Non-pneumatic tires, wheels, and wheels for non-pneumatic tires

Abstract

To provide a non-pneumatic tire, a wheel, and a wheel for a non-pneumatic tire that can improve ride comfort and reduce noise while suppressing collisions between the mating parts between the non-pneumatic tire and the wheel. [Solution] The non-pneumatic tire 1 is a non-pneumatic tire mounted on a wheel 60 and comprises a support structure 10 having an outer annular portion 30, an inner annular portion 20 mounted on the wheel 60, and spokes 40 connecting the outer annular portion 30 and the inner annular portion 20, a tread 50 fixed to the outer annular portion 30, and an annularly continuous cushion layer 90 provided on the inner circumferential surface 20a of the inner annular portion 20. The inner annular portion 20 has an inner fitting portion 81 that can be fitted with the outer fitting portion 82 of the wheel 60. The cushion layer 90 is positioned between the inner fitting portion 81 and the outer fitting portion 82 when the inner fitting portion 81 and the outer fitting portion 82 are fitted together.

Description

Technical Field

[0001] The present invention relates to a non-pneumatic tire, a wheel, and a wheel for a non-pneumatic tire.

Background Art

[0002] Conventionally, a non-pneumatic tire is known that includes a support structure containing resin for supporting a load from a vehicle, and a tread located radially outside the support structure in the tire diameter direction and extending along the tire circumferential direction. The non-pneumatic tire is directly assembled to a wheel and used as a wheel (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In Patent Document 1, as a rim up for assembling a non-pneumatic tire to a wheel, for example, a resin ring is press-fitted or inserted into the wheel. In this case, the wheel and the non-pneumatic tire are fitted to each other so as not to shift in the tire circumferential direction (rotation direction) and the tire radial direction.

[0005] Also, a cushion layer is provided on the inner peripheral surface of the non-pneumatic tire. The cushion layer can absorb vibrations or impacts between the wheel and the non-pneumatic tire, thereby improving the riding comfort and reducing noise.

[0006] However, in Patent Document 1, the cushion layer is provided so as to avoid the mating parts. In other words, the mating parts are in direct contact with each other, and as a result the vehicle's mileage increases, wear on the mating parts progresses, and the grip between the mating parts tends to become loose. As a result, gaps are created between the mating parts, and the mating parts collide with each other, generating a knocking sound (abnormal noise).

[0007] The present invention aims to provide a non-pneumatic tire, a wheel, and a wheel for a non-pneumatic tire that can improve ride comfort and reduce noise while suppressing collisions between the mating portions between the non-pneumatic tire and the wheel. [Means for solving the problem]

[0008] The non-pneumatic tire according to the present invention is a non-pneumatic tire mounted on a wheel, comprising: a support structure having an outer annular portion, an inner annular portion mounted on the wheel, and a connecting portion connecting the outer annular portion and the inner annular portion; a tread fixed to the outer annular portion; and an annularly continuous cushion layer provided on the inner circumferential surface of the inner annular portion. The inner annular portion has an inner fitting portion that can be fitted with the outer fitting portion of the wheel. The cushion layer is positioned between the inner fitting portion and the outer fitting portion when the inner fitting portion and the outer fitting portion are fitted together.

[0009] A wheel according to another view of the present invention comprises a support structure having an outer annular portion, an inner annular portion, and a connecting portion connecting the outer annular portion and the inner annular portion; a tread fixed to the outer annular portion; a wheel fitted to the inner annular portion; and an annularly continuous cushion layer disposed between the inner annular portion and the wheel. The inner annular portion has an inner fitting portion, the wheel has an outer fitting portion that fits with the inner fitting portion, and the cushion layer is disposed between the inner fitting portion and the outer fitting portion.

