Non-pneumatic tires

Abstract

To prevent dirt.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 part of the surface has a contact angle of 75° or more with respect to water.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] This invention relates to a non-pneumatic tire.

Background Art

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

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] As described above, a non-pneumatic tire has a structure in which an outer peripheral ring and an inner peripheral ring are connected by spokes, and a gap is formed between members. Therefore, there is a problem that small stones, mud, etc. are卷入 into the gap during running, and dirt is easily attached.

[0005] This invention provides a non-pneumatic tire capable of preventing dirt.

Means for Solving the Problems

[0006] 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 part of the spoke structure is intermittently arranged, and at least a part of the surface has a contact angle of 75° or more with respect to water.

Effects of the Invention

[0007] According to this invention, dirt can be prevented.

Brief Description of the Drawings

[0008] [Figure 1] Figure 1 is a perspective view of a non-pneumatic tire according to an embodiment. [Figure 2] Figure 2 is a partial side view of a non-pneumatic tire according to an embodiment. [Figure 3] Figure 3 is a meridional cross-sectional view of a non-pneumatic tire according to an embodiment. [Figure 4] Figure 4 is a partial side view of another example of a non-pneumatic tire according to the embodiment. [Figure 5] Figure 5 is a partial side view of another example of a non-pneumatic tire according to the embodiment. [Figure 6] Figure 6 is a partial side view of another example of a non-pneumatic tire according to the embodiment. [Figure 7] Figure 7 is a partial side view of another example of a non-pneumatic tire according to the embodiment. [Figure 8] Figure 8 is a partial side view of another example of a non-pneumatic tire according to the embodiment. [Figure 9] Figure 9 is a partial side view of another example of a non-pneumatic tire according to the embodiment. [Figure 10] Figure 10 is a partial side view of another example of a non-pneumatic tire according to the embodiment. [Figure 11] Figure 11 is a partial side view of another example of a non-pneumatic tire according to the embodiment. [Figure 12] Figure 12 is a perspective view of another example of a non-pneumatic tire according to the embodiment. [Figure 13] Figure 13 is a schematic diagram of an example of the uneven shape of a non-pneumatic tire according to the embodiment. [Figure 14] Figure 14 is a schematic diagram of an example of the uneven shape of a non-pneumatic tire according to an embodiment. [Figure 15] Figure 15 is a schematic diagram of an example of the uneven shape of a non-pneumatic tire according to an embodiment. [Figure 16] Figure 16 is a schematic diagram of an example of the uneven shape of a non-pneumatic tire according to the embodiment. [Figure 17]FIG. 17 is a schematic view of an example of the protruding structure of the non-pneumatic tire according to the embodiment. [Figure 18] FIG. 18 is a schematic view of an example of the protruding structure of the non-pneumatic tire according to the embodiment. [Figure 19] FIG. 19 is a schematic diagram of an example of the tread portion of the non-pneumatic tire according to the embodiment. [Figure 20] FIG. 20 is a schematic diagram of an example of the tread portion of the non-pneumatic tire according to the embodiment. [Figure 21] FIG. 21 is a schematic diagram of an example of the tread portion of the non-pneumatic tire according to the embodiment. [Figure 22] FIG. 22 is a schematic diagram of an example of the tread portion of the non-pneumatic tire according to the embodiment. [Figure 23] FIG. 23 is a schematic diagram of an example of the tread portion of the non-pneumatic tire according to the embodiment. [Figure 24] FIG. 24 is a schematic diagram of an example of the tread portion of the non-pneumatic tire according to the embodiment. [Figure 25] FIG. 25 is a partial side view of a modified example of the non-pneumatic tire according to the embodiment. [Figure 26] FIG. 26 is a partial side view of a modified example of the non-pneumatic tire according to the embodiment. [Figure 27] FIG. 27 is a partial side view of a modified example of the non-pneumatic tire according to the embodiment. [Figure 28] FIG. 28 is a partial side view of a modified example of the non-pneumatic tire according to the embodiment. [Figure 29] FIG. 29 is a meridian cross-sectional view of a modified example of the non-pneumatic tire according to the embodiment. [Figure 30] FIG. 30 is a chart showing the results of the performance test of the non-pneumatic tire according to the example. [Figure 31] FIG. 31 is a chart showing the results of the performance test of the non-pneumatic tire according to the example. [Figure 32] FIG. 32 is a chart showing the results of the performance test of the non-pneumatic tire according to the example. [Figure 33]Figure 33 is a chart showing the results of the performance test of the non-pneumatic tire according to the embodiment. [Modes for carrying out the invention]

[0009] Embodiments of the present invention will be described in detail below with reference to the drawings. However, the present invention is not limited by these embodiments. Furthermore, the components of these embodiments include those that are substituted and obvious for substitution while maintaining the identity of the invention. In addition, the various modifications described in these embodiments can be arbitrarily combined within the scope of what is obvious to those skilled in the art.

[0010] In the following explanation, the tire radial direction refers to the direction perpendicular to the tire rotation axis (not shown), which is the axis of rotation of a non-pneumatic tire. The inner side of the tire radial direction refers to the side toward the tire rotation axis in the tire radial direction, and the outer side of the tire radial direction refers to the side away from the tire rotation axis in the tire radial direction. The tire circumferential direction refers to the direction around the tire rotation axis as the central axis. The tire width direction refers to the direction parallel to the tire rotation axis. The inner side of the tire width direction refers to the side toward the tire equatorial plane (tire equator line) CL in the tire width direction, and the outer side of the tire width direction refers to the side away from the tire equatorial plane CL in the tire width direction. The tire equatorial plane CL is a plane perpendicular to the tire rotation axis and passing through the center of the tire width of a non-pneumatic tire. The tire equatorial plane CL coincides 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 parts in the tire width direction, that is, the distance between the parts furthest from the tire equatorial plane CL in the tire width direction. The tire equatorial line refers to a line that lies on the tire equatorial plane CL and runs along the circumferential direction of a non-pneumatic tire.

