion 4 and the outer connecting portion 5 are preferably basically made of the same material except for the reinforcing structure.

本発明における弾性材料とは、ＪＩＳ Ｋ７３１２に準じて引張試験を行い、１０％伸び時の引張応力から算出した引張モジュラスが、１００ＭＰａ以下のものを指す。本発明の弾性材料としては、十分な耐久性を得ながら、適度な剛性を付与する観点から、好ましくは引張モジュラスが５〜１００ＭＰａであり、より好ましくは７〜５０ＭＰａである。母材として用いられる弾性材料としては、熱可塑性エラストマー、架橋ゴム、その他の樹脂が挙げられる。   The elastic material in the present invention refers to a material having a tensile modulus calculated from a tensile stress at 10% elongation by a tensile test according to JIS K7312 and 100 MPa or less. The elastic material of the present invention preferably has a tensile modulus of 5 to 100 MPa, more preferably 7 to 50 MPa from the viewpoint of imparting adequate rigidity while obtaining sufficient durability. Examples of the elastic material used as the base material include thermoplastic elastomers, crosslinked rubbers, and other resins.

熱可塑性エラストマーとしては、ポリエステルエラストマー、ポリオレフィンエラストマー、ポリアミドエラストマー、ポリスチレンエラストマー、ポリ塩化ビニルエラストマー、ポリウレタンエラストマー等が例示される。架橋ゴム材料を構成するゴム材料としては、天然ゴムの他、スチレンブタジエンゴム（ＳＢＲ）、ブタジエンゴム（ＢＲ）、イソプレンゴム（ＩＩＲ）、ニトリルゴム（ＮＢＲ）、水素添加ニトリルゴム（水添ＮＢＲ）、クロロプレンゴム（ＣＲ）、エチレンプロピレンゴム（ＥＰＤＭ）、フッ素ゴム、シリコンゴム、アクリルゴム、ウレタンゴム等の合成ゴムが例示される。これらのゴム材料は必要に応じて２種以上を併用してもよい。   Examples of the thermoplastic elastomer include polyester elastomer, polyolefin elastomer, polyamide elastomer, polystyrene elastomer, polyvinyl chloride elastomer, polyurethane elastomer and the like. Rubber materials constituting the crosslinked rubber material include natural rubber, styrene butadiene rubber (SBR), butadiene rubber (BR), isoprene rubber (IIR), nitrile rubber (NBR), hydrogenated nitrile rubber (hydrogenated NBR). And synthetic rubbers such as chloroprene rubber (CR), ethylene propylene rubber (EPDM), fluorine rubber, silicon rubber, acrylic rubber, and urethane rubber. These rubber materials may be used in combination of two or more as required.

その他の樹脂としては、熱可塑性樹脂、又は熱硬化性樹脂が挙げられる。熱可塑性樹脂としては、ポリエチレン樹脂、ポリスチレン樹脂、ポリ塩化ビニル樹脂などが挙げられ、熱硬化性樹脂としては、エポキシ樹脂、フェノール樹脂、ポリウレタン樹脂、シリコン樹脂、ポリイミド樹脂、メラミン樹脂などが挙げられる。   Examples of other resins include thermoplastic resins and thermosetting resins. Examples of the thermoplastic resin include polyethylene resin, polystyrene resin, and polyvinyl chloride resin, and examples of the thermosetting resin include epoxy resin, phenol resin, polyurethane resin, silicon resin, polyimide resin, and melamine resin.

上記の弾性材料のうち、成形・加工性やコストの観点から、好ましくは、ポリウレタン樹脂が用いられる。なお、弾性材料としては、発泡材料を使用してもよく、上記の熱可塑性エラストマー、架橋ゴム、その他の樹脂を発泡させたもの使用可能である。   Of the above elastic materials, a polyurethane resin is preferably used from the viewpoint of moldability / workability and cost. In addition, as an elastic material, you may use a foaming material, and what used said thermoplastic elastomer, crosslinked rubber, and other resin foamed can be used.

弾性材料で一体成形された支持構造体ＳＳは、内側環状部１、中間環状部２、外側環状部３、内側連結部４、及び外側連結部５が、補強繊維により補強されていることが好ましい。   In the support structure SS integrally formed of an elastic material, the inner annular portion 1, the intermediate annular portion 2, the outer annular portion 3, the inner connecting portion 4, and the outer connecting portion 5 are preferably reinforced with reinforcing fibers. .

補強繊維としては、長繊維、短繊維、織布、不織布などの補強繊維が挙げられるが、長繊維を使用する形態として、タイヤ幅方向に配列される繊維とタイヤ周方向に配列される繊維とから構成されるネット状繊維集合体を使用するのが好ましい。   Reinforcing fibers include reinforcing fibers such as long fibers, short fibers, woven fabrics, and non-woven fabrics, but as a form using long fibers, fibers arranged in the tire width direction and fibers arranged in the tire circumferential direction It is preferable to use a net-like fiber assembly composed of:

補強繊維の種類としては、例えば、レーヨンコード、ナイロン−６，６等のポリアミドコード、ポリエチレンテレフタレート等のポリエステルコード、アラミドコード、ガラス繊維コード、カーボンファイバー、スチールコード等が挙げられる。   Examples of the types of reinforcing fibers include rayon cords, polyamide cords such as nylon-6,6, polyester cords such as polyethylene terephthalate, aramid cords, glass fiber cords, carbon fibers, and steel cords.