[0010] A wheel for a non-pneumatic tire according to yet another view of the present invention is a wheel for a non-pneumatic tire that is fitted to an inner annular portion of a support structure for a non-pneumatic tire, comprising: a wheel body having a wheel outer circumference that fits to the inner annular portion; and an annularly continuous cushion layer provided on the outer surface of the wheel outer circumference. The wheel outer circumference has an outer fitting portion that can fit to an inner fitting portion of the inner annular portion, and the cushion layer is positioned between the inner annular fitting portion and the wheel fitting portion when the inner fitting portion and the outer fitting portion are fitted together. [Effects of the Invention]

[0011] According to the present invention, a non-pneumatic tire, a wheel, and a non-pneumatic tire with a wheel can be obtained that can improve ride comfort and reduce noise while suppressing slippage between the non-pneumatic tire and the wheel. [Brief explanation of the drawing]

[0012] [Figure 1] This is a side view showing a non-pneumatic tire, wheel, and wheel according to a first embodiment of the present invention. [Figure 2] This is a longitudinal cross-section of a non-pneumatic tire. [Figure 3] Figure 2 is a perspective view of a portion of a non-pneumatic tire, seen from an oblique angle. [Figure 4] This is a cross-sectional view of the fitting structure between a non-pneumatic tire and a wheel, cut along a plane perpendicular to the tire's rotation axis. [Figure 5A] This is a partially enlarged view of Figure 4, showing a cross-sectional view of the fitting structure between a non-pneumatic tire and a wheel. [Figure 5B] This is a cross-sectional view of the fitting structure between a non-pneumatic tire and a wheel in a modified example. [Figure 6] This is a schematic diagram showing the relative rigidity of the wheel, cushioning layer, and non-pneumatic tire. [Figure 7] This is a cross-sectional view of the fitting structure between a non-pneumatic tire and a wheel, cut along a plane perpendicular to the tire rotation axis, in the second embodiment.

Mode for Carrying Out the Invention

[0013] (First Embodiment) The non-pneumatic tire 1, wheel 70, and wheel 60 (wheel for non-pneumatic tire) in the first embodiment will be described. In each figure, the dimensional ratio in the drawing and the actual dimensional ratio do not necessarily match, and the dimensional ratios between the drawings do not necessarily match either.

[0014] (Basic Structure of Non-Pneumatic Tire) Using FIGS. 1 to 3, the non-pneumatic tire 1 according to the first embodiment of the present invention will be described. FIG. 1 is a side view showing the non-pneumatic tire 1, wheel 60, and wheel 70 according to the first embodiment of the present invention. FIG. 2 is a longitudinal sectional view of the non-pneumatic tire 1. FIG. 3 is a partial perspective view of the non-pneumatic tire 1 as seen obliquely from the portion shown in FIG. 2.

[0015] The non-pneumatic tire 1 includes a support structure 10 and a tread 50. Here, the support structure 10 supports the load from the vehicle. Further, the tread 50 is located outside the support structure 10 in the tire radial direction X and extends along the tire circumferential direction C. The support structure 10 includes an inner annular portion 20, an outer annular portion 30 disposed coaxially with the inner annular portion 20 outside the inner annular portion 20 in the tire radial direction X, and a plurality of spokes 40 as a plurality of connecting portions that connect the inner annular portion 20 and the outer annular portion 30 and are arranged along the tire circumferential direction C.

[0016] (Detailed Structure of Non-Pneumatic Tire) FIG. 1 is a side view of the non-pneumatic tire 1 viewed from the side in a direction parallel to the tire rotation axis O (tire meridian), that is, along the front and back direction of the paper surface in FIG. 1. The non-pneumatic tire 1 shown in FIG. 1 is in an unloaded state.

[0017] In FIGS. 1 and 3, C indicates the tire circumferential direction. In FIGS. 1 to 3, X indicates the tire radial direction. In FIGS. 2 and 3, Y indicates the tire width direction. In FIG. 1, the tire width direction Y is the front and back direction of the paper surface. In FIG. 2, E indicates the tire equatorial plane. In FIG. 2, the tire circumferential direction C is the front and back direction of the paper surface.

[0018] The tire circumferential direction C is the direction around the tire rotation axis O and is the same as the direction in which the non-pneumatic tire 1 rotates. The tire radial direction X is the direction perpendicular to the tire rotation axis O. The tire width direction Y is the direction parallel to the tire rotation axis O. In FIGS. 2 and 3, one side of the tire width direction Y is shown as Y1, and the other side of the tire width direction Y is shown as Y2. The tire equatorial plane E shown in FIG. 2 is a plane perpendicular to the tire rotation axis O and is located at the center of the tire width direction Y.

[0019] The inner annular portion 20 is an annular portion along the tire circumferential direction C that constitutes the inner peripheral portion of the non-pneumatic tire 1. The thickness and width of the inner annular portion 20 are set to be constant in order to improve uniformity. As shown in FIG. 1, a wheel 60 is disposed in the space on the inner peripheral side of the inner annular portion 20. The inner peripheral portion of the inner annular portion 20 is fitted and mounted on the outer peripheral portion of the rim 62 of the wheel 60.