[0011] In this embodiment, a non-pneumatic tire has a tread ring 1 made of rubber or resin bonded to the outer circumference of a spoke structure (also simply called a structure) 2. The spoke structure 2 is made 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 rim 3 is formed in a cylindrical shape extending in the tire width direction, centered on the tire rotation axis. The inner rim 4 is formed in a cylindrical shape extending in the tire width direction, centered on the tire rotation axis, so as to be arranged concentrically with the outer rim 3. A rim (not shown) is attached to the inside of the inner rim 4, and the non-pneumatic tire is mounted on the vehicle via this rim. The spokes 5 are extended in the tire width direction, similar to the outer rim 3 and inner rim 4, and connect the outer rim 3 and the inner rim 4. The spokes 5 can take various forms.

[0013] The spoke 5A(5) shown in Figures 1 and 2 includes a support 5AA and a connecting portion 5AB. The support 5AA extends along the tire radial direction and is formed in a plate shape with its plate surface facing the tire circumferential direction. Each end of the support 5AA in the tire radial direction is connected to the outer rim 3 and the inner rim 4. Multiple support 5AAs are arranged at intervals in the tire circumferential direction. The support 5AAs are formed with a curve or bend in one direction in the tire circumferential direction, and two adjacent support 5AAs 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 in a plate shape with its plate surface facing the tire radial direction. Each end of the connecting portion 5AB is connected to the convex surface of an adjacent support 5AA in the tire circumferential direction.

[0014] The spoke 5B(5) shown in Figure 4 includes the following members: a first support 5BAa, a second support 5BAb, a first connecting portion 5BBa, and a second connecting portion 5BBb. The first support 5BAa extends along the tire radial direction and is formed in a plate shape with its plate surface facing the tire circumferential direction. Each end of the first support 5BAa in the tire radial direction is connected to the outer circumferential wheel 3 and the inner circumferential wheel 4. Multiple first supports 5BAa are arranged at intervals in the tire circumferential direction. The first supports 5BAa are formed with a curve on one side in the tire circumferential direction, and two adjacent supports 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 5BAb extends along the tire radial direction and is formed in a plate shape with its plate surface facing the tire circumferential direction. The second support 5BAb is arranged between the concave sides of adjacent first supports 5BAa in the tire circumferential direction. The second support 5BAb is provided in a cross shape when viewed from the tire width direction, and each end in the tire radial direction is connected to the outer circumferential ring 3 and the inner circumferential ring 4. The first connecting portion 5BBa extends along the tire circumferential direction and is formed in a plate shape with its plate surface facing the tire radial direction. Each end of the first connecting portion 5BBa is connected to the convex surface of the adjacent first support 5BAa in the tire circumferential direction. The second connecting portion 5BBb extends along the tire circumferential direction and is formed in a plate shape with its plate surface facing the tire radial direction. Each end of the second connecting portion 5BBb is connected to the intersection of the second support 5BAb and the concave surface of the first support 5BAa. The first connecting portion 5BBa and the second connecting portion 5BBb are arranged in a continuous circular shape in the tire circumferential direction.

[0015] The spoke 5C(5) shown in Figure 5 includes the members of a support 5CA and a connecting portion 5CB. The support 5CA extends along the tire radial direction and is formed in a plate shape with its plate surface facing the tire circumferential direction. Each end of the support 5CA in the tire radial direction is connected to the outer rim 3 and the inner rim 4. Multiple support 5CAs are arranged at intervals in the tire circumferential direction. The support 5CAs are formed by bending in one direction in the tire circumferential direction, and two adjacent support 5CAs 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 in a plate shape with its plate surface facing the tire radial direction. Each end of the connecting portion 5CB is connected to the convex surface of an adjacent support 5CA in the tire circumferential direction.

[0016] The spoke 5D(5) shown in Figure 6 includes the support member 5DA and the connecting part 5DB. The support member 5DA extends along the tire radial direction and is formed in a plate shape with its plate surface facing the tire circumferential direction. Each end of the support member 5DA in the tire radial direction is connected to the outer rim 3 and the inner rim 4. Multiple support members 5DA are arranged at intervals in the tire circumferential direction. The support members 5DA are formed with a curve on one side in the tire circumferential direction, and two adjacent support members 5DA are arranged so that their convex surfaces face each other in the tire circumferential direction. The connecting part 5DB extends along the tire circumferential direction and is formed in a plate shape with its plate surface facing the tire radial direction. Each end of the connecting part 5DB is connected to the convex surface of an adjacent support member 5DA in the tire circumferential direction. Multiple connecting parts 5DB are provided in the tire direction (two in Figure 6).

[0017] The spoke 5E(5) shown in Figure 7 includes the members of a support 5EA, a connecting portion 5EB, and a reinforcing portion 5EC. The support 5EA is formed in a plate shape that extends along the tire radial direction and has its plate surface facing the tire circumferential direction. Each end of the support 5EA in the tire radial direction is connected to the outer rim 3 and the inner rim 4. Multiple support 5EAs are arranged at intervals in the tire circumferential direction. The support 5EAs are formed with a curve on one side in the tire circumferential direction, and two adjacent support 5EAs are arranged so that their convex surfaces face each other in the tire circumferential direction. The connecting portion 5EB is formed in a plate shape that extends along the tire circumferential direction and has its plate surface facing the tire radial direction. Each end of the connecting portion 5EB is connected to the convex surface of an adjacent support 5EA in the tire circumferential direction. The reinforcing portion 5EC is formed in a plate shape that extends along the tire circumferential and tire radial directions. One end of the reinforcing portion 5EC is connected to the end of the convex surface of the support 5EA, and the other end is connected to the outer rim 3 or the inner rim 4. Therefore, the reinforcing portion 5EC is provided to connect the convex side of the support 5EA with the outer ring 3, and the convex side of the support 5EA with the inner ring 4.

