Non-pneumatic tires

Abstract

To improve processability and load bearing property at high temperature.SOLUTION: A non-pneumatic tire comprises a spoke structure 2 in which an outer peripheral wheel 3 and an inner peripheral wheel 4 are connected to each other by a spoke 5, and a tread ring 1 arranged on the outer periphery of the outer peripheral wheel 3 in the spoke structure 2. The spoke structure 2 is at least partially arranged intermittently and at least partially composed of a high polymeric material made by hardening liquid whose viscosity at a shear rate of 10 s-1 at 80°C is 1 mPa s to 105 mPa s, and whose viscosity at a shear rate of 1 s-1 is 1 mPa s to 105 mPa s. The value obtained by dividing the viscosity at a shear rate of 1 s-1 at 80°C by the viscosity at a shear rate of 10 s-1 is 1.0 to 5.0, and the Vicat softening temperature is 80°C or more.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to non-pneumatic tires. [Background technology]

[0002] For example, Patent Document 1 discloses a non-pneumatic tire having a structure in which an outer ring and an inner ring are connected by spokes. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2008-105644 Summary of the Invention [Problem to be solved by the invention]

[0004] As mentioned above, non-pneumatic tires have a structure in which the outer and inner rings are connected by spokes, resulting in gaps between the components. In non-pneumatic tires with this type of structure, the spokes have a complex shape, so if a material with high viscosity and thixotropy is used, it is difficult to ensure that the material reaches every corner of the mold, making it impossible to achieve the desired shape. On the other hand, if a non-pneumatic tire with this type of structure uses a material with low viscosity and thixotropy, the cohesive strength after curing tends to be low, resulting in poor load-bearing capacity at high temperatures. The thixotropy is calculated by the ratio of the viscosities of the materials at each shear rate.

[0005] The present invention provides a non-pneumatic tire that can improve processability and load-bearing capacity at high temperatures. [Means for solving the problem]

[0006] In order to achieve the above object, a non-pneumatic tire according to one aspect of the present invention includes a spoke structure in which an outer peripheral ring and an inner peripheral ring are connected by spokes, and a tread ring disposed on the outer periphery of the outer peripheral ring of the spoke structure, wherein at least a portion of the spoke structure is disposed intermittently and at least a portion of the spoke structure is resistant to a shear rate of 10 s at 80°C. -1 Viscosity of 1 mPa·s or more 5 mPa·s or less, shear rate 1 s -1 Viscosity of 1 mPa·s or more 5 It is made of a polymer material that has been hardened from a liquid of less than mPa·s, and has a shear rate of 1 s at 80°C. -1 Viscosity at a shear rate of 10 s -1 The value obtained by dividing the viscosity by the viscosity at 1.0 or more and 5.0 or less, and the Vicat softening temperature is 80°C or more. [Effects of the Invention]

[0007] According to the present invention, it is possible to improve the workability and the load-bearing capacity at high temperatures. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a perspective view of a non-pneumatic tire according to an embodiment. [Figure 2] FIG. 2 is a partial side view of a non-pneumatic tire according to an embodiment. [Figure 3] FIG. 3 is a meridian cross-sectional view of a non-pneumatic tire according to an embodiment. [Figure 4] FIG. 4 is a partial side view of another example of a non-pneumatic tire according to the embodiment. [Figure 5] FIG. 5 is a partial side view of another example of a non-pneumatic tire according to the embodiment. [Figure 6] FIG. 6 is a partial side view of another example of a non-pneumatic tire according to the embodiment. [Figure 7] FIG. 7 is a partial side view of another example of a non-pneumatic tire according to the embodiment. [Figure 8] FIG. 8 is a partial side view of another example of a non-pneumatic tire according to the embodiment. [Figure 9] FIG. 9 is a partial side view of another example of a non-pneumatic tire according to the embodiment. [Figure 10] FIG. 10 is a partial side view of another example of a non-pneumatic tire according to an embodiment. [Figure 11] FIG. 11 is a partial side view of another example of a non-pneumatic tire according to an embodiment. [Figure 12] FIG. 12 is a perspective view of another example of a non-pneumatic tire according to the embodiment. [Figure 13] FIG. 13 is a schematic diagram of an example of a tread portion of a non-pneumatic tire according to an embodiment. [Figure 14] FIG. 14 is a schematic diagram of an example of a tread portion of a non-pneumatic tire according to an embodiment. [Figure 15] FIG. 15 is a schematic diagram of an example of a tread portion of a non-pneumatic tire according to an embodiment. [Figure 16] FIG. 16 is a schematic diagram of an example of a tread portion of a non-pneumatic tire according to an embodiment. [Figure 17] FIG. 17 is a schematic diagram of an example of a tread portion of a non-pneumatic tire according to an embodiment. [Figure 18] FIG. 18 is a schematic diagram of an example of a tread portion of a non-pneumatic tire according to an embodiment. [Figure 19] FIG. 19 is a partial side view of a modified example of the non-pneumatic tire according to the embodiment. [Figure 20] FIG. 20 is a partial side view of a modified example of the non-pneumatic tire according to the embodiment. [Figure 21] FIG. 21 is a partial side view of a modified example of the non-pneumatic tire according to the embodiment. [Figure 22] FIG. 22 is a partial side view of a modified example of the non-pneumatic tire according to the embodiment. [Figure 23] FIG. 23 is a meridian cross-sectional view of a modified example of the non-pneumatic tire according to the embodiment. [Figure 24] FIG. 24 is a table showing the results of a performance test of the non-pneumatic tire according to the example. [Figure 25]FIG. 25 is a table showing the results of a performance test of the non-pneumatic tire according to the example. [Figure 26] FIG. 26 is a table showing the results of a performance test of the non-pneumatic tire according to the example. [Figure 27] FIG. 27 is a table showing the results of a performance test of the non-pneumatic tire according to the example. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. However, the present invention is not limited to this embodiment. Furthermore, the components of this embodiment include those that can be substituted and are obvious substitutes while maintaining the identity of the invention. Furthermore, the multiple modifications described in this embodiment can be arbitrarily combined within the scope obvious to those skilled in the art.

