JP2015151009A - Non-air pressure tire - Google Patents

Non-air pressure tire Download PDF

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JP2015151009A
JP2015151009A JP2014026571A JP2014026571A JP2015151009A JP 2015151009 A JP2015151009 A JP 2015151009A JP 2014026571 A JP2014026571 A JP 2014026571A JP 2014026571 A JP2014026571 A JP 2014026571A JP 2015151009 A JP2015151009 A JP 2015151009A
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tire
annular portion
connecting portion
connection part
pneumatic tire
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JP6445238B2 (en
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貴啓 太田
Takahiro Ota
貴啓 太田
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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-air pressure tire which maintains impact absorption ability and improves durability.SOLUTION: A non-air pressure tire T comprises: an inside annular part 1; an outside annular part 2 disposed on outside of the inside annular part 1 in a concentric state; and a connection part 3 for connecting the inside annular part 1 and the outside annular part 2. The outside annular part 2 has an annular reinforcement layer 4, in which a load sharing rate with respect to full load applied to the tire is 30-60%.

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、弾性を下げ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. In addition, in the non-pneumatic tire, it is possible to improve the cushioning property by lowering the elasticity, but there is a problem that the load supporting ability or the durability that the pneumatic tire has becomes worse.

下記特許文献１には、円筒状のハブ外周面に弾性体が固着されるソリッドタイヤにおいて、その弾性体内部に、高い剛性を有した筒状の補強部材を埋設したソリッドタイヤが記載されている。補強部材を埋設することで、ハブと弾性体への衝撃の伝播を抑制できるため、耐久性及び乗り心地が良好となる。しかし、特許文献１のソリッドタイヤは、弾性体が中実であり、タイヤが構造的に大きく撓むことができないため、衝撃吸収性が不十分となり乗り心地の大きな向上を見込めない。   Patent Document 1 below describes a solid tire in which an elastic body is fixed to an outer peripheral surface of a cylindrical hub, and a solid tire in which a cylindrical reinforcing member having high rigidity is embedded in the elastic body. . By embedding the reinforcing member, it is possible to suppress the propagation of the impact to the hub and the elastic body, so that durability and riding comfort are improved. However, since the solid tire of Patent Document 1 has a solid elastic body and the tire cannot be flexibly deformed structurally, the impact absorption is insufficient and a great improvement in riding comfort cannot be expected.

下記特許文献２には、タイヤに加わる荷重を支持する補強された環状バンドと、この補強された環状バンドとホイールとの間で張力によって荷重力を伝達する複数のウェブスポークを有することで、衝撃吸収性と耐久性を向上させた非空気圧タイヤが記載されている。しかし、このような非空気圧タイヤは、ウェブスポークがタイヤ周方向に非連続で設けられており、タイヤ転動時に接地箇所によって応力集中が生じるため、耐久性が低下する問題があった。   Patent Document 2 listed below includes a reinforced annular band that supports a load applied to a tire, and a plurality of web spokes that transmit load force by tension between the reinforced annular band and a wheel, thereby providing an impact. Non-pneumatic tires with improved absorption and durability are described. However, in such a non-pneumatic tire, web spokes are discontinuously provided in the tire circumferential direction, and stress concentration occurs depending on a ground contact portion when the tire rolls.

下記特許文献３には、外周輪と内周輪との間を多数のスポークで連結した非空気圧タイヤにおいて、外周輪を金属コード又は有機繊維コードで補強した非空気圧タイヤが記載されている。この金属コード又は有機繊維コードは、外周輪の弾性材料を引張方向に補強するのが主目的であり、それ自体がタイヤにかかる荷重を構造的に支持するものではないため、耐久性が不十分である。   Patent Document 3 listed below describes a non-pneumatic tire in which an outer peripheral ring is reinforced with a metal cord or an organic fiber cord in a non-pneumatic tire in which an outer peripheral ring and an inner peripheral ring are connected by a large number of spokes. The main purpose of this metal cord or organic fiber cord is to reinforce the elastic material of the outer ring in the tensile direction, and it does not structurally support the load on the tire itself, so it has insufficient durability It is.

特開平６−１４３９１１号公報JP-A-6-143911 特表２００５−５００９３２号公報Special Table 2005-500932 Publication 特開２００８−１０５６４４号公報JP 2008-105644 A

そこで、本発明の目的は、衝撃吸収性を維持しつつ耐久性を向上させた非空気圧タイヤを提供することにある。   Accordingly, an object of the present invention is to provide a non-pneumatic tire that has improved durability while maintaining shock absorption.

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、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外側環状部と、前記内側環状部と前記外側環状部とを連結する連結部とを備える非空気圧タイヤにおいて、
前記外側環状部には、タイヤに付与される全荷重に対する荷重分担率が３０〜６０％である環状の補強層が埋設されてい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 includes an inner annular portion, an outer annular portion provided concentrically on the outer side of the inner annular portion, and a connecting portion that connects the inner annular portion and the outer annular portion. In the non-pneumatic tire provided,
An annular reinforcing layer having a load sharing ratio of 30 to 60% with respect to the total load applied to the tire is embedded in the outer annular portion.

