JP2017011854A - vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle which increases a temperature of a tire to reduce rolling resistance and improve the fuel consumption.SOLUTION: A vehicle includes: a travel device 301 to which tires 1 are attached; a regenerative motor or power generator 201 which generates a regenerative current; heaters 500, each of which heats the tire with the regenerative current; and a control part 600 which controls supply of the regenerative current to the heating devices.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle.

  The rolling resistance of tires contributes to the improvement of vehicle fuel efficiency. One of the factors of tire rolling resistance is energy loss due to repeated deformation during running. Tire energy loss is said to correlate with tire temperature. When the tire temperature rises, the rolling resistance decreases (see, for example, Patent Document 1).

JP 05-016623 A

  Generally, the tire temperature rises in a high-speed running state. On the other hand, when the tire is in a stopped state, the difference between the temperature of the tire and the temperature of the outside air is small, and in a cold region where the temperature of the outside air is low, the temperature of the tire in the stopped state is low. Therefore, even if the running of a stopped tire is started in a cold region, it takes time until the tire warms up, which is an obstacle to improving the fuel consumption of the vehicle.

  An object of an aspect of the present invention is to provide a vehicle in which rolling resistance is reduced and fuel consumption is improved.

  According to the aspect of the present invention, a traveling device on which a tire is mounted, a regenerative motor or a generator that generates a regenerative current, a heating device that can heat the tire by the regenerative current, and the heating device And a control unit that controls supply of the regenerative current.

  According to the aspect of the present invention, the tire is heated by the heating device by the regenerative current generated by the regenerative motor or the generator. As a result, after the tire starts running, the regenerative motor or the generator operates to warm the tire, and the rolling resistance is reduced immediately after the tire starts running. Therefore, the fuel efficiency of the vehicle equipped with the tire is improved.

  In the aspect of the present invention, a secondary battery charged by the regenerative current may be provided, and the control unit may control supply of the regenerative current to the heating device and the secondary battery.

  In situations where secondary batteries need to be charged or tires need not be heated, regenerative current is preferentially supplied to the secondary batteries, and tires need to be heated or secondary batteries need not be charged. In some situations, the regenerative current can be effectively utilized by supplying the regenerative current to the heating device with priority. The secondary battery is provided in a secondary battery type vehicle such as an electric vehicle, a hybrid vehicle, or a plug-in hybrid vehicle, and is a secondary battery (EV drive) for supplying electric power to an electric motor that is a power source of a traveling device. Battery), a regenerative battery for storing regenerative power generated by a regenerative motor or generator, or a low voltage battery (50V) for driving electronic devices such as lamps, air conditioners, and car navigation systems. The following batteries may also be used.

  In an aspect of the present invention, a first conductive path through which a regenerative current supplied from the regenerative motor or generator to the secondary battery flows, and a regenerative current supplied from the regenerative motor or generator to the heating device flow. A regenerative current from the regenerative motor or generator may be supplied to the heating device without passing through the secondary battery.

  Since the tire is heated without using the secondary battery, a reduction in the charging rate of the secondary battery is suppressed. For example, when the secondary battery is an EV drive battery, a decrease in the cruising distance of the vehicle is suppressed by suppressing a decrease in the charging rate of the EV drive battery. When the secondary battery is a low-voltage battery, a decrease in the charging rate of the low-voltage battery is suppressed, and so-called battery increase is suppressed.

  In an aspect of the present invention, a charge rate data acquisition unit that acquires charge rate data indicating a charge rate of the secondary battery is provided, and the control unit is configured to control the heating device and the secondary based on the charge rate data. The supply of the regenerative current to the battery may be controlled.

  By controlling the supply of the regenerative current to the heating device and the secondary battery based on the charging rate data, the tire is heated while suppressing the charging rate shortage of the secondary battery.

  In an aspect of the present invention, the apparatus includes a determination unit that determines whether the charge rate acquired by the charge rate data acquisition unit is equal to or greater than a specified value, and the control unit is determined not to be equal to or greater than the specified value. You may stop supply of the regenerative current with respect to the said heating apparatus.

  When the charging rate of the secondary battery is not higher than the specified value, the regenerative current is preferentially supplied to the secondary battery by stopping the supply of the regenerative current from the regenerative motor or generator to the heating device. Is charged in a short time.

  In the aspect of the present invention, the control unit may distribute the regenerative current generated by the regenerative motor or the generator to the heating device and the secondary battery.

  By distributing the regenerative current to the heating device and the secondary battery, the secondary battery can be charged in parallel with the heating of the tire.

  In an aspect of the present invention, a charge rate data acquisition unit that acquires charge rate data indicating a charge rate of the secondary battery is provided, and the control unit is configured to control the heating device and the secondary based on the charge rate data. A distribution ratio of the regenerative current to the battery may be determined.

  As a result, in a situation where the charging rate is low and the priority for suppressing the reduction in charging rate of the secondary battery is high, the distribution ratio of the regenerative current to the secondary battery is increased, and the priority for suppressing the charging rate reduction of the secondary battery is high. In a low situation, the distribution ratio of the regenerative current to the heating device can be increased, and the regenerative current can be used appropriately according to the situation.

  In an aspect of the present invention, a determination unit that determines whether or not the charging rate acquired by the charging rate data acquisition unit is equal to or greater than a specified value, and the control unit is determined to be equal to or greater than the specified value The regenerative current may be distributed to the heating device and the secondary battery.

  When the charge rate of the secondary battery is above the specified value, the regenerative current is distributed to the heating device and the secondary battery, so that the tire is heated with the secondary battery fully charged. Can do.

  In the aspect of the present invention, when the charging rate is equal to or higher than the specified value and less than a threshold value greater than the specified value, the control unit determines a regenerative current distribution ratio for the secondary battery as the regenerative current for the heating device. When the charging rate is greater than or equal to the threshold value, the regenerative current distribution ratio for the heating device may be greater than the regenerative current distribution ratio for the secondary battery.

  For example, if the charging rate of the secondary battery is greater than or equal to a specified value but less than the threshold and insufficient, the distribution ratio of the regenerative current to the secondary battery should be larger than the distribution ratio of the regenerative current to the heating device. Thus, the secondary battery can be sufficiently charged in a short time. In addition, when the charging rate of the secondary battery is equal to or higher than the threshold value, the distribution ratio of the regenerative current with respect to the heating device is made larger than the distribution ratio of the regenerative current with respect to the secondary battery. It can be heated sufficiently.

  In an aspect of the present invention, a temperature data acquisition unit that acquires temperature data indicating a temperature of the tire or outside air is provided, and the control unit regenerates the regeneration device for the heating device and the secondary battery based on the temperature data. The supply of current may be controlled.

  By controlling the supply of regenerative current to the heating device and the secondary battery based on the temperature data, the tire is heated only when the tire needs to be heated, and the tire is heated when the tire does not need to be heated. The secondary battery can be charged without heating.

  In an aspect of the present invention, the apparatus includes a determination unit that determines whether the temperature acquired by the temperature data acquisition unit is equal to or higher than a specified temperature, and when the control unit is determined to be equal to or higher than the specified temperature, You may stop supply of the regenerative current with respect to a heating apparatus.

  When the temperature of the tire or the outside air is equal to or higher than the specified temperature, the supply of the regenerative current to the heating device is stopped, so that the tire is unnecessarily heated even though the tire does not need to be heated. It is suppressed.

  In the aspect of the present invention, the traveling device includes a tire wheel on which the tire is mounted, and the heating device is provided on an inner surface of the tire and connected to a wheel electric wire supported by the tire wheel. You may have an electroconductive member and the sheet-like heater which is provided in the inner surface of the said tire, and heat | fever-generates with the regenerative current supplied from the said regeneration motor or a generator via the said wheel electric wire and the said electroconductive member.

  Since the sheet-like heater is directly provided on the inner surface of the tire, the tire rubber and cord are efficiently heated. By increasing the temperature of the rubber and the cord, energy loss during traveling is reduced, and rolling resistance is reduced. By reducing the rolling resistance, the fuel efficiency of a vehicle equipped with tires is improved. Further, during running of the tire, centrifugal force or repeated bending acts on the conductive member and the heater. Since the conductive member and the heater are directly provided on the inner surface of the tire, the conductive member and the heater continue to be supported on the inner surface of the tire even when the tire is running. Therefore, the durability of the conductive member and the heater is improved.

  According to the aspect of the present invention, a vehicle is provided in which rolling resistance is reduced and fuel consumption is improved.

FIG. 1 is a diagram illustrating a vehicle. FIG. 2 is a functional block diagram of the vehicle. FIG. 3 is a flowchart showing a tire heating method. FIG. 4 is a cross-sectional view showing the tire. FIG. 5 is a view showing a tread portion of a tire. FIG. 6 is a cross-sectional view showing the tire mounted on the tire wheel. FIG. 7 is an enlarged view of a part of FIG. FIG. 8 is a perspective view in which a part of the tire is broken. FIG. 9 is a perspective view schematically showing the heater. FIG. 10 is an enlarged plan view of a part of FIG. FIG. 11 is a diagram schematically illustrating a connection structure between the heater and the tire inner surface. FIG. 12 is a perspective view schematically showing a modification of the heater. FIG. 13 is a perspective view in which a modified example of the tire is broken. FIG. 14 is a plan view schematically showing a part of the heater. FIG. 15 is a plan view schematically showing a part of the heater. FIG. 16 is a plan view schematically showing a part of the heater. FIG. 17 is a plan view schematically showing a part of the heater. FIG. 18 is a diagram schematically illustrating a connection structure between the heater and the tire inner surface. FIG. 19 is a diagram schematically illustrating a connection structure between the heater and the tire inner surface. FIG. 20 is a diagram schematically illustrating a connection structure between the heater and the tire inner surface. FIG. 21 is a diagram schematically illustrating a connection structure between the heater and the tire inner surface. FIG. 22 is a diagram schematically showing the heater. FIG. 23 is a perspective view in which the tire is broken. FIG. 24 is a perspective view in which the tire is broken. FIG. 25 is a perspective view in which the tire is broken. FIG. 26 is a perspective view in which the tire is broken. FIG. 27 is a perspective view in which the tire is broken. FIG. 28 is a diagram schematically showing a tread portion. FIG. 29 is a diagram schematically showing the inner surface of the tire. FIG. 30 is a diagram schematically showing the inner surface of the tire.

