JP2005313738A - Tire air pressure adjustment device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a tire air pressure adjustment device for a vehicle capable of limiting the drive of an air pump for supplying air into a tire air chamber of a wheel to a specific state during the traveling of the vehicle, and suppressing an energy loss during the traveling of the vehicle. <P>SOLUTION: The air pressure adjustment device for the vehicle is equipped with an air pump 30 and a regulating valve 50. The air pump 30 can supply air into the tire air chamber R1 of a wheel 10 having a rotatable wheel 11 which is held by a hub 20 and the tire 12 which is mounted to the wheel 11 and forms the tire air chamber R1. The regulating valve 50 can regulate the air pressure of the tire air chamber R1. The air pump 30 is constituted so that a pump function can be obtained based on an inner panel 31 rotating with the wheel 10 and the relative rotational displacement of an outer body 32. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention is a vehicle tire pressure adjusting device, and in particular, can supply air to the tire air chamber of a wheel provided with a wheel that is supported by a hub and is rotatable and mounted on the wheel to form a tire air chamber. The present invention relates to a tire pressure adjusting device for a vehicle equipped with a simple air pump.

This type of tire air pressure adjusting device is shown, for example, in Patent Document 1 below, and in the tire air pressure adjusting device described in Patent Document 1, an axle is attached to a member that rotates together with an axle that rotationally drives a hub. A pump unit that reciprocates in the axial direction is arranged, and one end of a piston of the pump unit is brought into contact with a slope of a cam member that does not rotate with respect to the rotation of the wheel. Therefore, the pump function is obtained by reciprocating the piston of the pump unit as the wheel rotates.
JP-A-11-139118

  By the way, in the structure described in the above-mentioned patent document 1, since the piston of the pump unit always reciprocates when the wheel is rotating, that is, when the vehicle is traveling, the driving resistance during traveling is large. There is a possibility that loss energy increases. In the configuration described in Patent Document 1 described above, when the vehicle is stopped and the wheels do not rotate, the piston of the pump unit does not reciprocate, so that the pump function cannot be obtained, and the tire air chamber of the wheels Even if the air pressure is lower than the set value, air cannot be supplied from the pump unit to the tire air chamber of the wheel.

  The present invention has been made to cope with the above-described problems, and one of its purposes is to drive an air pump for supplying air to a tire air chamber of a wheel in a specific state during vehicle travel (for example, It is possible to limit the energy loss when the vehicle travels. Another object of the present invention is to enable air to be supplied from the air pump to the tire air chamber of the wheel when the air pressure of the tire air chamber is lower than a set value even when the vehicle is stopped. There is to do.

  In order to achieve the above-described object, in the present invention, air can be supplied to the tire air chamber of a wheel provided with a tire that forms a tire air chamber by being mounted on the wheel that is held and rotated by the hub. A tire pressure adjusting device for a vehicle equipped with an air pump, wherein the air pump is configured to obtain a pump function based on a relative displacement between a first rotating body and a second rotating body that rotate together with the wheels. It is characterized by being. In this case, the relative displacement between the first rotating body and the second rotating body may be a rotational displacement based on a rotational force acting on the tire, and the first rotating body and the second rotating body. It is also possible that the relative displacement of the body is a lateral displacement based on a lateral force acting on the tire.

  In this tire air pressure adjusting device, the pump function of the air pump can be obtained by relative displacement (for example, rotational displacement, lateral displacement) between the first rotating body and the second rotating body that rotate together with the wheels. By the way, the relative displacement between the first rotating body and the second rotating body rotating together with the wheels can be obtained, for example, when the vehicle is accelerated or decelerated or when a lateral G acts on the vehicle, but not when the vehicle is traveling at a constant speed. Therefore, compared with the conventional technology (a pump function that is always obtained when the vehicle is traveling), it is possible to suppress energy loss during vehicle traveling.