[0010] In the following description, the tire radial direction refers to the direction perpendicular to the tire rotational axis (not shown), which is the rotational axis of a non-pneumatic tire. The tire radially inner side refers to the side toward the tire rotational axis in the tire radial direction, and the tire radially outer side refers to the side away from the tire rotational axis in the tire radial direction. The tire circumferential direction refers to the direction around the tire rotational axis as the central axis. The tire width direction refers to the direction parallel to the tire rotational axis. The tire width inner side refers to the side toward the tire equatorial plane (tire equator line) CL in the tire width direction, and the tire width outer side refers to the side away from the tire equatorial plane CL in the tire width direction. The tire equatorial plane CL is a plane that is perpendicular to the tire rotational axis and passes through the center of the tire width of a non-pneumatic tire. The tire equatorial plane CL coincides in position in the tire width direction with the tire width centerline, which is the center position of the non-pneumatic tire in the tire width direction. The tire width is the width in the tire width direction between the outermost portions in the tire width direction, i.e., the distance between the portions farthest from the tire equatorial plane CL in the tire width direction. The tire equator line refers to a line that is on the tire equatorial plane CL and extends along the tire circumferential direction of a non-pneumatic tire.

[0011] In the non-pneumatic tire of this embodiment, a tread ring 1 made of rubber or resin is joined to the outer periphery of a spoke structure (also simply referred to as a structure) 2. The spoke structure 2 is formed of an elastic material. The spoke structure 2 includes an outer ring 3, an inner ring 4, and spokes 5.

[0012] As shown in Figures 1 to 3, the outer ring 3 is formed in a cylindrical shape centered on the tire rotation axis and extending in the tire width direction. The inner ring 4 is formed in a cylindrical shape centered on the tire rotation axis and extending in the tire width direction so as to be concentric with the outer ring 3. A rim (not shown) is attached to the inside of the inner ring 4, and the non-pneumatic tire is mounted to a vehicle via the rim. The spokes 5 extend in the tire width direction like the outer ring 3 and the inner ring 4, and connect the outer ring 3 and the inner ring 4. The spokes 5 can have various shapes.

[0013] The spoke 5A (5) shown in FIGS. 1 and 2 includes a support 5AA and a connecting portion 5AB. The support 5AA extends along the tire radial direction and is formed like a plate with its plate surface facing in the tire circumferential direction. Each end of the support 5AA in the tire radial direction is connected to the outer ring 3 and the inner ring 4. A plurality of supports 5AA are arranged at intervals in the tire circumferential direction. The support 5AA is formed to be curved or bent to one side in the tire circumferential direction, and two adjacent supports 5AA in the tire circumferential direction are arranged so that their convex surfaces face each other in the tire circumferential direction. The connecting portion 5AB extends along the tire circumferential direction and is formed like a plate with its plate surface facing in the tire radial direction. Each end of the connecting portion 5AB is connected to the convex surface of the support 5AA adjacent in the tire circumferential direction.

[0014] The spoke 5B (5) shown in FIG. 4 includes the following components: a first support body 5BAa, a second support body 5BAb, a first connecting portion 5BBa, and a second connecting portion 5BBb. The first support body 5BAa extends along the tire radial direction and is formed in a plate shape with its plate surface facing in the tire circumferential direction. Each end of the first support body 5BAa in the tire radial direction is connected to the outer ring 3 and the inner ring 4. A plurality of first supports 5BAa are arranged at intervals in the tire circumferential direction. The first supports 5BAa are formed to be curved in one direction in the tire circumferential direction, and two first supports 5BAa adjacent in the tire circumferential direction are arranged in pairs so that their convex surfaces face each other in the tire circumferential direction. The second support body 5BAb extends along the tire radial direction and is formed in a plate shape with its plate surface facing in the tire circumferential direction. The second support body 5BAb is arranged between the concave surfaces of first supports 5BAa adjacent in the tire circumferential direction. The second supports 5BAb are arranged to intersect in a crisscross pattern when viewed from the tire width direction, and each end in the tire radial direction is connected to the outer peripheral wheel 3 and the inner peripheral wheel 4. The first connecting portions 5BBa extend along the tire circumferential direction and are formed in a plate shape with the plate surface facing in the tire radial direction. Each end of the first connecting portions 5BBa is connected to the convex surfaces of the first supports 5BAa adjacent in the tire circumferential direction. The second connecting portions 5BBb extend along the tire circumferential direction and are formed in a plate shape with the plate surface facing in the tire radial direction. Each end of the second connecting portions 5BBb is connected to the intersections of the second supports 5BAb and the concave surfaces of the first supports 5BAa. The first connecting portions 5BBa and the second connecting portions 5BBb are arranged in a continuous circular shape in the tire circumferential direction.

[0015] The spoke 5C (5) shown in FIG. 5 includes a support 5CA and a connecting portion 5CB. The support 5CA extends along the tire radial direction and is formed like a plate with its plate surface facing in the tire circumferential direction. Each end of the support 5CA in the tire radial direction is connected to the outer wheel 3 and the inner wheel 4. A plurality of supports 5CA are arranged at intervals in the tire circumferential direction. The supports 5CA are formed by bending in one direction in the tire circumferential direction, and two adjacent supports 5CA in the tire circumferential direction are arranged so that their convex surfaces face each other in the tire circumferential direction. The connecting portion 5CB extends along the tire circumferential direction and is formed like a plate with its plate surface facing in the tire radial direction. Each end of the connecting portion 5CB is connected to the convex surfaces of adjacent supports 5CA in the tire circumferential direction.

[0016] The spoke 5D (5) shown in FIG. 6 includes a support 5DA and a connecting portion 5DB. The support 5DA extends along the tire radial direction and is formed like a plate with its plate surface facing in the tire circumferential direction. Each end of the support 5DA in the tire radial direction is connected to the outer wheel 3 and the inner wheel 4. A plurality of support bodies 5DA are arranged at intervals in the tire circumferential direction. The support bodies 5DA are formed to be curved in one direction in the tire circumferential direction, and two adjacent support bodies 5DA in the tire circumferential direction are arranged so that their convex surfaces face each other in the tire circumferential direction. The connecting portion 5DB extends along the tire circumferential direction and is formed like a plate with its plate surface facing in the tire radial direction. Each end of the connecting portion 5DB is connected to the convex surface of an adjacent support body 5DA in the tire circumferential direction. A plurality of connecting portions 5DB (two in FIG. 6) are provided in the tire direction.