  Hereinafter, embodiments according to the present invention will be described with reference to the drawings, but the present invention is not limited thereto. The components of the embodiments described below can be combined as appropriate. Some components may not be used.

[Vehicle configuration]
FIG. 1 is a diagram illustrating an example of a vehicle 300. The vehicle 300 includes a traveling device 301 to which the tire 1 is attached, a regenerative motor or generator 201 that generates a regenerative current, a heating device 500 that can heat the tire 1 by the regenerative current, and a regenerative operation for the heating device 500. A power supply controller 610 that controls supply of current and a control device 600 that controls the power supply controller 610 are provided. Control device 600 may be included in an engine control unit (ECU) provided in vehicle 300.

  The tire 1 is a pneumatic tire. The vehicle 300 is a four-wheel vehicle. The tire 1 includes a left front wheel tire, a right front wheel tire, a left rear wheel tire, and a right rear wheel tire.

  The vehicle 300 is a secondary battery type vehicle equipped with a secondary battery 400 such as an electric vehicle, a hybrid vehicle, or a plug-in hybrid vehicle. Vehicle 300 travels with electric power supplied from secondary battery 400. The secondary battery 400 is charged by the regenerative current generated by the regenerative motor or generator 201.

  The vehicle 300 includes a vehicle body 302 supported by the traveling device 301 and a power source 303 for driving the traveling device 301. The power source 303 includes an electric motor that operates with electric power supplied from the secondary battery 400. When vehicle 300 is a hybrid vehicle, power source 303 includes an electric motor and an internal combustion engine.

  The travel device 301 includes a tire wheel 100 to which the tire 1 is mounted, an axle 105 that supports the tire wheel 100, a steering device 304 that changes the traveling direction of the travel device 301, and a speed reduction or stop function of the travel device 301. Brake device 305.

  The vehicle body 302 has a driver's cab in which a driver is boarded. An accelerator pedal for adjusting the output of the power source 303, a brake pedal for operating the brake device 305, and a steering wheel for operating the steering device 304 are arranged in the cab. A driver operates an accelerator pedal, a brake pedal, and a steering wheel. The vehicle 300 travels by the operation of the driver.

  The vehicle 300 includes an operation device 306 that is provided in a cab of the vehicle body 302 and is operated by the driver.

  The heating device 500 includes a heater 50 provided on the tire 1. The heater 50 is provided on the inner surface of the tire 1. The heater 50 generates heat by the regenerative current supplied from the regenerative motor or the generator 201 to heat the tire 1.

  The tire 1 is provided with a temperature sensor 70 that detects the temperature of the tire 1. The temperature sensor 70 is provided on the inner surface of the tire 1. The secondary battery 400 is provided with a measuring device 401 that measures a state of charge (SOC) of the secondary battery 400.

  The regenerative motor or generator 201 generates regenerative power. The regenerative motor or generator 201 converts the rotational energy (kinetic energy) of the tire 1 into electric energy (regenerative energy) to generate power. By converting the rotational energy into electric energy, the traveling speed of the traveling device 301 is reduced, and the traveling device 301 is braked.

  The regenerative motor or generator 201 can supply a regenerative current to both the heater 50 and the secondary battery 400. The regenerative motor or generator 201 can charge the secondary battery 400 by supplying a regenerative current to the secondary battery 400 provided in the vehicle 300. The regenerative motor or generator 201 can heat the tire 1 by supplying a regenerative current to the heater 50 provided in the tire 1.

  The regenerative motor or generator 201 is an electric motor different from the electric motor of the power source 303. The regenerative motor 201 may be used as a power source 303 for driving the traveling device 301, or the generator 201 capable of supplying a regenerative current to both the heater 50 and the secondary battery 400 by the electric motor of the power source 303. May function as

  The vehicle 300 includes a first conductive path 403 through which a regenerative current supplied from the regenerative motor or generator 201 to the secondary battery 400 flows, and a regenerative current supplied from the regenerative motor or generator 201 to the heating device 500. 2 conductive paths 404. The conductive path includes, for example, an electric cable.

  The regenerative current from the regenerative motor or generator 201 is supplied to the heating device 500 without passing through the secondary battery 400. The secondary battery 400 does not supply power to the heating device 500. The first conductive path 403 and the second conductive path 404 are separate conductive paths. The current flowing through the first conductive path 403 is not supplied to the heating device 500. The current flowing through the second conductive path 404 is not supplied to the secondary battery 400. Current from the regenerative motor or generator 201 is supplied in parallel to each of the secondary battery 400 and the heating device 500 via the first conductive path 403 and the second conductive path 404.

  The vehicle 300 includes a capacitor 402 that stores regenerative power supplied from a regenerative motor or generator 201. The regenerative power generated by the regenerative motor or generator 201 is stored in the capacitor 402 and then supplied to the heating device 500.

  FIG. 1 shows a state in which the heating device 500 for the left front wheel tire, the second conductive path 404 and the capacitor 402 are connected among the heating devices 500 provided in each of the four tires 1. The heating device 500 for the right front wheel tire, the heating device 500 for the left rear wheel tire, and the heating device 500 for the right rear wheel tire are connected to the second conductive path 404 and the capacitor 402, respectively. Each of the four tires is heated by regenerative electric power supplied from the regenerative motor or generator 201.

[Control device]
Next, the control device 600 will be described. FIG. 2 is a functional block diagram of vehicle 300 including control device 600.

  As shown in FIG. 2, the control device 600 outputs a control signal 601 that controls the power supply controller 610 and a charge rate data acquisition unit 602 that acquires charge rate data indicating the charge rate of the secondary battery 400. And a temperature data acquisition unit 603 that acquires temperature data indicating the temperature of the tire 1, and whether the charging rate acquired by the charging rate data acquisition unit 602 is equal to or higher than a specified value or the temperature acquired by the temperature data acquisition unit 603 Has a determination unit 604 that determines whether or not the temperature is equal to or higher than a specified temperature, and a storage unit 606 that stores data.

  The power supply controller 610 controls the supply of the regenerative current generated by the regenerative motor or the generator 201 to the heating device 500 and the secondary battery 400. The control of the supply of the regenerative current to the heating device 500 includes the supply of the regenerative current to the heating device 500 from the regenerative motor or generator 201 and the supply stop. Control of the supply of regenerative current to the heating device 500 includes adjustment of the regenerative current value or voltage value from the regenerative motor or generator 201 to the heating device 500. The control of the supply of the regenerative current to the secondary battery 400 includes the supply of the regenerative current to the secondary battery 400 from the regenerative motor or generator 201 and the supply stop. Further, the control of the supply of the regenerative current to the secondary battery 400 includes adjustment of the regenerative current value or the generator from the regenerative motor or generator 201 to the secondary battery 400.

  The power supply controller 610 can distribute the regenerative current generated by the regenerative motor or generator 201 to the heating device 500 and the secondary battery 400. Control of the supply of regenerative current to the heating device 500 and the secondary battery 400 includes adjustment of the distribution ratio of the regenerative current generated by the regenerative motor or generator 201 to the heating device 500 and the secondary battery 400.

  The control unit 601 outputs a control signal for controlling the power supply controller 610 to control the supply of regenerative current to the heating device 500 and the secondary battery 400. By controlling the regenerative current for the heating device 500, the presence or absence of heating of the tire 1 and the temperature of the tire 1 are controlled. By controlling the regenerative current for the secondary battery 400, the presence or absence of charging of the secondary battery 400 and the charging rate of the secondary battery 400 are controlled.

  The charging rate data acquisition unit 602 acquires charging rate data indicating the charging rate of the secondary battery 400. A measuring device 401 for measuring the charging rate is provided in the secondary battery 400. The measuring device 401 outputs charging rate data indicating the charging rate of the secondary battery 400 to the control device 600. The charging rate data acquisition unit 602 acquires the charging rate data output from the measuring device 401. The control unit 601 can control the supply of regenerative current to the heating device 500 and the secondary battery 400 based on the charging rate data.

  The determination unit 604 determines whether the charging rate acquired by the charging rate data acquisition unit 602 is equal to or greater than a specified value. Specified value data indicating the specified value is stored in the storage unit 606. When it is determined that the charging rate of the secondary battery 400 is not equal to or higher than the specified value, the control unit 601 stops supplying the regenerative current to the heating device 500. The control unit 601 can supply a regenerative current to the heating device 500 when it is determined that the charging rate is equal to or higher than the specified value.

  In addition, the control unit 601 can distribute the regenerative current generated by the regenerative motor or the generator 201 to the heating device 500 and the secondary battery 400 when it is determined that the charging rate is equal to or higher than the specified value. . The control unit 601 determines a regenerative current distribution ratio for the heating device 500 and the secondary battery 400 based on the charge rate data acquired by the charge rate data acquisition unit 602, and based on the determined distribution ratio, The regenerative current can be distributed to the temperature device 500 and the secondary battery 400. When the determination unit 604 determines that the charging rate of the secondary battery 400 is equal to or higher than the specified value, the control unit 601 uses the regenerative current generated by the regenerative motor or the generator 201 as the heating device 500 and the secondary battery. 400.

  In addition, when the determination unit 604 determines that the charging rate of the secondary battery 400 is equal to or greater than a specified value and less than a threshold value greater than the specified value, the control unit 601 distributes the regenerative current to the secondary battery 400. Is larger than the distribution ratio of the regenerative current to the heating device 500, and when it is determined that the charging rate of the secondary battery 400 is equal to or greater than the threshold, the distribution ratio of the regenerative current to the heating device 500 is set to the secondary battery 400. The regenerative current distribution ratio can be made larger.