[0018] The spoke 5F(5) shown in Figure 8 includes the support member 5FA and the connecting portion 5FB. The support member 5FA extends along the tire radial direction and is formed in a plate shape with its plate surface facing the tire circumferential direction. Each end of the support member 5FA in the tire radial direction is connected to the outer rim 3 and the inner rim 4. Multiple support members 5FA are arranged at intervals in the tire circumferential direction. The support members 5FA are formed with a curve or bend in one direction in the tire circumferential direction, and two adjacent support members 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 the tire radial direction. Each end of the connecting portion 5FB is connected to the convex surface of an adjacent support member 5FA in the tire circumferential direction. Each spoke 5F consists of two support members 5FA, whose convex surfaces face each other in the tire circumferential direction, and a connecting portion 5FB connected to the convex surfaces of these support members 5FA. Multiple such sets are arranged at predetermined intervals around the tire circumferential direction to form a group, and two such groups are provided in the tire width direction, with a phase difference in the tire circumferential direction. In the example in Figure 8, there are two such groups, but it is also possible to provide two or more groups in the tire width direction.

[0019] The spoke 5G(5) shown in Figure 9 includes a support 5GA, a first connecting portion 5GBa, and a second connecting portion 5GBb. The support 5GA is formed in a plate shape that extends along the tire radial direction and has its plate surface facing the tire circumferential direction. Each end of the support 5GA in the tire radial direction is connected to the outer ring 3 and the inner ring 4. Multiple support 5GAs are arranged at intervals in the tire circumferential direction. Multiple support 5GAs are formed by bending in one direction in the tire circumferential direction. The first connecting portion 5GBa is formed in a plate shape that extends along the tire circumferential direction and has its plate surface facing the tire radial direction. Each end of the first connecting portion 5GBa is connected to the bent portion of an adjacent support 5GA in the tire circumferential direction. The second connecting portion 5GBb is formed in a plate shape that extends along both the tire circumferential and tire radial directions. The second connecting portion 5GBb is located radially outward from the first connecting portion 5GBa, and each end is connected to an adjacent support 5GA in the tire circumferential direction.

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

[0021] The spoke 5I(5) shown in Figure 11 includes the members of a support 5IA and a connecting portion 5IB. The support 5IA is formed in a plate shape that extends along the tire radial direction and has its plate surface facing the tire circumferential direction. Each end of the support 5IA in the tire radial direction is connected to the outer circumferential wheel 3 and the inner circumferential wheel 4. Multiple support 5IA are arranged at intervals in the tire circumferential direction. Multiple support 5IA are formed by bending the central part in the tire radial direction to one side in the tire circumferential direction, and bending both ends in the tire radial direction to the other side in the tire circumferential direction. The connecting portion 5IB is formed in a plate shape that extends along the tire circumferential and tire radial directions. One end of the connecting portion 5IB is connected to the convex surface of the bent central part of the support 5IA, and the other end is connected to the convex surface of the bent end of an adjacent support 5IA in the tire circumferential direction. Two connecting portions 5IB are connected between two adjacent support 5IA in the tire circumferential direction.

[0022] The spokes 5J(5) shown in Figure 12 extend along the tire's radial direction and are formed in a plate shape with their plate surface facing the tire's circumferential direction. The spokes 5J can also be described as supports, with each end in the tire's radial direction connected to the outer rim 3 and the inner rim 4. Multiple spokes 5J are arranged at intervals in the tire's circumferential direction. In Figure 12, the multiple spokes 5J are formed in a straight line in the tire's radial direction. The multiple spokes 5J may be formed curved or bent in one direction in the tire's radial direction.

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

[0024] The tread portion 1A is made of rubber material (tread rubber). The tread portion 1A is exposed at the outermost edge in the radial direction of the non-pneumatic tire, and its surface forms the outline of the non-pneumatic tire. On the outer circumferential surface of the tread portion 1A, that is, the tread surface that contacts the road surface when driving, a tread surface 1Aa is formed. The tread surface 1Aa has a plurality (four in Figure 3) of circumferential main grooves 1Ab that extend in the circumferential direction of the tire. The tread surface 1Aa is then partitioned by these plurality of circumferential main grooves 1Ab and has a plurality (five in Figure 3) of land portions 1Ac that extend along the circumferential direction of the tire and are arranged in the width direction of the tire. Although not explicitly shown in the figure, the tread surface 1Aa may also have lug grooves that intersect the circumferential main grooves 1Ab, and the land portions 1Ac may be divided in the circumferential direction of the tire by these lug grooves.

[0025] The tread reinforcement layer 1B is mainly composed of rubber and resin material. The tread reinforcement layer 1B is positioned on the inner side of the tread portion 1A in the tire radial direction and along the outer surface of the outer rim 3.