内側環状部と、外側環状部と、内側環状部と外側環状部とを連結する連結部とを備える非空気圧タイヤでは、主として外側環状部と連結部がタイヤに付与される荷重を支持する。また、連結部は、荷重を支持しつつ衝撃吸収性を発揮できるように弾性材料で形成されるが、弾性材料で形成された連結部は、応力集中部で亀裂が生じやすいという問題があった。本発明者は、鋭意研究を重ねたところ、荷重を支持可能な環状の補強層を外側環状部に埋設することで、連結部への負担を減らすことができ、衝撃吸収性を発揮しつつ連結部の亀裂を抑制できることを見出した。本発明はかかる知見に基づいてなされたものであり、タイヤに付与される全荷重のうち３０〜６０％の荷重を分担して支持する補強層を外側環状部に埋設することにより、連結部への負担を減らすことができるため、衝撃吸収性を損なうことなく、連結部の亀裂を抑制できる。その結果、衝撃吸収性を維持しつつ耐久性を向上できる。   In a non-pneumatic tire including an inner annular portion, an outer annular portion, and a connecting portion that connects the inner annular portion and the outer annular portion, the outer annular portion and the connecting portion mainly support a load applied to the tire. In addition, the connecting portion is formed of an elastic material so as to exhibit shock absorption while supporting a load. However, the connecting portion formed of the elastic material has a problem that cracks are likely to occur at the stress concentration portion. . As a result of extensive research, the present inventor embeds an annular reinforcing layer capable of supporting a load in the outer annular portion, thereby reducing the burden on the coupling portion and linking while exhibiting shock absorption. It was found that cracking of the part can be suppressed. This invention is made | formed based on this knowledge, and it embeds the reinforcement layer which shares and supports the load of 30 to 60% among the total loads provided to a tire, and embeds it in a connection part. Therefore, the crack of the connecting portion can be suppressed without impairing the impact absorbability. As a result, durability can be improved while maintaining shock absorption.

本発明に係る非空気圧タイヤにおいて、前記補強層は、互いに間隔を空けて複数枚が重ねて埋設されていることが好ましい。この構成によれば、補強層にかかる荷重を複数枚で分担して支持するため、耐久性を向上できる。   In the non-pneumatic tire according to the present invention, it is preferable that a plurality of the reinforcing layers are embedded with a space therebetween. According to this structure, since the load concerning a reinforcement layer is shared and supported by multiple sheets, durability can be improved.

本発明に係る非空気圧タイヤにおいて、前記補強層は、繊維強化プラスチックで形成されていることが好ましい。この構成によれば、補強層がタイヤ径方向に対して高い剛性を有するようになり、タイヤに付与される全荷重のうち３０〜６０％の荷重を確実に支持することができる。   In the non-pneumatic tire according to the present invention, the reinforcing layer is preferably made of fiber reinforced plastic. According to this structure, a reinforcement layer comes to have high rigidity with respect to a tire radial direction, and it can support 30 to 60% of loads among the total loads given to a tire reliably.

本発明に係る非空気圧タイヤにおいて、前記連結部は、タイヤ周方向に連続して設けられており、前記連結部のタイヤ幅方向の断面形状は、前記内側環状部の外周面の始端位置からタイヤ径方向に対して傾斜する方向に延び、前記内側環状部と前記外側環状部の間で終端する第１連結部と、前記外側環状部の内周面の始端位置からタイヤ径方向に対して傾斜する方向に延び、前記内側環状部と前記外側環状部の間で終端する第２連結部と、前記第１連結部の終端と前記第２連結部の終端を連結し、前記第１連結部と前記第２連結部に対してそれぞれ屈曲して延びる中間連結部とを有することが好ましい。この構成によれば、連結部のタイヤ幅方向の断面形状は、第１連結部、第２連結部、及び第１連結部と第２連結部に対して屈曲して延びる中間連結部とを有し、全体としてバネ状をしているため、連結部はタイヤ径方向に弾性変形することができ、衝撃吸収性を向上させることができる。また、連結部はタイヤ周方向に連続して設けられているため、タイヤ転動時に接地箇所によって衝撃吸収性にばらつきが生じることもない。   In the non-pneumatic tire according to the present invention, the connecting portion is provided continuously in the tire circumferential direction, and the cross-sectional shape of the connecting portion in the tire width direction is the tire from the start end position of the outer peripheral surface of the inner annular portion. A first connecting portion extending in a direction inclined with respect to the radial direction and terminating between the inner annular portion and the outer annular portion, and inclined with respect to a tire radial direction from a starting end position of an inner peripheral surface of the outer annular portion A second connecting portion that extends in a direction that terminates between the inner annular portion and the outer annular portion, and connects the terminal end of the first connecting portion and the terminal end of the second connecting portion, and the first connecting portion; It is preferable to have an intermediate connection part that bends and extends with respect to the second connection part. According to this configuration, the cross-sectional shape of the connecting portion in the tire width direction includes the first connecting portion, the second connecting portion, and the intermediate connecting portion that bends and extends with respect to the first connecting portion and the second connecting portion. And since it is spring-like as a whole, a connection part can be elastically deformed to a tire radial direction, and can improve shock absorption. In addition, since the connecting portion is continuously provided in the tire circumferential direction, there is no variation in impact absorbability depending on the ground contact location during tire rolling.

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タイヤ幅方向断面図Cross-sectional view in the tire width direction of the non-pneumatic tire of FIG. 他の実施形態に係る非空気圧タイヤのタイヤ幅方向断面図Cross-sectional view in the tire width direction of a non-pneumatic tire according to another embodiment 他の実施形態に係る非空気圧タイヤのタイヤ幅方向断面図Cross-sectional view in the tire width direction of a non-pneumatic tire according to another embodiment 他の実施形態に係る非空気圧タイヤのタイヤ幅方向断面図Cross-sectional view in the tire width direction of a non-pneumatic tire according to another embodiment

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。図１は本発明の非空気圧タイヤの一例を示す正面図である。図２は、本発明の非空気圧タイヤの一例を示すタイヤ幅方向の断面図であって、図１のＩ−Ｉ断面図である。ここで、Ｏは軸芯を、ＷＤはタイヤ幅方向を、ＲＤはタイヤ径方向を、Ｈ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. FIG. 1 is a front view showing an example of a non-pneumatic tire of the present invention. 2 is a cross-sectional view in the tire width direction showing an example of the non-pneumatic tire of the present invention, and is a cross-sectional view taken along the line II in FIG. Here, O indicates the axis, WD indicates the tire width direction, RD indicates the tire radial direction, and H indicates the tire cross-sectional height.