  The temperature data acquisition unit 603 acquires temperature data indicating the temperature of the tire 1. A temperature sensor 70 that detects the temperature of the tire 1 is provided in the tire 1. The temperature sensor 70 outputs temperature data indicating the temperature of the tire 1 to the control device 600. The temperature data acquisition unit 603 acquires the temperature data output from the temperature sensor 70. The control unit 601 can control the supply of regenerative current to the heating device 500 and the secondary battery 400 based on the temperature data.

  The determination unit 604 determines whether the temperature acquired by the temperature data acquisition unit 603 is equal to or higher than a specified temperature. The specified temperature data indicating the specified temperature is stored in the storage unit 606. When it is determined that the temperature is equal to or higher than the specified temperature, the controller 601 stops supplying the regenerative current to the heating device 500. The controller 601 can supply a regenerative current to the secondary battery 400 when it is determined that the temperature is equal to or higher than the specified temperature. The control unit 601 supplies a regenerative current to the heating device 500 when it is determined that the temperature is lower than the specified temperature. The controller 601 can supply a regenerative current to the secondary battery 400 when it is determined that the temperature is lower than the specified temperature.

  Further, the control unit 601 can control the power supply controller 610 so that the tire 1 reaches the target temperature based on the detection value of the temperature sensor 70. For example, the control unit 601 controls the power supply controller 610 to control the regenerative current value supplied to the heater 50 so that the difference between the target temperature of the tire 1 and the detected value of the temperature sensor 70 becomes small. Can do.

[Tire heating method]
Next, a tire heating method will be described. FIG. 3 is a flowchart illustrating an example of a tire heating method.

  The vehicle 300 is stopped at a stop such as a garage at home, a parking facility, and a gas station. In the following description, it is assumed that the vehicle 300 is stopped in a garage at home. For example, when the vehicle 300 is stopped in a garage for a long time at night in a cold region, the temperature of the tire 1 may decrease from −10 [° C.] to about −20 [° C.].

  When using the vehicle 300 in the morning, the driver gets into the driver's cab, operates the operating device 306 including the starter button, and activates the power source 303. The driver operates the vehicle 300 and starts traveling.

  The charging rate of the secondary battery 400 is measured by the measuring device 401. The charging rate data acquisition unit 602 acquires charging rate data indicating the charging rate of the secondary battery 400 from the measuring device 401 (step SA1).

  Further, the temperature of the tire 1 is detected by the temperature sensor 70. The temperature data acquisition unit 603 acquires temperature data indicating the temperature of the tire 1 from the temperature sensor 70 (step SA2).

  The power supply controller 610 determines whether or not a regenerative current is generated from the regenerative motor or generator 201 (step SA3).

  When it is determined in step SA3 that no regenerative current is generated (step SA3: No), the regenerative current is not supplied to the heating device 500 and the secondary battery 400, and charging rate data acquisition and temperature data acquisition are performed. Acquisition continues.

  If it is determined in step SA3 that a regenerative current is generated (step SA3: Yes), the determination unit 604 determines whether the charging rate of the secondary battery 400 acquired by the charging rate data acquisition unit 602 is equal to or greater than a specified value. It is determined whether or not (step SA4). The specified value is, for example, 60 [%].

  When it is determined in step SA4 that the charging rate of the secondary battery 400 is not equal to or greater than the specified value (step SA4: No), the control unit 601 supplies a regenerative current to the secondary battery 400 and supplies the heating device 500 with the regenerative current. The power supply controller 610 is controlled so as to stop supplying the regenerative current (step SA5).

  In the present embodiment, the regenerative current is supplied to the secondary battery 400 until the charging rate of the secondary battery 400 becomes equal to or higher than the specified value, and the regenerative current supply to the heating device 500 is stopped.

  When it is determined in step SA4 that the charging rate of the secondary battery 400 is equal to or higher than the specified value (step SA4: Yes), the determining unit 604 determines that the temperature of the tire 1 acquired by the temperature data acquiring unit 603 is the specified temperature. It is determined whether or not this is the case (step SA6). The specified temperature is, for example, 5 [° C.]. The specified temperature may be 0 [° C.] or −5 [° C.].

  When it is determined in step SA6 that the temperature of the tire 1 is equal to or higher than the specified temperature (step SA6: Yes), the heating of the tire 1 by the heating device 500 is not performed. The control unit 601 controls the power supply controller 610 so that the regenerative current is not supplied to the heating device 500.

  When it is determined in step SA6 that the temperature of the tire 1 is not equal to or higher than the specified temperature (step SA6: No), the control unit 601 is based on the charging rate data acquired by the charging rate data acquiring unit 602, and the heating device The distribution ratio of the regenerative current generated by the regenerative motor or generator 201 for 500 and the secondary battery 400 is determined (step SA7).

  When the charging rate of the secondary battery 400 is greater than or equal to a specified value and less than a threshold value greater than the specified value, the control unit 601 determines the regenerative current distribution ratio for the secondary battery 400 and the regenerative current distribution ratio for the heating device 500. When the charging rate of the secondary battery 400 is equal to or greater than the threshold value, the distribution ratio of the regenerative current to the heating device 500 is made larger than the distribution ratio of the regenerative current to the secondary battery 400. The specified data indicating the specified value and the threshold data indicating the threshold value are stored in the storage unit 606.

  As an example, when the specified value is set to 60 [%] and the threshold value is set to 80 [%] which is larger than the specified value, the charging rate of the secondary battery 400 is 100 [%] which is larger than 80 [%]. In some cases, the secondary battery 400 does not accept further charging. In that case, the control unit 601 sets the distribution ratio of the regenerative current to the secondary battery 400 to 0 [%] and the ratio of the regenerative current to the heating device 500 to 100 [%]. Thereby, the regenerative current is sufficiently supplied to the heating device 500. Further, when the charging rate of the secondary battery 400 is 90 [%] which is larger than 80 [%], the control unit 601 sets the distribution ratio of the regenerative current to the secondary battery 400 to 25 [%], for example, and heats the battery. The ratio of the regenerative current to the device 500 is, for example, 75 [%]. Thereby, the secondary battery 400 is charged in parallel with the heating of the tire 1 by the heating device 500. In addition, when the charging rate of the secondary battery 400 is 80 [%], the control unit 601 sets the distribution ratio of the regenerative current to the secondary battery 400 to 50 [%], for example, and the ratio of the regenerative current to the heating device 500 Is, for example, 50 [%]. Also in this case, the secondary battery 400 is charged in parallel with the heating of the tire 1 by the heating device 500.

  When the charging rate of the secondary battery 400 is not less than 60 [%] and 70 [%] less than 80 [%], the control unit 601 sets the distribution ratio of the regenerative current to the secondary battery 400 to, for example, 75 [%]. %], And the ratio of the regenerative current to the heating device 500 is, for example, 25 [%]. Thereby, it is possible to suppress a decrease in the charging rate of the secondary battery 400 while heating the tire 1 with the heating device 500. When the charging rate of the secondary battery 400 is 60 [%], the control unit 601 sets the distribution ratio of the regenerative current to the secondary battery 400 to 100 [%], and sets the ratio of the regenerative current to the heating device 500 to 0 [%]. %]. As a result, the regenerative current is preferentially supplied to the secondary battery 400, and the secondary battery 400 is restrained from decreasing the charging rate.

  Based on the determined distribution ratio of the regenerative current, the control unit 601 controls the power supply controller 610 so that the regenerative current is supplied to the heating device 500 (step SA8). When the regenerative current is supplied to the heating device 500, the tire 1 is heated.

[effect]
As described above, the tire 1 is heated to the specified temperature or higher by the heating device 500 by the regenerative current generated by the regenerative motor or the generator 201. Thus, after the tire 1 starts to travel, the regenerative motor or the generator 201 operates to warm the tire 1, and the rolling resistance is reduced immediately after the tire 1 starts traveling. Therefore, the fuel efficiency of the vehicle 300 to which the tire 1 is attached is improved.

  The controller 601 and the power supply controller 610 control the supply of regenerative current to the heating device 500 and the secondary battery 400. In the situation where the secondary battery 400 needs to be charged or the tire 1 does not need to be heated, the regenerative current is preferentially supplied to the secondary battery 400 and the tire 1 needs to be heated or the secondary battery 400. In such a situation that charging is not required, the regenerative current can be effectively utilized by supplying the regenerative current to the heating device 500 preferentially.

  The charging capacity (maximum charging speed) of the secondary battery 400 is determined. When the regenerative power generated by the regenerative motor or generator 201 exceeds the charging capacity of the secondary battery 400, conventionally, a part of the regenerative power has been converted into heat, for example, and discarded. In the present embodiment, heat that has been discarded in the past is used for heating the tire 1. Thereby, the use efficiency of regenerative energy can be raised significantly.

  The first conductive path 403 through which the regenerative current supplied from the regenerative motor or generator 201 to the secondary battery 400 flows, and the second conductive path through which the regenerative current supplied from the regenerative motor or generator 201 to the heating device 500 flows. A regenerative current from the regenerative motor or generator 201 is supplied to the heating device 500 without passing through the secondary battery 400. Since the tire 1 is heated without using the secondary battery 400, a reduction in the charging rate of the secondary battery 400 is suppressed. For example, when the secondary battery 400 is an EV drive battery, a decrease in the cruising distance of the vehicle 300 is suppressed by suppressing a decrease in the charging rate of the EV drive battery.

  In addition, by controlling the supply of the regenerative current to the heating device 500 and the secondary battery 400 based on the charging rate data, the tire 1 is heated while suppressing the charging rate shortage of the secondary battery 400.