[0017] The spoke 5E (5) shown in FIG. 7 includes a support 5EA, a connecting portion 5EB, and a reinforcing portion 5EC. The support 5EA extends along the tire radial direction and is formed like a plate with its plate surface facing in the tire circumferential direction. Each end of the support 5EA in the tire radial direction is connected to the outer ring 3 and the inner ring 4. A plurality of supports 5EA are arranged at intervals in the tire circumferential direction. The supports 5EA are formed to be curved in one direction in the tire circumferential direction, and two adjacent supports 5EA in the tire circumferential direction are arranged so that their convex surfaces face each other in the tire circumferential direction. The connecting portion 5EB extends along the tire circumferential direction and is formed like a plate with its plate surface facing in the tire radial direction. Each end of the connecting portion 5EB is connected to the convex surface of the support 5EA adjacent in the tire circumferential direction. The reinforcing portion 5EC is formed like a plate extending along the tire circumferential direction and the tire radial direction. One end of the reinforcing portion 5EC is connected to an end of the convex surface of the support 5EA, and the other end is connected to the outer ring 3 or the inner ring 4. Therefore, the reinforcing portion 5EC is provided so as to connect between the convex surface side of the support body 5EA and the outer peripheral ring 3, and between the convex surface side of the support body 5EA and the inner peripheral ring 4.

[0018] The spoke 5F (5) shown in FIG. 8 includes the following components: a support body 5FA and a connecting portion 5FB. The support body 5FA extends along the tire radial direction and is formed in a plate shape with its plate surface facing in the tire circumferential direction. Each end of the support body 5FA in the tire radial direction is connected to the outer ring 3 and the inner ring 4. A plurality of support bodies 5FA are arranged at intervals in the tire circumferential direction. The support bodies 5FA are formed to be curved or bent to one side in the tire circumferential direction, and two adjacent support bodies 5FA in the tire circumferential direction are arranged so that their convex surfaces face each other in the tire circumferential direction. The connecting portion 5FB extends along the tire circumferential direction and is formed in a plate shape with its plate surface facing in the tire radial direction. Each end of the connecting portion 5FB is connected to the convex surfaces of adjacent support bodies 5FA in the tire circumferential direction. The spokes 5F are each a set of two supports 5FA whose convex surfaces face each other in the tire circumferential direction and a connecting portion 5FB that connects the convex surfaces of the supports 5FA, and these sets form a group that is arranged at predetermined intervals around the tire circumferential direction, and two such groups are provided in the tire width direction and are arranged with a phase shift in the tire circumferential direction. In the example of Fig. 8, there are two such groups, but more than two groups may be provided.

[0019] The spoke 5G (5) shown in FIG. 9 includes a support body 5GA, a first connecting portion 5GBa, and a second connecting portion 5GBb. The support body 5GA extends along the tire radial direction and is formed like a plate with its plate surface facing in the tire circumferential direction. Each end of the support body 5GA in the tire radial direction is connected to the outer ring 3 and the inner ring 4. A plurality of supports 5GA are arranged at intervals in the tire circumferential direction. The multiple supports 5GA are formed by bending in one direction in the tire circumferential direction. The first connecting portion 5GBa extends along the tire circumferential direction and is formed like a plate with its plate surface facing in the tire radial direction. Each end of the first connecting portion 5GBa is connected to the bent portion of an adjacent support body 5GA in the tire circumferential direction. The second connecting portion 5GBb is formed like a plate extending in the tire circumferential direction and the tire radial direction. Each end of the second connecting portion 5GBb connects adjacent supports 5GA in the tire circumferential direction, outward of the first connecting portion 5GBa in the tire radial direction.

[0020] The spoke 5H (5) shown in FIG. 10 includes the components of a support 5HA and a connecting portion 5HB. The support 5HA extends along the tire radial direction and is formed like a plate with its plate surface facing in the tire circumferential direction. Each end of the support 5HA in the tire radial direction is connected to the outer ring 3 and the inner ring 4. Multiple supports 5HA are arranged at intervals in the tire circumferential direction. The multiple supports 5HA are formed by bending in one direction in the tire circumferential direction. The connecting portion 5HB is formed like a plate extending along the tire circumferential direction and the tire radial direction. One end of the connecting portion 5HB is connected to the convex surface of the bent portion of the support 5HA, and the other end is connected to the end of the support 5HA adjacent in the tire circumferential direction that is connected to the outer ring 3.

[0021] The spoke 5I (5) shown in FIG. 11 includes a support 5IA and a connecting portion 5IB. The support 5IA extends in the tire radial direction and is formed in a plate shape with its plate surface facing in the tire circumferential direction. Each end of the support 5IA in the tire radial direction is connected to the outer wheel 3 and the inner wheel 4. A plurality of supports 5IA are arranged at intervals in the tire circumferential direction. Each of the supports 5IA is formed such that its central portion in the tire radial direction is bent in one direction in the tire circumferential direction and both end sides in the tire radial direction are bent in the other direction in the tire circumferential direction. The connecting portion 5IB is formed in a plate shape extending in the tire circumferential direction and in the tire radial direction. One end of the connecting portion 5IB is connected to the convex surface of the bent portion in the central portion of the support 5IA, and the other end is connected to the convex surface of the bent portion on the end side of the support 5IA adjacent in the tire circumferential direction. Two connecting portions 5IB are connected between two supports 5IA adjacent in the tire circumferential direction.

[0022] The spokes 5J (5) shown in FIG. 12 extend in the tire radial direction and are formed in a plate shape with the plate surface facing in the tire circumferential direction. The spokes 5J can also be considered as supports, which are members whose ends in the tire radial direction are connected to the outer ring 3 and the inner ring 4. A plurality of spokes 5J are arranged at intervals in the tire circumferential direction. In FIG. 12, the plurality of spokes 5J are formed linearly in the tire radial direction. The plurality of spokes 5J may also be formed to be curved or bent to one side in the tire radial direction.

[0023] As shown in FIG. 3, the tread ring 1 includes a tread portion 1A and a tread reinforcing layer 1B.

[0024] The tread portion 1A is made of a rubber material (tread rubber). The tread portion 1A is exposed at the outermost part in the tire radial direction of the non-pneumatic tire, and its surface defines the contour of the non-pneumatic tire. A tread surface 1Aa is formed on the outer peripheral surface of the tread portion 1A, i.e., the tread surface that comes into contact with the road surface during running. The tread surface 1Aa has a plurality of circumferential main grooves 1Ab (four in FIG. 3 ) extending in the tire circumferential direction. The tread surface 1Aa is divided by these circumferential main grooves 1Ab and has a plurality of land portions 1Ac (five in FIG. 3 ) arranged in the tire width direction, extending along the tire circumferential direction. Although not explicitly shown in the figure, the tread surface 1Aa may be provided with lug grooves that intersect the circumferential main grooves 1Ab, and the land portions 1Ac may be divided in the tire circumferential direction by the lug grooves.