[0026] As described above, when a non-pneumatic tire is in motion and rotates in the circumferential direction, opposing forces act on the outer wheel 3 and inner wheel 4 in the circumferential direction. This generates a tensile resistance in the radial direction of the tire on the spokes 5, creating rigidity that prevents relative rotation between the outer wheel 3 and inner wheel 4. Furthermore, when braking from this motion, opposing forces act on the outer wheel 3 and inner wheel 4 in the opposite circumferential direction, generating tension in the spokes 5 in the radial direction of the tire and preventing relative rotation between the outer wheel 3 and inner wheel 4. In other words, the non-pneumatic tire increases the circumferential rigidity between the outer wheel 3 and inner wheel 4, thus stabilizing handling during braking. Moreover, since the spokes 5 are connected between supports by connecting parts, the stress generated during braking is distributed to the connecting parts and the respective supports on both sides, preventing stress concentration at the joints between the outer wheel 3 or inner wheel 4 and the spokes 5, thus maintaining durability.

[0027] In this embodiment of the non-pneumatic tire, the spoke structure 2 has multiple spoke supports 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, 5IA, 5J arranged at intervals in the circumferential direction of the tire. In addition, there are gaps between the spoke supports 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, 5IA and the connecting parts 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, 5IB. Furthermore, there are gaps between the spokes 5 and the outer rim 3 or inner rim 4. That is, at least a portion of the spoke structure 2 is arranged intermittently. In addition, in this embodiment of the non-pneumatic tire, at least a portion of the surface of the spoke structure 2 has a contact angle with water of 75° or more. In other words, at least a portion of the surface of the outer ring 3, inner ring 4, and spokes 5 that constitute the spoke structure 2 has a contact angle of 75° or more with respect to water.

[0028] The contact angle with respect to water is obtained according to JIS R3257 by dropping 5 μL of water onto the target surface at room temperature (e.g., under conditions of 25°C) and measuring it after 30 seconds. For measuring instruments, for example, a contact angle meter manufactured by Kyowa Interface Science Co., Ltd. is used.

[0029] With this non-pneumatic tire, by making the contact angle of at least a portion of the surface of the spoke structure 2 with water 75° or more, even if dirty water enters the gaps created by the intermittent arrangement of at least a portion of the spoke structure 2, it can be quickly removed. As a result, the non-pneumatic tire of this embodiment has excellent stain resistance and can prevent dirt from getting on the tire.

[0030] Furthermore, in the non-pneumatic tire of the embodiment, at least a portion of the surface of the spoke structure 2 has a surface free energy of 45 mJ / m 2 The following applies:

[0031] The surface free energy was determined using the extended Fowkes equation (J.Appl.Polym.Sci,13,1741-1747(1969)) by measuring the contact angle of droplets formed on a sample plate, using water and methylene iodide as the liquids. The contact angle was measured as described above.

[0032] According to this non-pneumatic tire, at least a portion of the surface of the spoke structure 2 has a surface free energy of 45 mJ / m 2 By doing the following, even if dirty water enters the gaps created by the intermittent arrangement of at least a portion of the spoke structure 2, it can be quickly removed. As a result, the non-pneumatic tire of this embodiment has excellent stain resistance and can prevent dirt from getting in.

[0033] Furthermore, in the non-pneumatic tire of the embodiment, the spoke structure 2 has a water-repellent surface treatment applied to at least a portion of its surface.

[0034] Water-repellent surface treatments include, for example, fluorine-based treatments (films / coatings), silicone-based treatments (films / coatings), and surface treatments with microscopic, uneven structures on a μm scale that produce the lotus effect.

[0035] With this non-pneumatic tire, by applying a water-repellent surface treatment to at least a portion of the surface of the spoke structure 2, even if dirty water enters the gaps created by the intermittent arrangement of at least a portion of the spoke structure 2, it can be quickly removed. As a result, the non-pneumatic tire of this embodiment has excellent stain resistance and can prevent dirt from getting on it.

[0036] Furthermore, in the non-pneumatic tire of the embodiment, as shown in Figures 13 to 15, the spokes 5 have a fluid-guiding uneven shape 12 formed on at least a portion of their surface.

[0037] The spoke 5 consists of multiple support members 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, 5IA, and 5J arranged at intervals in the circumferential direction of the tire. The spoke structure 2 also has support members 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, 5IA, and 5J of the spoke 5, as well as connecting parts 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, and 5IB, and a recessed or uneven shape 12 is formed on any or at least a part of these. The recessed or uneven shape 12 has a surface shape such as a concave groove (serration) shape or a convex ridge shape.

[0038] In Figure 13, the uneven surface 12 is formed by extending inclined in the same direction as the tire diameter and tire circumferential direction, with the tire equatorial plane CL as the boundary, and extending outward in the tire width direction from the tire equatorial plane CL side. Multiple uneven surfaces are arranged side by side at intervals in the tire diameter and tire circumferential directions. When the uneven surface 12 is inclined in the tire diameter direction, it is formed inclined outward or inward in the tire diameter direction. In addition, although the uneven surface 12 is bounded by the tire equatorial plane CL in Figure 13, it may be bounded by a point in the tire width direction. Also, although the uneven surface 12 is provided continuously in the direction of inclination in Figure 13, it may be provided discontinuously in the direction of inclination, at least a portion of it.

[0039] In Figure 14, the uneven surface 12 extends from one end to the other in the tire width direction and is formed with an inclination in the tire diameter direction and tire circumferential direction, which are plate-like extension directions. Multiple uneven surfaces are arranged side by side at intervals in the tire diameter direction and tire circumferential direction. In Figure 14, the uneven surface 12 is provided continuously in the inclination direction, but at least a portion of it may be provided intermittently in the inclination direction.

[0040] In Figure 15, the uneven surface 12 extends along the tire diameter direction and tire circumferential direction, which are the plate-like extension directions, and is provided in multiples at intervals in the tire width direction. In Figure 15, the uneven surface 12 is provided as a continuous extension, but at least a portion of it may be provided intermittently.

