JP7643164B2 - Airless tires - Google Patents

Description

The present invention relates to an airless tire.

For example, Patent Document 1 discloses an airless tire that includes a mounting body that is attached to an axle, a ring-shaped body that surrounds the mounting body from the outside in the tire radial direction, and an elastic connecting body that supports the mounting body and the ring-shaped body so that they can be displaced. The elastic connecting body is made of a synthetic resin material, and a metal reinforcing member is embedded in the elastic connecting body. Patent Document 1 discloses that the strength of the elastic connecting body can be adjusted by using the reinforcing member.

Patent No. 6619552

The vertical spring constant of an airless tire is strongly influenced by the mechanical properties of the elastic connector. However, conventional airless tires have not been able to simultaneously solve the problems of improving ride comfort in a certain load range while maintaining vehicle posture in a load range greater than this range.

The present invention was made in consideration of these problems, and its purpose is to provide an airless tire that can simultaneously improve ride comfort and maintain vehicle posture.

An airless tire according to one embodiment of the present invention has an inner tube portion that is coupled to the outer peripheral surface of a wheel portion, an outer tube portion that is coupled to the inner peripheral surface of an outer ring portion, and a connecting member that elastically connects the inner tube portion and the outer tube portion. The tire load-deflection diagram shows the relationship between the load acting on the wheel portion and the amount of tire deflection, which is specified as the amount of displacement of the wheel center. If the slope of the tire load-deflection diagram in a first load range is KB and the slope of the tire load-deflection diagram in a second load range that is larger than the first load range is KC, then KC is larger than KB.

This invention makes it possible to improve ride comfort while maintaining vehicle posture.

FIG. 1 is a side view showing an airless tire. FIG. 2 is a perspective cross-sectional view showing a main part of the airless tire shown in FIG. FIG. 3 is a cross-sectional view that illustrates a schematic configuration of the elastic connector. FIG. 4 is an explanatory diagram showing the relationship between the load acting on an airless tire and the amount of deflection. FIG. 5 is a diagram showing a load-deflection diagram of an airless tire. FIG. 6 is a diagram showing a stress-strain diagram of the main member, which shows the relationship between stress and strain when a tensile load acts on the main member. FIG. 7 is a cross-sectional view showing an elastic connector according to a modified example. FIG. 8 is a cross-sectional view showing an elastic connector according to a modified example. FIG. 9 is a cross-sectional view showing the state of stress acting on the elastic connector in a compressed state. FIG. 10 is a cross-sectional view showing the state of stress acting on the elastic connector in a tensile state. FIG. 11 is a cross-sectional view showing an elastic connector according to a modified example. FIG. 12 is a cross-sectional view showing an elastic connector according to a modified example.

Embodiments of the present invention will be described below with reference to the drawings. In the description of the drawings, identical parts are given the same reference numerals and the description will be omitted.

The configuration of an airless tire 1 according to this embodiment will be described with reference to Figures 1 and 2. The airless tire 1 has a wheel portion 2, an elastic connector 3, and an outer peripheral ring portion 4. Note that the wheel portion 2 is omitted from Figure 2.

The wheel portion 2 has a disk shape. The wheel portion 2 is a member to which the axle of the vehicle is connected, and is fixed to the axle via a hub by fastening means such as a bolt. The axle is fixed to the wheel center of the wheel portion 2. The wheel center corresponds to the rotation axis of the airless tire 1. The wheel portion 2 is made of a metal material such as an aluminum alloy.

The elastic connector 3 is disposed radially outward of the wheel portion 2 and radially inward of the outer circumferential ring portion 4. The elastic connector 3 serves to connect the wheel portion 2 and the outer circumferential ring portion 4. The elastic connector 3 is formed from an elastically deformable material such as resin or rubber. The elastic deformation of the elastic connector 3 enables the airless tire 1 to support the weight of the vehicle and absorb impacts input from the ground.

The elastic connector 3 has an inner tube 31, multiple connecting members 32, and an outer tube 33. The inner tube 31, multiple connecting members 32, and outer tube 33 are integrally formed.

The inner tube portion 31 is disposed radially outward of the wheel portion 2. The inner tube portion 31 has a cylindrical shape, and the inner peripheral surface of the inner tube portion 31 is connected to the outer peripheral surface of the wheel portion 2.