[0025] The tread reinforcing layer 1B is mainly made of rubber and resin material and is disposed on the inner side of the tread portion 1A in the tire radial direction, along the outer surface of the outer ring 3.

[0026] When a non-pneumatic tire configured as described above rotates in the circumferential direction and enters a running state, opposing forces act on the outer wheel 3 and the inner wheel 4 in the tire circumferential direction, generating a tensile force in the tire radial direction on the spokes 5, creating rigidity that inhibits relative rotation between the outer wheel 3 and the inner wheel 4. Furthermore, when braking from this running state, opposing forces act on the outer wheel 3 and the inner wheel 4 in the tire circumferential direction, the opposite of the above, and the spokes 5 become tense in the tire radial direction, generating a tensile force that inhibits relative rotation between the outer wheel 3 and the inner wheel 4. In other words, the non-pneumatic tire stabilizes maneuverability during braking due to increased circumferential rigidity between the outer wheel 3 and the inner wheel 4. Furthermore, because the spokes 5 are connected between the supports by connecting parts in a non-pneumatic tire, stress generated during braking is distributed between the connecting parts and the supports on both sides, preventing stress from concentrating at the joints between the outer wheel 3 or the inner wheel 4 and the spokes 5, thereby maintaining durability.

[0027] In the non-pneumatic tire of this embodiment, the spoke structure 2 has a plurality of spoke 5 supports 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, 5IA, and 5J arranged at intervals in the tire circumferential direction. Furthermore, in the spoke structure 2, gaps are formed between the spoke 5 supports 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, and 5IA and the connecting portions 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, and 5IB. Furthermore, in the spoke structure 2, gaps are formed between the spokes 5 and the outer ring 3 and the inner ring 4. That is, at least some of the spoke structures 2 are arranged intermittently. Furthermore, in the non-pneumatic tire of this embodiment, at least some of the spoke structures 2 are arranged in a manner that allows the spokes 5 to bend at a shear rate of 10 s at 80°C. -1 Viscosity of 1 mPa·s or more 5 mPa·s or less, shear rate 1 s -1 Viscosity of 1 mPa·s or more 5 It is made of a polymer material that has been hardened from a liquid of less than mPa·s, and has a shear rate of 1 s at 80°C. -1 Viscosity at a shear rate of 10 s -1 The thixotropy ratio (thixotropy ratio) is 1.0 or more and 5.0 or less, and the Vicat softening temperature is 80°C or more.

[0028] The viscosity was measured using a cone-plate viscometer (Brookfield HBDV-II+pro cp) at a shear rate of 1 s at 80°C 30 seconds after the liquid mixing was completed. -1 Viscosity and shear rate 10 s -1 The thixotropy ratio is obtained by measuring the viscosity at a shear rate of 1 s. -1 The viscosity of the solution is measured at a shear rate of 10 s -1 This is obtained by dividing the viscosity by the viscosity at

[0029] The Vicat softening temperature is determined in accordance with JIS K7206, using a test load of 10N and a heating rate of 10°C / h.

[0030] Examples of polymeric materials having a thixotropic ratio of 1.0 or more and 5.0 or less and a Vicat softening temperature of 80° C. or more include polyurethane 3 (PU3), polyurethane 4 (PU4), polyurethane 5 (PU5), and polyurethane 6 (PU6).

[0031] Polyurethane 3 (PU3) was synthesized as follows: First, 100 g of polytetramethylene ether glycol and 50 g of 4,4'-diphenylmethane diisocyanate (index 2.0) were reacted under a nitrogen atmosphere at 80°C for 4 hours with stirring to synthesize a urethane prepolymer. Next, 100 g of the resulting urethane prepolymer was heated to 80°C and stirred with 18.8 g of trimethylene bis(4-aminobenzoate) dissolved at 150°C for 1 minute using a stirring blade.

[0032] Polyurethane 4 (PU4) is synthesized as follows. First, 100 g of polycarbonate diol and 50 g of 4,4'-diphenylmethane diisocyanate (index 2.0) are stirred under a nitrogen atmosphere at 80°C for 2 hours to react and synthesize a urethane prepolymer. Next, 100 g of the resulting urethane prepolymer is heated to 80°C and stirred with 18.8 g of trimethylene bis(4-aminobenzoate) dissolved at 150°C for 1 minute using a stirring blade.

[0033] Polyurethane 5 (PU5) is synthesized as follows. First, 100 g of polytetramethylene ether glycol and 150 g of 4,4'-diphenylmethane diisocyanate (index 6.0) are stirred under a nitrogen atmosphere at 80°C for 4 hours to react and synthesize a urethane prepolymer. Next, 100 g of the resulting urethane prepolymer is heated to 80°C and stirred with a stirring blade for 1 minute with 26.4 g of trimethylene bis(4-aminobenzoate) and 56.0 g of polypropylene glycol dissolved at 150°C.

[0034] Polyurethane 6 (PU6) is synthesized as follows. First, 100g of polytetramethylene ether glycol and 50g of 4,4'-diphenylmethane diisocyanate (index 2.0) are stirred under a nitrogen atmosphere at 80°C for 4 hours to react and synthesize a urethane prepolymer. Next, 100g of the resulting urethane prepolymer is heated to 80°C and stirred with 4.8g of 1,4-butanediol and 0.9g of trimethylolpropane for 1 minute using a stirring blade.

[0035] According to this non-pneumatic tire, by setting the viscosity and thixotropy ratio of the polymer material forming at least a part of the spoke structure 2 within the above ranges, the tire has good fluidity during molding and excellent processability. Furthermore, according to this non-pneumatic tire, by setting the Vicat softening temperature of the polymer material forming at least a part of the spoke structure 2 within the above ranges, the tire has excellent load-bearing capacity during heat generation. As a result, the non-pneumatic tire of this embodiment can improve processability and load-bearing capacity at high temperatures. Note that the more preferable ranges of viscosity are as follows, which can significantly achieve the above effects. Shear rate 10 s -1 The viscosity of 2 mPa s or more 5.0×10 4 mPa·s or less, shear rate 1 s -1 The viscosity of 3 mPa·s or more 10 5 mPa·s or less.