[0041] With this non-pneumatic tire, the formation of uneven surfaces 12 on at least a portion of the surface of the spokes 5 adds an effect that causes fluid to flow in specific directions such as the tire's radial direction, tire's width direction, and tire's circumferential direction. This allows contaminated water to move smoothly to the outside, improving stain resistance.

[0042] In the non-pneumatic tire of the embodiment, it is particularly preferable that the connecting portions 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, and 5IB have an uneven shape 12.

[0043] Since the connecting parts 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, and 5IB connect the supports 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, and 5IA, even if a part of the supports 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, and 5IA is missing, the reduction in load-bearing function can be suppressed, preventing a sudden inability to move. Furthermore, by forming the uneven shape 12 on these connecting parts 5AB, 5BBa, 5BBb, 5CB, 5DB, 5EB, 5FB, 5GBa, 5GBb, 5HB, and 5IB, the anti-fouling effect can be improved.

[0044] Furthermore, in the non-pneumatic tire of the embodiment, as shown in Figures 13, 14, and 16, the outer rim 3 or the inner rim 4 has a fluid-guiding uneven shape 12 formed on at least a portion of its surface.

[0045] In Figure 13, the uneven surface 12 is formed with the tire equatorial plane CL as the boundary, extending in the same direction as the tire circumferential direction from the tire equatorial plane CL side toward the outside in the tire width direction, and multiple uneven surfaces are arranged in a row at intervals in the tire circumferential direction. In Figure 13, the uneven surface 12 is formed with the tire equatorial plane CL as the boundary, but the boundary may also be somewhere in the tire width direction. In Figure 13, the uneven surface 12 is provided continuously in the direction of inclination, but at least a part of it may be provided intermittently in the direction of inclination.

[0046] In Figure 14, the uneven surface 12 extends from one end to the other in the tire width direction and is formed with an inclination in the tire circumferential direction, and multiple such surfaces are arranged in a row at intervals in the tire circumferential direction. In Figure 14, the uneven surface 12 is provided continuously in the inclination direction, but at least a portion of it may be provided intermittently in the inclination direction.

[0047] In Figure 16, the uneven surface 12 extends from one end to the other in the tire width direction and is provided in multiples at intervals in the tire circumferential direction. Furthermore, although the uneven surface 12 is provided continuously in the tire width direction in Figure 16, it may also be provided intermittently in at least a portion of the tire width direction.

[0048] With this non-pneumatic tire, the formation of an uneven surface 12 on at least a portion of the surface of the outer rim 3 or inner rim 4 adds an effect that causes fluid to flow in the tire width direction, thus allowing dirty water to move smoothly to the outside and improving stain resistance.

[0049] Furthermore, in the non-pneumatic tire of the embodiment, the spoke structure 2 is formed of a polymer material in at least a portion of it.

[0050] Polymer materials are preferably those that offer a good balance of moldability, processing, physical properties, and weight. Examples include polyamide (PA), polyester (PEs), polyolefin (PO), polyurethane (PU), epoxy resin, polycarbonate (PC), polystyrene (PS), polysulfone (PSF), polyphenylsulfone (PPSU), polyacetal (POM), polyphenylene sulfide (PPS), modified polyphenylene ether (modified PPE), polylactic acid (PLA), polyhydroxyalkanoate (PHA), polyvinyl chloride (PVC), fluororesin, polyvinyl fluoride (PVF), polymethyl methacrylate (PMMA), and acrylonitrile butadiene. Examples include styrene copolymer resin (ABS), ethylene-vinyl alcohol copolymer (EVOH), polyethersulfone (PES), polyphenylene oxide (PPO), polyetheretherketone (PEEK), polyimide (PI), polyamideimide (PAI), polyetherimide (PEI), polyarylate (PAR), polyamide elastomer (TPAE), polyester elastomer (TPC), polyolefin elastomer (TPO), polystyrene elastomer (TPS), and polyurethane elastomer (TPU). These polymer materials may be used individually or in blends of two or more types, or blended with diene rubber or non-diene rubber.

[0051] Furthermore, in the non-pneumatic tire of this embodiment, the outer rim 3 or tread ring 1 has a protruding structure 13 that protrudes outward in the tire width direction from the spokes 5.

[0052] In Figure 17, the protruding structure 13 is formed such that the tire width dimension W2 of the outer rim 3 and tread ring 1 is larger than the tire width dimension W1 of the spoke 5. In Figure 17, the tire width dimension W2 of the outer rim 3 and tread ring 1 is larger than the tire width dimension W1 of the spoke 5, but the tire width dimension W2 of the outer rim 3 or tread ring 1 may be larger than the tire width dimension W1 of the spoke 5. In Figure 17, the tire width dimension W2 of the outer rim 3 and tread ring 1 is larger than the tire width dimension W1 of the spoke 5 on both sides in the tire width direction, but this may be on only one side in the tire width direction.

[0053] In Figure 18, the protruding structure 13 is provided as a separate component that protrudes outward in the tire width direction from the outer rim 3. In Figure 18, the protruding structure 13 is provided on the outer rim 3, but it may also be provided on the tread ring 1. In Figure 18, the protruding structure 13 is provided on both sides in the tire width direction, but it may also be provided on only one side in the tire width direction.

[0054] With this non-pneumatic tire, the protruding structure 13 allows the spokes 5 to be formed with a smaller width relative to the outer rim 3 and tread ring 1. As a result, the spokes 5 are less susceptible to splashes of dirt from the road surface, making them less prone to getting dirty. Consequently, the non-pneumatic tire of this embodiment has excellent dirt resistance and can prevent dirt from getting on the tire.