本発明の非空気圧タイヤＴは、車両からの荷重を支持する支持構造体を備えている。支持構造体は、内側環状部１と、その外側に同心円状に設けられる外側環状部２と、内側環状部１と外側環状部２とを連結する連結部３とを備えている。   The non-pneumatic tire T of the present invention includes a support structure that supports a load from a vehicle. The support structure includes an inner annular portion 1, an outer annular portion 2 provided concentrically outside the inner annular portion 1, and a connecting portion 3 that connects the inner annular portion 1 and the outer annular portion 2.

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、連結部３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Ｈの６〜３０％が好ましく、８〜２０％がより好ましい。   The thickness of the inner annular portion 1 is preferably 6 to 30% of the tire cross-section height H and more preferably 8 to 20% from the viewpoint of reducing weight and improving durability while sufficiently transmitting force to the connecting portion 3. preferable.

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、例えば、５０〜５６０ｍｍが好ましく、８０〜２００ｍｍがより好ましい。   The inner diameter of the inner annular portion 1 is appropriately determined according to the rim on which the non-pneumatic tire T is mounted, the dimensions of the axle, and the like, but is preferably 50 to 560 mm, and more preferably 80 to 200 mm, for example.

内側環状部１のタイヤ幅方向ＷＤの幅は、用途、車軸の長さ等に応じて適宜決定されるが、例えば、３０〜１００ｍｍが好ましく、４０〜８０ｍｍがより好ましい。   Although the width | variety of the tire width direction WD of the inner side annular part 1 is suitably determined according to a use, the length of an axle shaft, etc., for example, 30-100 mm is preferable and 40-80 mm is more preferable.

内側環状部１の引張モジュラスは、連結部３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、１〜１８００００ＭＰａが好ましく、１〜５００００ＭＰａがより好ましい。なお、本実施形態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％伸び時の引張応力の値である。   The tensile modulus of the inner annular portion 1 is preferably 1 to 180000 MPa, more preferably 1 to 50000 MPa, from the viewpoint of reducing weight, improving durability, and wearing properties while sufficiently transmitting force to the connecting portion 3. In addition, the tensile modulus in this embodiment is a value of a tensile stress when the tensile test is performed according to JIS K7312 and the elongation is 10%.

内側環状部１の弾性材料の引張弾性率は、衝撃吸収性の向上を図る観点から、１〜１００ＭＰａが好ましく、５〜５０ＭＰａがより好ましい。   The tensile elastic modulus of the elastic material of the inner annular portion 1 is preferably 1 to 100 MPa, and more preferably 5 to 50 MPa, from the viewpoint of improving impact absorption.

外側環状部２は、タイヤ幅方向ＷＤに厚みが変化する円筒形状である。外側環状部２の外周面は、トレッド面となる。このトレッド面は、図２に示されるように、タイヤ幅方向断面において、タイヤ径方向外側へ向かって凸となる曲率が設けられており、タイヤ幅方向ＷＤの中央部から両側端へ向かって外径が徐々に小さくなった円弧状をしている。トレッド面に曲率が設けられていることで、キャンバーを付けてコーナリングする車両に用いられる際にも接地面積が小さくなりすぎず、直進走行時とコーナリング時との間の接地面積の変動が少なくなる。トレッド面の曲率半径は、３０〜１００ｍｍが好ましく、４０〜６５ｍｍがより好ましい。曲率半径が３０ｍｍより小さい場合、キャンバー時の接地面積が過大となり、グリップ性能が急激に増加するため、急停止に近い状況となってしまう。また、曲率半径が１００ｍｍよりも大きい場合、キャンバー時の接地面積が過小となり、グリップ性能が急激に低下するため、滑りが発生してしまう。トレッド面には、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。   The outer annular portion 2 has a cylindrical shape whose thickness changes in the tire width direction WD. The outer peripheral surface of the outer annular portion 2 is a tread surface. As shown in FIG. 2, the tread surface is provided with a curvature that is convex toward the outer side in the tire radial direction in the tire width direction cross section, and is outward from the center portion in the tire width direction WD toward both side ends. It has an arc shape with a gradually decreasing diameter. The curvature of the tread surface prevents the ground contact area from becoming too small when used in vehicles that are cambered and cornered, and reduces the variation in the ground contact area between straight travel and cornering. . The radius of curvature of the tread surface is preferably 30 to 100 mm, and more preferably 40 to 65 mm. When the radius of curvature is smaller than 30 mm, the ground contact area at the time of camber becomes excessive, and the grip performance increases rapidly, resulting in a situation close to a sudden stop. In addition, when the radius of curvature is larger than 100 mm, the ground contact area at the time of camber becomes too small, and the grip performance is drastically lowered, so that slip occurs. The tread surface can be provided with the same pattern as a conventional pneumatic tire as a tread pattern.