[0036] In the non-pneumatic tire of the embodiment, the spokes 5 include support bodies 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, and 5IA that connect the outer peripheral wheel 3 and the inner peripheral wheel 4 and are arranged in a tire circumferential direction, and connecting portions 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, and 5IB that connect adjacent support bodies 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, and 5IA in the tire circumferential direction, and at least a portion of the connecting portions 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, and 5IB of the spokes 5 are resistant to a shear rate of 10 s at 80°C. -1 Viscosity of 1 mPa·s or more5 mPa·s or less, shear rate 1 s -1 Viscosity of 1 mPa·s or more 5 It is made of a polymer material that has been hardened from a liquid of less than mPa·s, and has a shear rate of 1 s at 80°C. -1 Viscosity at a shear rate of 10 s -1 The thixotropy ratio (thixotropy ratio) is 1.0 or more and 5.0 or less, and the Vicat softening temperature is 80°C or more.

[0037] Examples of polymeric materials having a thixotropic ratio of 1.0 or more and 5.0 or less and a Vicat softening temperature of 80° C. or more include polyurethane 3 (PU3), polyurethane 4 (PU4), polyurethane 5 (PU5), and polyurethane 6 (PU6).

[0038] In this non-pneumatic tire, adjacent supports 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, and 5IA in the tire circumferential direction are connected by connecting portions 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, and 5IB in the spokes 5, so that even if a portion of the supports 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, and 5IA is lost, the load-bearing function is less likely to decrease and it is possible to prevent the tire from suddenly becoming unable to run.In addition, by setting the viscosity and thixotropy ratio of the polymer material forming at least a portion of the connecting portions 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, and 5IB in the spokes 5 to be in the above-mentioned ranges, the spokes 5 have good fluidity and excellent processability during molding. Furthermore, this non-pneumatic tire has excellent load-bearing properties when heated by setting the Vicat softening temperature within the above range for the polymer material forming at least a part of the spoke structure 2. As a result, the non-pneumatic tire of this embodiment can improve processability and load-bearing properties at high temperatures.

[0039] In the non-pneumatic tire of the embodiment, the ratio Gr of the maximum thickness to the minimum thickness of the spoke 5 is 1. <Gr≦15である。

[0040] As shown in Figure 2, in the case of the support 5AA (5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, 5IA, 5J), the thickness T of the spoke 5 is measured by drawing an imaginary arc along the inner surface of the outer ring 3 or the inner ring 4, and including the position of the imaginary line. Also, as shown in Figure 2, in the case of the connecting portion 5AB (5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, 5IB), the thickness T of the spoke 5 is measured by drawing an imaginary line along the plate surface of the support 5AA (5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, 5IA, 5J), and including the position of the imaginary line.

[0041] According to this non-pneumatic tire, by setting the ratio Gr of the maximum thickness to the minimum thickness to be greater than 1 and not greater than 15, it is possible to arbitrarily change Gr relative to a uniform Gr distribution and distribute stress and strain during load application, thereby improving durability. Note that, in order to obtain the above effect, a range of 1.5≦Gr≦10 is preferable, and a range of 2≦Gr≦8 is more preferable, and by setting the range in these ranges, it is possible to balance processability and durability while suppressing weight.

[0042] In the non-pneumatic tire of the embodiment, the polymer material has a gel time of 3 minutes or more when cured.

[0043] The gelation time can be obtained by measuring the gelation time at 80°C using a gelation tester (No. 153 Gel Time Tester manufactured by Yasuda Seiki Seisakusho).

[0044] According to this non-pneumatic tire, by setting the gel time within the above range, there is a sufficient usable time during molding, and therefore the tire has excellent processability.

[0045] Also, in the non-pneumatic tire of the embodiment, the polymeric material has at least one urethane or urea bond.

[0046] According to this non-pneumatic tire, the material is preferably a polyurethane-based material that has a good balance between processability and physical properties, which results in improved processability of the non-pneumatic tire of this embodiment.

[0047] In the non-pneumatic tire of the embodiment, the spoke structure 2 contains an anti-foaming agent in the polymer material.

[0048] Examples of the antifoaming agent include polymer-based antifoaming agents, mineral oil-based antifoaming agents, and silicone-based antifoaming agents.

[0049] According to this non-pneumatic tire, the inclusion of an antifoaming agent in the polymer material can reduce air bubbles in the molded product, thereby improving the processability of the non-pneumatic tire of this embodiment.

[0050] In addition, in the non-pneumatic tire of the embodiment, as shown in FIG. 3, the tread ring 1 includes a tread reinforcing layer 1B made of a polymer material in which metal cords or organic fibers are embedded. The tread reinforcing layer 1B has a folded-back portion 1Bb in which at least one end portion in the tire width direction of a reinforcing cord 1Ba made of metal cords or organic fibers is folded back, as shown in FIGS. 13 to 18. Preferably, the folded-back portion 1Bb is folded back with the end portion facing radially outward in the tire. When molding the tread reinforcing layer, winding at least one tread reinforcing layer of a given length around a molding drum and then folding back the end portion toward the radially outward in the tire improves production efficiency in the molding process of the tread reinforcing layer. While it is also possible to fold back toward the radially inward in this case, it becomes difficult to visually check the state of the step at the folded-back portion and the degree of circumferential variation of the end portion in a subsequent process, which may lead to vulcanization failure due to air entrapment during molding. As the tread reinforcing layer 1B, a belt layer having metal cords, which are generally used in pneumatic tires, embedded in a diene rubber composition can also be used.

[0051] The polymer material constituting the tread reinforcing layer 1B is preferably rubber or resin.

[0052] The rubber constituting the tread reinforcing layer 1B is preferably, for example, a diene rubber or a thermoplastic elastomer. Examples of diene rubber include polybutadiene rubber (BR), natural rubber (NR), polyisoprene rubber (IR), ethylene propylene diene rubber (EPDM), nitrile rubber (NBR), butyl rubber (IIR), and chloroprene rubber (CR). Examples of thermoplastic elastomers include polyamide elastomer (TPAE), polyester elastomer (TPC), polyolefin elastomer (TPO), polystyrene elastomer (TPS), and polyurethane elastomer (TPU). These rubbers may be used alone or in blends, and may also contain additives such as fillers, crosslinking agents, vulcanization accelerators, antioxidants, and softeners. For example, the tread reinforcing layer 1B may be a belt layer in which metal cords, commonly used in pneumatic tires, are embedded in a diene rubber composition.