The multiple connecting members 32 are spaced apart in the tire circumferential direction and extend radially along the tire radial direction. Each connecting member 32 elastically connects the inner tube portion 31 and the outer tube portion 33. The outer end of the connecting member 32 in the tire radial direction is connected to the inner peripheral surface of the outer tube portion 33, and the inner end of the connecting member 32 in the tire radial direction is connected to the outer peripheral surface of the inner tube portion 31.

A space is formed between a pair of connecting members 32 adjacent in the tire circumferential direction, the inner tube portion 31, and the outer tube portion 33, and this space is connected in the tire rotation axis direction. The space may be filled with a material different from the material forming the elastic connecting body 3.

The outer tube portion 33 is disposed radially inward of the outer ring portion 4. The outer tube portion 33 has a cylindrical shape, and the outer peripheral surface of the outer tube portion 33 is connected to the inner peripheral surface of the outer ring portion 4.

When connecting the inner tube portion 31 and the outer tube portion 33, the structure is not limited to a structure in which multiple connecting members 32 are arranged radially. It may be a cellular type having a honeycomb structure, or a void structure other than a radial shape.

The outer ring portion 4 is arranged concentrically on the outer side of the wheel portion 2 in the tire radial direction, separated by the elastic connecting body 3. The outer ring portion 4 has a cylindrical shape, and the outer peripheral surface of the outer ring portion 4 becomes the contact surface that comes into contact with the ground.

The outer ring portion 4 has the function of supporting the load input to the wheel portion 2, and contains a base material such as rubber and reinforcing fibers such as steel cords contained within the base material. A groove pattern called a tread pattern is engraved on the outer peripheral surface of the outer ring portion 4.

The wheel portion 2 and the inner cylinder portion 31, and the outer cylinder portion 33 and the outer ring portion 4 are joined by, for example, an adhesive. However, the joining method is not limited to this, and may be mechanical, snap-fit, etc.

The airless tire 1 configured in this way is fixed to the axle via a hub provided on the vehicle. The force (driving force or braking force) generated on the vehicle side is transmitted to the ground via the wheel portion 2, the elastic connector 3, and the outer peripheral ring portion 4. Furthermore, when the airless tire is steered, the outer peripheral ring portion 4 generates a force (lateral force) in the tire rotation axis direction (tire width direction) due to a misalignment between the tire travel direction and the tire center direction.

Figure 3 shows a schematic cross-sectional structure of the connecting member 32 as viewed from the tire rotation axis direction. The up-down direction of the paper in Figure 3 corresponds to the tire radial direction, with the upper side of the paper corresponding to the outer side in the tire radial direction and the lower side of the paper corresponding to the inner side in the tire radial direction. Ro indicates the radius from the tire rotation center to the inner peripheral surface 33a of the outer tube portion 33 (hereinafter referred to as the "inner diameter of the outer tube portion 33"). Ri indicates the radius from the tire rotation center to the outer peripheral surface 31a of the inner tube portion 31 (hereinafter referred to as the "outer diameter of the inner tube portion 31").

The structure of the connecting member 32 that constitutes the elastic connector 3 will be described. In the following description, one connecting member 32 out of the multiple connecting members 32 that constitute the elastic connector 3 will be illustrated, but the same applies to the other connecting members 32.

The connecting member 32 is composed of a main member 32a and a reinforcing member 32b. In the example shown in FIG. 3, the reinforcing member 32b is contained inside the main member 32a and is integrated with the main member 32a. The reinforcing member 32b is arranged so as to be aligned with a neutral line passing through the center of the connecting member 32 when viewed from the tire rotation axis direction.

The relationship between the load acting on an airless tire and the amount of deflection will be described with reference to FIG. 4. In an airless tire 1, a load acts on the wheel section 2 to which the axle is fixed. A load acts on the wheel section 2 in a direction perpendicular to the tire rotation axis. Typically, a vertical load that presses the wheel section 2 toward the ground acts on the wheel section 2. When the ground is a horizontal surface, a vertical load corresponds to a vertical load. When a load acts on the wheel section 2, the wheel center 2a, which is the center of the wheel section 2, moves vertically downward. The amount of displacement of the wheel center 2a when a load is acting on the wheel section 2 is the amount of deflection D1 of the airless tire 1, based on the wheel center 2a when no load is acting on the wheel section 2 and no load is acting on the wheel section 2.