本発明では、補強繊維を用いる補強の他、粒状フィラーによる補強や、金属リング等による補強を行うことが可能である。粒状フィラーとしては、カーボンブラック、シリカ、アルミナ等のセラミックス、その他の無機フィラーなどが挙げられる。   In the present invention, in addition to reinforcement using reinforcing fibers, it is possible to perform reinforcement with a granular filler or reinforcement with a metal ring or the like. Examples of the particulate filler include ceramics such as carbon black, silica, and alumina, and other inorganic fillers.

中間環状部２の形状は、ユニフォミティを向上させる観点から、厚みが一定の円筒形状であることが好ましい。ただし、中間環状部２の形状は、円筒形状に限られず、多角形筒状などでもよい。   The shape of the intermediate annular portion 2 is preferably a cylindrical shape with a constant thickness from the viewpoint of improving uniformity. However, the shape of the intermediate annular portion 2 is not limited to a cylindrical shape, and may be a polygonal cylindrical shape.

中間環状部２の厚みは、内側連結部４と外側連結部５とを十分補強しつつ、軽量化や耐久性の向上を図る観点から、タイヤ断面高さＨ１の３〜１０％が好ましく、４〜９％がより好ましい。   The thickness of the intermediate annular portion 2 is preferably 3 to 10% of the tire cross-section height H1 from the viewpoint of reducing the weight and improving the durability while sufficiently reinforcing the inner connecting portion 4 and the outer connecting portion 5. -9% is more preferable.

中間環状部２の内径は、内側環状部１の内径を超えて、外側環状部３の内径未満となる。外側環状部３の内径から内側環状部１の内径を差し引いた長さをｄ１とし、中間環状部２の内径から内側環状部１の内径を差し引いた長さをｄ２とすると、ｄ１とｄ２が、（１／３）×ｄ１≦ｄ２≦（２／３）×ｄ１の関係を満たすように、中間環状部２の内径を設定することが好ましい。   The inner annular portion 2 has an inner diameter that exceeds the inner diameter of the inner annular portion 1 and less than the inner diameter of the outer annular portion 3. When the length obtained by subtracting the inner diameter of the inner annular portion 1 from the inner diameter of the outer annular portion 3 is d1, and the length obtained by subtracting the inner diameter of the inner annular portion 1 from the inner diameter of the intermediate annular portion 2 is d2, d1 and d2 are It is preferable to set the inner diameter of the intermediate annular portion 2 so as to satisfy the relationship of (1/3) × d1 ≦ d2 ≦ (2/3) × d1.

中間環状部２のタイヤ幅方向の幅は、用途等に応じて適宜決定されるが、一般の空気入りタイヤの代替を想定した場合、１００〜３００ｍｍが好ましく、１３０〜２５０ｍｍがより好ましい。   The width in the tire width direction of the intermediate annular portion 2 is appropriately determined according to the use and the like, but is preferably 100 to 300 mm, more preferably 130 to 250 mm, assuming an alternative to a general pneumatic tire.

中間環状部２の引張モジュラスは、内側連結部４と外側連結部５とを十分補強して、耐久性の向上、負荷能力の向上を図る観点から、８０００〜１８００００ＭＰａが好ましく、１００００〜５００００ＭＰａがより好ましい。   The tensile modulus of the intermediate annular portion 2 is preferably 8000 to 18000 MPa, more preferably 10,000 to 50000 MPa from the viewpoint of sufficiently reinforcing the inner connecting portion 4 and the outer connecting portion 5 to improve durability and load capacity. preferable.

中間環状部２の引張モジュラスは、内側環状部１のそれより高いことが好ましいため、熱可塑性エラストマー、架橋ゴム、その他の樹脂を繊維等で補強した繊維補強材料が好ましい。   Since the tensile modulus of the intermediate annular portion 2 is preferably higher than that of the inner annular portion 1, a fiber reinforced material in which a thermoplastic elastomer, a crosslinked rubber, or other resin is reinforced with fibers or the like is preferable.

外側環状部３の形状は、ユニフォミティを向上させる観点から、厚みが一定の円筒形状であることが好ましい。外側環状部３の厚みは、外側連結部５からの力を十分伝達しつつ、軽量化や耐久性の向上を図る観点から、タイヤ断面高さＨ１の２〜７％が好ましく、２〜５％がより好ましい。   The shape of the outer annular portion 3 is preferably a cylindrical shape with a constant thickness from the viewpoint of improving uniformity. The thickness of the outer annular portion 3 is preferably 2 to 7% of the tire cross-section height H1, and preferably 2 to 5% from the viewpoint of reducing the weight and improving the durability while sufficiently transmitting the force from the outer connecting portion 5. Is more preferable.

外側環状部３の内径は、その用途等応じて適宜決定されるが、本発明では中間環状部２を備えるために、外側環状部３の内径を従来より大きくすることが可能である。ただし、一般の空気入りタイヤの代替を想定した場合、４２０〜７５０ｍｍが好ましく、４８０〜６８０ｍｍがより好ましい。   The inner diameter of the outer annular portion 3 is appropriately determined according to its use and the like, but since the intermediate annular portion 2 is provided in the present invention, the inner diameter of the outer annular portion 3 can be made larger than before. However, when an alternative to a general pneumatic tire is assumed, 420 to 750 mm is preferable, and 480 to 680 mm is more preferable.