[0053] Examples of resins constituting the tread reinforcing layer 1B include polycarbonate (PC), polyamide (PA), polyester (PEs), polyvinyl chloride (PVC), modified polyphenylene ether (modified PPE), polyphenylene sulfide (PPS), polyether ether ketone (PEEK), polyvinyl chloride (PVC), polyvinyl alcohol resin (PVA), ethylene-vinyl alcohol copolymer resin (EVOH), polyurethane (PUR), epoxy resin, polyethersulfone (PES), polyamide MXD6 (MXD6), polyethersulfone (PESU), polysulfone (PSU), polyarylate (PAR), polyf Examples of suitable resins include phenylene oxide (PPO), polyphenylsulfone (PPSU), fluororesin, polyimide (PI), polyamideimide (PAI), polyetherimide (PEI), polyethylene (PE), polybutene (PB), ethylene-vinyl acetate copolymer (EVA), polyacetal (POM), polypropylene (PP), acrylonitrile-butadiene-styrene copolymer (ABS), polystyrene (PS), polyamide elastomer (TPAE), polyester elastomer (TPC), polyolefin elastomer (TPO), polystyrene elastomer (TPS), and polyurethane elastomer (TPU). These resins may be used alone or in blends, and may also contain additives such as fillers, reinforcing materials, antioxidants, plasticizers, and processing aids. Furthermore, rubber and resin may be blended together.

[0054] The reinforcement cords 1Ba are provided along the tire width direction and spaced apart in the tire circumferential direction. The reinforcement cords 1Ba may be provided parallel to the tire width direction or at a predetermined angle (more than 0 degrees but not more than 90 degrees) to the tire circumferential direction. When a plurality of tread reinforcing layers 1B are laminated in the tire radial direction, as shown in FIGS. 13 to 18, the reinforcement cords 1Ba may be provided at different angles to the tire circumferential direction. In order to ensure the durability of the ends of the folded-back portions 1Bb, the reinforcement cords 1Ba preferably have a folded-back width H1 folded back from the end of the tread reinforcing layer 1B toward the inside in the tire width direction of at least 5 mm. The folded-back width H1 is more preferably 10 mm or more. The tread reinforcing layer 1B has folded-back portions 1Bb provided at both end portions of the reinforcement cord 1Ba in the tire width direction, and the folded-back portions 1Bb at both end portions may overlap each other within the range of the tread reinforcing layer 1B in the tire width direction, as shown in FIGS. 15 and 16. When the folded portions 1Bb at both ends overlap, the distance H2 between the ends is preferably at least 5 mm, more preferably 10 mm or more.

[0055] According to this non-pneumatic tire, the tread ring 1 is provided with a tread reinforcing layer 1B, and the reinforcing cord 1Ba of the tread reinforcing layer 1B is provided with a folded-back portion 1Bb, thereby reinforcing the end portion of the tread ring 1 in the tire width direction and improving durability.

[0056] In the non-pneumatic tire of the embodiment, the tread ring 1 includes at least one belt reinforcing layer 1C as shown in FIGS.

[0057] The belt reinforcing layer 1C is made of rubber or resin, or fiber reinforced rubber (FRR) or fiber reinforced plastic (FRP). The belt reinforcing layer 1C has a thickness of 0.5 mm to 3.0 mm in the tire radial direction, a predetermined width in the tire width direction, and is arranged along the tire circumferential direction. The belt reinforcing layer 1C is laminated together with the reinforcing cords 1Ba in the tread reinforcing layer 1B. As shown in Figures 13 to 18, the belt reinforcing layer 1C is arranged so as to be surrounded by the folded-back portions 1Bb of the reinforcing cords 1Ba.

[0058] According to this non-pneumatic tire, the strength of the tread reinforcing layer 1B can be improved by including the belt reinforcing layer 1C. The belt reinforcing layer 1C can contribute to improving the strength if it has a thickness of 0.5 mm or more, and it is preferable that the thickness is 3.0 mm or less to prevent an excessive increase in tire weight.

[0059] In the non-pneumatic tire of the embodiment, the tread ring 1 includes at least one carbon fiber reinforced resin layer.

[0060] The carbon fiber reinforced resin layer is made of carbon fiber reinforced plastics (CFRP). In the tread ring 1, the carbon fiber reinforced resin layer has a thickness in the tire radial direction, a predetermined width in the tire width direction, and is arranged along the tire circumferential direction. The carbon fiber reinforced resin layer may be provided as the above-mentioned tread reinforcing layer 1B or as the above-mentioned belt reinforcing layer 1C.

[0061] According to this non-pneumatic tire, since carbon fiber reinforced plastic has high strength per unit weight, by including this carbon fiber reinforced resin layer, the tire weight can be reduced while improving the shock-absorbing function of the tread ring 1.

[0062] In addition, in the non-pneumatic tire of the embodiment, the carbon fiber reinforced resin layer has a tensile modulus E(MD) in the tire circumferential direction of 1000 MPa or more and 300 GPa or less, and a tensile modulus E(TD) in the tire width direction of 1 MPa or more and 250 GPa or less.

[0063] According to this non-pneumatic tire, by setting the tensile modulus E(MD) of the carbon fiber reinforced resin layer made of carbon fiber reinforced plastic to 300 GPa or less, excessive rigidity in the tire circumferential direction can be prevented, while by setting it to 1000 MPa or more, an appropriate amount of deflection can be ensured, which can improve the cushioning function of the tread ring 1. Furthermore, according to this non-pneumatic tire, by setting the tensile modulus E(TD) of the carbon fiber reinforced resin layer made of carbon fiber reinforced plastic to 250 GPa or less, excessive rigidity in the tire width direction can be prevented, while by setting it to 1 MPa or more, rigidity in the tire width direction can be ensured, which satisfies shear deformation in the tire widthwise contact area during steering, obtains sufficient reaction force, and ensures course-keeping. Therefore, by appropriately maintaining the ranges of the tensile modulus E(MD) and tensile modulus E(TD) of the carbon fiber reinforced resin layer, the non-pneumatic tire of this embodiment can balance weight reduction, load support function, and course-keeping.

[0064] In the non-pneumatic tire of the embodiment, as shown in FIG. 3, the outer circumferential wheel 3 includes an outer circumferential wheel reinforcing cord 6 made of a metal cord or an organic fiber.

[0065] The outer peripheral wheel reinforcing cord 6 is arranged so as to straddle in the tire circumferential direction at least two of the supports 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, 5IA5AA that are adjacent in the tire circumferential direction to the above-mentioned spokes 5. The outer peripheral wheel reinforcing cord 6 is embedded in the outer peripheral wheel 3 with the wire material stretched by 1% or more.

[0066] According to this non-pneumatic tire, the outer circumferential wheel reinforcing cord 6 can suppress buckling in the contact area of ​​the tread ring 1 attached to the outer circumferential wheel 3.