外側環状部２には、環状の補強層４が埋設されている。本発明の補強層４は、互いに間隔を空けて複数枚が重ねて埋設されていることが好ましく、本実施形態の補強層４は、２枚の第１補強層４１と第２補強層４２が積層されて埋設されている。   An annular reinforcing layer 4 is embedded in the outer annular portion 2. The reinforcing layer 4 of the present invention is preferably embedded in a plurality of layers with a space between each other, and the reinforcing layer 4 of the present embodiment includes two first reinforcing layers 41 and second reinforcing layers 42. Laminated and buried.

環状の補強層４は、タイヤに付与される全荷重に対する荷重分担率が３０〜６０％である。荷重分担率とは、タイヤに付与されるタイヤ径方向ＲＤの全荷重に対する、その部材が支持する荷重の割合である。例えば、タイヤに付与される全荷重が５００Ｎのとき、補強層４の荷重分担率が３０％であれば、補強層４は１５０Ｎの荷重を支持する。   The annular reinforcing layer 4 has a load sharing ratio of 30 to 60% with respect to the total load applied to the tire. The load sharing ratio is the ratio of the load supported by the member to the total load in the tire radial direction RD applied to the tire. For example, when the total load applied to the tire is 500 N and the load sharing ratio of the reinforcing layer 4 is 30%, the reinforcing layer 4 supports a load of 150 N.

荷重分担率は、補強層４を備える非空気圧タイヤの弾性率Ａから、補強層４を省いた非空気圧タイヤの弾性率Ｂを減じた値（Ａ−Ｂ）を弾性率Ａで除して１００を乗じたものである。また、ここでの弾性率は、タイヤ径方向ＲＤに負荷する荷重（Ｎ）を所定値から徐々に変化させながら撓み量（ｍｍ）を測定し、その荷重変化量を撓み変化量で除して求められる。   The load sharing rate is obtained by dividing the value (A−B) obtained by subtracting the elastic modulus B of the non-pneumatic tire without the reinforcing layer 4 from the elastic modulus A of the non-pneumatic tire including the reinforcing layer 4 by the elastic modulus A. Multiplied by. The elastic modulus here is measured by measuring the amount of deflection (mm) while gradually changing the load (N) applied in the tire radial direction RD from a predetermined value, and dividing the amount of change in load by the amount of deflection. Desired.

補強層４の荷重分担率が３０％よりも小さい場合、連結部３への負担が大きくなって亀裂が生じやすくなるため、耐久性が低下する。一方、補強層４の荷重分担率が６０％よりも大きい場合、補強層４への負担が大きくなって亀裂が生じやすくなるため、耐久性が低下する。   When the load sharing rate of the reinforcing layer 4 is smaller than 30%, the load on the connecting portion 3 is increased and cracks are likely to occur, resulting in a decrease in durability. On the other hand, when the load sharing ratio of the reinforcing layer 4 is larger than 60%, the load on the reinforcing layer 4 is increased and cracks are likely to occur, so that the durability is lowered.

外側環状部２の内径は、その用途等に応じて適宜決定されるが、例えば、１００〜６００ｍｍが好ましく、１２０〜３００ｍｍがより好ましい。   Although the internal diameter of the outer side annular part 2 is suitably determined according to the use etc., for example, 100-600 mm is preferable and 120-300 mm is more preferable.

補強層４のタイヤ径方向ＲＤの厚みは、衝撃吸収性及び耐久性の向上を図る観点から、タイヤ断面高さＨの０．５〜６％が好ましく、１〜４％がより好ましい。複数枚の補強層が埋設されている場合、各層（本実施形態では第１補強層４１と第２補強層４２）のタイヤ径方向ＲＤの厚みは、衝撃吸収性及び耐久性の向上を図る観点から、タイヤ断面高さＨの０．５〜４％が好ましく、０．５〜３％がより好ましい。   The thickness of the reinforcing layer 4 in the tire radial direction RD is preferably 0.5 to 6% and more preferably 1 to 4% of the tire cross-section height H from the viewpoint of improving impact absorption and durability. When a plurality of reinforcing layers are embedded, the thickness of each layer (the first reinforcing layer 41 and the second reinforcing layer 42 in the present embodiment) in the tire radial direction RD is a viewpoint of improving impact absorption and durability. Therefore, 0.5 to 4% of the tire cross-section height H is preferable, and 0.5 to 3% is more preferable.

外側環状部２のタイヤ幅方向ＷＤの幅Ｗは、用途等に応じて適宜決定されるが、例えば、３０〜１００ｍｍが好ましく、４０〜８０ｍｍがより好ましい。   The width W of the outer annular portion 2 in the tire width direction WD is appropriately determined according to the application and the like, but is preferably 30 to 100 mm, and more preferably 40 to 80 mm, for example.

補強層４のタイヤ幅方向ＷＤの幅は、外側環状部２の幅Ｗの３０％以上が好ましく、５０％以上がより好ましい。補強層４の幅が外側環状部２の幅Ｗの３０％よりも狭いと、耐久性が低下する。   The width of the reinforcing layer 4 in the tire width direction WD is preferably 30% or more, and more preferably 50% or more of the width W of the outer annular portion 2. When the width of the reinforcing layer 4 is narrower than 30% of the width W of the outer annular portion 2, the durability is lowered.

外側環状部２の引張モジュラスは、連結部３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、１〜１８００００ＭＰａが好ましく、１〜５００００ＭＰａがより好ましい。   The tensile modulus of the outer annular portion 2 is preferably 1 to 180000 MPa and more preferably 1 to 50000 MPa from the viewpoint of reducing weight and improving durability while sufficiently transmitting force to the connecting portion 3.