外側環状部３のタイヤ幅方向の幅は、用途等に応じて適宜決定されるが、一般の空気入りタイヤの代替を想定した場合、１００〜３００ｍｍが好ましく、１３０〜２５０ｍｍがより好ましい。   The width of the outer annular portion 3 in the tire width direction is appropriately determined according to the use and the like, but is preferably 100 to 300 mm and more preferably 130 to 250 mm when an alternative to a general pneumatic tire is assumed.

外側環状部３の引張モジュラスは、図１に示すように外側環状部３の外周に補強層６が設けられている場合には、内側環状部１と同程度に設定できる。このような補強層６を設けない場合には、外側連結部５からの力を十分伝達しつつ、軽量化や耐久性の向上を図る観点から、５〜１８００００ＭＰａが好ましく、７〜５００００ＭＰａがより好ましい。   The tensile modulus of the outer annular portion 3 can be set to the same level as that of the inner annular portion 1 when the reinforcing layer 6 is provided on the outer periphery of the outer annular portion 3 as shown in FIG. In the case where such a reinforcing layer 6 is not provided, 5 to 180000 MPa is preferable, and 7 to 50000 MPa is more preferable from the viewpoint of reducing the weight and improving the durability while sufficiently transmitting the force from the outer connecting portion 5. .

外側環状部３の引張モジュラスを高める場合、弾性材料を繊維等で補強した繊維補強材料が好ましい。外側環状部３を補強繊維により補強することで、外側環状部３とベルト層などとの接着も十分となる。   When the tensile modulus of the outer annular portion 3 is increased, a fiber reinforced material obtained by reinforcing an elastic material with fibers or the like is preferable. By reinforcing the outer annular portion 3 with the reinforcing fiber, adhesion between the outer annular portion 3 and the belt layer becomes sufficient.

内側連結部４は、内側環状部１と中間環状部２とを連結するものであり、両者の間に適当な間隔を開けるなどして、周方向に各々が独立するように複数設けられる。内側連結部４は、ユニフォミティを向上させる観点から、一定の間隔を置いて設けることが好ましい。   The inner connecting portion 4 connects the inner annular portion 1 and the intermediate annular portion 2, and a plurality of inner connecting portions 4 are provided so that each is independent in the circumferential direction, for example, by providing an appropriate interval therebetween. The inner connecting parts 4 are preferably provided with a certain interval from the viewpoint of improving uniformity.

内側連結部４を全周に渡って設ける際の数（タイヤ幅方向に複数設ける場合は１個として数える）としては、車両からの荷重を十分支持しつつ、軽量化、動力伝達の向上、耐久性の向上を図る観点から、１０〜８０個が好ましく、４０〜６０個がより好ましい。図１には、内側連結部４を４０個設けた例を示す。   As for the number of inner connecting portions 4 provided over the entire circumference (when a plurality of inner connecting portions 4 are provided in the tire width direction, it is counted as one), while supporting the load from the vehicle sufficiently, weight reduction, improvement of power transmission, durability From the viewpoint of improving the property, 10 to 80 are preferable, and 40 to 60 are more preferable. FIG. 1 shows an example in which 40 inner connecting portions 4 are provided.

個々の内側連結部４の形状としては、板状体、柱状体などが挙げられるが、本実施形態では板状体の例を示す。これらの内側連結部４は、正面視断面において、タイヤ径方向又はタイヤ径方向から傾斜した方向に延びている。本発明では、ブレークポイントを高くして剛性変動を生じにくくすると共に、耐久性を向上させる観点から、正面視断面において、内側連結部４の延設方向が、タイヤ径方向±３０°以内が好ましく、タイヤ径方向±１５°以内がより好ましい。図１では、内側連結部４が、タイヤ径方向に延設されている例を示す。   Examples of the shape of each inner connecting portion 4 include a plate-like body and a columnar body. In this embodiment, an example of a plate-like body is shown. These inner connection parts 4 are extended in the tire radial direction or the direction inclined from the tire radial direction in the front sectional view. In the present invention, from the viewpoint of improving the durability by increasing the break point and making it difficult to change the rigidity, the extending direction of the inner connecting portion 4 is preferably within ± 30 ° in the tire radial direction in the front sectional view. The tire radial direction is more preferably within ± 15 °. FIG. 1 shows an example in which the inner connecting portion 4 is extended in the tire radial direction.

内側連結部４の厚みは、内側環状部１及び中間環状部２からの力を十分伝達しつつ、軽量化や耐久性の向上、横剛性の向上を図る観点から、タイヤ断面高さＨ１の４〜１２％が好ましく、６〜１０％がより好ましい。   The thickness of the inner connecting portion 4 is 4 with a tire cross-section height H1 from the viewpoint of reducing weight, improving durability, and improving lateral rigidity while sufficiently transmitting the force from the inner annular portion 1 and the intermediate annular portion 2. -12% is preferable and 6-10% is more preferable.

内側連結部４の引張モジュラスは、内側環状部１及び中間環状部２からの力を十分伝達しつつ、軽量化や耐久性の向上、横剛性の向上を図る観点から、５〜５０ＭＰａが好ましく、７〜２０ＭＰａがより好ましい。   The tensile modulus of the inner connecting portion 4 is preferably 5 to 50 MPa from the viewpoint of reducing the weight, improving the durability, and improving the lateral rigidity while sufficiently transmitting the force from the inner annular portion 1 and the intermediate annular portion 2. 7-20 MPa is more preferable.