  In carrying out the above-described present invention, an accumulator capable of storing pressurized air supplied from the air pump may be provided on the discharge side of the air pump. In this case, it is possible to adjust the air pressure in the tire air chamber using the pressurized air stored in the accumulator even when the vehicle is stopped.

  Further, in the implementation of the present invention, when the relative displacement between the first rotating body and the second rotating body is a rotational displacement based on the rotational force acting on the tire, a brake that brakes the wheels at least on the rolling wheels of the vehicle. The air pump is provided on the tire side from the device, and when the vehicle is stopped, the driving wheel of the vehicle is in a state where the rolling wheel is braked and held by the brake device with a predetermined braking holding force. It is set so that it is repeatedly driven by a driving device with a driving force smaller than the braking holding force so that the pump function can be obtained by the air pump provided on the rolling wheel and the air pump provided on the driving wheel, respectively. It is also possible to do.

  In this case, when the vehicle stops, the driving wheel is repeatedly driven with a driving force smaller than the braking holding force by the driving device while the rolling wheel is braked and held by the braking device with a predetermined braking holding force. As the drive wheels are repeatedly driven by the drive device, the rolling wheels are repeatedly driven by the drive wheels. For this reason, the pump function is obtained by the air pump provided on the driving wheel, and the pump function is obtained also by the air pump provided on the rolling wheel. Therefore, in this case, even when the vehicle is stopped, it is possible to adjust the pressure of the tire air chamber with the pressurized air supplied from the air pump.

  In the case where the relative displacement between the first rotating body and the second rotating body is a rotational displacement based on the rotational force acting on the tire, all the wheels of the vehicle are driving wheels, and the wheels are not driven by these driving wheels. The air pump is provided on the drive device side from the brake device to be braked, and when the vehicle is stopped, the drive is performed in a state where all the wheels are braked and held by the brake device with a predetermined braking holding force. It is also possible to set the apparatus to repeatedly drive with a driving force smaller than the braking holding force so that each air pump can obtain a pump function.

  In this case, when the vehicle is stopped, all the wheels (driving wheels) are braked and held with a predetermined braking holding force by the brake device, and the driving device has a driving force smaller than the braking holding force. Thus, the pump function is obtained by the air pump provided on each wheel. For this reason, in this case, even when the vehicle is stopped, it is possible to adjust the pressure of the tire air chamber with the pressurized air supplied from the air pump.

  Embodiments of the present invention will be described below with reference to the drawings. 1 to 7 show a first embodiment of the present invention. In this first embodiment, as shown in FIG. 1, the front two wheels FR and FL of the vehicle are an engine E, a drive axle DS and the like. The rear two wheels RR and RL are rolling wheels, and the wheels 10 are held by the hub 20 as shown in FIGS. 1 and 2.

  As shown in FIG. 2, each wheel 10 includes a metal wheel 11 and a rubber tire 12, and in the wheel 11, a disk rotor 13 that is one component of the air pump 30 and the brake device BA. Is attached to the hub 20 via the hub 20 and is rotatable together with the hub 20. The air pump 30 and the disk rotor 13 are assembled to the hub 20 so as to be detachable, and the wheel 10 is assembled to the air pump 30 so as to be detachable.

  The wheel 11 includes a disk portion 11a and a rim portion 11b. An accumulator 40 is integrally formed on the rim portion 11b and a pressure regulating valve 50 is assembled. In addition, an air passage 11 c for guiding pressurized air from the air pump 30 toward the accumulator 40 is formed in the disk portion 11 a and the rim portion 11 b of the wheel 11.

  The tire 12 is integrally mounted on the outer periphery of the wheel 11 and forms a tire air chamber R1 with the rim portion 11b of the wheel 11. The tire air chamber R1 includes a rim portion 11b of the wheel 11 and Pressurized air can be filled from the outside through the assembled air valve 14, and pressurized air can be filled from the accumulator 40 through the pressure regulating valve 50.