[0020] The inner annular portion 20 transmits the rotation of the tire wheel to the spokes 40 and the outer annular portion 30.

[0021] The outer annular portion 30 is an annular portion along the tire circumferential direction C that constitutes the outer peripheral portion of the non-pneumatic tire 1. The outer annular portion 30 is disposed concentrically with the inner annular portion 20 on the outer peripheral side of the inner annular portion 20.

[0022] The outer annular portion 30 transmits the rotation of the inner annular portion 20 and the spokes 40 to the road surface via the tread 50.

[0023] Multiple spokes 40 connect the inner annular portion 20 and the outer annular portion 30. The inner annular portion 20 and the outer annular portion 30, connected by the multiple spokes 40, are arranged concentrically with respect to each other. Each of the multiple spokes 40 is arranged independently along the tire circumferential direction C. As shown in Figure 1, when the non-pneumatic tire 1 is unloaded, the multiple spokes 40 extend linearly in the radial direction, approximately parallel to the tire radial direction X, when viewed from the side.

[0024] As shown in Figures 2 and 3, the spokes 40 of this embodiment include a plurality of first spokes 41 and a plurality of second spokes 42. The extending direction of both the first spokes 41 and the second spokes 42 is not parallel to the tire radial direction X when viewed along the tire circumferential direction C. The first spokes 41 are inclined toward one side in the tire axial direction, i.e., the tire width direction Y. The second spokes 42 are inclined toward the opposite side from the first spokes 41. The first spokes 41 and the second spokes 42 are arranged alternately in the tire circumferential direction C.

[0025] More specifically, as shown in Figures 2 and 3, the first spoke 41 extends inclined from the Y1 side, which is one side of the outer annular portion 30 in the tire width direction Y, toward the Y2 side, which is the other side of the inner annular portion 20 in the tire width direction Y. The second spoke 42 extends inclined from the Y2 side, which is the other side of the outer annular portion 30 in the tire width direction Y, toward the Y1 side, which is one side of the inner annular portion 20 in the tire width direction Y.

[0026] The inclination angles of the first spoke 41 and the second spoke 42 are the same. Therefore, when viewed from a direction along the tire circumferential direction C, the first spoke 41 and the second spoke 42 adjacent to each other in the tire circumferential direction C are arranged in a roughly X shape.

[0027] The tread 50 is provided on the outer circumferential surface of the outer annular portion 30 and constitutes the outermost periphery of the non-pneumatic tire 1. The tread 50 has a tread surface 51 on its outer circumferential surface that contacts the road surface. The tread surface 51 of the tread 50 is provided with a tread pattern formed by multiple grooves and land areas, similar to conventional pneumatic tires.

[0028] (wheel) As shown in Figure 1, the assembly in which a wheel 60 is attached to a non-pneumatic tire 1 is defined as a wheel 70. The wheel 70 is fixed to a hub that rotates together with the axle by fastening means.

[0029] The wheel 60 mainly consists of a disc-shaped disc 61 which serves as the wheel body and a rim 62 (Figure 4).

[0030] The rim 62 is a component that forms the outer circumference and is formed in a cylindrical shape. The rim 62 extends from the outer edge of the disc 61 in the tire width direction Y. The rim 62 also has a flange (not shown) for securing the non-pneumatic tire 1 in the tire width direction Y.

[0031] The material of the wheel 60 is not particularly limited and should be capable of supporting the vehicle. The wheel 60 may be made of a metal such as aluminum or stainless steel, or it may be made of a resin such as hard resin.

[0032] (Wheel and support structure fitting mechanism) Figures 4 and 5A illustrate the fitting structure 80 that connects the wheel 60 to the support structure 10. Figure 4 is a cross-sectional view of the fitting structure 80 between the non-pneumatic tire 1 and the wheel 60, cut along a plane perpendicular to the tire rotation axis O. Figure 5A is a partially enlarged view of Figure 4.

[0033] The fitting structure 80 fastens the two members together by fitting the inner circumferential surface of the non-pneumatic tire 1 (the inner circumferential surface 20a of the inner annular portion 20 of the support structure 10) and the outer circumferential surface of the wheel 60 (the outer circumferential surface 62a of the rim 62) through a keyway-shaped fitting portion. As a result, the positions of both members are fixed, and free rotation is prevented.