外側環状部２の弾性材料の引張弾性率は、衝撃吸収性の向上を図る観点から、１〜１００ＭＰａが好ましく、５〜５０ＭＰａがより好ましい。   The tensile elastic modulus of the elastic material of the outer annular portion 2 is preferably 1 to 100 MPa, and more preferably 5 to 50 MPa, from the viewpoint of improving impact absorption.

補強層４は、繊維強化プラスチック（ＦＲＰ）又はポリウレタン樹脂で形成されていることが好ましい。繊維強化プラスチックとしては、ガラス繊維強化プラスチック、炭素繊維強化プラスチックなどが例示される。なお、炭素繊維強化プラスチックからなる補強層４は、炭素繊維（カーボンファイバー）のクロス（織物）に熱硬化性樹脂を含浸させたシート状の中間部材を使用することで、容易に形成できる。炭素繊維の配向方向は、タイヤ幅方向及びタイヤ周方向とするのが好ましい。   The reinforcing layer 4 is preferably made of fiber reinforced plastic (FRP) or polyurethane resin. Examples of the fiber reinforced plastic include glass fiber reinforced plastic and carbon fiber reinforced plastic. The reinforcing layer 4 made of carbon fiber reinforced plastic can be easily formed by using a sheet-like intermediate member obtained by impregnating a carbon fiber cloth (woven fabric) with a thermosetting resin. The orientation direction of the carbon fibers is preferably the tire width direction and the tire circumferential direction.

補強層４は、引張弾性率が１００００〜５００００ＭＰａであることが好ましい。補強層４の引張弾性率が１００００ＭＰａよりも小さいと、補強層４が十分に荷重を支持することができないため、連結部３の負担が大きくなって耐久性が悪化する。また、補強層４の引張弾性率が５００００ＭＰａよりも大きいと、補強層４が変形しにくくなるためタイヤの変形量が減少し、衝撃吸収性が悪化する。   The reinforcing layer 4 preferably has a tensile elastic modulus of 10,000 to 50,000 MPa. If the tensile elastic modulus of the reinforcing layer 4 is less than 10000 MPa, the reinforcing layer 4 cannot sufficiently support the load, so that the burden on the connecting portion 3 increases and the durability deteriorates. On the other hand, if the tensile elastic modulus of the reinforcing layer 4 is greater than 50000 MPa, the reinforcing layer 4 is not easily deformed, so that the amount of deformation of the tire is reduced and the shock absorption is deteriorated.

連結部３は、内側環状部１と外側環状部２とを連結するものである。本実施形態の連結部３は、タイヤ周方向に連続して設けられている。連結部３のタイヤ幅方向ＷＤの断面形状は、図２に示すように、内側環状部１の外周面１ａの始端位置からタイヤ径方向ＲＤに対して傾斜する方向に延び、内側環状部１と外側環状部２の間で終端する第１連結部３１と、外側環状部２の内周面２ａの始端位置からタイヤ径方向ＲＤに対して傾斜する方向に延び、内側環状部１と外側環状部２の間で終端する第２連結部３２と、第１連結部３１の終端と第２連結部３２の終端を連結し、第１連結部３１と第２連結部３２に対してそれぞれ屈曲して延びる中間連結部３３とを有する。   The connecting portion 3 connects the inner annular portion 1 and the outer annular portion 2. The connection part 3 of this embodiment is provided continuously in the tire circumferential direction. As shown in FIG. 2, the cross-sectional shape of the connecting portion 3 in the tire width direction WD extends from the start end position of the outer peripheral surface 1 a of the inner annular portion 1 in a direction inclined with respect to the tire radial direction RD. A first connecting portion 31 that terminates between the outer annular portions 2 and an inner annular portion 1 and an outer annular portion that extend from the starting end position of the inner peripheral surface 2a of the outer annular portion 2 in a direction inclined with respect to the tire radial direction RD. The second connecting portion 32 that terminates between the two ends, the end of the first connecting portion 31 and the end of the second connecting portion 32 are connected and bent with respect to the first connecting portion 31 and the second connecting portion 32, respectively. And an intermediate connecting portion 33 extending.

第１連結部３１、第２連結部３２、及び中間連結部３３は、それぞれ直線状であることが好ましい。本実施形態では、第１連結部３１、第２連結部３２、及び中間連結部３３が全体として略Ｚ字状の連結部３を構成している。   It is preferable that the 1st connection part 31, the 2nd connection part 32, and the intermediate | middle connection part 33 are each linear. In this embodiment, the 1st connection part 31, the 2nd connection part 32, and the intermediate | middle connection part 33 comprise the substantially Z-shaped connection part 3 as a whole.

第１連結部３１は、始端３１ａがタイヤ幅方向ＷＤの一方側ＷＤ１に位置し、終端３１ｂがタイヤ幅方向ＷＤの他方側ＷＤ２に位置している。また、第２連結部３２は、始端３２ａがタイヤ幅方向ＷＤの他方側ＷＤ２に位置し、終端３２ｂがタイヤ幅方向ＷＤの一方側ＷＤ１に位置する。これにより、中間連結部３３は、タイヤ幅方向ＷＤの一方側ＷＤ１と他方側ＷＤ２との間で延びている。   As for the 1st connection part 31, the start end 31a is located in the one side WD1 of the tire width direction WD, and the termination | terminus 31b is located in the other side WD2 of the tire width direction WD. Moreover, the 2nd connection part 32 has the start end 32a located in the other side WD2 of the tire width direction WD, and the termination | terminus 32b is located in the one side WD1 of the tire width direction WD. Thereby, the intermediate | middle connection part 33 is extended between one side WD1 and the other side WD2 of the tire width direction WD.