  The air passage 11c opens at one end to the end surface of the disk portion 11a on the air pump 30 side, opens to the outer periphery of the rim portion 11b at the other end, and communicates with the accumulator 40, and has a check valve 15 at one end. Is assembled. The check valve 15 has a function of preventing the pressurized air in the accumulator 40 from flowing to the atmosphere through the air passage 11c when the wheel 10 is not assembled to the air pump 30, and the wheel 10 When assembled in the pump 30, it has a function of allowing the flow of pressurized air from the air pump 30 to the accumulator 40.

  As shown in FIGS. 3 and 4, the air pump 30 includes an inner panel 31 that is a first rotating body and an outer body 32 that is a second rotating body, as well as a piston 33, a swing arm 34, and a torque transmission unit. There are four 35 each. The air pump 30 includes a suction valve Vi, a discharge valve Vo, and a relief valve Vr corresponding to each piston 33.

  The inner panel 31 is integrally assembled to the hub 20 together with the disk rotor 13, and the boss portion 31 a and each torque transmission portion 35 are integrally provided on the outer side thereof. Further, the inner panel 31 is prevented from being detached from the outer body 32 by an annular clip 39 and is integrated with the outer body 32 in the axle direction. The inner panel 31 is formed with four through holes 31b through which shafts of mounting bolts (not shown) to the hub 20 can be inserted. Note that the shaft portion and the head portion of a mounting bolt (not shown) to the hub 20 can be inserted through four through holes (not shown) provided in the outer body 32.

  The outer body 32 is assembled to the boss portion 31a of the inner panel 31 through a bearing 36 in a central support inner hole 32a so as to be relatively rotatable, and the piston 33 is assembled to be able to reciprocate and swing. An arm 34 is assembled through a support shaft 37 so as to be able to swing a predetermined amount. The amount of relative rotation between the inner panel 31 and the outer body 32 is defined by the swingable amount of the swing arm 34. The support shaft 37 protrudes through the outer body 32, and the protruding portion is an attachment portion of the wheel 10.

  Each piston 33 is assembled with a return spring 38 in a cylinder bore provided in the outer body 32, and the inner panel 31 and the outer body 32 are connected to each other based on the rotational force acting on the tire 12 during acceleration / deceleration of the vehicle. When the relative rotational displacement occurs, the swing arm 34 is pushed by the torque transmission unit 35 and swung, and is moved against the action of the return spring 36, so that the swing arm 34 is pushed by the torque transmission unit 35. When the movement is released and returned by the action of the return spring 36, the valve moves back and exhibits the pump function in cooperation with the intake valve Vi and the discharge valve Vo.

  The accumulator 40 can store the pressurized air supplied from the air pump 30 in the pressure accumulating chamber R2, and the pressurized air is supplied from the supply port 41 (see FIGS. 2 and 5) to the tire air chamber R1 via the pressure regulating valve 50. Can be supplied. The accumulator 40 is capable of storing a predetermined amount of pressurized air that is equal to or higher than the pressure required in the tire air chamber R1 in the pressure accumulating chamber R2, and a relief valve 42 that can discharge excess pressurized air to the atmosphere ( 2).

  The pressure regulating valve 50 is capable of adjusting the air pressure of the tire air chamber R1 to a set value, and as schematically shown in FIGS. 2 and 5, the housing 51 having the ports 51a, 51b, 51c, A valve spool 52 that is assembled in the housing 51 and receives the air pressure of the tire air chamber R1 on one side, and is assembled together with the valve spool 52 in the housing 51 to urge the valve spool 52 toward one side. A spring 53 is provided.

  In the pressure regulating valve 50, when the air pressure in the tire air chamber R1 falls below a set value, the valve spool 52 opens to allow the air flow from the pressure accumulation chamber R2 of the accumulator 40 to the tire air chamber R1, When the air pressure in the tire air chamber R1 rises above the set value, the valve spool 52 is closed to block the air flow from the pressure accumulation chamber R2 of the accumulator 40 to the tire air chamber R1.