[0055] Furthermore, in the non-pneumatic tire of the embodiment, as shown in Figure 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 portion 1Bb in which at least one end in the tire width direction of the reinforcing cord 1Ba, which is made of metal cords or organic fibers, is folded back. Preferably, the folded portion 1Bb is folded so that its end faces outward in the tire radial direction. When forming the tread reinforcing layer, the production efficiency of the tread reinforcing layer forming process is improved by winding at least one tread reinforcing layer of any length onto the forming drum and then folding the end outward in the tire radial direction. It is also possible to fold it inward in the tire radial direction, but in this case, it becomes difficult to visually check the condition of the step in the folded portion and the degree of circumferential variation of the end in a subsequent process, which may induce vulcanization failures caused by air trapped during forming. As the tread reinforcement layer 1B, a belt layer in which metal cords, commonly used in pneumatic tires, are embedded in a diene-based rubber composition can also be used.

[0056] The polymer material constituting the tread reinforcement layer 1B is preferably rubber and / or resin.

[0057] The rubber constituting the tread reinforcement layer 1B is preferably a diene rubber or a thermoplastic elastomer. Examples of diene rubbers include styrene-butadiene rubber (SBR), butadiene rubber (BR), natural rubber (NR), isoprene rubber (IR), ethylene propylene diene rubber (EPDM), nitrile rubber (NBR), butyl rubber (IIR), and chloroprene rubber (CR). Examples of thermoplastic elastomers include polyamide elastomers (TPAE), polyester elastomers (TPC), polyolefin elastomers (TPO), polystyrene elastomers (TPS), and polyurethane elastomers (TPU). These rubbers may be used individually or in blends, and the composition may also include additives such as fillers, crosslinking agents, vulcanization accelerators, anti-aging agents, and softeners.

[0058] Examples of resins that make up the tread reinforcement layer 1B include polyamide (PA), polyester (PEs), polyolefin (PO), polyurethane (PU), epoxy resin, polycarbonate (PC), polystyrene (PS), polysulfone (PSF), polyphenylsulfone (PPSU), polyacetal (POM), polyphenylene sulfide (PPS), modified polyphenylene ether (modified PPE), polylactic acid (PLA), polyhydroxyalkanoate ester (PHA), polyvinyl chloride (PVC), fluororesin, polyvinyl fluoride (PVF), polymethyl methacrylate (PMMA), acrylonitrile butadiene styrene copolymer resin (ABS), ethylene vinyl alcohol copolymer (EVOH), polyethersulfone (PES), polyphenylene oxide (PPO), polyetheretherketone (PEEK), polyimide (PI), polyamideimide (PAI), polyetherimide (PEI), and polyarylate (PAR). These resins may be used individually or in blends, and the compositions may also include additives such as fillers, reinforcing agents, antioxidants, plasticizers, and processing aids. Furthermore, rubber and resin may be blended together.

[0059] The reinforcing cord 1Ba is provided along the tire width direction and is spaced apart in the tire circumferential direction. The reinforcing cord 1Ba may be provided parallel to the tire width direction or at a predetermined angle (greater than 0 and 90 degrees or less) in the tire circumferential direction. As shown in Figures 19 to 24, when multiple tread reinforcing layers 1B are stacked in the tire radial direction, the reinforcing cords 1Ba may be provided at different angles relative to the tire circumferential direction. To ensure the durability of the ends of the folded portions 1Bb, it is preferable that the folded width H1 of the reinforcing cord 1Ba, which is folded inward in the tire width direction from the end of the tread reinforcing layer 1B, is at least 5 mm. More preferably, the folded width H1 is 10 mm or more. The tread reinforcing layer 1B has folded portions 1Bb provided at both ends of the reinforcing cord 1Ba in the tire width direction, and as shown in Figures 21 and 22, the folded portions 1Bb at both ends may overlap each other within the tire width direction range of the tread reinforcing layer 1B. If the folded portions 1Bb at both ends overlap, it is preferable that the distance H2 between the ends be at least 5 mm. More preferably, the distance H2 between the ends should be 10 mm or more.

[0060] With this non-pneumatic tire, a tread reinforcement layer 1B is provided on the tread ring 1, and a folded portion 1Bb is provided on the reinforcing cord 1Ba of the tread reinforcement layer 1B, thereby reinforcing the ends of the tread ring 1 in the tire width direction and improving durability.

[0061] Furthermore, in the non-pneumatic tire of the embodiment, the tread ring 1 includes at least one belt reinforcement layer 1C, as shown in Figures 19 to 24.

[0062] The belt reinforcement layer 1C is made of rubber or resin, or fiber-reinforced rubber (FRR) or fiber-reinforced plastic (FRP). The belt reinforcement layer 1C has a thickness of 0.5 mm to 3.0 mm in the tire diameter direction, a predetermined width in the tire width direction, and is arranged along the tire circumferential direction. The belt reinforcement layer 1C is laminated together with the reinforcing cord 1Ba in the tread reinforcement layer 1B. As shown in Figures 19 to 24, the belt reinforcement layer 1C is arranged so as to be surrounded by the folded portion 1Bb of the reinforcing cord 1Ba.

[0063] According to this non-pneumatic tire, the strength of the tread reinforcement layer 1B can be improved by including the belt reinforcement layer 1C. The belt reinforcement layer 1C can contribute to strength improvement if its thickness is 0.5 mm or more, and it is preferable that its thickness be 3.0 mm or less in order to suppress an excessive increase in tire weight.

[0064] Furthermore, in the non-pneumatic tire of the embodiment, the tread ring 1 includes at least one carbon fiber reinforced resin layer.

[0065] 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 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 tread reinforcement layer 1B described above, or as the belt reinforcement layer 1C described above.

[0066] According to this non-pneumatic tire, carbon fiber reinforced plastic has high strength per unit weight, so by including this carbon fiber reinforced resin layer, it is possible to reduce the weight of the tire while improving the cushioning function of the tread ring 1.