内側連結部４の引張モジュラスを高める場合、弾性材料を繊維等で補強した繊維補強材料が好ましい。   When the tensile modulus of the inner connecting portion 4 is increased, a fiber reinforced material obtained by reinforcing an elastic material with fibers or the like is preferable.

外側連結部５は、外側環状部３と中間環状部２とを連結するものであり、両者の間に適当な間隔を開けるなどして、周方向に各々が独立するように複数設けられる。外側連結部５は、ユニフォミティを向上させる観点から、一定の間隔を置いて設けることが好ましい。   The outer connecting portion 5 connects the outer annular portion 3 and the intermediate annular portion 2, and a plurality of outer connecting portions 5 are provided so that each of them is independent in the circumferential direction, for example, by providing an appropriate interval therebetween. The outer connecting portions 5 are preferably provided at regular intervals from the viewpoint of improving uniformity.

外側連結部５は、タイヤ径方向に沿って延びる連結部本体５１と、この連結部本体５１の一方の端部から分岐して中間環状部２まで延びる２本の枝部５２とを備えている。   The outer connecting portion 5 includes a connecting portion main body 51 that extends along the tire radial direction, and two branch portions 52 that branch from one end of the connecting portion main body 51 and extend to the intermediate annular portion 2. .

連結部本体５１は、外側環状部３から中間環状部２へ向かって直線状に延びている。連結部本体５１は、タイヤ径方向外側の端部５１ａで外側環状部３に結合しており、タイヤ径方向内側の端部５１ｂで２本の枝部５２に分岐している。   The connecting portion main body 51 extends linearly from the outer annular portion 3 toward the intermediate annular portion 2. The connecting portion main body 51 is coupled to the outer annular portion 3 at an end portion 51a on the outer side in the tire radial direction, and is branched into two branch portions 52 at an end portion 51b on the inner side in the tire radial direction.

２本の枝部５２は、連結部本体５１の延設方向、すなわちタイヤ径方向に対して対称となっている。これにより、外側連結部５は、全体として正面視で略Ｙ字状をしている。枝部５２は、連結部本体５１の端部５１ｂから中間環状部２へ向かって直線状に延び、外側結合点５ａで中間環状部２に結合している。ここで、外側結合点５ａは、枝部５２の中心を通る線（ただし、後述する外側連結部５が分岐せずに中間環状部２に結合する場合には、外側連結部５の中心を通る線）と中間環状部２の中心を通る線の交差する点とする。   The two branch parts 52 are symmetrical with respect to the extending direction of the connecting part main body 51, that is, the tire radial direction. Thereby, the outer side connection part 5 is carrying out the substantially Y shape by the front view as a whole. The branch portion 52 extends linearly from the end portion 51b of the connecting portion main body 51 toward the intermediate annular portion 2, and is coupled to the intermediate annular portion 2 at the outer coupling point 5a. Here, the outer coupling point 5a passes through the center of the branch portion 52 (however, when the outer coupling portion 5 described later is coupled to the intermediate annular portion 2 without branching, it passes through the center of the outer coupling portion 5). Line) and a line passing through the center of the intermediate annular portion 2 intersect.

内側連結部４が中間環状部２に結合する内側結合点４ａと、外側連結部５が中間環状部２に結合する外側結合点５ａとは、タイヤ周方向に間隔Ｄ１をおいて設けられている。ここで、内側結合点４ａは、内側連結部４の中心を通る線（ただし、後述する内側連結部４が２本の枝部で中間環状部２に結合する場合には、枝部の中心を通る線）と中間環状部２の中心を通る線の交差する点とする。また、距離Ｄ１は、中間環状部２に沿った距離とする。間隔Ｄ１は、１０ｍｍ以上とするのが好ましい。また、外側連結部５の２本の枝部５２が中間環状部２に結合する２つの外側結合点５ａと、内側結合点４ａとのそれぞれの間隔Ｄ１は、同じとするのが好ましい。   An inner coupling point 4a at which the inner coupling portion 4 is coupled to the intermediate annular portion 2 and an outer coupling point 5a at which the outer coupling portion 5 is coupled to the intermediate annular portion 2 are provided at a distance D1 in the tire circumferential direction. . Here, the inner coupling point 4a is a line passing through the center of the inner coupling portion 4 (however, when the inner coupling portion 4 described later is coupled to the intermediate annular portion 2 by two branch portions, the center of the branch portion is defined. And a line passing through the center of the intermediate annular portion 2 intersects. The distance D1 is a distance along the intermediate annular portion 2. The distance D1 is preferably 10 mm or more. Moreover, it is preferable that the distance D1 between the two outer coupling points 5a where the two branch portions 52 of the outer coupling portion 5 are coupled to the intermediate annular portion 2 and the inner coupling point 4a are the same.

２本の枝部５２の挟む角度θは６０〜１４０度であることが好ましく、８０〜１２０度であることがより好ましい。角度θが６０度よりも小さいと、外側連結部５の剛性が大きくなって乗り心地の悪化に繋がる。角度θが１４０度よりも大きいと、接地により連結部本体５１が中間環状部２へ向かって押される際、２本の枝部５２が変形して連結部本体５１が中間環状部２に衝突するおそれがある。また、角度θが１４０度よりも大きいと、２本の枝部５２がタイヤ周方向に大きく広がるため、タイヤ周方向に設ける外側連結部５の数を減らす必要があり、乗り心地の悪化に繋がる。   The angle θ sandwiched between the two branch parts 52 is preferably 60 to 140 degrees, and more preferably 80 to 120 degrees. When the angle θ is smaller than 60 degrees, the rigidity of the outer connecting portion 5 is increased, leading to deterioration in riding comfort. When the angle θ is larger than 140 degrees, when the connecting portion main body 51 is pushed toward the intermediate annular portion 2 by grounding, the two branch portions 52 are deformed and the connecting portion main body 51 collides with the intermediate annular portion 2. There is a fear. Further, when the angle θ is larger than 140 degrees, the two branch portions 52 greatly expand in the tire circumferential direction, so that it is necessary to reduce the number of outer connecting portions 5 provided in the tire circumferential direction, which leads to deterioration in riding comfort. .