The load-deflection diagram of the airless tire 1 will be described with reference to FIG. 5. The load-deflection diagram of the airless tire 1 shows the relationship between the vertical load acting on the wheel portion 2 and the amount of deflection of the airless tire 1, which is specified as the amount of displacement of the wheel center. As shown in FIG. 5, the load-deflection diagram of the airless tire 1 has a different gradient depending on the load range acting on the wheel portion 2. In the load-deflection diagram of the airless tire 1, the gradient in the low load range (third load range) from zero to load F1 is KA, and the gradient in the medium load range (first load range) from load F1 to load F2 is KB. Moreover, the gradient in the high load range (second load range) of loads F2 and above is KC.

Of the three load ranges mentioned above, the low load range is a load range that includes no load (zero load). The medium load range is a load range that includes the design standard load Fa, and the high load range is a load range that includes the maximum load Fb. The design standard load Fa is a load that is designed in advance assuming that the vehicle is traveling at a constant speed on a flat road surface, and is defined based on the vehicle specifications, etc. The maximum load Fb is a load that is designed in advance assuming the maximum load when the vehicle is in use, and is defined based on the vehicle specifications, etc.

In this way, the load-deflection diagram of the airless tire 1 has nonlinear characteristics and is a curve with at least two bends. The gradients KA, KB, and KC of each load range have a relationship in which KA is greater than KB, and KC is greater than KB. In other words, the following relationship holds for the gradients KA, KB, and KC of each load range.
KC>KB, KA>KB

Since the gradient KB at the design standard load Fa is small, the vertical spring constant at the design standard load Fa is small, and the ride comfort can be improved. On the other hand, since the gradient KC at the maximum load Fb is large, the rigidity of the airless tire 1 at the maximum load Fb is high, and the vehicle posture can be maintained. This makes it possible to achieve both an improvement in ride comfort at the design standard load Fa and the maintenance of the vehicle posture at the maximum load Fb.

5, the airless tire 1 of this embodiment is designed so that the deflection amount Da corresponding to the maximum load Fb satisfies the following relationship with respect to the maximum deflection amount Db of the airless tire 1. Here, the maximum deflection amount Db of the airless tire 1 corresponds to a value obtained by subtracting the outer diameter Ri of the inner tube portion 31 from the inner diameter Ro of the outer tube portion 33 when no load is applied.
Da < 0.5 × Db = 0.5 × (Ro - Ri)

We have explained the nonlinear characteristics of the load-deflection diagram of the airless tire 1, but we will now explain the factors that cause such nonlinear characteristics. Because the wheel portion 2 and the outer peripheral ring portion 4 have high rigidity, the deflection of the airless tire 1 can be considered as the deflection of the connecting members 32. When a load acts on the wheel portion 2, the wheel portion 2 moves vertically downward, that is, toward the road surface. At this time, of the multiple connecting members 32, the connecting members 32 located near the contact surface of the outer peripheral ring portion 4 are subjected to a compressive load, while the other connecting members 32 are subjected to a tensile load.

The characteristics of the airless tire 1 therefore strongly reflect the mechanical characteristics when a load is applied to the connecting member 32. In this embodiment, the connecting member 32 is composed of a main member 32a and a reinforcing member 32b, thereby realizing the load-deflection diagram of the airless tire 1 having the nonlinear characteristics shown in FIG. 5. The main member 32a and the reinforcing member 32b will be described in detail below.

The main member 32a and the reinforcing member 32b have different moduli of longitudinal elasticity, and the moduli of longitudinal elasticity of the reinforcing member 32b are set to be greater than the moduli of longitudinal elasticity of the main member 32a. In addition, the reinforcing member 32b has a characteristic that its stiffness against a compressive load is lower than its stiffness against a tensile load, and more preferably, its stiffness on the compression side is approximately zero.

Specifically, the main member 32a is made of a material that has a smaller modulus of longitudinal elasticity than the reinforcing member 32b and has nonlinear characteristics. For example, the main member 32a is made of a resin such as an elastomer, such as urethane resin or rubber.

Figure 6 shows the stress-strain diagram of the main member 32a, which shows the relationship between stress and strain when a tensile load acts on the main member 32a. The stress-strain diagram of the main member 32a reflects the material properties of the main member 32a. When the stress is near zero, the gradient is EA, and when the stress becomes greater than σ1, the gradient changes from EA to EB. Comparing EA and EB, EA is greater than EB (EB < EA). Furthermore, when the stress becomes greater than σ2, the gradient changes from EB to EC. Comparing EB and EC, EC is greater than EB (EB < EC). If the stress becomes even greater, the main member 32a will eventually break.