第１連結部３１と中間連結部３３が形成する角度Ｂ、及び第２連結部３２と中間連結部３３が形成する角度Ｃは、内側環状部１と第１連結部３１が形成する角度Ａ、及び外側環状部２と第２連結部３２が形成する角度Ｄの１．８〜３．６倍であることが好ましい。例えば、角度Ｂ及びＣは２０〜９０°、角度Ａ及びＤは１０〜４５°である。ここで、角度Ａ〜Ｄは、第１連結部３１、第２連結部３２、及び中間連結部３３の中心線同士がなす角度とする。角度Ｂ及びＣを角度Ａ及びＤの１．８〜３．６倍とすることで、横変位量／縦変位量が減少し、耐久性が改善される。横変位量／縦変位量が大きいと、走行の際にタイヤが横方向（タイヤ幅方向ＷＤ）に屈曲しやすくなるため、耐久性が損なわれ、操縦安定性も悪化する。角度Ｂ及びＣが角度Ａ及びＤの１．８倍よりも小さいと、連結部３に占める第１連結部３１及び第２連結部３２の割合が大きくなり、第１連結部３２及び第２連結部の異常屈曲が起こりやすくなるため、タイヤ自体も横方向に歪みやすくなる。一方、角度Ｂ及びＣが角度Ａ及びＤの３．６倍よりも大きいと、連結部３に占める中間連結部３３の割合が大きくなり、中間連結部３３の異常屈曲が起こりやすくなるため、タイヤ自体も横方向に歪みやすくなる。   An angle B formed by the first connecting portion 31 and the intermediate connecting portion 33 and an angle C formed by the second connecting portion 32 and the intermediate connecting portion 33 are an angle A formed by the inner annular portion 1 and the first connecting portion 31, It is preferable that the angle D is 1.8 to 3.6 times the angle D formed by the outer annular portion 2 and the second connecting portion 32. For example, the angles B and C are 20 to 90 °, and the angles A and D are 10 to 45 °. Here, the angles A to D are angles formed by the center lines of the first connecting portion 31, the second connecting portion 32, and the intermediate connecting portion 33. By setting the angles B and C to be 1.8 to 3.6 times the angles A and D, the lateral displacement / longitudinal displacement is reduced and the durability is improved. When the lateral displacement amount / longitudinal displacement amount is large, the tire tends to bend in the lateral direction (tire width direction WD) during traveling, so that durability is impaired and steering stability is deteriorated. When the angles B and C are smaller than 1.8 times of the angles A and D, the ratio of the first connecting part 31 and the second connecting part 32 to the connecting part 3 increases, and the first connecting part 32 and the second connecting part are increased. Since abnormal bending of the portion is likely to occur, the tire itself is also easily distorted in the lateral direction. On the other hand, if the angles B and C are larger than 3.6 times the angles A and D, the proportion of the intermediate connecting portion 33 occupying the connecting portion 3 increases, and abnormal bending of the intermediate connecting portion 33 is likely to occur. The device itself is easily distorted in the lateral direction.

連結部３の厚みは、内側環状部１及び外側環状部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Ｈの３〜２０％が好ましく、６〜１６％がより好ましい。なお、第１連結部３１の厚みｔ１、第２連結部３２の厚みｔ２、及び中間連結部３３の厚みｔ３は、互いに異なってもよく、また、それぞれ延設方向に一定である必要はない。   The thickness of the connecting portion 3 is 3 to 3 of the tire cross-section height H 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 outer annular portion 2. 20% is preferable, and 6 to 16% is more preferable. Note that the thickness t1 of the first connecting portion 31, the thickness t2 of the second connecting portion 32, and the thickness t3 of the intermediate connecting portion 33 may be different from each other, and need not be constant in the extending direction.

内側環状部１、外側環状部２、第１連結部３１、第２連結部３２、及び中間連結部３３は、応力集中を防いで耐久性を向上させるために、互いの連結箇所に丸みを持たせている。丸みの半径は、例えば、０．５〜４ｍｍである。   The inner annular portion 1, the outer annular portion 2, the first connecting portion 31, the second connecting portion 32, and the intermediate connecting portion 33 are rounded at each other in order to prevent stress concentration and improve durability. It is The radius of roundness is, for example, 0.5 to 4 mm.

連結部３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、１〜１８００００ＭＰａが好ましく、１〜５００００ＭＰａがより好ましい。   The tensile modulus of the connecting portion 3 is preferably 1 to 180000 MPa, more preferably 1 to 50000 MPa from the viewpoint of reducing weight, improving durability, and improving lateral rigidity while sufficiently transmitting the force from the inner annular portion 1. .

連結部３の弾性材料の引張弾性率は、衝撃吸収性の向上を図る観点から、１〜１００ＭＰａが好ましく、５〜５０ＭＰａがより好ましい。   The tensile elastic modulus of the elastic material of the connecting portion 3 is preferably 1 to 100 MPa, and more preferably 5 to 50 MPa, from the viewpoint of improving impact absorption.

非空気圧タイヤＴは、弾性材料で成形される。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弾性率が、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、好ましくは引張弾性率が１〜１００ＭＰａであり、より好ましくは５〜５０ＭＰａ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 non-pneumatic tire T is formed of an elastic material. 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 elastic modulus of 1 to 100 MPa, more preferably 5 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.

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も使用可能である。   In addition, as an elastic material, you may use a foaming material, The thing which foamed said thermoplastic elastomer, crosslinked rubber, and other resin can also be used.

上記の弾性材料のうち、成形・加工性やコストの観点から、ポリウレタン樹脂で成形されるのが好ましい。   Of the above elastic materials, it is preferable that the elastic material is molded from a polyurethane resin from the viewpoint of moldability / workability and cost.