  Moreover, in this 1st Embodiment, the pump drive control apparatus APC for obtaining a pump function with the air pump 30 provided in each wheel 10 as needed in the state which the said vehicle has stopped Is provided. The pump drive control device APC can brake the braking device BA provided on each of the rolling wheels of the rear two wheels RR and RL separately from the normal brake operation when the vehicle is stopped, so that a predetermined braking holding force can be obtained. A brake control device BAC capable of braking and holding, and a drive control device DAC capable of repeatedly driving the driving wheels of the front two wheels FR and FL with a driving force smaller than the braking holding force by the driving device DA; The electric control device ECU is provided for controlling the operation of the brake control device BAC and the drive control device DAC.

  The operation of the brake control device BAC is controlled by a signal from the electric control device ECU. When the brake control device BAC receives an ON signal from the electric control device ECU, the brake device BA provided on each rolling wheel of the rear two wheels RR and RL. Is set to the brake ON state (braking operation state), and the brake device BA provided on each rolling wheel of the rear two wheels RR and RL when receiving the OFF signal from the electric control unit ECU is set to the brake OFF state (braking release state).

  The operation of the drive control device DAC is controlled by a signal from the electric control device ECU, and when the ON signal is received from the electric control device ECU, each drive wheel of the front two wheels FR and FL is predetermined by the drive device DA. And repeatedly driving the front two wheels FR and FL by the driving device DA when an OFF signal is received from the electric control unit ECU.

  The electric control unit ECU is a program corresponding to the flowchart of FIG. 6 based on the signals from the ignition switch (IG switch) S1, the AP switch S2, the vehicle speed sensor S3 and the signals from the pressure sensors S4 to S7 shown in FIG. Is provided, and outputs corresponding to the detection values P of the pressure sensors S4 to S7 are supplied to the brake control device BAC and the drive control device DAC.

  The IG switch S1 and the AP switch S2 shown in FIG. 1 can be operated manually by the driver, and the vehicle speed sensor S3 and the pressure sensors S4 to S7 can be detected when the IG switch S1 is in the ON state. is there. Each pressure sensor S4 to S7 is provided corresponding to the accumulator 40 of each wheel 10 as shown in FIG. 2 by taking the pressure sensor S4 as an example, and can detect the pressure in each pressure accumulation chamber R2. The detected value P is input to the electric control unit ECU via a transmitter and a receiver (both not shown).

  In the first embodiment configured as described above, the air pump 30 provided on each wheel 10 includes an inner panel 31 and an outer body 32 that rotate together with the wheel 10, and also includes a piston 33, a swing arm 34, and torque transmission. A portion 35, a suction valve Vi, a discharge valve Vo, a relief valve Vr, and the like are provided, and the pump function of the air pump 30 is obtained by the relative rotational displacement of the inner panel 31 and the outer body 32.

  By the way, the relative rotational displacement between the inner panel 31 and the outer body 32 that rotate together with the wheel 10 is based on the rotational force acting on the tire 12, and is obtained when the vehicle is accelerated or decelerated, but is obtained when the vehicle is traveling at a constant speed. Therefore, compared with the conventional technology (a pump function that is always obtained when the vehicle is traveling), it is possible to suppress energy loss during vehicle traveling.

  Moreover, in this 1st Embodiment, the accumulator 40 which can store the pressurized air supplied from the air pump 30 in the pressure accumulation chamber R2 in the wheel 11 of each wheel 10, and the pressure stored in the pressure accumulation chamber R2 of the accumulator 40 is provided. A pressure regulating valve 50 capable of adjusting the air pressure of the tire air chamber R1 to a set value with compressed air is provided. For this reason, it is possible to adjust the air pressure of the tire air chamber R1 to the set value even when the vehicle is stopped by using the pressurized air stored in the accumulator 40.