The connecting member 32 utilizes the mechanical properties of the main member 32a. As a result, the relationship in which EA is greater than EB (EA>EB) can be obtained in the stress-strain diagram of the connecting member 32 as well. Then, by setting the gradient of the stress-strain diagram of the connecting member 32 when a load in the small load range acts as a tensile load as EA and the gradient of the stress-strain diagram of the connecting member 32 when a load in the medium load range acts as a tensile load as EB, it is possible to realize a gradient relationship in which KA is greater than KB (KA>KB) in the load-deflection diagram of the airless tire 1. In other words, the gradient relationship (KA>KB) in the load-deflection diagram of the airless tire 1 is realized by using the tensile side rigidity of the connecting member 32.

Next, the stiffness of the reinforcing member 32b against a compressive load is lower than its stiffness against a tensile load, and more specifically, its stiffness on the compression side is approximately zero. For example, a fiber material such as glass fiber or carbon fiber can be used as the reinforcing member 32b having such characteristics. The reinforcing member 32b is configured, for example, in a sheet shape, and its thickness in the tire circumferential direction is smaller than that of the main member 32a. The reinforcing member 32b generates a reaction force only on the tension side without generating a reaction force on the compression side. Without the reaction force action on the tension side of the reinforcing member 32b, the airless tire 1 would continue to bend until it reached the maximum deflection amount Db. In this case, the vehicle posture would be disrupted and it would be unable to run.

The reinforcing member 32b can limit elongation when a tensile load acts on the connecting member 32. By providing the connecting member 32 with the reinforcing member 32b, the rigidity of the tensile side of the connecting member 32 when a tensile load acts on the connecting member 32 can be increased. In other words, if the ratio of the deflection of the connecting member 32 when a tensile load acts on the connecting member 32 to the tensile load is taken as the equivalent longitudinal elastic modulus, the equivalent longitudinal elastic modulus when a load in the large load range acts as a tensile load can be made larger than the equivalent longitudinal elastic modulus when a load in the medium load range acts as a tensile load.

In this embodiment, by utilizing the rigidity of the tensile side of the connecting member 32, a gradient relationship (KC>KB) is realized in which KC is greater than KB in the load-deflection diagram of the airless tire 1. In other words, the vehicle posture can be maintained by limiting the allowable deflection of the airless tire 1 with the reinforcing member 32b.

As described above, according to the airless tire 1 of this embodiment, the gradient KB in the load-deflection diagram of the airless tire 1 is relatively smaller than the gradient KC. Therefore, in the medium load range, the vertical spring constant of the airless tire 1 is small, and vertical flexibility can be obtained. Since shocks from the road surface are easily absorbed, the ride comfort can be improved. On the other hand, the gradient KC in the load-deflection diagram of the airless tire 1 is relatively larger than the gradient KB. Therefore, when a load in the heavy load range is applied, the vertical spring constant of the airless tire 1 is large, and high rigidity can be obtained. As a result, even when a large load such as that in the heavy load range is applied, the amount of deflection of the airless tire 1 can be suppressed, and the vehicle posture can be maintained. As a result, it is possible to achieve both improved ride comfort and maintenance of the vehicle posture.

According to the airless tire 1 of this embodiment, the gradient KB of the load-deflection diagram of the airless tire 1 is smaller than the gradient KA. Therefore, in a situation where a certain vertical load acts on the airless tire 1, the vertical spring constant of the airless tire 1 is small, and vertical flexibility can be obtained. As a result, the airless tire 1 can more easily absorb shocks received from the road surface, thereby improving ride comfort.

In the airless tire 1 according to this embodiment, the gradient EA of the stress-strain diagram of the connecting member 32 is greater than the gradient EB. Therefore, by utilizing the mechanical properties of the connecting member 32, the gradient KB of the load-deflection diagram of the airless tire 1 can be reduced. This makes it easier to absorb shocks from the road surface, improving the ride comfort.

According to the airless tire 1 according to this embodiment, the connecting member 32 is composed of a main member 32a and a reinforcing member 32b. This reinforcing member 32b has low rigidity against compressive loads. Therefore, even if a load is input to the wheel portion 2, the connecting member 32 located near the ground contact surface of the outer ring portion 4 does not exert a reaction force, so that the airless tire 1 can obtain flexibility in the vertical direction. On the other hand, the reinforcing member 32b has high rigidity against tensile loads. Therefore, when a load is input to the wheel portion 2, the connecting member 32 other than the ground contact surface of the outer ring portion 4 exerts a reaction force. This makes it possible to prevent the airless tire 1 from bending significantly. As a result, it is possible to achieve both improved ride comfort and maintenance of the vehicle posture.