弾性材料で成形された内側環状部１、外側環状部２、及び連結部３は、補強繊維により補強されていることが好ましい。   The inner annular portion 1, the outer annular portion 2, and the connecting portion 3 formed of an elastic material 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ＷＤ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. As a form using long fibers, fibers arranged in the tire width direction WD 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.

本発明における非空気圧タイヤＴは弾性材料で成形されるが、非空気圧タイヤＴ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、外側環状部２、連結部３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 non-pneumatic tire T in the present invention is molded from an elastic material. From the viewpoint of enabling integral molding when the non-pneumatic tire T is manufactured, the inner annular portion 1, the outer annular portion 2, and the connecting portion 3 are: It is preferable to use basically the same material except for the reinforcing structure.

［他の実施形態］
（１）前述の実施形態では、連結部３は直線状の中間連結部３３を有している例を示したが、中間連結部３３は直線状でなくともよい。他の実施形態にかかる非空気圧タイヤのタイヤ幅方向断面図を図３Ａ及び図３Ｂに示す。ただし、図３Ａ及び図３Ｂは内側環状部１、外側環状部２、及び連結部３を模式的に表している。図３Ａは、中間連結部３３が中央部で１回屈曲する例を示す。図３Ｂは、中間連結部３３が２回屈曲する例を示す。なお、第１連結部３１と第２連結部３２は、図３Ａのように、始端３１ａ，３２ａがタイヤ幅方向ＷＤの一方側ＷＤ１に位置し、終端３１ｂ，３２ｂがタイヤ幅方向ＷＤの他方側ＷＤ２に位置するようにしてもよい。 [Other Embodiments]
(1) In the above-described embodiment, the example in which the connecting portion 3 has the linear intermediate connecting portion 33 is shown, but the intermediate connecting portion 33 may not be linear. Sectional views in the tire width direction of a non-pneumatic tire according to another embodiment are shown in FIGS. 3A and 3B. However, FIGS. 3A and 3B schematically show the inner annular portion 1, the outer annular portion 2, and the connecting portion 3. FIG. 3A shows an example in which the intermediate connecting portion 33 is bent once at the central portion. FIG. 3B shows an example in which the intermediate connecting portion 33 is bent twice. As shown in FIG. 3A, the first connecting portion 31 and the second connecting portion 32 are such that the start ends 31a and 32a are located on one side WD1 in the tire width direction WD and the end points 31b and 32b are on the other side in the tire width direction WD. It may be located at WD2.

（２）また、第１連結部３１の始端３１ａは、内側環状部１の外周面のタイヤ幅方向ＷＤの端部に位置する必要はなく、同様に、第２連結部３２の始端３２ａは、外側環状部２の内周面のタイヤ幅方向ＷＤの端部に位置する必要はない。例えば、図４のように、第１連結部３１の始端３１ａは、内側環状部１の外周面のタイヤ幅方向ＷＤの中央部に位置し、第２連結部３２の始端３２ａは、外側環状部２の内周面のタイヤ幅方向ＷＤの中央部に位置してもよい。   (2) Moreover, the start end 31a of the 1st connection part 31 does not need to be located in the edge part of the tire width direction WD of the outer peripheral surface of the inner side annular part 1, Similarly, the start end 32a of the 2nd connection part 32 is It is not necessary to be located at the end in the tire width direction WD of the inner peripheral surface of the outer annular portion 2. For example, as shown in FIG. 4, the starting end 31 a of the first connecting portion 31 is located at the center of the outer circumferential surface of the inner annular portion 1 in the tire width direction WD, and the starting end 32 a of the second connecting portion 32 is the outer annular portion. You may be located in the center part of the tire width direction WD of 2 inner peripheral surfaces.

（３）前述の実施形態では、外側環状部２の外周面がトレッド面となっているが、外側環状部２の外周側にトレッド層を別途設けてもよい。   (3) In the above-described embodiment, the outer circumferential surface of the outer annular portion 2 is a tread surface, but a tread layer may be separately provided on the outer circumferential side of the outer annular portion 2.

（４）補強層４は、３枚以上の補強層が重ねて埋設されてもよい。   (4) The reinforcing layer 4 may be embedded by overlapping three or more reinforcing layers.

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。尚、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.

耐久性
試験タイヤに７０ｋｇの錘を載せ、ドラム上を走行させることで、故障が発生するまでの走行距離を測定した。表１及び２に走行距離の測定結果を示す。走行距離が長いほど、耐久性に優れていることを示す。 Durability A running distance until a failure occurred was measured by placing a 70 kg weight on a test tire and running on the drum. Tables 1 and 2 show the measurement results of the travel distance. The longer the mileage, the better the durability.

衝撃吸収性
試験タイヤにて点字ブロック上を時速４ｋｍ／ｈで走行した際の、ホイール中心部にかかる上下方向の衝撃加速度を測定した。一つのサンプルにつき５回測定し、平均値を結果とする。表１及び２に衝撃加速度の測定結果を示す。衝撃加速度が小さいほど、衝撃吸収性に優れていることを示す。 Impact Absorbability The impact acceleration in the vertical direction applied to the center of the wheel when the test tire was run on a Braille block at a speed of 4 km / h was measured. Measure five times for each sample and use the average as the result. Tables 1 and 2 show the measurement results of impact acceleration. It shows that it is excellent in impact absorbability, so that impact acceleration is small.