[0034] The fitting structure 80 has an inner fitting portion 81 provided on the inner circumferential surface 20a of the inner annular portion 20 of the support structure 10. Specifically, the inner fitting portion 81 is a plurality of protrusions 91 extending parallel to each other in the tire width direction Y. The number of protrusions is, for example, 10 to 30. The plurality of protrusions 91 are arranged in the tire circumferential direction C and project inward in the tire radial direction from the inner circumferential surface 20a of the inner annular portion 20. The protrusions 91 are provided with the same cross-sectional shape over the entire tire width direction Y. The length of the protrusions 91 in the tire width direction Y matches the length of the inner annular portion 20 in the tire width direction Y. The protrusions 91 are integrally molded with the inner annular portion 20.

[0035] The fitting structure 80 has an outer fitting portion 82 provided on the outer circumferential surface 62a of the rim 62 of the wheel 60. Specifically, the outer fitting portion 82 is a plurality of recesses 92 extending parallel to each other in the tire width direction Y. The plurality of recesses 92 are arranged in the tire circumferential direction C and are recessed inward in the tire radial direction on the outer circumferential surface 62a of the rim 62. The recesses 92 are provided with the same cross-sectional shape over the entire tire width direction Y. The length of the recesses 92 in the tire width direction Y matches the length of the rim 62 in the tire width direction Y. The recesses 92 have substantially the same cross-sectional shape as the protrusions 91 and allow the insertion of the protrusions 91. The number and position of the recesses 92 are preferably provided in correspondence with the number and position of the protrusions 91, but extra recesses 92 may be present.

[0036] The length of the convex portion 91 and the concave portion 92 in the tire radial direction X is preferably 2 mm or more, from the viewpoint of ensuring a shape that sufficiently engages the convex portion 91 with the concave portion 92 of the rim 62. Furthermore, from the viewpoint of reducing the weight of the rim 62, it is preferably 20 mm or less.

[0037] In the fitting structure 80, the inner fitting portion 81 and the outer fitting portion 82 are fitted together, which effectively suppresses slippage between the wheel 60 and the inner annular portion 20 of the support structure 10.

[0038] The cross-sectional shape of the protrusion 91 will be explained using Figure 5A. The protrusion 91 has a longitudinal cross-sectional shape with a portion that widens on the inner circumference side. As a result, even when tension is generated on the inner surface 20a of the inner annular portion 20 from the outer circumference side, the widened portion of the protrusion 91 engages with the rim 62, making it difficult for the inner surface 20a of the inner annular portion 20 to separate from the rim 62, and as a result, sufficient load support function is obtained.

[0039] Specifically, the cross-sectional shape of the protrusion 91 consists of a rectangular first portion 95 extending inward in the tire radial direction from the inner circumferential surface 20a of the inner annular portion 20 with approximately the same width, and a trapezoidal second portion 96 extending inward in the tire radial direction from the tip of the first portion 95 while widening. As a modified example, the protrusion 91 may consist only of the second portion 96 without the first portion 95 (Figure 5B shows an example where the first portion 95 is omitted).

[0040] Specifically, the cross-sectional shape of the recess 92 consists of a rectangular first portion 97 extending inward in the tire radial direction from the outer circumferential surface 62a of the rim 62 with approximately the same width, and a trapezoidal second portion 98 extending inward in the tire radial direction from the tip of the first portion 97 while widening. In the above modified example, the recess 92 may consist only of the second portion 98 without the first portion 97 (Figure 5B shows an example where the first portion 97 is not provided).

[0041] The fitting structure 80 has a cushion layer 90. The cushion layer 90 is a thin, cylindrical elastic member and is provided on the inner circumferential surface 20a of the inner annular portion 20. The cushion layer 90 covers and tightly adheres to the entire inner circumferential surface 20a. In the fitting structure 80, the cushion layer 90 is positioned between the inner fitting portion 81 and the outer fitting portion 82.

[0042] The cushion layer 90 has a certain thickness. From the viewpoint of improving shock absorption, the thickness of the cushion layer 90 is preferably smaller than the dimension of the convex portion 91 and concave portion 92 in the tire radial direction X, and is between 1 mm and 25 mm, and more preferably between 2 mm and 10 mm.