According to the airless tire 1 of this embodiment, the equivalent modulus of longitudinal elasticity of the connecting member 32 when a load in the heavy load range acts as a tensile load is greater than the equivalent modulus of longitudinal elasticity of the connecting member 32 when a load in the medium load range acts as a tensile load. Since the rigidity of the connecting member 32 in the heavy load range is increased, the vehicle posture can be maintained. This makes it possible to achieve both improved ride comfort and maintenance of the vehicle posture.

In addition, with the airless tire 1 according to this embodiment, the deflection amount Da corresponding to the maximum load Fb satisfies a predetermined relationship (Da < 0.5 x Db) with respect to the maximum deflection amount Db of the airless tire 1. Since the maximum deflection amount Db at the maximum load Fb can be set, the vehicle posture at the maximum load Fb can be maintained.

When a highly rigid reinforcing member 32b is enclosed within a flexible main member 32a, it is preferable to take measures to prevent peeling at the interface between the main member 32a and the reinforcing member 32b. For example, it is preferable to coat the reinforcing member 32b with an intermediate member that can tolerate shear deformation. A method of sandwiching and coating the reinforcing member 32b with a sheet-like material is acceptable, or the surface of the reinforcing member 32b may be coated in advance with a spray or the like.

The above-described configuration of the connecting member 32 is one example, and various other configurations can be adopted for the connecting member 32. For example, as shown in FIG. 7, the reinforcing member 32b may be arranged independently on the outside of the main member 32a, rather than being configured to be contained within the main member 32a.

8, the connecting member 32 may have a curved shape such that the member length L1 is greater than the radial length L0. Here, the member length L1 is the length of the connecting member 32 from the inner tube portion 31 to the outer tube portion 33 along the connecting member 32 when viewed from the tire rotation axis direction. The radial length L0 is the length (straight-line distance) of the connecting member 32 from the inner tube portion 31 to the outer tube portion 33 along the tire radial direction.

With an airless tire 1 configured in this way, when the wheel portion 2 is displaced vertically by a certain amount or more, a tensile load acts on the reinforcing member 32b. Therefore, until the wheel portion 2 is displaced vertically by a certain amount, no reaction force is generated in the connecting member 32, so flexibility in the vertical direction can be obtained. On the other hand, when the wheel portion 2 is displaced vertically by a certain amount or more, a tensile load acts on the connecting member 32. This creates rigidity in the connecting member 32, making it possible to maintain the vehicle posture.

Next, as shown in Figures 9 and 10, the main member 32a is divided into a first region 32a1 and a second region 32a2 when viewed from the tire rotation axis direction. The first region 32a1 is an outer curved region that is located to the left of the neutral line of the connecting member 32 in the figure and has a convex outer surface. On the other hand, the second region 32a2 is an inner curved region that is located to the right of the neutral line of the connecting member 32 in the figure and has a concave outer surface.

The radial length of the connecting member 32 when no load is applied is L0 (see FIG. 8). When a load is applied to the wheel section 2 and the connecting member 32 is compressed, the radial length changes from L0 to L2. In this case, in the main member 32a, compressive stress occurs in the second region 32a2, which is the inner region of the bend, and tensile stress occurs in the first region 32a1, which is the outer region of the bend.

On the other hand, as shown in FIG. 10, when a load acts on the wheel portion 2 and the connecting member 32 is in a tensile state, the radial length changes from L0 to L3. In this case, compressive stress occurs in the first region 32a1, which is the outer region of the bend, and tensile stress occurs in the second region 32a2, which is the inner region of the bend.

Taking such stress conditions into consideration, it is preferable to place the reinforcing member 32b in the second region 32a2. This causes the connecting member 32 to generate no reaction force in a compressed state, but generates a tensile reaction force in a tensile state. As a result, the tensile rigidity of the connecting member 32 can be increased. In particular, by placing the reinforcing member 32b on the outermost side of the second region 32a2, the tensile rigidity can be further increased.

With an airless tire 1 configured in this way, the reinforcing member 32b can be positioned in an appropriate position. Also, the intersection of the gradient KB of the load-deflection diagram of the airless tire 1 and the gradient KC of the load-deflection diagram of the airless tire 1 moves to the side of greater deflection. This expands the range of the medium load region where the gradient KB is, thereby expanding the load region where a comfortable ride is achieved.