  In addition, it is determined whether or not the charging rate acquired by the charging rate data acquisition unit 602 is equal to or higher than a specified value, and the control unit 601 performs heating when it is determined that the charging rate of the secondary battery 400 is not higher than the specified value. The supply of the regenerative current to the device 500 is stopped. When the charging rate of the secondary battery 400 is less than the specified value, the regenerative current is preferentially supplied to the secondary battery 400 by stopping the supply of the regenerative current from the regenerative motor or generator 201 to the heating device 500. Is done. Therefore, when the charging rate of the secondary battery 400 is less than the specified value, the reduction of the charging rate is suppressed.

  In addition, when it is determined that the charging rate of the secondary battery 400 is equal to or higher than the specified value, the control unit 601 transmits the regenerative current generated by the regenerative motor or the generator 201 to the heating device 500 and the secondary battery 400. Distribute. The regenerative current is distributed to the heating device 500 and the secondary battery 400, whereby the secondary battery 400 can be charged in parallel with the heating of the tire 1. In addition, when the charging rate of the secondary battery 400 is equal to or higher than the specified value, the regenerative current is distributed to the heating device 500 and the secondary battery 400, so that the tire is fully charged in the secondary battery 400. 1 can be warmed.

  In addition, the control unit 601 determines the distribution ratio of the regenerative current to the heating device 500 and the secondary battery 400 based on the charging rate data. For example, in a situation where the charging rate is low and the priority for suppressing the reduction in charging rate of the secondary battery 400 is high, the distribution ratio of the regenerative current to the secondary battery 400 is increased, and the charging rate is high and the reduction in charging rate of the secondary battery 400 is suppressed. In a situation where the priority is low, the distribution ratio of the regenerative current to the heating device 500 can be increased, and the regenerative current can be appropriately used according to the situation.

  Further, when the charging rate of the secondary battery 400 is equal to or higher than a specified value (for example, 60 [%]) and less than a threshold value (for example, 80 [%]) larger than the specified value, the control unit 601 When the distribution ratio of the regenerative current is larger than the distribution ratio of the regenerative current with respect to the heating device 500 and the charging rate of the secondary battery 400 is equal to or greater than the threshold, the distribution ratio of the regenerative current with respect to the heating device 500 is set to the secondary battery 400. Is larger than the distribution ratio of the regenerative current to. Thereby, for example, when the charging rate of the secondary battery 400 is equal to or higher than a specified value but is still insufficient, the distribution ratio of the regenerative current to the secondary battery 400 is larger than the distribution ratio of the regenerative current to the heating device 500. By doing so, the fall of the charging rate of the secondary battery 400 can be suppressed. Further, when the charging rate of the secondary battery 400 is sufficient, the tire 1 can be sufficiently short in a short time by making the distribution ratio of the regenerative current to the heating device 500 larger than the distribution ratio of the regenerative current to the secondary battery 400. Can be warmed.

  Further, by controlling the supply of regenerative current to the heating device 500 and the secondary battery 400 based on the temperature data, the tire 1 is heated only when the tire 1 needs to be heated. When the temperature is not required, control without heating the tire 1 is possible, and the fuel consumption of the vehicle 300 can be improved while suppressing deterioration of the tire 1 due to excessive heating.

  Further, it is determined whether or not the temperature acquired by the temperature data acquisition unit 603 is equal to or higher than the specified temperature, and when it is determined that the temperature is equal to or higher than the specified temperature, the control unit 601 stops supplying the regenerative current to the heating device 500. To do. When the temperature of the tire 1 is equal to or higher than the specified temperature, the supply of the regenerative current from the regenerative motor or generator 201 to the heating device 500 is stopped, so that the tire 1 is not required to be heated. Is suppressed from being heated in vain.

  Further, when the temperature of the tire 1 is lower than the specified temperature, a regenerative current is supplied from the regenerative motor or the generator 201 to the heating device 500, thereby heating the tire 1 and improving the fuel consumption of the vehicle 300. can do.

  In the above-described embodiment, the temperature of the tire 1 is detected by the temperature sensor 70, and it is determined by the determination unit 604 whether or not the temperature of the tire 1 detected by the temperature sensor 70 is equal to or higher than the specified temperature. When it is determined that there is, the heating of the tire 1 by the heating device 500 is not performed, and when it is determined that the temperature is lower than the specified temperature, the heating of the tire 1 by the heating device 500 is performed. A temperature sensor capable of detecting outside air temperature data indicating the temperature of outside air in the garage is provided, the outside air temperature is detected by the temperature sensor, and the temperature data indicating the outside air temperature detected by the temperature sensor is the temperature data acquisition unit 603. May be obtained. The control unit 601 may control the supply of regenerative current to the heating device 500 and the secondary battery 400 based on temperature data indicating the temperature of the outside air. The determination unit 604 determines whether or not the temperature of the outside air acquired by the temperature data acquisition unit 603 is equal to or higher than a specified temperature, and the control unit 601 performs heating when it is determined that the temperature of the outside air is equal to or higher than the specified temperature. The supply of the regenerative current to the device 500 may be stopped. Further, the control unit 601 may supply a regenerative current to the heating device 500 when it is determined that the temperature of the outside air is not equal to or higher than the specified temperature.

  Whether or not to warm the tire 1 by the heating device 500 is determined based on the temperature of the outside air indicated by the weather forecast data, regardless of the detection result of the temperature sensor that detects the temperature of the outside air. Also good.

  In the above-described embodiment, the heating of the tire 1 by the heating device 500 (the supply of current from the regenerative motor or the generator 201 to the heater 50) is performed by charging the secondary battery 400 (the regenerative motor to the secondary battery 400). (Or supply of current from the generator 201), or may be performed alternately.

  In the above-described embodiment, when it is determined that the tire 1 has reached the specified temperature, the heating by the heating device 500 is terminated. Based on the rate of increase in the air pressure of the tire 1, the heating by the heating device 500 may be terminated. Even if the temperature of the tire 1 does not reach the specified temperature, the heating by the heating device 500 may be terminated when the air pressure of the tire 1 exceeds the specified value. Thereby, the fall of the exercise | movement performance of the vehicle 300 by the excessive raise of an air pressure is suppressed.

  In the above-described embodiment, when the temperature of the tire 1 is lower than the specified temperature, all the four tires 1 of the vehicle 300 are heated. The tire 1 selected from the four tires 1 is heated, and the other tires 1 may not be heated. For example, the driving wheel tire may be preferentially heated, and the driven wheel tire may be preferentially heated. Since the driven wheel tire is harder to warm during traveling than the driving wheel tire, the temperature of the four tires 1 is made uniform in a short time after traveling by sufficiently warming the driven wheel tire before traveling, The fuel consumption of the vehicle 300 is improved.

  In the above-described embodiment, the vehicle 300 is a secondary battery type vehicle such as an electric vehicle, a hybrid vehicle, or a plug-in hybrid vehicle, and the secondary battery 400 is a power source 303 for driving the traveling device 301. The battery is an EV drive battery that supplies electric power to the electric motor. The automobile 300 may be a gasoline car or a diesel car. The secondary battery 400 may be a regenerative battery that stores regenerative power generated by a regenerative brake, or a low-voltage battery (12V battery) for driving electronic devices such as lamps, air conditioners, and car navigation systems. )

  In the above-described embodiment, the voltage of the regenerative power supplied from the regenerative motor or generator 201 to the secondary battery 400 may be adjusted by a transformer (DC / DC converter), or the regenerative motor or generator 201. The voltage of the regenerative power supplied to the heating device 500 from the heater may be adjusted by a transformer (DC / DC converter). Further, the voltage applied to the secondary battery 400 and the voltage applied to the heating device 500 may be the same or different.

  In the above-described embodiment, when the instantaneous fuel consumption meter is provided in the vehicle 300, the supply of the regenerative current to the heating device 500 may be controlled based on the measurement result of the instantaneous fuel consumption meter. For example, when it is determined that the fuel consumption of the vehicle 300 is deteriorated based on the measurement result of the instantaneous fuel consumption meter, the control unit 601 supplies a regenerative current to the heating device 500 to heat the tire 1. . Thereby, the rolling resistance of the tire 1 is reduced, and the fuel consumption of the vehicle 300 is improved.

[tire]
Hereinafter, the tire 1 will be described. FIG. 4 is an enlarged cross-sectional view of a part of the tire 1. The tire 1 is a pneumatic tire. The tire 1 is rotatable about the central axis AX while being attached to the tire wheel 100. FIG. 4 shows a meridional section passing through the central axis AX of the tire 1.

  In the following description, the positional relationship of each part will be described using the terms tire circumferential direction, tire radial direction, and tire width direction. The tire 1 rotates around the central axis AX and is arranged around the central axis AX. The tire circumferential direction is a rotation direction around the center axis AX of the tire 1. The tire radial direction is a radial direction with respect to the central axis AX of the tire 1. The tire width direction is a direction parallel to the central axis AX of the tire 1.

  A center axis AX of the tire 1 is orthogonal to the equator plane CL of the tire 1. The equatorial plane CL is a plane that passes through the center of the tire 1 in the tire width direction.

  The inner side in the tire radial direction is the side close to the central axis AX. The outer side in the tire radial direction is the side far from the central axis AX. The inner side in the tire width direction is the side closer to the equator plane CL. The outer side in the tire width direction is the side far from the equator plane CL.

  The tire 1 includes a carcass 2, a belt 3, a belt cover 4, a bead portion 5, a tread rubber 6, a side rubber 7, an inner liner 8, a conductive member 30 provided on the tire inner surface 13, and a tire inner surface. 13 is provided with a sheet-like heater 50 provided at 13. The heating device 500 includes the conductive member 30 and the heater 50.

  Each of the carcass 2, the belt 3, and the belt cover 4 includes a cord of organic fiber, synthetic resin fiber, or metal fiber. Layers including cords such as the carcass 2, the belt 3, and the belt cover 4 are collectively referred to as a cord layer. The cord layer is embedded in the tread rubber 6.