[0067] Furthermore, 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 to 300 GPa, and a tensile modulus E(TD) in the tire width direction of 1 MPa to 250 GPa.

[0068] This non-pneumatic tire ensures an appropriate amount of deflection, preventing excessive rigidity in the tire's circumferential direction 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, while improving the cushioning function of the tread ring 1 by setting it to 1000 MPa or more. Furthermore, this non-pneumatic tire ensures sufficient rigidity in the tire's width direction 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, while ensuring rigidity in the tire's width direction by setting it to 1 MPa or more. This satisfies the shear deformation in the contact area in the width direction during steering, obtaining sufficient reaction force and ensuring directional stability. Therefore, the non-pneumatic tire of this embodiment can balance weight reduction, load support function, and directional stability by appropriately maintaining the range of tensile modulus E(MD) and tensile modulus E(TD) of the carbon fiber reinforced resin layer.

[0069] Furthermore, in the non-pneumatic tire of the embodiment, as shown in Figure 3, the outer rim 3 includes an outer rim reinforcing cord 6 made of metal cord or organic fiber.

[0070] The outer rim reinforcing cord 6 is positioned to straddle at least two of the adjacent support members 5AA, 5BAa, 5BAb, 5CA, 5DA, 5EA, 5FA, 5GA, 5HA, 5IA, and 5AA of the spoke 5 described above in the tire circumferential direction. The outer rim reinforcing cord 6 is embedded in the outer rim 3 with the wire material stretched by 1% or more.

[0071] With this non-pneumatic tire, the outer rim reinforcing cord 6 can suppress buckling of the contact area in the tread ring 1 attached to the outer rim 3.

[0072] Furthermore, in the non-pneumatic tire of the embodiment, the spokes 5 include spoke reinforcement 7, as shown in Figure 25. Although Figure 25 shows an example in which the spoke reinforcement 7 is applied to the spokes 5A of the non-pneumatic tire of the form shown in Figure 2, it may also be applied to spokes 5 of other forms.

[0073] The spoke reinforcement 7 can be made of a metal cord or an organic fiber. The spoke reinforcement 7 is provided on at least one of the support 5AA or connecting portion 5AB that constitute the spoke 5A, and is embedded inside the support 5AA or connecting portion 5AB along the direction in which the support 5AA or connecting portion 5AB extends and along the tire width direction.

[0074] With this non-pneumatic tire, the spoke reinforcement material 7 can reinforce the spokes 5, improving durability.

[0075] Furthermore, in the non-pneumatic tire of the embodiment, as shown in Figure 26, the spoke structure 2 is formed with at least one of the outer rim 3, inner rim 4, and spokes 5 being formed independently. Figure 26 shows a configuration in which the spoke structure 2 is formed with the outer rim 3, inner rim 4, and spokes 5 being formed independently via joints 8 such as adhesive, welding, crimping, fitting, and interlocking.

[0076] This non-pneumatic tire allows for greater manufacturing flexibility by independently forming at least one component of the spoke structure 2, such as the outer rim 3, inner rim 4, and spokes 5.

[0077] Furthermore, in the non-pneumatic tire of the embodiment, as shown in Figures 27 and 28, at least a portion of the spoke 5 includes a structure 9 or material 10 with lower fatigue durability than the surrounding portion. Although Figures 27 and 28 show an example in which the structure 9 or material 10 with lower fatigue durability is applied to the spoke 5A of the non-pneumatic tire of the form shown in Figure 2, it may also be applied to spokes 5 of other forms.

[0078] Structure 9, which has low fatigue durability, is provided by notches, grooves, thin-walled sections, etc., using the same material as the surrounding parts. In addition, material 10, which has low fatigue durability, is formed from a different material than the surrounding parts.

[0079] According to this non-pneumatic tire, if at least a portion of the spokes 5 includes a structure 9 or material 10 with lower fatigue durability than the surrounding portion, damage to the structure 9 or material 10 due to fatigue degradation can provide a fatigue indicator that determines the degree of fatigue degradation of the entire tire, thereby improving safety.

[0080] Furthermore, in the non-pneumatic tire of the embodiment, as shown in Figure 29, the spoke structure 2 is composed of multiple segments 2A, 2B, and 2C. Figure 29 shows an example in which the spoke structure 2 is composed of multiple segments 2A, 2B, and 2C divided in the tire width direction, but it may also be composed of multiple segments divided in the tire circumferential direction. The segments are formed by integrally molding multiple members of the outer rim 3, inner rim 4, and spokes 5 of the spoke structure 2.

[0081] This non-pneumatic tire allows for improved assembly by composing the spoke structure 2 with multiple segments 2A, 2B, and 2C. Furthermore, each segment 2A, 2B, and 2C may have interlocking joints, improving positioning accuracy of the joints during the manufacturing process and enhancing tire uniformity. It is also preferable to use materials for each segment 2A, 2B, and 2C that possess both thermal and ultraviolet (UV) reaction properties, ensuring dimensional accuracy as a semi-finished product (UV cured) during manufacturing while maintaining the strength of the joints after final assembly (thermal curing). Using materials with two reaction properties—thermal and UV—is preferable in terms of durability, as it allows for uniformity of mechanical properties such as fracture strength, elongation, and modulus at the layered interface during 3D printing of each segment.

[0082] Furthermore, in the non-pneumatic tire of the embodiment, the outer rim, inner rim, spoke structure, and part of the tread ring may include a material with a lower electrical resistivity than the adjacent parts.

[0083] The material with low electrical resistivity is a different material from the surrounding area and may be a conductive material such as a conductive polymer or a metal, or it may be a material with high electrical resistivity to which a conductive agent such as a conductive filler has been added to impart conductivity.