As shown in Figs. 11 and 12, the connecting member 32 may have a composite curved shape having two or more bent portions. In this case, as shown in Fig. 11, focusing on only one bent portion, the reinforcing member 32b may be disposed in a second region (one region bordered by the neutral line of the connecting member 32) corresponding to the inner bent region of the bent portion. Also, as shown in Fig. 12, the reinforcing member 32b may be disposed transversely to the first region and the second region bordered by the neutral line of the connecting member 32 so as to be located in the inner bent region at each bent portion.

As described above, an embodiment of the present invention has been described, but the descriptions and drawings that form part of this disclosure should not be understood as limiting this invention. Various alternative embodiments, examples, and operating techniques will become apparent to those skilled in the art from this disclosure.

Reference Signs List 1 Airless tire 2 Wheel portion 2a Wheel center 3 Elastic connector 31 Inner cylinder portion 32 Connecting member 32a Main member 32b Reinforcing member 33 Outer cylinder portion 4 Outer peripheral ring portion

Claims (6)

a wheel portion to which an axle of a vehicle is fixed relative to a wheel center;
an outer circumferential ring portion disposed radially outward of the wheel portion and having a contact surface that comes into contact with the ground;
an elastic connector disposed radially outward of the wheel portion and radially inward of the outer circumferential ring portion, the elastic connector connecting the wheel portion and the outer circumferential ring portion,
The elastic connector is
an inner cylinder portion coupled to an outer circumferential surface of the wheel portion;
an outer cylinder portion coupled to an inner peripheral surface of the outer peripheral ring portion;
a plurality of connecting members arranged along the tire circumferential direction and elastically connecting the inner tubular portion and the outer tubular portion;
The connecting member is composed of a main member and a reinforcing member having different moduli of longitudinal elasticity,
The Young's modulus of the reinforcing member is greater than the Young's modulus of the main member,
The reinforcing member has a lower rigidity against a compressive load than against a tensile load,
In a stress-strain diagram of the main member showing the relationship between stress and strain when a tensile load acts on the main member, if a gradient of the stress-strain diagram of the main member when a load in a third load region smaller than the first load region acts as a tensile load is defined as EA, and a gradient of the stress-strain diagram of the main member when a load in the first load region acts as a tensile load is defined as EB, EA is larger than EB,
the reinforcing member limits elongation of the connecting member when a tensile load is applied thereto such that, when the ratio of the amount of deflection of the connecting member when a tensile load is applied to the connecting member and the tensile load is defined as the equivalent longitudinal elastic modulus, the equivalent longitudinal elastic modulus when a load in a second load region larger than that in the first load region acts as a tensile load is greater than the equivalent longitudinal elastic modulus when a load in the first load region acts as a tensile load;
a tire load-deflection diagram showing a relationship between a load acting on the wheel portion in a direction perpendicular to a tire rotation axis and a tire deflection amount specified as a displacement amount of the wheel center, wherein, assuming that a gradient of the tire load-deflection diagram in the first load range is KB and a gradient of the tire load-deflection diagram in the second load range is KC, KC is larger than KB;
If the gradient of the load-deflection diagram of the tire in the third load range is KA, KA is greater than KB.
Airless tires. The airless tire according to claim 1 , wherein a thickness of the main member in the tire circumferential direction is greater than a thickness of the reinforcing member in the tire circumferential direction. 3. The airless tire according to claim 1, wherein, when viewed from the tire rotational axis direction, a member length of the connecting member from the inner tube portion to the outer tube portion along the connecting member is greater than a radial length of the connecting member from the inner tube portion to the outer tube portion along the tire radial direction. 4. The airless tire according to claim 3, wherein the connecting member is divided into two regions with a neutral line passing through the center of the connecting member as a boundary when viewed in the tire rotational axis direction, and the region on the side where a compressive stress acts when a load acts on the wheel portion and the radial length of the connecting member becomes shorter is defined as the second region , and the region on the side where a tensile stress acts is defined as the first region, and the reinforcing member is disposed in the second region. The airless tire according to claim 4 , wherein the reinforcing member is disposed on the outermost side of the second region. the second load range includes a maximum load defined by specifications of the vehicle,
In the load-deflection diagram of the tire, when the deflection amount corresponding to the maximum load is Da, the radius to the outer peripheral surface of the inner cylinder portion when no load is applied to the wheel portion is Ri, and the radius to the inner peripheral surface of the outer cylinder portion is Ro, the following relationship is satisfied: Da < 0.5 × (Ro - Ri)
The airless tire according to any one of claims 1 to 5 .

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