  The tire 1 includes a tread portion 10 having a ground contact surface 14 that contacts a road surface, and side portions 9 disposed on both sides of the tread portion 10 in the tire width direction. The tread portion 10 includes a tread rubber 6 and a cord layer embedded in the tread rubber 6. The side portion 9 includes a side rubber 7 and a carcass 2.

  The carcass 2 is a strength member that forms the skeleton of the tire 1, and functions as a pressure vessel when the internal space 15 of the tire 1 is filled with air. The carcass 2 is supported by the bead portion 5. The bead portions 5 are disposed on both sides of the carcass 2 in the tire width direction. The carcass 2 is folded back at the bead portion 5. The carcass 2 includes a carcass cord of organic fiber, synthetic resin fiber, or metal fiber, and rubber covering the carcass cord. The carcass cord may be made of polyester, nylon, aramid, or rayon.

  The belt 3 is a strength member that holds the shape of the tire 1, and is provided outside the carcass 2 in the tire radial direction. The belt 3 includes a belt cord made of organic fiber, synthetic resin fiber, or metal fiber, and rubber covering the belt cord. The belt 3 includes a first belt ply 3A and a second belt ply 3B. The first belt ply 3A and the second belt ply 3B are laminated so that the belt cord of the first belt ply 3A and the belt cord of the second belt ply 3B intersect. The belt cord may be made of steel.

  The belt cover 4 is a strength member that protects and reinforces the belt 3, and is provided outside the belt 3 in the tire radial direction. The belt cover 4 includes a cover cord made of organic fiber, synthetic resin fiber, or metal fiber, and rubber that covers the cover cord. The cover cord may be made of steel.

  The bead portion 5 is a strength member that fixes both ends of the carcass 2, and fixes the tire 1 to the rim 101 of the tire wheel 100. The bead portion 5 is a bundle of steel wires or carbon steel wires.

  The tread rubber 6 protects the carcass 2. The tread rubber 6 includes a plurality of grooves 20 and a grounding surface 14 provided between the grooves 20. The ground plane 14 includes a land surface between the grooves 20 and contacts the road surface.

  The side rubber 7 protects the carcass 2. The side rubber 7 is provided on both sides of the tread rubber 6 in the tire width direction.

  The inner liner 8 is a layer formed of a rubber, a thermoplastic elastomer, a thermoplastic resin, or a thermoplastic elastomer composition obtained by blending a thermoplastic resin and an elastomer, which is attached to the inner surface of the tread rubber 6 and the inner surface of the side rubber 7. The tire inner surface 13 is the inner surface of the inner liner 8.

  The internal space 15 is formed between the tire wheel 100 and the tire 1 attached to the tire wheel 100. An internal space 15 is defined by the tire inner surface 13 and the outer peripheral surface of the tire wheel 100. The tire inner surface 13 is provided so as to face the inner space 15. The internal space 15 is filled with air having an appropriate internal pressure.

  The conductive member 30 and the heater 50 are bonded to the tire inner surface 13. The heater 50 is provided on the inner side in the tire width direction than the conductive member 30.

  The heater 50 is provided on the inner side in the tire width direction than the one end 3Ea and the other end 3Eb of the belt 3 in the tire width direction. At least a part of the heater 50 is provided at the center of the tire inner surface 13 in the tire width direction.

  FIG. 5 is a diagram illustrating an example of the tread portion 10 of the tire 1. As shown in FIG. 5, the tread portion 10 includes a groove 20 and a grounding surface 14 provided between the grooves 20. The groove 20 includes a main groove (circumferential groove) 21 extending in the tire circumferential direction, a lug groove (lateral groove) 22 extending at least partially in the tire width direction, and at least partially extending in the tire width direction. Sipe 23 to be included.

  A land portion is provided around the groove 20. The land portion is provided between the groove 20 and the groove 20 adjacent to the groove 20. The ground plane 14 is disposed on the land. The tread portion 10 has a plurality of land portions. Of the plurality of land portions, the land portion provided between the main groove 21 and the main groove 21 adjacent to the main groove 21 is referred to as a rib 16. The rib 16 has a ground contact surface 14 and extends in the tire circumferential direction.

  The main groove 21 extends in the tire circumferential direction. The main groove 21 has a slip sign (tread wear indicator) inside. The slip sign indicates the end of wear. The main groove 21 has a width of 4.0 [mm] or more and a depth of 5.0 [mm] or more. In the example shown in FIG. 5, the main groove 21 includes four main grooves 21A, 21B, 21C, and 21D, and the rib 16 includes three ribs 16A, 16B, and 16C. The rib 16B including the tire equatorial plane CL is called a center rib 16B. The ribs 16A and 16C on both sides of the center rib 16B in the tire width direction are called second ribs 16A and 16C.

  At least a part of the lug groove 22 extends in the tire width direction. The lug groove 22 has a width of 1.5 [mm] or more and a depth of 4.0 [mm] or more. The lug groove 22 may partially have a depth of less than 4.0 [mm].

  At least a part of the sipe 23 extends in the tire width direction. The sipe 23 is formed on the land portion of the tire 1. The sipe 23 has a width of less than 1.5 [mm].

  The tread portion 10 includes a center portion 11 including a tire equatorial plane CL and shoulder portions 12 provided on both sides of the center portion 11 in the tire width direction. The center portion 11 of the tread portion 10 includes a tire equatorial plane CL. The shoulder portion 12 of the tread portion 10 is provided on both sides of the center portion 11 in the tire width direction. The main groove 21 is provided in the center portion 11. The lug groove 22 is provided in each of the center portion 11 and the shoulder portion 12. The sipe 23 is provided on the shoulder portion 12.

  Of the shoulder portions 12 provided on both sides of the center portion 11 in the tire width direction, one shoulder portion 12A is 15% of the contact width of the tread portion 10 from the tire equatorial plane CL toward one side in the tire width direction. This is a region on one side in the tire width direction with respect to the first main groove 21 existing at a distance of 40% or less. One shoulder portion 12A includes one grounding end.

  The other shoulder portion 12B is from the second main groove 21 present at a distance of 15 [%] to 40 [%] of the contact width of the tread portion 10 from the tire equatorial plane CL toward the other side in the tire width direction. Also refers to the region on the other side in the tire width direction. The other shoulder portion 12B includes the other ground contact end.

  The center portion 11 refers to a region between the first main groove 21 and the second main groove 21.

  In the example shown in FIG. 5, the main groove 21A is the first main groove 21, and one shoulder portion 12A is defined with the main groove 21A as a boundary. The main groove 21D is the second main groove 21, and the other shoulder portion 12B is defined with the main groove 21D as a boundary.

  The tread portion 10 is in contact with the grounded end when the tire 1 is assembled on a regular rim, filled with regular internal pressure, placed vertically on a flat surface, and the tread portion 10 is grounded in a loaded state with a regular load applied. This refers to the end of the portion in the tire width direction.

  The “regular rim” is a rim that is defined for each tire 1 in the standard system including the standard on which the tire 1 is based, and is a standard rim for JATMA, “Design Rim” for TRA, and ETRTO. If there is, it is “Measuring Rim”. However, when the tire 1 is a tire mounted on a new vehicle, a genuine wheel on which the tire 1 is assembled is used.

  The “normal internal pressure” is the air pressure determined for each tire 1 in the standard system including the standard on which the tire 1 is based. The maximum air pressure is JATMA, and the table “TIRE LOAD LIMITS AT VARIOUS” is TRA. In the case of ETRTO, the maximum value described in “COLD INFORATION PRESSURES” is “INFLATION PRESSURE”. However, when the tire 1 is a tire mounted on a new vehicle, the air pressure displayed on the vehicle is used.

  The “regular load” is a load determined by the standard for each tire 1 in the standard system including the standard on which the tire 1 is based. The maximum load capacity is set for JATMA, and the table “TIRE LOAD LIMITS AT” for TRA. If it is ETRTO, the maximum value described in “VARIOUS COLD INFRATION PRESURES” is “LOAD CAPACITY”. However, when the tire 1 is a passenger car, the load is equivalent to 88% of the load. When the tire 1 is a tire mounted on a new vehicle, the wheel load is obtained by dividing the longitudinal axle weight described in the vehicle verification of the vehicle by the number of tires.

  FIG. 6 is a cross-sectional view showing the tire 1 in a state where it is mounted on the tire wheel 100. FIG. 7 is an enlarged view of a part of FIG. As shown in FIGS. 6 and 7, the wheel electric wire 102 is supported on the tire wheel 100. The wheel electric wire 102 is disposed on the spoke 103 of the tire wheel 100. The conductive member 30 of the tire 1 is connected to the wheel electric wire 102. Electric power (current) supplied from the regenerative motor or generator 201 is supplied to the wheel wire 102. The electric power supplied to the wheel electric wire 102 is supplied to the conductive member 30. The electric power supplied to the conductive member 30 is supplied to the heater 50. The heater 50 generates heat by electric power supplied via the wheel electric wire 102 and the conductive member 30.

  As shown in FIG. 6, a vehicle 300 is provided between the knuckle 104 of the suspension device, the hub 106 supported by the axle 105, and the knuckle 104 and the hub 106, and the axle 105 and the hub are centered on the central axis AX. And a bearing device 107 that rotatably supports 106. The spokes 103 of the tire wheel 100 are fixed to the hub 106. A rotary connector such as a slip ring is provided on the hub 106. The electric power output from the power source provided in the vehicle is supplied to the wheel electric wire 102 of the tire wheel 100 through the wiring (not shown) provided in the knuckle 104 and the rotary connector provided in the hub 106. Is done.

  FIG. 8 is a perspective view in which the tire 1 is broken, and shows the tire inner surface 13. As shown in FIG. 8, the heater 50 has a sheet shape and is fixed to the tire inner surface 13.