[0043] The cushion layer 90 is made of rubber and has higher shock absorption properties than the inner annular portion 20. The compressive modulus of the cushion layer 90 is 0.5 to 25 MPa, preferably 1 to 10 MPa. The above values ​​were measured by tests based on JIS K7139. In contrast, the compressive modulus of the outermost layer of the inner annular portion 20 is 30 to 220 MPa. The above values ​​were measured by tests based on JIS K7220.

[0044] The cushion layer 90 is fixed to the inner annular portion 20, for example, by adhesive or melting. In a modified example, the cushion layer 90 may be installed without being fixed to the inner annular portion 20.

[0045] The cushion layer 90 is in contact with the outer circumferential surface 62a and recess 92 of the rim 62. The cushion layer 90 can absorb vibrations or shocks in the fitting structure 80, thereby improving vehicle ride comfort and reducing noise.

[0046] Since the cushion layer 90 is provided in an annular shape throughout the entire fitting structure 80, the press-fitting accuracy of the wheel 60 and the non-pneumatic tire 1 can be improved, and as a result, wear between the inner annular portion 20 and the wheel 60 can be suppressed. As a result, slippage in the tire circumferential direction C is less likely to occur between the non-pneumatic tire 1 and the wheel 60.

[0047] A cushioning layer 90 is positioned between the convex portion 91 and the concave portion 92, and in particular, it has a circumferential cushioning portion 901 positioned between the convex portion 91 and the concave portion 92 in the tire circumferential direction C. In other words, since the circumferential cushioning portion 901 is present between the convex portion 91 and the concave portion 92 in the tire circumferential direction C, wear of the convex portion 91 and the concave portion 92 is reduced. As a result, knocking noise or slippage (free spinning) is reduced, and the risk of fracture (failure risk) of the convex portion 91 is reduced by stress relaxation. Furthermore, a cushioning layer 90 is also present between the bottom of the concave portion 92 and the convex portion 91, and a cushioning layer 90 is also present between the corner where the 901 of the concave portion 92 and the bottom intersect and the convex portion 91.

[0048] The stiffness of the cushion layer 90 will be explained using Figure 6. Figure 6 is a schematic diagram showing the relative stiffness of the wheel 60, cushion layer 90, and non-pneumatic tire 1. The stiffness of the cushion layer 90 is higher than that of the non-pneumatic tire 1. Specifically, the stiffness of the cushion layer 90 is more than 10 times higher than that of the non-pneumatic tire 1. This is because the thickness of the cushion layer 90 is very thin. For example, the stiffness of the non-pneumatic tire 1 is between 50 N / mm and 2000 N / mm, and the stiffness of the cushion layer 90 is between 500 N / mm and 20000 N / mm. The stiffness of the wheel 60 is between 5000 N / mm and 100000 N / mm.

[0049] As described above, the rigidity of the cushion layer 90 is significantly higher than that of the non-pneumatic tire 1. Therefore, the cushion layer 90 does not significantly affect the initial rigidity of the non-pneumatic tire 1, and thus is less likely to hinder the transmission of rotational torque.

[0050] When mounting the non-pneumatic tire 1 onto the wheel 60, the protrusion 91 of the non-pneumatic tire 1 is inserted into the recess 92 of the rim 62, and the end of the non-pneumatic tire 1 is held by the flange (not shown). As a result, the wheel 70 is completed.

[0051] By providing the cushion layer 90, the pressure force becomes easier to control, manufacturing becomes easier, and the product quality of the wheel 70 (e.g., product durability) is improved. In other words, the cushion layer 90 functions as an auxiliary member when mounting the non-pneumatic tire 1 and wheel 60.

[0052] (Second embodiment) In the first embodiment, an example was shown in which a convex portion having a trapezoidal vertical cross-sectional shape is provided on the inner circumferential surface of the inner annular portion of the support structure, but the convex portion is not limited to the above form.

[0053] A second embodiment will be described using Figure 7 as an example of a different shape for the protrusion. Figure 7 is a cross-sectional view of the fitting structure between the non-pneumatic tire 1 and the wheel 60 in the second embodiment, cut along a plane perpendicular to the tire rotation axis O. Note that the same structure as in the first embodiment will not be described.