  In the first embodiment, the AP switch S2 is turned on while the IG switch S1 shown in FIG. 1 is turned on, or the AP switch S2 is turned on. When the IG switch S1 is turned on, the microcomputer of the electric control unit ECU starts executing the program in step 101 of FIG. 6 and executes step 102.

  In step 102 of FIG. 6, the microcomputer determines whether or not the vehicle is stopped based on a signal from the vehicle speed sensor S3, and determines “Yes” when the vehicle is stopped. Step 103 and Step 104 are executed, and when the vehicle is not stopped, “No” is determined and Step 102 is repeatedly executed. In step 103, the minimum value Pmin is calculated from the detected value P of each pressure sensor S4 to S7 and stored.

  Further, in step 104, it is determined whether or not Pmin is less than the reference set value α1, and when Pmin is less than the reference set value α1, it is determined as “Yes” and steps 105 to 107 are sequentially executed. When Pmin is not less than the reference set value α1, it is determined as “No”, step 110 is executed, and the execution of the program is terminated. In step 105, an ON signal is output to the brake control device BAC, and the brake device BA provided on each of the rolling wheels of the rear two wheels RR and RL is set to the brake ON state (braking operation state) (braking at time t1 in FIG. 7). Holding force). In step 106, an ON signal is output to the drive control device DAC, and each drive wheel of the front two wheels FR and FL starts to be repeatedly driven by the drive device DA in a predetermined cycle (see driving force at time t1 in FIG. 7). .

  In step 107, it is determined whether or not Pmin is equal to or greater than the upper limit set value α2 (α2> α1). If Pmin is equal to or greater than the upper limit set value α2, “Yes” is determined and steps 108 to 110 are performed. Are sequentially executed, and “No” is determined until Pmin becomes equal to or higher than the upper limit set value α2, and Steps 105 to 107 are repeatedly executed. In step 108, an OFF signal is output to the drive control device DAC, and each of the front two wheels FR and FL is stopped (see the driving force at time t2 in FIG. 7). In step 109, an OFF signal is output to the brake control device BAC, and the brake device BA provided on each of the rear two wheels RR and RL is brought into a brake OFF state (braking release state) (time t2 in FIG. 7). Refer to the braking holding force of). In step 110, execution of the program is terminated.

  By executing the program described above, in the first embodiment, when the vehicle is stopped, the rolling wheels of the rear two wheels RR and RL are braked and held by the brake device BA with a predetermined braking holding force. The driving wheels of the front two wheels FR and FL are repeatedly driven by the driving device DA with a driving force smaller than the braking holding force, and the driving wheels of the front two wheels FR and FL are repeatedly driven by the driving device DA. Accordingly, the rolling wheels of the rear two wheels RR and RL are repeatedly driven by the driving of the driving wheels of the front two wheels FR and FL.

  For this reason, the pump function is obtained by the air pump 30 provided in each driving wheel of the front two wheels FR and FL, and the pump function is also obtained by the air pump 30 provided in each rolling wheel of the rear two wheels RR and RL. . Therefore, in this case, pressurized air can be stored in each accumulator 40 from each air pump 30 even when the vehicle is stopped, and the pressure supplied from each accumulator 40 via each pressure regulating valve 50. It is possible to adjust the air pressure of each tire air chamber R1 with air.

  In the first embodiment described above, each air pump 30 is provided on the tire side from the brake device BA that brakes the wheel 10, and when the vehicle stops, the rolling wheels of the rear two wheels RR and RL are connected to the brake device BA. The driving wheels DA and FR are set to be repeatedly driven by the driving device DA with a driving force smaller than the braking holding force in a state where the braking holding force is maintained with a predetermined braking holding force. The air pump 30 provided on each rolling wheel of the rear two wheels RR and RL and the air pump 30 provided on each driving wheel of the front two wheels FR and FL were implemented so as to obtain pump functions. Are drive wheels, and in each of these drive wheels, an air pump is provided on the drive device side (for example, between the disk rotor 13 and the hub 20 shown in FIG. 2) from the brake device that brakes the wheels. When the vehicle stops, the driving device repeatedly drives with a driving force smaller than the braking holding force in a state where all the wheels are braked and held with a predetermined braking holding force by each brake device. It is also possible to set so that each air pump can obtain a pump function.