  The heater 50 having a sheet shape means that the size of the heater 50 in the tire radial direction is smaller than the size of the heater 50 in the tire width direction and the size of the heater 50 in the tire circumferential direction. The dimension of the heater 50 in the tire radial direction means the thickness of the heater 50. The thickness of the heater 50 is preferably 0.2 [mm] or more and 1.0 [mm] or less.

  The heater 50 extends in the tire circumferential direction. The heater 50 is an annular member provided continuously in the tire circumferential direction.

  The dimension in the tire width direction of the heater 50 is equal to the dimension in the tire width direction of the center portion 11 of the tread portion 10. The heater 50 is provided in the same range in the tire width direction as the center portion 11. That is, the heater 50 is provided in a region corresponding to the center portion 11 (directly below the center portion 11).

The conductive member 30 is linear and is fixed to the tire inner surface 13. The conductive member 30 is a conductive yarn bonded to the tire inner surface 13. The conductive member 30 is, for example, a thread cord obtained by twisting a plurality of conductive fibers such as metal fibers. The linear resistivity of the conductive member 30 is preferably less than 1 × 10 ⁷ [Ω / cm]. The total fineness of the conductive member 30 is preferably 20 [dtex] or more and 5000 [dtex] or less. When the total fineness of the conductive member 30 is smaller than 20 [dtex], there is a high possibility that the conductive member 30 will be cut when the conductive member 30 is manufactured or when the conductive member 30 is bonded to the tire inner surface 13. This is because, when the total fineness of the member 30 is larger than 5000 [dtex], there is a high possibility that the conductive member 30 is cut while the tire 1 is traveling. Moreover, it is preferable that the elongation rate of the electrically-conductive member 30 is 1.0 [%] or more and 70.0 [%] or less. The elongation is measured in accordance with JIS L 1017 Chemical Fiber Tire Cord Test Method 8.5 Tensile Strength and Elongation.

  FIG. 9 is a perspective view schematically showing an example of the heater 50. 10 is an enlarged plan view of a part of the heater 50 shown in FIG. 9, and corresponds to a portion A in FIG. As shown in FIGS. 9 and 10, the heater 50 is formed of a conductive material, and is formed of a linear heating element 53 that generates heat by power supplied from the conductive member 30 and a non-conductive material. And a sheet member 54 covering 53.

  The linear heating element 53 is a conductive fiber. The heating element 53 is a carbon fiber having conductivity. The conductive fiber may be a single fiber or a bundle of a plurality of fibers.

  The sheet member 54 has sufficiently lower conductivity than the heat generating element 53. The sheet member 54 is formed of an insulating material such as rubber. The sheet member 54 is silicon rubber. The sheet member 54 may be made of synthetic resin or non-woven fabric.

  The heating element 53 is embedded in the sheet member 54. The surface of the heater 50 is the surface of the sheet member 54. The heater 50 may be formed by sandwiching the heat generating element 53 between the two sheet members 54.

  The heater 50 includes a first electrode line 51 extending in the tire circumferential direction, and a second electrode line 52 provided at a position different from the first electrode line 51 in the tire width direction and extending in the tire circumferential direction. . The first electrode wire 51 is an annular member provided continuously in the tire circumferential direction. The second electrode line 52 is also an annular member provided continuously in the tire circumferential direction.

  The sheet member 54 covers not only the heating element 53 but also the first electrode line 51 and the second electrode line 52. The first electrode line 51 and the second electrode line 52 may be embedded in the sheet member 54 or may be sandwiched between the two sheet members 54.

  The first electrode line 51 and the second electrode line 52 are arranged in parallel. The heating element 53 is disposed between the first electrode line 51 and the second electrode line 52 so as to be orthogonal to the first electrode line 51 and the second electrode line 52. One end of the heating element 53 is connected to the first electrode line 51. The other end of the heating element 53 is connected to the second electrode line 52. A plurality of heating elements 53 are provided in the tire circumferential direction between the first electrode line 51 and the second electrode line 52. The plurality of heating elements 53 are arranged in parallel.

  The conductive member 30 includes a first conductive member 30 </ b> A connected to the first electrode line 51 and a second conductive member 30 </ b> B connected to the second electrode line 52.

  The heating element 53 is connected to the conductive member 30 (30A, 30B) via the first electrode line 51 and the second electrode line 52. The heating element 53 generates heat by the electric power supplied from the first conductive member 30A and the second conductive member 30B via the first electrode line 51 and the second electrode line 52.

Similar to the conductive member 30, the first electrode line 51 and the second electrode line 52 may be conductive yarns that are thread-like cords obtained by twisting a plurality of conductive fibers such as metal fibers. The line resistivity of the first electrode line 51 and the second electrode line 52 is preferably less than 1 × 10 ⁸ [Ω / cm], and the total fineness is 20 [dtex] or more and 5000 [dtex] or less. The elongation is preferably 1.0 [%] or more and 70.0 [%] or less.

  FIG. 11 is a diagram schematically illustrating an example of a connection structure between the heater 50 and the tire inner surface 13 of the inner liner 8. The heater 50 is disposed so as to contact the tire inner surface 13. A cover member 55 that covers the heater 50 in contact with the tire inner surface 13 is provided. The cover member 55 is a sheet-like member. The cover member 55 has an insulating function and a waterproof function. The cover member 55 may be made of rubber or synthetic resin.

  The dimension of the cover member 55 in the tire width direction is larger than the dimension of the heater 50 in the tire width direction. A part of the cover member 55 is in contact with the tire inner surface 13. A part of the cover member 55 and the tire inner surface 13 are bonded through an adhesive layer containing an adhesive. The cover member 55 adheres to the tire inner surface 13 while covering the heater 50 that contacts the tire inner surface 13, and fixes the heater 50 to the tire inner surface 13.

  Next, the operation of the heater 50 will be described. In winter or early morning, the temperature of the tire 1 before running is lowered. After the engine of the vehicle is started, power is supplied from the power source to the heater 50. Thereby, the heat generating element 53 generates heat, and the inner liner 8 having the tire inner surface 13 is heated. When the tire inner surface 13 is heated, the carcass 2, the belt 3, the belt cover 4, and the tread rubber 6 of the tread portion 10 are heated. Since the heater 50 is provided directly under the tread portion 10, the tread portion 10 is efficiently heated.

  As described above, since the sheet-like heater 50 is provided directly on the tire inner surface 13, the tread rubber 6 of the tire 1 and the cord of the cord layer are efficiently heated. As the temperature of the tread rubber 6 of the tire 1 and the cord of the cord layer increases, the rolling resistance of the tire 1 is reduced. Therefore, the fuel efficiency of the vehicle equipped with the tire 1 is improved.

  Further, during traveling of the tire 1, centrifugal force or repeated bending acts on the conductive member 30 and the heater 50. Since the conductive member 30 and the heater 50 are directly provided on the tire inner surface 13, the conductive member 30 and the heater 50 are continuously supported by the tire inner surface 13 even when the tire 1 is traveling. Therefore, deterioration of the conductive member 30 and the heater 50 is suppressed, and durability is improved.

  In addition, a conductive yarn is used as the conductive member 30. Thereby, even if a centrifugal force or repeated bending acts on the conductive member 30 during traveling of the tire 1, deterioration of the conductive member 30 is suppressed, and durability is improved.

  The heater 50 is provided on the inner side in the tire width direction than the end 3Ea and the end 3Eb of the belt 3. Thereby, the tread rubber 6 of the tread portion 10, the belt cord of the belt 3, and the carcass cord of the carcass 2 are efficiently heated.

  Further, at least a part of the heater 50 is provided at the center of the tire inner surface 13 in the tire width direction. Thereby, after the center part of the tire width direction is heated among the tread parts 10, heat spreads in the tire width direction, and the tread part 10 is heated uniformly.

  The heater 50 extends in the tire circumferential direction. Thereby, since the tread part 10 is heated uniformly in the tire circumferential direction, the rolling resistance is effectively reduced.

  The heater 50 includes a linear heating element 53 formed of a conductive material and a sheet member 54 formed of a non-conductive material that covers the heating element 53. Since the heater 50 is unitized by the heating element 53 and the sheet member 54, the operation of bonding the heater 50 to the tire inner surface 13 is smoothly performed. In addition, the occurrence of a short circuit is suppressed by covering the heat generating element 53 with the sheet member 54 of a non-conductive material.

  The heating element 53 is a conductive fiber such as carbon fiber. By using a conductive fiber as the heating element 53, a lightweight and thin heater 50 is provided. The provision of the lightweight and thin heater 50 improves the durability of bonding between the heater 50 and the tire inner surface 13. In addition, since carbon fibers have high tensile strength, thin carbon fibers can be used, and a plurality of carbon fibers can be arranged uniformly at narrow intervals. Thereby, the adhesion durability between the heater 50 and the tire inner surface 13 is further improved, and the tread portion 10 is heated uniformly.

  The heater 50 has a first electrode line 51 and a second electrode line 52 extending in the tire circumferential direction, and the heating element 53 is disposed between the first electrode line 51 and the second electrode line 52 in the tire circumference. A plurality are provided in the direction. Thereby, electric power can be smoothly supplied to the plurality of heating elements 53 via the first electrode line 51 and the second electrode line 52, and the tread portion 10 can be heated uniformly.

  The heater 50 is fixed to the tire inner surface 13 by the cover member 55 while being covered with the cover member 55. By using the cover member 55 having an adhesive function, the heater 50 is smoothly fixed to the tire inner surface 13. Further, since the cover member 55 has various functions such as an insulating function and a waterproof function, the heater 50 is sufficiently protected by the cover member 55.

(Modification of conductive member)
In the above example, the conductive member 30 is a conductive thread. The conductive member 30 may be a conductive paint applied to the tire inner surface 13. Even when a conductive paint is used as the conductive member 30, even if centrifugal force or repeated bending acts on the conductive member 30 during running of the tire 1, deterioration of the conductive member 30 is suppressed and durability is improved. The same applies to the following embodiments.