[0067] In the non-pneumatic tire of the embodiment, the spokes 5 include spoke reinforcing members 7 as shown in Fig. 19. Note that Fig. 19 shows an example in which the spoke reinforcing members 7 are applied to the spokes 5A of the non-pneumatic tire of the form shown in Fig. 2, but they may also be applied to spokes 5 of other forms.

[0068] The spoke reinforcement 7 can be made of a metal cord or organic fiber. The spoke reinforcement 7 is provided on at least one of the support bodies 5AA and the connecting portions 5AB that make up the spokes 5A, and is embedded inside the support bodies 5AA or the connecting portions 5AB along the extension direction of the support bodies 5AA or the connecting portions 5AB or along the tire width direction.

[0069] According to this non-pneumatic tire, the spokes 5 are reinforced by the spoke reinforcement 7, thereby improving durability.

[0070] In the non-pneumatic tire of the embodiment, as shown in Fig. 20, the spoke structure 2 has at least one of the outer ring 3, inner ring 4, and spokes 5 formed independently. Fig. 20 shows the spoke structure 2 in a form in which the outer ring 3, inner ring 4, and spokes 5 are each formed independently via a joint 8 formed by bonding, welding, crimping, fitting, meshing, or the like.

[0071] According to this non-pneumatic tire, at least one of the outer ring 3, the inner ring 4, and the spokes 5 of the spoke structure 2 is formed independently, thereby improving the degree of freedom in manufacturing.

[0072] In the non-pneumatic tire of the embodiment, as shown in Figures 21 and 22, at least a portion of the spoke 5 includes a structure 9 or material 10 that has lower fatigue durability than the surrounding portion. Note that Figures 21 and 22 show an example in which the structure 9 or material 10 with low fatigue durability is applied to the spoke 5A of the non-pneumatic tire of the form shown in Figure 2, but the structure 9 or material 10 may be applied to spokes 5 of other forms.

[0073] The structure 9 having low fatigue durability is made of the same material as the surrounding parts and is provided by a notch, groove, thin-walled part, etc. The material 10 having low fatigue durability is formed of a material different from the surrounding parts.

[0074] According to this non-pneumatic tire, if at least a portion of the spoke 5 includes a structure 9 or material 10 that has lower fatigue resistance than the surrounding portion, the structure 9 or material 10 will be damaged by fatigue deterioration, thereby providing a fatigue indicator for determining the degree of fatigue deterioration of the entire tire, thereby improving safety.

[0075] In addition, in the non-pneumatic tire of the embodiment, the spoke structure 2 is composed of a plurality of segments 2A, 2B, and 2C, as shown in Fig. 23. Fig. 23 shows an example in which the spoke structure 2 is composed of a plurality of segments 2A, 2B, and 2C divided in the tire width direction, but it may also be composed of a plurality of segments divided in the tire circumferential direction. The segments are formed by integrally molding a plurality of members, namely, the outer ring 3, inner ring 4, and spokes 5 of the spoke structure 2.

[0076] According to this non-pneumatic tire, the spoke structure 2 is composed of multiple segments 2A, 2B, and 2C, improving assembly ease. Each segment 2A, 2B, and 2C may have projections and recesses to allow their mating surfaces to interlock with each other, improving the positioning accuracy of the mating surfaces during the manufacturing process and tire uniformity. Furthermore, each segment 2A, 2B, and 2C is preferably made of a material that possesses both thermal and UV-reactive properties. This ensures dimensional accuracy as a semi-finished product (UV-cured) during manufacturing while ensuring the strength of the mating surfaces after final assembly (thermal curing). Using a material with both thermal and UV-reactive properties allows for uniform mechanical properties, such as breaking strength, elongation, and modulus, at the laminate interface during printing, even when each segment is printed using a 3D printer, making it preferable for durability.

[0077] In addition, in the non-pneumatic tire of the embodiment, a portion of the outer ring, inner ring, spoke structure, and tread ring contains a material having a lower electrical resistivity than adjacent portions.

[0078] The material with low electrical resistivity is a material different from the surrounding parts, and may be a conductive material such as a conductive polymer or metal, or may be a material that has high electrical resistivity as a single material and has been made conductive by adding a conductive agent such as a conductive filler.

[0079] This non-pneumatic tire can suppress static electricity buildup caused by friction during driving, preventing electric shock to passengers and electrical influence on on-board electrical components. [Example]

[0080] 24 to 27 are tables showing the results of performance tests on the non-pneumatic tires according to the examples. Performance evaluation tests conducted on the non-pneumatic tires of the comparative examples and the non-pneumatic tires according to the examples will be described below.

[0081] The performance evaluation test was conducted to verify processability. For this test, a non-pneumatic tire was fabricated as a test tire, which had a spoke structure in which an outer ring and an inner ring were connected by spokes, and a tread ring positioned on the outer periphery of the outer ring of the spoke structure, with a tire radial dimension (outer diameter) of 490 mm and a tire width dimension (width) of 150 mm. To verify processability, the uncured raw material was poured into a mold, and after curing, the product was removed from the mold and the condition of the molded product was visually inspected. A clean surface with no chips was rated "A," a small number of bubbles and wrinkles on the surface but no chips was rated "B," bubbles and wrinkles on the surface but no chips was rated "C," and chips were rated "D." Products rated A or B were deemed to have excellent processability.

[0082] In addition, the performance evaluation test verified the load-bearing capacity when heated. The above test tire was placed in an 80°C atmosphere and a compressive force of 3kN was applied in the radial direction of the tire to check for damage. Those without damage were rated as "Good", and those with damage were rated as "Poor".

[0083] The non-pneumatic tire of Comparative Example 1 has a thixotropic ratio of the resin constituting the spoke structure that is outside the specified range. Specifically, in Comparative Example 1, the resin constituting the spoke structure is polyurethane 1 (PU1). Polyurethane 1 (PU1) is synthesized as follows: First, 100 g of polycarbonate diol and 75 g of 4,4'-diphenylmethane diisocyanate (index 3.0) are stirred and reacted at 80°C for 2 hours in a nitrogen atmosphere to synthesize a urethane prepolymer. Next, 100 g of the obtained urethane prepolymer is heated to 80°C and stirred with 32.3 g of trimethylene bis(4-aminobenzoate) dissolved at 150°C for 1 minute using a stirring blade.