なお、外側連結部５と内側連結部４とは全周の同じ位置に設けてもよく、異なる位置に設けてもよい。すなわち、外側連結部５の連結部本体５１と内側連結部４は、必ずしも図１のように同じ方向に向かって設ける必要はない。   In addition, the outer side connection part 5 and the inner side connection part 4 may be provided in the same position of a perimeter, and may be provided in a different position. That is, the connection part main body 51 and the inner connection part 4 of the outer connection part 5 do not necessarily have to be provided in the same direction as in FIG.

外側連結部５を全周に渡って設ける際の数（タイヤ幅方向に複数設ける場合は１個として数える）としては、車両からの荷重を十分支持しつつ、軽量化、動力伝達の向上、耐久性の向上を図る観点から、１０〜８０個が好ましく、４０〜６０個がより好ましい。図１には、外側連結部５を内側連結部４と同じく４０個設けた例を示す。   As for the number of outer connecting parts 5 provided over the entire circumference (when a plurality of outer connecting parts 5 are provided in the tire width direction, they are counted as one), while supporting the load from the vehicle sufficiently, weight reduction, improvement of power transmission, durability From the viewpoint of improving the property, 10 to 80 are preferable, and 40 to 60 are more preferable. FIG. 1 shows an example in which 40 outer connecting portions 5 are provided in the same manner as the inner connecting portions 4.

連結部本体５１及び枝部５２の形状は、それぞれ板状体となっている。連結部本体５１及び枝部５２の厚みは、中間環状部２及び外側環状部３からの力を十分伝達しつつ、軽量化や耐久性の向上、横剛性の向上を図る観点から、タイヤ断面高さＨ１の４〜１２％が好ましく、６〜１０％がより好ましい。また、枝部５２の厚みは、連結部本体５１の厚みよりも小さく、連結部本体５１の厚みの３０〜９０％が好ましい。枝部５２の厚みが連結部本体５１の厚みの３０％よりも小さいと、枝部５２が座屈するおそれがある。また、枝部５２の厚みが連結部本体５１の厚みの９０％よりも大きいと、２本の枝部５２の部分の剛性が大きくなり過ぎて乗り心地が悪化するおそれがある。   The shapes of the connection part main body 51 and the branch part 52 are plate-shaped bodies, respectively. The thickness of the connecting portion main body 51 and the branch portion 52 is such that the tire cross-section height is increased from the viewpoint of reducing weight, improving durability, and improving lateral rigidity while sufficiently transmitting the force from the intermediate annular portion 2 and the outer annular portion 3. 4 to 12% of length H1 is preferable, and 6 to 10% is more preferable. Moreover, the thickness of the branch part 52 is smaller than the thickness of the connection part main body 51, and 30 to 90% of the thickness of the connection part main body 51 is preferable. If the thickness of the branch portion 52 is smaller than 30% of the thickness of the connecting portion main body 51, the branch portion 52 may be buckled. Further, if the thickness of the branch portion 52 is larger than 90% of the thickness of the connecting portion main body 51, the rigidity of the two branch portions 52 becomes too large, and the ride comfort may be deteriorated.

外側連結部５の引張モジュラスは、内側環状部１からの力を十分伝達しつつ、軽量化や耐久性の向上、横剛性の向上を図る観点から、５〜５０ＭＰａが好ましく、７〜２０ＭＰａがより好ましい。   The tensile modulus of the outer connecting portion 5 is preferably 5 to 50 MPa, more preferably 7 to 20 MPa from the viewpoint of reducing weight, improving durability, and improving lateral rigidity while sufficiently transmitting the force from the inner annular portion 1. preferable.

外側連結部５の引張モジュラスを高める場合、弾性材料を繊維等で補強した繊維補強材料が好ましい。   In order to increase the tensile modulus of the outer connecting portion 5, a fiber reinforced material obtained by reinforcing an elastic material with fibers or the like is preferable.