[0054] The fitting structure 80A fastens the two members together by fitting the inner circumferential surface of the non-pneumatic tire 1 (the inner circumferential surface 20a of the inner annular portion 20 of the support structure 10) and the outer circumferential surface of the wheel 60 (the outer circumferential surface 62a of the rim 62) through a keyway-shaped fitting portion. As a result, the positions of both members are fixed, and free rotation is prevented.

[0055] The fitting structure 80A has an inner fitting portion 81A provided on the inner circumferential surface 20a of the inner annular portion 20 of the support structure 10. Specifically, the inner fitting portion 81A is a plurality of protrusions 91A extending parallel to each other in the tire width direction Y. The plurality of protrusions 91A are arranged in the tire circumferential direction C and project inward in the tire radial direction from the inner circumferential surface 20a of the inner annular portion 20. The protrusions 91A are provided with the same cross-sectional shape over the entire tire width direction Y. The length of the protrusions 91A in the tire width direction Y matches the length of the inner annular portion 20 in the tire width direction Y. The protrusions 91A are integrally molded with the inner annular portion 20.

[0056] The fitting structure 80A has an outer fitting portion 82A provided on the outer circumferential surface 62a of the rim 62 of the wheel 60. Specifically, the outer fitting portion 82A is a plurality of recesses 92A extending parallel to each other in the tire width direction Y. The plurality of recesses 92A are arranged in the tire circumferential direction C and are recessed inward in the tire radial direction on the outer circumferential surface 62a of the rim 62. The recesses 92A are provided with the same cross-sectional shape over the entire tire width direction Y. The length of the recesses 92A in the tire width direction Y matches the length of the rim 62 in the tire width direction Y. The recesses 92A have substantially the same cross-sectional shape as the protrusions 91A and allow the insertion of the protrusions 91A. Preferably, the number and position of the recesses 92A correspond to the number and position of the protrusions 91, but extra recesses 92A may be present.

[0057] In the mating structure 80A, the inner mating portion 81A and the outer mating portion 82A are mated with each other, which effectively suppresses slippage between the wheel 60 and the inner annular portion 20 of the support structure 10.

[0058] Specifically, the cross-sectional shape of the convex portion 91A is rectangular, extending inward in the tire radial direction with approximately the same width from the inner circumferential surface 20a of the inner annular portion 20. The cross-sectional shape of the concave portion 92 is rectangular, extending inward in the tire radial direction with approximately the same width from the outer circumferential surface 62a of the rim 62.

[0059] The mating structure 80A has a cushion layer 90A. The cushion layer 90A is a thin, cylindrical elastic member and is provided on the inner circumferential surface 20a of the inner annular portion 20. The cushion layer 90A covers and tightly adheres to the entire inner circumferential surface 20a. In the mating structure 80A, the cushion layer 90A is positioned between the inner mating portion 81A and the outer mating portion 82A.

[0060] The cushion layer 90A has a certain thickness. From the viewpoint of improving shock absorption, the thickness of the cushion layer 90A is preferably 1 mm to 25 mm, and more preferably 2 mm to 10 mm.

[0061] The cushion layer 90A is made of rubber and has higher shock absorption properties than the inner annular section 20. The compressive modulus of the cushion layer 90A is 0.5 MPa to 25 MPa, preferably 1 MPa to 10 MPa. The above values ​​were measured in tests based on JIS K7139. In contrast, the compressive modulus of the outermost layer of the inner annular section 20 is 30 to 220 MPa. The above values ​​were measured in tests based on JIS K6254.

[0062] The cushion layer 90A is fixed to the inner annular portion 20, for example, by adhesive or melting. The cushion layer 90A may also be installed without being fixed to the inner annular portion 20.

[0063] The cushion layer 90A is in contact with the outer circumferential surface 62a and recess 92 of the rim 62. The cushion layer 90A can absorb vibrations or shocks in the fitting structure 80A, thereby improving vehicle ride comfort and reducing noise.

[0064] Since the cushion layer 90A is provided in an annular shape throughout the entire fitting structure 80A, the press-fitting accuracy of the wheel 60 and the non-pneumatic tire 1 can be improved, and as a result, wear between the inner annular portion 20 and the wheel 60 can be suppressed. As a result, slippage in the tire circumferential direction C is less likely to occur between the non-pneumatic tire 1 and the wheel 60.