  In this case, when the vehicle is stopped, all the wheels (driving wheels) are braked and held with a predetermined braking holding force by the brake device, and the driving device has a driving force smaller than the braking holding force. Thus, the pump function is obtained by the air pump provided on each wheel. For this reason, also in this case, when the vehicle is stopped, it is possible to adjust the pressure of the tire air chamber with the pressurized air supplied from the air pump.

  In the first embodiment described above, the air pressure of the pressurized air stored in the pressure accumulating chamber R2 of each accumulator 40 is detected by each pressure sensor S4 to S7, and based on the minimum value Pmin of the detected value P. However, the air pressure in each tire air chamber R1 is detected by each pressure sensor, and based on the minimum value of the detected value, each air pump 30 is determined. It is also possible to carry out by determining whether or not driving is necessary.

  In the first embodiment described above, the mechanical pressure control valve 50 that can adjust the air pressure of the tire air chamber R1 to a set value is adopted, but the air pressure of the tire air chamber R1 is set to the set value. It is also possible to employ an electromagnetic type as the adjustable pressure regulating valve. In this case, it is necessary to provide a pressure sensor capable of detecting the air pressure in the tire air chamber R1, and to open and close the electromagnetic pressure regulating valve based on the detected value of the pressure sensor.

  In the first embodiment described above, the inner panel 31 and the outer body 32 are relatively rotationally displaced by the air pump 30 provided between the wheel 10 and the disc rotor 13 based on the rotational force acting on the tire 12. However, it is also possible to configure and implement the second embodiment shown in FIGS. 8 and 9 or the third embodiment shown in FIG. .

  In the second embodiment shown in FIGS. 8 and 9, the disk portion 11 a and the rim portion 11 b are relatively moved by the air pump 130 incorporated in the wheel 11 of the wheel 10 based on the lateral force acting on the tire 12. The pump function is obtained by displacing in the lateral direction. The air pump 130 includes a piston 131 formed on the disk portion 11a, a cylinder 132 formed on the rim portion 11b that rotates integrally with the disk portion 11a, a pair of intake valves Vi assembled to the disk portion 11a, and a rim portion. It is comprised by a pair of discharge valve Vo etc. which were assembled | attached to the cylinder 132 of 11b. In the second embodiment shown in FIGS. 8 and 9, the relief valve provided in the air pump 130 is not shown.

  In the third embodiment shown in FIG. 10, the pair of air pumps 230 incorporated in the wheel of the wheel cause the relative rotation displacement between the disk portion 11a and the rim portion 11b of the wheel based on the rotational force acting on the tire. By doing so, the pump function is obtained. Each air pump 230 includes a cylinder 231 formed in the rim portion 11b, a piston 232 and a spring 233 assembled to the cylinder 231, and a suction valve Vi and a discharge valve Vo assembled to the rim portion 11b. . In the third embodiment shown in FIG. 10, the relief valve provided in each air pump 230 is not shown, and the pressure sensor and the relief valve provided in the accumulator 40 are not shown.

  Further, in each of the above-described embodiments, after the pressurized air supplied from the air pump is accumulated in the accumulator, the pressurized air supplied from the accumulator to the tire air chamber is adjusted by the pressure regulating valve. Although configured and implemented, it is also possible to configure and implement such that the accumulator is eliminated and the pressurized air supplied from the air pump toward the tire air chamber is supplied to the pressure regulating valve and adjusted.