２本の枝部５２で形成される隅部５４に、この隅部５４を埋めるように形成された補強部５５が設けられていることが好ましい。補強部５５を設けることにより、外側連結部５の分岐点のボリュームを増やすことができ、分岐点の剛性を高めることができる。補強部５５の表面は、正面視でタイヤ周方向に沿った直線となっている。２本の枝部５２の交点５ｂから補強部５５の表面までのタイヤ径方向の距離Ｄ２は、５〜１２ｍｍが好ましく、６〜１０ｍｍがより好ましい。距離Ｄ２が５ｍｍより短いと、分岐点のボリュームを十分増やすことができず、補強部５５の補強効果が発揮されなくなる。また、補強部５５の表面は、図３に示すように、正面視で凹状となった円弧としてもよい。これにより、補強部５５と枝部５２が滑らかに連続するため、直線の場合に比べ応力が集中しにくい。この場合、２本の枝部５２の交点５ｂから補強部５５の表面までのタイヤ径方向の距離Ｄ２は、５〜１２ｍｍが好ましく、６〜１０ｍｍがより好ましい。距離Ｄ２が５ｍｍより短いと、分岐点のボリュームを十分増やすことができず、補強部５５の補強効果が発揮されなくなる。   It is preferable that a corner portion 54 formed by the two branch portions 52 is provided with a reinforcing portion 55 formed so as to fill the corner portion 54. By providing the reinforcement part 55, the volume of the branch point of the outer connection part 5 can be increased, and the rigidity of the branch point can be increased. The surface of the reinforcing portion 55 is a straight line along the tire circumferential direction when viewed from the front. The distance D2 in the tire radial direction from the intersection 5b of the two branch parts 52 to the surface of the reinforcing part 55 is preferably 5 to 12 mm, and more preferably 6 to 10 mm. When the distance D2 is shorter than 5 mm, the volume at the branch point cannot be increased sufficiently, and the reinforcing effect of the reinforcing portion 55 is not exhibited. Further, as shown in FIG. 3, the surface of the reinforcing portion 55 may be a circular arc that is concave when viewed from the front. Thereby, since the reinforcement part 55 and the branch part 52 continue smoothly, stress is hard to concentrate compared with the case of a straight line. In this case, the distance D2 in the tire radial direction from the intersection 5b of the two branch parts 52 to the surface of the reinforcing part 55 is preferably 5 to 12 mm, and more preferably 6 to 10 mm. When the distance D2 is shorter than 5 mm, the volume at the branch point cannot be increased sufficiently, and the reinforcing effect of the reinforcing portion 55 is not exhibited.

本実施形態では、図１に示すように、支持構造体ＳＳの外側環状部３の外側に、その外側環状部３の曲げ変形を補強する補強層６が設けられている例を示す。また、本実施形態では、図１に示すように、補強層６の更に外側にトレッド層７が設けられている例を示す。補強層６、トレッド層７としては、従来の空気入りタイヤのベルト層と同様のものを設けることが可能である。また、トレッドパターンとして、従来の空気入りタイヤと同様のパターンを設けることが可能である。   In the present embodiment, as shown in FIG. 1, an example is shown in which a reinforcing layer 6 that reinforces bending deformation of the outer annular portion 3 is provided outside the outer annular portion 3 of the support structure SS. Moreover, in this embodiment, as shown in FIG. 1, the example in which the tread layer 7 is provided in the further outer side of the reinforcement layer 6 is shown. As the reinforcing layer 6 and the tread layer 7, it is possible to provide the same layers as those of a conventional pneumatic tire belt layer. Moreover, it is possible to provide the same pattern as a conventional pneumatic tire as a tread pattern.

＜別実施形態＞
（１）前述の実施形態では、外側連結部５が連結部本体５１と２本の枝部５２とを備える構成を示したが、図４Ａに示すように、内側連結部４が、タイヤ径方向に沿って延びる連結部本体４１と、この連結部本体４１の一方の端部から分岐して中間環状部２まで延びる２本の枝部４２とを備えるようにしてもよい。 <Another embodiment>
(1) In the above-described embodiment, the outer connecting portion 5 includes the connecting portion main body 51 and the two branch portions 52. However, as illustrated in FIG. 4A, the inner connecting portion 4 has the tire radial direction. A connecting portion main body 41 extending along the two ends, and two branch portions 42 branched from one end of the connecting portion main body 41 and extending to the intermediate annular portion 2 may be provided.

（２）また、図４Ｂのように、内側連結部４と外側連結部５が、それぞれ連結部本体と２本の枝部とを備えるようにしてもよい。   (2) Further, as shown in FIG. 4B, the inner connecting portion 4 and the outer connecting portion 5 may each include a connecting portion main body and two branch portions.

（３）また、図４Ｃのように、外側連結部５は、タイヤ径方向に沿って延びる連結部本体５１と、この連結部本体５１の一方の端部５１ｂから分岐して中間環状部２まで延びる２本の枝部５２と、連結部本体５１の他方の端部５１ａから分岐して外側環状部３まで延びる２本の枝部５３とを備えるようにしてもよい。ただし、図２のようなＹ字状の外側連結部５は、図４Ｃのような２組の枝部５２，５３を備える場合に比べ、軽量化及び耐久性を向上させるのに、特に好ましい。   (3) Further, as shown in FIG. 4C, the outer connecting portion 5 includes a connecting portion main body 51 extending along the tire radial direction and one end 51 b of the connecting portion main body 51 to the intermediate annular portion 2. You may make it provide the two branch parts 52 extended, and the two branch parts 53 branched from the other edge part 51a of the connection part main body 51, and extended to the outer side annular part 3. FIG. However, the Y-shaped outer connecting portion 5 as shown in FIG. 2 is particularly preferable for improving weight reduction and durability as compared with the case where two sets of branch portions 52 and 53 as shown in FIG. 4C are provided.