[0065] A cushioning layer 90A is positioned between the convex portion 91A and the concave portion 92A, and in particular, it has a circumferential cushioning portion 90A1 positioned between the convex portion 91A and the concave portion 92A in the tire circumferential direction. In other words, since the circumferential cushioning portion 90A1 is present between the convex portion 91A and the concave portion 92A in the tire circumferential direction C, wear of the convex portion 91A and the concave portion 92A is reduced. As a result, impact noise or slippage (free spinning) is reduced, and the risk of fracture of the convex portion 91A is reduced due to stress relaxation.

[0066] By providing the cushion layer 90A, the pressure input becomes easier to control, manufacturing becomes easier, and the product quality of the non-pneumatic tire 1 is improved. In other words, the cushion layer 90A functions as an auxiliary member when mounting the non-pneumatic tire 1 to the wheel 60.

[0067] (Other embodiments and variations) Although embodiments of the present invention have been described above, the present invention is not limited to the embodiments described above, and various modifications are possible without departing from the spirit of the invention. In particular, the multiple embodiments and modifications described herein can be arbitrarily combined as needed.

[0068] Before mounting the non-pneumatic tire 1 to the wheel 60, the cushion layer 90 may be provided on the outer circumferential surface 62a of the rim 62 of the wheel 60. In this case, the cushion layer 90 is firmly fixed to the wheel 60. As a modified example, the cushion layer 90 may be mounted without being fixed to the wheel 60. In this modified example, the wheel 60 and the cushion layer 90 realize a wheel for non-pneumatic tires.

[0069] The cross-sectional shapes of the protrusions and recesses of the interlocking structure are not limited to those of the embodiment. For example, the cross-sectional shapes of the protrusions and recesses may be elliptical or circular. Furthermore, the cross-sectional shapes of the protrusions and recesses may be a combination of multiple shapes.

[0070] In the fitting structure, a recess may be formed on the inner circumferential surface of the inner annular portion of the support structure, and a protrusion may be formed on the outer circumferential surface of the wheel. That is, in this embodiment, the support structure has an inner fitting portion composed of a plurality of protrusions or recesses arranged in the circumferential direction of the tire, and the wheel has an outer fitting portion that fits with the inner fitting portion and is composed of a plurality of recesses or protrusions arranged in the circumferential direction of the tire.

[0071] The length of the protrusion in the tire axial direction may be shorter than the width of the inner annular portion of the support structure.

[0072] The protrusions may be divided in the direction of the tire axis. In that case, it is preferable to provide protrusions at least at both ends and in the center.

[0073] The cushioning layer may consist of a resin foam having closed cells. Examples of resin foams include polyurethane foam and polyolefin foam.

[0074] (Aspects of this embodiment) <1> Non-pneumatic tire 1 is, A non-pneumatic tire 1 mounted on a wheel 60, A support structure 10 having an outer annular portion 30, an inner annular portion 20 that is mounted on a wheel 60, and a connecting portion that connects the outer annular portion 30 and the inner annular portion 20, A tread 50 fixed to the outer annular portion 30, A continuous, annular cushion layer 90 is provided on the inner circumferential surface 20a of the inner annular portion 20, Equipped with, The inner annular portion 20 has an inner fitting portion 81 that can be fitted with the outer fitting portion 82 of the wheel 60. The cushion layer 90 is positioned between the inner fitting portion 81 and the outer fitting portion 82 when the inner fitting portion 81 and the outer fitting portion 82 are fitted together.

[0075] As described above, the cushion layer 90 is positioned between the inner fitting portion 81 and the outer fitting portion 82 when the inner fitting portion 81 and the outer fitting portion 82 are fitted together. Therefore, the cushion layer 90 can suppress collisions in the fitting structure 80 while improving vehicle ride comfort and reducing noise.

[0076] <2> <1> In the non-pneumatic tire 1 described above, the rigidity of the cushion layer 90 is 10 times or more that of the rigidity of the inner annular portion 20.

[0077] As a result, the cushion layer 90 has little effect on the initial rigidity of the non-pneumatic tire 1, and therefore is less likely to interfere with the transmission of rotational torque.

[0078] <3> <1> or <2> In the non-pneumatic tire 1 described above, the cushion layer 90 contains a material with a compressive modulus of 0.5 MPa or more and 25 MPa or less.

[0079] As a result, the cushioning layer 90 can absorb vibrations or shocks in the fitting structure 80, thereby improving the ride comfort of the vehicle and reducing noise.