1 is a plan view schematically showing a first embodiment of a vehicle tire pressure adjusting device according to the present invention. It is a principal part expanded sectional view which shows the structure of each wheel shown in FIG. It is a vertical side view which shows roughly the structure of the air pump shown in FIG. 1 and FIG. FIG. 4 is a partially longitudinal front view schematically showing the configuration of the air pump shown in FIG. 3. FIG. 3 is an enlarged cross-sectional view schematically showing the pressure regulating valve shown in FIG. 2. It is a flowchart of the program which the microcomputer of the electric control apparatus shown in FIG. 1 performs. 4 is a time chart showing changes in braking holding force and driving force when the first embodiment of the vehicle tire pressure adjusting device according to the present invention is applied. It is the principal part longitudinal cross-sectional front view which showed schematically 2nd Embodiment of the tire pressure adjusting device for vehicles by this invention. FIG. 9 is an enlarged cross-sectional view schematically showing the air pump shown in FIG. 8. It is the principal part vertical side view which showed schematically 3rd Embodiment of the tire pressure adjusting device for vehicles by this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Wheel, 11 ... Wheel, 11a ... Disc part, 11b ... Rim part, 11c ... Air passage, 12 ... Tire, 20 ... Hub, 30 ... Air pump, 31 ... Inner panel, 32 ... Outer body, 33 ... Piston, 34 ... oscillating arm, 35 ... torque transmission part, Vi ... suction valve, Vo ... discharge valve, Vr ... relief valve, 40 ... accumulator, 50 ... pressure regulating valve, S1 ... IG switch, S2 ... AP switch, S3 ... vehicle speed sensor , S4 to S7: Pressure sensor, R1: Tire air chamber, R2: Accumulation chamber, BA ... Brake device, DA ... Drive device, BAC ... Brake control device, DAC ... Drive control device, ECU ... Electric control device, APC ... Pump Drive control device

Claims (6)

  A vehicle tire air pressure adjusting device including an air pump capable of supplying air to the tire air chamber of a wheel including a wheel that is held by a hub and is mounted on the rotatable wheel and a tire that forms a tire air chamber. And the said air pump is comprised so that a pump function may be acquired based on the relative displacement of the 1st rotary body which rotates with the said wheel, and a 2nd rotary body, The tire pressure adjustment apparatus for vehicles characterized by the above-mentioned.   2. The vehicle tire pressure adjusting device according to claim 1, wherein the relative displacement between the first rotating body and the second rotating body is a rotational displacement based on a rotational force acting on the tire. Air pressure adjustment device.   The tire pressure adjusting device for a vehicle according to claim 1, wherein the relative displacement between the first rotating body and the second rotating body is a lateral displacement based on a lateral force acting on the tire. Adjustment device.   4. The vehicle tire pressure adjusting device according to claim 1, wherein an accumulator capable of storing pressurized air supplied from the air pump is provided on a discharge side of the air pump. A tire pressure adjusting device for a vehicle.   3. The vehicle tire pressure adjusting device according to claim 2, wherein the air pump is provided on a tire side of a brake device that brakes the wheel at least on the rolling wheel of the vehicle, and the rolling wheel is at a stop when the vehicle is stopped. In a state where the brake device is braked and held with a predetermined braking holding force, the driving wheel of the vehicle is set to be repeatedly driven by the driving device with a driving force smaller than the braking holding force, A tire pressure adjusting apparatus for a vehicle, wherein a pump function is obtained by an air pump provided on a rolling wheel and an air pump provided on the driving wheel. In the vehicle tire air pressure adjusting device according to claim 2, the wheels of the vehicle are all drive wheels, and in each of these drive wheels, the air pump is provided on the drive device side from the brake device for braking the wheels, When the vehicle is stopped, the driving device repeatedly drives with a driving force smaller than the braking holding force in a state where all the wheels are braked and held by the braking device with a predetermined braking holding force. A vehicle tire air pressure adjusting device characterized in that it is set so that each air pump can obtain a pump function.

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