（４）補強部５５により外側連結部５の分岐点を補強するほか、内側連結部４が中間環状部２に結合する内側結合点４ａ、及び外側連結部５が中間環状部２に結合する外側結合点５ａを補強部により補強するのが好ましい。また、内側連結部４が分岐している場合には、内側連結部４の分岐点を補強部により補強するのが好ましい。いずれの場合にも、分岐点又は結合点を中心とした内側連結部４又は外側連結部５の回転変形を抑制することができ、耐久性を向上できる。   (4) In addition to reinforcing the branch point of the outer connecting portion 5 with the reinforcing portion 55, the inner connecting point 4a where the inner connecting portion 4 is connected to the intermediate annular portion 2, and the outer side where the outer connecting portion 5 is connected to the intermediate annular portion 2. It is preferable to reinforce the connection point 5a with a reinforcing portion. Moreover, when the inner side connection part 4 has branched, it is preferable to reinforce the branch point of the inner side connection part 4 with a reinforcement part. In any case, rotational deformation of the inner connecting part 4 or the outer connecting part 5 around the branch point or the coupling point can be suppressed, and durability can be improved.

以下、本発明の構成と効果を具体的に示す実施例等について説明する。なお、実施例等における評価項目は下記のようにして測定を行った。   Examples and the like specifically showing the configuration and effects of the present invention will be described below. In addition, the evaluation item in an Example etc. measured as follows.

（１）乗り心地性能
タイヤ軸（図１の軸芯Ｏ）に縦荷重２５０ｋｇｆを負荷した状態にて、非空気圧タイヤを回転させながら、タイヤ軸のたわみ量を測定した。たわみ量の振幅、すなわち最大値と最小値の差が小さいと、タイヤの回転に伴う縦剛性変化が小さく、乗り心地が良好となる。 (1) Riding comfort performance The amount of deflection of the tire shaft was measured while rotating the non-pneumatic tire in a state where a longitudinal load of 250 kgf was applied to the tire shaft (axial core O in FIG. 1). When the amplitude of the deflection amount, that is, the difference between the maximum value and the minimum value is small, the change in the longitudinal rigidity accompanying the rotation of the tire is small, and the riding comfort is good.

（２）耐久性能
縦荷重２５０ｋｇｆを負荷した際に、内側結合点又は外側結合点における最大の応力を求めた。実施例１を１００としたときの指数で示す。この値が小さい方が結合点における応力集中が少なく、耐久性に優れる。 (2) Durability Performance When a longitudinal load of 250 kgf was applied, the maximum stress at the inner coupling point or the outer coupling point was determined. It shows with an index when Example 1 is set to 100. The smaller this value, the less the stress concentration at the bonding point and the better the durability.

実施例１
支持構造体を図２に示す形状にした非空気圧タイヤを実施例１とした。ただし、外側連結部の分岐点、及び外側連結部が中間環状部に結合する外側結合点は、補強部による補強を行っていない。乗り心地性能及び耐久性能の結果を表１に示す。 Example 1
A non-pneumatic tire having a support structure having the shape shown in FIG. However, the branch point of the outer connecting part and the outer connecting point where the outer connecting part is connected to the intermediate annular part are not reinforced by the reinforcing part. Table 1 shows the results of ride performance and durability performance.

実施例２
実施例１の非空気圧タイヤにおいて、外側連結部の分岐点、及び外側連結部が中間環状部に結合する外側結合点を補強したものを実施例２とした。乗り心地性能及び耐久性能の結果を表１に示す。 Example 2
In the non-pneumatic tire of Example 1, Example 2 was obtained by reinforcing the branch point of the outer connecting part and the outer connecting point where the outer connecting part is connected to the intermediate annular part. Table 1 shows the results of ride performance and durability performance.

実施例３
支持構造体を図４Ｂに示す形状にした非空気圧タイヤを実施例３とした。乗り心地性能及び耐久性能の結果を表１に示す。 Example 3
A non-pneumatic tire having a support structure having the shape shown in FIG. Table 1 shows the results of ride performance and durability performance.

比較例１
支持構造体を図５に示す形状にした非空気圧タイヤを比較例１とした。乗り心地性能及び耐久性能の結果を表１に示す。 Comparative Example 1
A non-pneumatic tire having a support structure having the shape shown in FIG. Table 1 shows the results of ride performance and durability performance.

比較例２
支持構造体を図６に示す形状にした非空気圧タイヤを比較例２とした。乗り心地性能及び耐久性能の結果を表１に示す。 Comparative Example 2
A non-pneumatic tire having a support structure having the shape shown in FIG. Table 1 shows the results of ride performance and durability performance.

比較例３
支持構造体を図７に示す形状にした非空気圧タイヤを比較例３とした。乗り心地性能及び耐久性能の結果を表１に示す。 Comparative Example 3
A non-pneumatic tire having a support structure having the shape shown in FIG. Table 1 shows the results of ride performance and durability performance.

表１の結果から以下のことが分かる。実施例１の非空気圧タイヤは、比較例３の非空気圧タイヤと比較して、外側連結部を分岐させて２本の枝部で中間環状部に結合させることで、タイヤの回転に伴う縦剛性変化が小さく、結合点での応力も小さくなっている。なお、比較例１は、内側連結部と外側連結部とをタイヤ周方向にずらして設け、内側連結部及び外側連結部に集中していた変形を中間環状部に負担させることで、比較例３に比べて縦剛性変化が小さくなっている。ただし、実施例１のように外側連結部を分岐させて２本の枝部で中間環状部に結合させることで、比較例１よりも広範囲で中間環状部に負担させることができ、縦剛性変化を小さくできる。また、実施例１は、比較例１に比べ結合点の数が増えるため、各結合点での応力も小さくなっている。   From the results in Table 1, the following can be understood. Compared with the non-pneumatic tire of Comparative Example 3, the non-pneumatic tire of Example 1 has a longitudinal rigidity that accompanies the rotation of the tire by branching the outer connecting portion and joining the intermediate annular portion with two branches. The change is small and the stress at the coupling point is also small. In Comparative Example 1, the inner connecting portion and the outer connecting portion are shifted in the tire circumferential direction, and the deformation concentrated on the inner connecting portion and the outer connecting portion is caused to be borne on the intermediate annular portion. The change in longitudinal rigidity is smaller than However, as in the first embodiment, the outer connecting portion is branched and joined to the intermediate annular portion by two branches, so that the intermediate annular portion can be loaded in a wider range than the comparative example 1, and the longitudinal rigidity change Can be reduced. Further, since the number of coupling points in Example 1 is larger than that in Comparative Example 1, the stress at each coupling point is also small.