(Modification of heater)
In the above example, the heater 50 is annular. As shown in FIG. 12, the heater 50 may not be annular. That is, there may be an interval portion 50N of the heater 50 where the heater 50 is not provided in the tire circumferential direction. The angle of the spacing portion 50N in the tire circumferential direction is preferably 8 [°] or less. This is because uneven wear may occur in the tread portion 10 when the angle of the interval portion 50N is larger than 8 [°].

  Further, when the heater 50 is not annular, as shown in FIG. 13, the inner liner 8 or the splice portion 60 of the carcass 2 may be disposed in the interval portion 50N of the heater 50. There is a possibility that a part of the tire inner surface 13 has a convex shape in the splice portion 60. By disposing the heater 50 so as to avoid the splice portion 60, the durability of bonding between the heater 50 and the tire inner surface 13 is improved.

(Modification of heating element)
14 and 15 are diagrams showing a modification of the heat generating element 53. The heat generating element 53 has one end connected to the first electrode line 51, the other end connected to the second electrode line 52, and an intermediate part between the one end and the other end. At least a part of the intermediate portion of the heating element 53 is bent. In the example shown in FIG. 14, the heat generating element 53 has a bent portion 56 that is provided at the center in the tire width direction and protrudes in the tire circumferential direction. The bent portions 56 of the plurality of heating elements 53 are bent in the same direction in the tire circumferential direction. Further, the positions of the apexes of the bent portions 56 of the plurality of heating elements 53 in the tire width direction are the same. In other words, the shape of the plurality of heating elements 53 is the same (congruent).

  In the example shown in FIG. 15, the heat generating element 53 includes a first bent portion 56A that protrudes in one direction with respect to the tire circumferential direction and a second bent portion 56B that protrudes in the other direction with respect to the tire circumferential direction. The positions of the first protrusion 56A and the second protrusion 56B in the tire width direction are different, and the protrusion direction of the first protrusion 56A and the protrusion direction of the second protrusion 56B are opposite directions. The plurality of heating elements 53 have the same shape.

  Thus, when at least a part of the heat generating element 53 is bent, when the tread rubber 6 and the inner liner 8 extend in the tire width direction, the bent part of the heat generating element 53 becomes the tread rubber 6 and the inner liner 8. It can extend in the tire width direction together with the liner 8. Therefore, breakage of the heating element 53 is suppressed. Further, the sheet member 54 is formed of a nonconductive material such as elastic rubber, so that the heater 50 can sufficiently follow the elongation of the tread rubber 6 and the inner liner 8 in the tire width direction. .

(Modification of the first electrode line and the second electrode line)
FIGS. 16 and 17 are diagrams showing modifications of the first electrode line 51 and the second electrode line 52. In the example shown in FIG. 16, each of the first electrode line 51 and the second electrode line 52 has a bent portion 57. The bent portion 57 includes a first bent portion 57A that protrudes outward in the tire width direction with respect to the center of the heater 50 in the tire width direction, and a second bent portion 57B that protrudes inward in the tire width direction. The first bent portions 57A and the second bent portions 57B are provided alternately in the tire circumferential direction. The pitch (interval) of the first bent portions 57A in the tire circumferential direction is equal to the pitch of the second bent portions 57B in the tire circumferential direction.

  In the example shown in FIG. 17, each of the first electrode line 51 and the second electrode line 52 has a straight portion 58 extending in the tire circumferential direction and a bent portion 59 provided at regular intervals in the tire circumferential direction. The bent portion 59 is bent so as to protrude inward in the tire width direction with respect to the center of the heater 50 in the tire width direction.

  Note that the thickness of the electrode line of the bent portion 59 may be the same as the thickness of the electrode line of the straight portion 58 or may be smaller than the thickness of the electrode line of the straight portion 58.

  Thus, when at least a part of the first electrode line 51 and the second electrode line 52 is bent, when the tread rubber 6 and the inner liner 8 extend in the tire circumferential direction, the first electrode line 51 and the second electrode line 51 The bent portion of the two-electrode line 52 can extend in the tire circumferential direction together with the tread rubber 6 and the inner liner 8. Therefore, the breakage of the first electrode line 51 and the second electrode line 52 is suppressed. Further, by forming the sheet member 54 from a non-conductive material such as elastic rubber, the heater 50 can sufficiently follow the elongation of the tread rubber 6 and the inner liner 8 in the tire circumferential direction. .

(Modification of connection structure)
A modification of the connection structure for connecting the heater 50 to the tire inner surface 13 of the inner liner 8 will be described.

  FIG. 18 is a perspective view schematically showing a connection structure between the heater 50 and the tire inner surface 13. The heater 50 includes a sheet member 54, a first electrode line 51, a second electrode line 52, and a heating element 53 embedded in the sheet member 54. In the example shown in FIG. 18, the cover member (55) as described in the above embodiment is not provided, and the heater 50 is connected via the adhesive layer 61 provided between the sheet member 54 and the tire inner surface 13. The tire inner surface 13 is connected.

  When the sheet member 54 has an insulating function, a waterproof function, and a weather resistance function, the heater 50 may not be protected by the cover member (55).

  For example, the vulcanization process is performed in a state where a resin layer such as a nylon resin layer that is easily vulcanized and bonded to the tire inner surface 13 (rubber) is disposed as the adhesive layer 61 between the seat member 54 and the tire inner surface 13. As a result, the heater 50 and the tire inner surface 13 of the tire 1 may be vulcanized and bonded.

  Note that the adhesive layer 61 may not be provided. A sheet member 54 in which the first electrode line 51, the second electrode line 52, and the heating element 53 are embedded is formed of a synthetic resin such as a nylon resin that is easily vulcanized and bonded to the tire inner surface 13 (rubber). The heater 50 and the tire inner surface 13 of the tire 1 may be vulcanized and bonded by performing the vulcanization process in a state where the heater 50 having the sheet member 54 is in contact with the tire inner surface of the green tire (raw tire). . Thereby, the number of members to be used is suppressed.

  FIG. 19 shows an example in which the first electrode line 51, the second electrode line 52, and the heating element 53 are held by a sheet member 54A having an adhesive function. When the sheet member 54A is a material having an adhesive function and an insulating function, the heating element 53 is in contact with the tire inner surface 13, and the first electrode line 51, the second electrode line 52, and the heating element 53 are covered with the sheet member 54A. Thus, the sheet member 54 </ b> A may be bonded to the tire inner surface 13.

  The sheet member 54A is formed of a resin layer such as a nylon resin layer that is easily vulcanized and bonded to the tire inner surface 13 (rubber). The first electrode line 51, the second electrode line 52, and the heating element 53 are disposed between the seat member 54A and the tire inner surface of the green tire, and the sheet member 54A is in contact with the tire inner surface of the green tire. By performing the vulcanization process, the first electrode wire 51, the second electrode wire 52, the heating element 53, and the sheet member 54A are vulcanized and fixed to the tire inner surface 13.

  In the example shown in FIG. 19, since the heating element 53 is in direct contact with the tire inner surface 13, the heat of the heating element 53 is directly transmitted to the tire inner surface 13. Therefore, the tread rubber 6 of the tread portion 10 and the cord of the cord layer are efficiently heated.

  The material that forms the sheet member 54 (54A) that is easily vulcanized and bonded may not be a synthetic resin such as a nylon resin, but may be a rubber such as butyl rubber. Rubber is used as the sheet member 54 (54A), and the sheet member 54 (54A) is vulcanized and bonded to the tire inner surface 13, thereby ensuring waterproofness and weather resistance.

  FIG. 20 shows an example in which a heat conductive member 62 having a higher thermal conductivity than the sheet member 54 and a larger outer shape than the sheet member 54 is provided between the heater 50 and the tire inner surface 13. The heat conducting member 62 is a sheet-like member.

  An adhesive layer may be provided between the heat conducting member 62 and the tire inner surface 13. An adhesive layer may be provided between the heat conducting member 62 and the sheet member 54 of the heater 50.

  The heat generated by the heat generating element 53 is supplied to a wide range of the tread portion 10 by the heat conducting member 62. Thereby, the tread part 10 is efficiently heated in a wide range.

  The heat conduction member 62 has a heat conductivity of 10 [W / (m · K)] or more, more preferably 20 [W / (m · K)] or more and 500 [W / (m · K)] or less. It is preferable that a functional material is included. Since the heat conductivity of general rubber is 0.1 [W / (m · K)] or more and 0.2 [W / (m · K)] or less, the heat conduction member 62 has the above-described heat conductivity. By including a thermally conductive material having a good heat transfer effect, it is possible to obtain a good heat transfer effect. The thermal conductivity of the entire heat conducting member 62 is preferably 0.2 [W / (m · K)] or more. The thermal conductivity is calculated on the basis of ASTM E1530.

The heat conducting member 62 may include a metal film, for example. For example, the heat conducting member 62 may be a laminate of a metal film such as an aluminum foil and a pair of resin layers laminated on both sides of the metal film. The resin layer may be a resin layer mainly composed of polypropylene or polyester. The laminate of the metal film and the resin layer has a thermal diffusivity at 100 [° C.] of 0.2 × 10 ⁻⁷ [m ² / s] or more, more preferably 0.5 × 10 ⁻⁷ [m ² / s]. It is good to be above. Although the metal film is excellent in thermal conductivity, the metal film alone may break or peel off as the tire 1 travels. The heat conductive member 62 is composed of a laminate of a metal film and a resin layer, thereby improving the adhesion of the heat conductive member 62 based on the resin layer having excellent adhesion while maintaining good heat conductivity. And breakage of the metal film can be prevented.

  The heat conductive member 62 may be a material in which a powder of a heat conductive material is dispersed in a matrix. The matrix can be composed of a resin or rubber composition. The heat conductive material which comprises powder is not specifically limited. The heat conductive member 62 in which the powder of the heat conductive material is dispersed in the matrix also exhibits a good heat dissipation effect.