実施例及び比較例の構成は、表１及び２に示すようにした。表１及び２において、補強層厚みとは、補強層が複数枚埋設されている場合には各層の厚みを示している。また、故障モードとは、耐久性を評価した際、発生した故障の状況を示している。   The configurations of Examples and Comparative Examples were as shown in Tables 1 and 2. In Tables 1 and 2, the reinforcing layer thickness indicates the thickness of each layer when a plurality of reinforcing layers are embedded. The failure mode indicates the state of the failure that occurred when the durability was evaluated.

実施例１では、図２のような連結部３、及び補強層４を設けた。実施例２では、補強層４を３枚の補強層で構成した。実施例３〜５では、補強層４を１枚のみとした。   In Example 1, the connection part 3 and the reinforcement layer 4 as shown in FIG. 2 were provided. In Example 2, the reinforcing layer 4 was composed of three reinforcing layers. In Examples 3 to 5, only one reinforcing layer 4 was used.

比較例１では、補強層４を設けなかった。比較例２及び３では、補強層を設けたが、荷重分担率を３０％よりも小さくした。比較例４では、補強層を設けたが、荷重分担率を６０％よりも大きくした。   In Comparative Example 1, the reinforcing layer 4 was not provided. In Comparative Examples 2 and 3, the reinforcing layer was provided, but the load sharing ratio was made smaller than 30%. In Comparative Example 4, the reinforcing layer was provided, but the load sharing ratio was made larger than 60%.

Figure 2015151009
Figure 2015151009

Figure 2015151009
Figure 2015151009

表１及び２のように、実施例１〜５は、比較例１に比べ耐久性が大きく向上した。比較例２及び３では、補強層の荷重分担率が小さいため、連結部への負担が大きくなり、連結部に亀裂が生じた。一方、比較例４では、補強層の荷重分担率が大きいため、補強層への負担が大きくなり、補強層に亀裂が生じた。   As shown in Tables 1 and 2, the durability of Examples 1 to 5 was greatly improved as compared with Comparative Example 1. In Comparative Examples 2 and 3, since the load sharing ratio of the reinforcing layer was small, the burden on the connecting portion was increased, and a crack occurred in the connecting portion. On the other hand, in Comparative Example 4, since the load sharing ratio of the reinforcing layer was large, the load on the reinforcing layer was increased, and the reinforcing layer was cracked.

１ 内側環状部
１ａ 内側環状部の外周面
２ 外側環状部
２ａ 外側環状部の内周面
３ 連結部
４ 補強層
３１ 第１連結部
３１ａ 第１連結部の始端
３１ｂ 第１連結部の終端
３２ 第２連結部
３２ａ 第２連結部の始端
３２ｂ 第２連結部の終端
３３ 中間連結部
４１ 第１補強層
４２ 第２補強層
Ｔ 非空気圧タイヤ
ＷＤ タイヤ幅方向
DESCRIPTION OF SYMBOLS 1 Inner annular part 1a Outer peripheral surface of inner annular part 2 Outer annular part 2a Inner peripheral surface of outer annular part 3 Connection part 4 Reinforcement layer 31 First connection part 31a First connection part 31b First connection part end 32 First connection part 32 2 connection part 32a start end of 2nd connection part 32b end of 2nd connection part 33 middle connection part 41 1st reinforcement layer 42 2nd reinforcement layer T non-pneumatic tire WD tire width direction

Claims (4)

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外側環状部と、前記内側環状部と前記外側環状部とを連結する連結部とを備える非空気圧タイヤにおいて、
前記外側環状部には、タイヤに付与される全荷重に対する荷重分担率が３０〜６０％である環状の補強層が埋設されていることを特徴とする非空気圧タイヤ。 In a non-pneumatic tire comprising an inner annular portion, an outer annular portion provided concentrically on the outer side of the inner annular portion, and a connecting portion that connects the inner annular portion and the outer annular portion,
A non-pneumatic tire characterized in that an annular reinforcing layer having a load sharing ratio of 30 to 60% with respect to the total load applied to the tire is embedded in the outer annular portion. 前記補強層は、互いに間隔を空けて複数枚が重ねて埋設さ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。   2. The non-pneumatic tire according to claim 1, wherein a plurality of the reinforcing layers are embedded to be spaced apart from each other. 前記補強層は、繊維強化プラスチックで形成されてい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, wherein the reinforcing layer is made of fiber reinforced plastic. 前記連結部は、タイヤ周方向に連続して設けられており、
前記連結部のタイヤ幅方向の断面形状は、前記内側環状部の外周面の始端位置からタイヤ径方向に対して傾斜する方向に延び、前記内側環状部と前記外側環状部の間で終端する第１連結部と、前記外側環状部の内周面の始端位置からタイヤ径方向に対して傾斜する方向に延び、前記内側環状部と前記外側環状部の間で終端する第２連結部と、前記第１連結部の終端と前記第２連結部の終端を連結し、前記第１連結部と前記第２連結部に対してそれぞれ屈曲して延びる中間連結部とを有することを特徴とする請求項１〜３の何れか１項に記載の非空気圧タイヤ。
The connecting portion is provided continuously in the tire circumferential direction,
The cross-sectional shape of the connecting portion in the tire width direction extends from the starting end position of the outer peripheral surface of the inner annular portion in a direction inclined with respect to the tire radial direction, and terminates between the inner annular portion and the outer annular portion. A first connecting portion, a second connecting portion extending from a starting end position of an inner peripheral surface of the outer annular portion in a direction inclined with respect to a tire radial direction, and terminating between the inner annular portion and the outer annular portion; The terminal of the 1st connection part and the terminal of the 2nd connection part are connected, and it has an intermediate connection part which bends and extends with respect to the 1st connection part and the 2nd connection part, respectively. The non-pneumatic tire of any one of 1-3.
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