実施例２は、結合点の補強及び分岐点の補強により、実施例１に比べ、結合点での応力が小さくなっている。ただし、外側連結部の剛性が高くなるため、縦剛性変化はわずかに大きくなっている。   In Example 2, the stress at the connection point is smaller than that in Example 1 due to the reinforcement of the connection point and the reinforcement of the branch point. However, since the rigidity of the outer connecting portion is increased, the longitudinal rigidity change is slightly increased.

比較例２は、外側連結部の数を内側連結部よりも多くし、さらに内側結合点と外側結合点とをタイヤ周方向に間隔をおいて設けているが、縦剛性変化が大きくなっている。これは、外側結合点と内側結合点が近接し、中間環状部の衝撃吸収性能を十分に活用できていないためである。また、比較例３は、内側結合点と外側結合点が同じ位置であるため、縦剛性変化が大きく、結合点における応力も非常に大きくなっている。   In Comparative Example 2, the number of the outer coupling portions is larger than that of the inner coupling portions, and the inner coupling point and the outer coupling point are provided at intervals in the tire circumferential direction, but the longitudinal rigidity change is large. . This is because the outer coupling point and the inner coupling point are close to each other and the impact absorbing performance of the intermediate annular portion cannot be fully utilized. In Comparative Example 3, since the inner coupling point and the outer coupling point are at the same position, the longitudinal rigidity change is large, and the stress at the coupling point is also very large.

１ 内側環状部
２ 中間環状部
３ 外側環状部
４ 内側連結部
４ａ 内側結合点
５ 外側連結部
５ａ 外側結合点
４１ 連結部本体
４２ 枝部
５１ 連結部本体
５１ａ 端部
５１ｂ 端部
５２ 枝部
５３ 枝部
５４ 隅部
５５ 補強部 DESCRIPTION OF SYMBOLS 1 Inner ring part 2 Middle ring part 3 Outer ring part 4 Inner connection part 4a Inner connection point 5 Outer connection part 5a Outer connection point 41 Connection part main body 42 Branch part 51 Connection part main body 51a End part 51b End part 52 Branch part 53 Branch Part 54 Corner 55 Reinforcing part

Claims (4)

車両からの荷重を支持する支持構造体を備える非空気圧タイヤにおいて、
前記支持構造体は、内側環状部と、その内側環状部の外側に同心円状に設けられた中間環状部と、その中間環状部の外側に同心円状に設けられた外側環状部と、前記内側環状部と前記中間環状部とを連結する複数の内側連結部と、前記外側環状部と前記中間環状部とを連結する複数の外側連結部とを備え、
前記内側連結部と前記外側連結部の少なくとも一方は、タイヤ径方向に沿って延びる連結部本体と、この連結部本体の一方の端部から分岐して前記中間環状部まで延びる２本の枝部とを備えることを特徴とする非空気圧タイヤ。 In a non-pneumatic tire including a support structure that supports a load from a vehicle,
The support structure includes an inner annular portion, an intermediate annular portion provided concentrically outside the inner annular portion, an outer annular portion provided concentrically outside the intermediate annular portion, and the inner annular portion. A plurality of inner connecting portions that connect the portion and the intermediate annular portion, and a plurality of outer connecting portions that connect the outer annular portion and the intermediate annular portion,
At least one of the inner connecting portion and the outer connecting portion includes a connecting portion main body extending along the tire radial direction, and two branch portions extending from one end of the connecting portion main body and extending to the intermediate annular portion. And a non-pneumatic tire. 前記内側連結部が前記中間環状部に結合する内側結合点と、前記外側連結部が前記中間環状部に結合する外側結合点とは、タイヤ周方向に間隔をおいて設けられていることを特徴とする請求項１に記載の非空気圧タイヤ。   The inner coupling point at which the inner coupling portion is coupled to the intermediate annular portion and the outer coupling point at which the outer coupling portion is coupled to the intermediate annular portion are provided at intervals in the tire circumferential direction. The non-pneumatic tire according to claim 1. 前記２本の枝部の挟む角度が６０〜１４０度であることを特徴とする請求項１又は２に記載の非空気圧タイヤ。   The non-pneumatic tire according to claim 1 or 2, wherein an angle between the two branches is 60 to 140 degrees. 前記２本の枝部で形成される隅部に、この隅部を埋めるように形成された補強部が設けられていることを特徴とする請求項１〜３のいずれか１項に記載の非空気圧タイヤ。



4. The non-restriction according to claim 1, wherein a reinforcing portion formed so as to fill the corner portion is provided at a corner portion formed by the two branch portions. 5. Pneumatic tire.



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