[0084] These non-pneumatic tires suppress the buildup of static electricity caused by friction during driving, preventing electric shock to passengers and electrical damage to onboard electronic components. [Examples]

[0085] Figures 30 to 33 are charts showing the results of performance tests on the non-pneumatic tires according to the embodiment. Below, we will describe the performance evaluation tests conducted on the comparative non-pneumatic tire and the non-pneumatic tire according to the embodiment.

[0086] The performance evaluation test involved verifying the stain resistance of a non-pneumatic tire with a radial dimension (outer diameter) of 490 mm and a width dimension (width) of 150 mm. In this test, the non-pneumatic tire, sprayed with muddy water, was driven on a drum at a speed of 40 km / h for 5 minutes. Then, 10 panelists stood in a position to view the side of the tire directly and visually observed the degree of staining, assigning scores according to the following criteria. A total score of 36-40 was rated A, 26-35 was rated B, 16-25 was rated C, and 10-15 was rated D. As a result, tires rated A or B were evaluated as having excellent stain removal properties. (Score: Judging Criteria) 4: I feel it is beautiful. 3: I feel it is relatively beautiful. 2: I feel it is relatively dirty. 1: I feel very dirty.

[0087] In the comparative example, the non-pneumatic tire has a contact angle of less than 75° (70°) between the surface of the spoke structure and water. On the other hand, in the example, the non-pneumatic tire has a contact angle of 75° or more between the surface of the spoke structure and water.

[0088] In the examples, the following resins were used. • 66 Nylon (PA66): Ube Industries, Ltd., UBE Nylon 2020B • Polyethylene terephthalate (PET): Toyobo Co., Ltd., EMC-500 • Polyvinyl chloride (PVC): Kaneka Corporation, Straight PVC S1007 • Polystyrene (PS): DIC Corporation, DIC Styrene (registered trademark) CR-2500 • Polyethylene (PE): Nippon Polyethylene Co., Ltd., Novatec® HD HJ491 • Polypropylene (PP): Prime Polymer Co., Ltd., Prime Polypro (registered trademark) J715M • Fluoropolymer (PTFE): AGC Inc., Fluon® PTFE G163 • Polycarbonate (PC): Mitsubishi Chemical Corporation, Yupiron (registered trademark) H-2000 • Polyethersulfone (PES): Sumitomo Chemical Co., Ltd., Sumika Excel (registered trademark) PES 3600G • Polyurethane (TPU): Miractran Japan Co., Ltd., Miractran (registered trademark) U390PSWI

[0089] In the examples, the following coating agents were used. • Fluorine coating: Fine Chemical Japan Co., Ltd., Fluoroplacoat • Silicone coating: Shin-Etsu Chemical Co., Ltd., KR-400

[0090] As shown in the test results in Figures 30 to 33, the non-pneumatic tire of the example exhibits superior stain resistance compared to the comparative example. [Explanation of Symbols]

[0091] 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 section 6. Outer ring reinforcement cord 7 Spoke reinforcement 9. Structures with low fatigue durability 10. Materials with low fatigue resistance 12 Uneven shape 13 Protruding structure

Claims

1. The spoke structure comprises an outer ring and an inner ring connected by spokes, and a tread ring positioned on the outer circumference of the outer ring of the spoke structure. The spoke structure is arranged intermittently in at least a portion thereof, and at least a portion of its surface has a contact angle with water of 75° or more. The spokes are arranged in a plurality along the surface at intervals, with at least a portion of the surface having an uneven shape that guides fluid along the surface. Non-pneumatic tires.

2. The spoke structure has a surface free energy of 45 mJ / m², at least a portion of which is on the surface. ２ The non-pneumatic tire according to claim 1, which is as follows:

3. The non-pneumatic tire according to claim 1 or 2, wherein at least a portion of the surface of the spoke structure is treated with a water-repellent surface coating.

4. The spokes include a plurality of support members arranged in the circumferential direction of the tire, connecting the outer ring and the inner ring, and connecting portions that connect adjacent support members in the circumferential direction of the tire. A non-pneumatic tire according to any one of claims 1 to 3, wherein the uneven shape is formed on at least a portion of the surface of the connecting portion.

5. The non-pneumatic tire according to any one of claims 1 to 4, wherein the outer circumferential ring or the inner circumferential ring has a fluid-guiding, uneven shape formed on at least a portion of its surface.

6. The non-pneumatic tire according to any one of claims 1 to 5, wherein the spoke structure is formed of a polymer material in at least part of it.

7. The non-pneumatic tire according to any one of claims 1 to 6, wherein the outer rim or the tread ring has a protruding structure that protrudes outward in the tire width direction from the spokes.

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

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

10. The non-pneumatic tire according to claim 9, 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.

11. The non-pneumatic tire according to any one of claims 1 to 10, wherein the outer rim includes an outer rim reinforcing cord made of a metal cord or organic fiber.

12. The non-pneumatic tire according to any one of claims 1 to 11, wherein the spokes include spoke reinforcement material.

13. The non-pneumatic tire according to any one of claims 1 to 12, wherein the spoke structure comprises at least one independently formed member.

14. A non-pneumatic tire according to any one of claims 1 to 13, wherein at least a portion of the spokes includes a structure or material that has lower fatigue durability than the surrounding portion.

15. A non-pneumatic tire according to any one of claims 1 to 14, wherein a portion of the outer rim, the inner rim, the spokes, and the tread ring includes a material with a lower electrical resistivity than the adjacent portion.

16. The spoke structure is composed of a plurality of segments, as described in any one of claims 1 to 15, for a non-pneumatic tire.

Images