[0080] <4> Wheel 70 is, A non-pneumatic tire 1 having a support structure 10 having an outer annular portion 30, an inner annular portion 20, and spokes 40 connecting the outer annular portion 30 and the inner annular portion 20, and a tread 50 fixed to the outer annular portion 30, The wheel 60 fitted into the inner annular portion 20, A continuous, annular cushion layer 90 is positioned between the inner annular portion 20 and the wheel 60, Equipped with, The inner annular portion 20 has an inner fitting portion 81, The wheel 60 has an outer fitting portion 82 that fits with an inner fitting portion 81. The cushion layer 90 is positioned between the inner fitting portion 81 and the outer fitting portion 82.

[0081] As described above, the cushion layer 90 is positioned between the inner fitting portion 81 and the outer fitting portion 82 when the inner fitting portion 81 and the outer fitting portion 82 are fitted together. Therefore, the cushion layer 90 can suppress collisions in the fitting structure 80 while improving vehicle ride comfort and reducing noise.

[0082] <5> Wheel 60 is, A wheel for a non-pneumatic tire that is fitted into the inner annular portion 20 of the support structure 10 of the non-pneumatic tire 1, Disk 61 and, A rim 62 fitted into the inner annular portion 20, A continuous, annular cushion layer 90 is provided on the outer circumferential surface 62a of the rim 62, Equipped with, The rim 62 has an outer fitting portion 82 that can be fitted with the inner fitting portion 81 of the inner annular portion 20. The cushion layer 90 is positioned between the inner fitting portion 81 and the outer fitting portion 82 when the inner fitting portion 81 and the outer fitting portion 82 are fitted together.

[0083] As described above, the cushion layer 90 is positioned between the inner fitting portion 81 and the outer fitting portion 82 when the inner fitting portion 81 and the outer fitting portion 82 are fitted together. Therefore, the cushion layer 90 can suppress collisions in the fitting structure 80 while improving vehicle ride comfort and reducing noise. [Explanation of Symbols]

[0084] 1: Non-pneumatic tires 10:Support structure 20: Inner annular section 20a: Inner surface 30:Outer annular part 40: Spoke (connecting part) 50: Tread 60: Wheel 62: Rim 62a: Outer surface 70: Wheel 80: Interlocking structure 81: Inner mating part 82:Outer fitting part 90: Cushion layer 91: Convex part 92: Recess

Claims

1. A non-pneumatic tire mounted on a wheel, A support structure having an outer annular portion, an inner annular portion mounted on the wheel, and a connecting portion connecting the outer annular portion and the inner annular portion, The tread fixed to the outer annular portion, A continuous, annular cushion layer is provided on the inner circumferential surface of the inner annular portion, Equipped with, The inner annular portion has an inner fitting portion that can be fitted with the outer fitting portion of the wheel. The cushion layer is positioned between the inner fitting portion and the outer fitting portion when the inner fitting portion and the outer fitting portion are fitted together. Non-pneumatic tires.

2. The non-pneumatic tire according to claim 1, wherein the rigidity of the cushion layer is 10 times or more that of the rigidity of the inner annular portion.

3. The non-pneumatic tire according to claim 1 or 2, wherein the cushion layer comprises a material having a compressive modulus of 0.5 MPa or more and 25 MPa or less.

4. A non-pneumatic tire having a support structure having an outer annular portion, an inner annular portion, and a connecting portion connecting the outer annular portion and the inner annular portion, and a tread fixed to the outer annular portion, The wheel fitted into the inner annular portion, A continuous, annular cushion layer is disposed between the inner annular portion and the wheel, Equipped with, The inner annular portion has an inner fitting portion, The wheel has an outer fitting portion that fits with the inner fitting portion, The cushion layer is positioned between the inner fitting portion and the outer fitting portion. wheel.

5. A wheel for a non-pneumatic tire, which is fitted into the inner annular portion of a support structure for a non-pneumatic tire, The wheel body and A rim fitted to the inner annular portion, An annular, continuous cushion layer is provided on the outer circumferential surface of the rim, Equipped with, The rim has an outer fitting portion that can be fitted with the inner fitting portion of the inner annular portion, The cushion layer is positioned between the inner fitting portion and the outer fitting portion when the inner fitting portion and the outer fitting portion are fitted together. Wheels for non-pneumatic tires.

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