[0084] In the non-pneumatic tire of Comparative Example 2, the Vicat softening temperature of the resin constituting the spoke structure is outside the specified range. Specifically, in Comparative Example 2, the resin constituting the spoke structure is polyurethane 2 (PU2). Polyurethane 2 (PU2) is synthesized as follows: First, 100 g of polytetramethylene ether glycol and 34.8 g of toluene-2,4-diisocyanate (index 2.0) are stirred and reacted at 80°C for 8 hours under a nitrogen atmosphere to synthesize a urethane prepolymer. Next, 100 g of the obtained urethane prepolymer is heated to 80°C and stirred with 5.3 g of 1,4-butanediol and 0.7 g of trimethylolpropane for 1 minute using a stirring blade.

[0085] On the other hand, in the non-pneumatic tires of the examples, the thixotropy ratio and Vicat softening temperature of the resin constituting the spoke structure are outside the specified range. Specifically, in the examples, the resin constituting the spoke structure is made of polyurethane 3 (PU3), polyurethane 4 (PU4), polyurethane 5 (PU5), and polyurethane 6 (PU6). These resins are synthesized as described above.

[0086] In the examples, the following resins were used: Polycarbonate diol: Ube Industries, Ltd., ETERNACOLL® UH-100 Polytetramethylene ether glycol: Mitsubishi Chemical Corporation, PTMG1000 Polypropylene glycol: Sanyo Chemical Industries, Ltd., Sannix (registered trademark) GL-3000 4,4'-Diphenylmethane diisocyanate: Tosoh Corporation, Millionate (registered trademark) MT Toluene-2,4-diisocyanate: Mitsui Chemicals Fine Co., Ltd., Coronate (registered trademark) T100 Trimethylenebis(4-aminobenzoate): Kumiai Chemical Industry Co., Ltd., CUA-4 1,4-Butanediol: Tokyo Chemical Industry Co., Ltd. Trimethylolpropane: Tokyo Chemical Industry Co., Ltd. Antifoaming agent: BYK-Chemie GmbH, BYK®-A535

[0087] As shown in the test results in Figs. 24 to 27, it is clear that the non-pneumatic tires of the examples are superior in processability and load resistance at high temperatures to the comparative examples. [Explanation of symbols]

[0088] 1 tread ring 1A Tread section 1B tread reinforcement layer 1C Belt reinforcement layer (carbon fiber reinforced resin layer) 1Ba reinforcement cord 1Bb folded part 2-spoke structure 2A, 2B, 2C segments 3 Outer ring 4 Inner ring 5 (5A, 5B, 5C, 5D, 5E, 5F, 5G, 5H, 5I, 5J) spokes 5AA,5BAa,5BAb,5CA,5DA,5EA,5FA,5GA,5HA,5IA Support 5AB,5BBa,5BBb,5CB,5DB,5EB,5FB,5GBa,5GBb,5HB,5IB Connection part 5EC reinforcement 6 Outer ring reinforcement cord 7 spoke reinforcement 9. Low fatigue durability 10. Materials with low fatigue resistance

Claims

1. The tire comprises a spoke structure in which an outer peripheral ring and an inner peripheral ring are connected by spokes, and a tread ring disposed on the outer periphery of the outer peripheral ring of the spoke structure, At least a portion of the spoke structure is arranged intermittently, and at least a portion of the spoke structure is arranged at a shear rate of 10 s at 80°C. －１ The viscosity of the ５ mPa·s or less, shear rate 1 s －１ The viscosity of the ５ It is made of a polymer material obtained by hardening a liquid with a viscosity of 1 mPa·s or less, and has a shear rate of 1 s at 80°C. －１ The viscosity at a shear rate of 10 s －１ A non-pneumatic tire having a viscosity of 1.0 or more and 5.0 or less, and a Vicat softening temperature of 80°C or more.

2. The spokes include a plurality of support members arranged in the tire circumferential direction and connecting the outer peripheral wheel and the inner peripheral wheel, and a connecting portion connecting adjacent support members in the tire circumferential direction, The spokes are at least partially bonded to each other at a shear rate of 10 s at 80°C. －１ The viscosity of the ５ mPa·s or less, shear rate 1 s －１ The viscosity of the ５ It is made of a polymer material obtained by hardening a liquid with a viscosity of 1 mPa·s or less, and has a shear rate of 1 s at 80°C. －１ The viscosity at a shear rate of 10 s －１ 2. The non-pneumatic tire according to claim 1, wherein the value of the viscosity at 1000 kJ / g / mol / L is 1.0 or more and 5.0 or less, and the Vicat softening temperature is 80°C or more.

3. 3. The non-pneumatic tire according to claim 1, wherein the spokes have a ratio Gr of maximum thickness to minimum thickness in the range of 1<Gr≦15.

4. 4. The non-pneumatic tire according to claim 1, wherein the polymeric material has a gel time of 3 minutes or more when cured.

5. 5. The non-pneumatic tire according to claim 1, wherein the polymeric material has at least one urethane or urea bond.

6. 6. The non-pneumatic tire of claim 1, wherein the spoke structure includes an anti-foaming agent in the polymeric material.

7. The tread ring includes a tread reinforcing layer made of a polymer material in which metal cords or organic fibers are embedded, 7. The non-pneumatic tire according to claim 1, wherein the tread reinforcing layer has a folded-back portion in which at least one end portion in the tire width direction of the reinforcing cord made of the metal cord or the organic fiber is folded back.

8. 8. The non-pneumatic tire according to claim 1, wherein the tread ring includes at least one carbon fiber reinforced resin layer.

9. 9. The non-pneumatic tire according to claim 8, wherein the carbon fiber reinforced resin layer has a tensile modulus E (MD) in the tire circumferential direction of 1000 MPa or more and 300 GPa or less, and a tensile modulus E (MD) in the tire width direction of 1 MPa or more and 250 GPa or less.

10. 10. The non-pneumatic tire according to claim 1, wherein the outer circumferential ring includes an outer circumferential ring reinforcing cord made of a metal cord or an organic fiber.

11. 11. A non-pneumatic tire according to any one of claims 1 to 10, wherein the spokes include spoke reinforcements.

12. 12. The non-pneumatic tire according to claim 1, wherein the spoke structure has at least one independently formed member.

13. 13. The non-pneumatic tire of claim 1, wherein at least a portion of the spoke includes a structure or material that is less fatigue resistant than the surrounding portion.

14. 14. The non-pneumatic tire according to claim 1, wherein a portion of the outer ring, the inner ring, the spokes, and the tread ring includes a material having a lower electrical resistivity than an adjacent portion.

15. 15. A non-pneumatic tire according to any one of claims 1 to 14, wherein the spoke structure is made up of a plurality of segments.

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