  When an adhesive layer is provided between the tire inner surface 13 and the heat conductive member 62, the thermal conductivity of the adhesive layer is 0.2 in order to ensure thermal conductivity from the heat conductive member 62 to the tire inner surface 13. [W / (m · K)] or more, preferably 0.3 [W / (m · K)] or more, more preferably 0.5 [W / (m · K)] or more. Is good.

  The thickness of the sheet-like heat conducting member 62 is preferably 30 [μm] or more and 150 [μm]. Thereby, the heat conductivity and durability of the heat conducting member 62 can be ensured. This is because if the thickness of the heat conducting member 62 is smaller than 30 [μm], the heat dissipation performance is lowered, and if it is larger than 150 [μm], the durability against out-of-plane bending stress is lowered.

  FIG. 21 shows an example in which a heat insulating member 63 having a lower thermal conductivity than the sheet member 54 is provided so as to cover the heater 50 provided on the tire inner surface 13. The thickness of the heat insulating member 63 is thicker than the thickness of the heater 50 and the thickness of the heat conducting member 62. The heat insulating member 63 is a porous member having open cells such as foamed urethane resin.

  By covering the heater 50 with the heat insulating member 63, it is possible to suppress the heat generated by the heater 50 from being radiated to the internal space 15 of the tire 1 filled with air. Thereby, the tread part 10 is heated efficiently.

  The heat insulating member 63 made of a porous member also functions as a sound absorbing member. In the traveling tire 1, one of the causes for generating noise is cavity resonance sound caused by vibration of air filled in the internal space 15 of the tire 1. The cavity resonance sound is generated when the tread portion 10 vibrates due to road surface irregularities when the tire 1 rolls, and the vibration of the tread portion 10 vibrates the air in the internal space 15 of the tire 1. The heat insulating member 63 made of a porous member functions as a sound absorbing member that reduces cavity resonance noise and suppresses noise.

  Further, in the example shown in FIG. 21, a sheet-like heat conducting member 62 is disposed between the heat insulating member 63 and the tire inner surface 13. In the example shown in FIG. 21, the size of the heat insulating member 63 in the tire width direction is equal to the size of the heat conducting member 62 in the tire width direction.

  Note that the dimension of the heat conducting member 62 in the tire width direction may be larger than the dimension of the heat insulating member 63 in the tire width direction. By providing the heat conducting member 62 so as to protrude from the heat insulating member 63, a part of the protruding heat conducting member 62 functions as a heat radiating portion. When the temperature of the tread portion 10 is raised from the set temperature by the heater 50, the supply of electric power to the heater 50 is stopped, and the heating process of the tire inner surface 13 by the heater 50 is stopped. If the temperature of the tread portion 10 rises above the set temperature and the heat generation of the tire 1 increases as the tire 1 travels at a high speed, the temperature of the tread portion 10 may increase excessively. When the temperature of the tread portion 10 rises excessively, there is a possibility that a problem that the high-speed durability of the tire 1 is lowered may occur. During heating by the heater 50, the heat insulating member 63 suppresses heat radiation to the internal space 15 and contributes to efficient heating of the tread portion 10. On the other hand, when the temperature of the tread portion 10 rises excessively, the heat insulating member 63 inhibits heat radiation from the tread portion 10 to the internal space 15, and heat is accumulated in the tread portion 10. By making the outer shape of the heat conductive member 62 larger than the outer shape of the heat insulating member 63 and providing a part of the heat conductive member 62 so as to protrude from the heat insulating member 63, the heat of the tread portion 10 protruded from the heat insulating member 63. The heat radiation member 62 is a part of the heat conduction member 62 and is radiated to the internal space 15. Thereby, it is suppressed that the temperature of the tread part 10 rises excessively.

  In the above example, the heater 50 is bonded to the tire inner surface 13 by an adhesive layer containing an adhesive or by vulcanization adhesion. The heater 50 and the tire inner surface 13 may be fixed by a mechanical connection such as a fastener or a button. The same applies to the following examples.

(Modification of heater)
FIG. 22 is a diagram illustrating an example of the heater 502. As shown in FIG. 22, the heater 502 includes a heating element 53B made of an electric wire such as a nichrome wire, and a sheet member 54B formed of a non-conductive material and covering the heating element 53B. The heat generating element 53 </ b> B is connected to the conductive member 30 and generates heat by the power supplied through the conductive member 30. The heating element 53B may be embedded in the sheet member 54B, or may be sandwiched between the two sheet members 54B. The sheet member 54B may be made of rubber, rigid resin, or non-woven fabric.

  The thickness of the heater 502 is preferably 0.5 [mm] or more and 1.5 [mm] or less. The heater 502 may be annular or may be provided with an interval portion.

  Since the heating element 53B is an electric wire such as a nichrome wire, the heater 502 can be manufactured at low cost.

(Modification of heater arrangement)
A modified example of the arrangement of the heater 50 will be described. FIG. 23 is a diagram illustrating an example of the heater 50. In the following description, an example in which the heater 50 having the first electrode line 51, the second electrode line 52, the heating element 53, and the sheet member 54 is provided on the tire inner surface 13 will be described. In addition, the heater 502 which has an electric wire demonstrated with reference to FIG. 22 may be provided in the tire inner surface 13. FIG.

  In the above example, the heater 50 is provided immediately below the center portion 11 of the tread portion 10. As shown in FIG. 23, the heater 50 may be provided both directly below the center portion 11 of the tread portion 10 and directly below the shoulder portion 12. In other words, the heater 50 corresponds to a part of the tire inner surface 13 corresponding to the center portion 11 (behind the center portion 11) and the tire inner surface 13 corresponding to the shoulder portion 12 (behind the shoulder portion 12). It may be provided in some areas. Further, a gap may be provided between the heater 50 provided immediately below the center portion 11 and the heater 50 provided immediately below the shoulder portion 12.

  FIG. 24 shows an example in which the heater 50 is provided immediately below the center portion 11 of the tread portion 10 and is not provided immediately below the shoulder portion 12. In the example shown in FIG. 24, the heater 50 is provided in the same range in the tire width direction as the rib 16, and is provided in a different range in the tire width direction from the main groove (circumferential groove) 21. That is, the heater 50 is provided immediately below the rib 16, but is not provided immediately below the main groove 21. In other words, the heater 50 is provided in a partial region of the tire inner surface 13 corresponding to the rib 16 (directly behind the rib 16), but corresponds to the main groove 21 (directly behind the main groove 21). It is not provided in some areas.

  A portion where the main groove 21 is provided in the tread portion 10 is a portion where the thickness of the tread rubber 6 is thin, and a portion where bending deformation becomes large. When the heater 50 is provided in a portion corresponding to the main groove 21, the heater 50 is bent greatly, the heater 50 is deteriorated, or the durability of bonding between the heater 50 and the tire inner surface 13 is reduced, so that the heater 50 extends from the tire inner surface 13. May peel off.

  The portion of the tread portion 10 that needs to be heated to reduce rolling resistance is exclusively a rib 16 having a ground contact surface 14. Therefore, the heater 50 is provided only in the portion corresponding to the rib 16 without providing the heater 50 in the portion corresponding to the main groove 21, thereby suppressing a decrease in the durability of adhesion between the heater 50 and the tire inner surface 13. Only the portion of the tread portion 10 that is necessary for reducing the rolling resistance can be efficiently heated to reduce the rolling resistance.

  FIG. 25 shows an example in which the heater 50 is provided only directly below the center rib 16B. Also in the example shown in FIG. 25, the heater 50 is not provided immediately below the main groove 21. In the example shown in FIG. 25 as well, only the portion of the tread portion 10 necessary for reducing the rolling resistance is efficiently heated while suppressing the decrease in the durability of adhesion between the heater 50 and the tire inner surface 13, thereby reducing the rolling resistance. Can be reduced.

  FIG. 26 shows an example in which the heater 50 is provided directly below the center portion 11 and directly below the shoulder portion 12. Also in the example shown in FIG. 26, the heater 50 is provided so as to avoid a position directly below the main groove 21. In the example shown in FIG. 26 as well, only the portion of the tread portion 10 necessary for reducing the rolling resistance is efficiently heated while suppressing the decrease in the durability of adhesion between the heater 50 and the tire inner surface 13, thereby reducing the rolling resistance. Can be reduced.

  As shown in FIG. 27, the heater 50 may be provided directly below the shoulder portion 12 and may not be provided directly below the center portion 11.

(Modification of heater)
FIG. 28 is a diagram schematically illustrating an example of the tread portion 10. FIG. 29 is a diagram schematically illustrating an example of the heater 50.

  As shown in FIG. 28, when the tread portion 10 has a tread pattern having a groove 20 and a ground contact surface 14 provided between the grooves 20, the heater 50 is provided on the tread portion 10 as shown in FIG. 29. You may provide in the tire inner surface 13 in the state patterned according to the tread pattern. The heater 50 is provided directly below the ground plane 14 and is not provided directly below the groove 20. That is, the heater 50 is provided in a partial region of the tire inner surface 13 corresponding to the ground contact surface 14 (directly behind the ground contact surface 14), and a portion of the tire inner surface 13 corresponding to the groove 20 (directly behind the groove 20) This area is not provided.

  A portion where the groove 20 is provided in the tread portion 10 is a portion where bending deformation is increased. The portion of the tread portion 10 that needs to be heated to reduce rolling resistance is exclusively the portion (block or rib) having the ground plane 14. Therefore, the heater 50 is patterned in accordance with the shape of the ground contact surface 14 to reduce the rolling resistance of the tread portion 10 while suppressing a decrease in the durability of adhesion between the heater 50 and the tire inner surface 13. Only the necessary part can be efficiently heated to reduce the rolling resistance.

(Specific example of temperature sensor)
FIG. 30 is a view schematically showing the tire inner surface 13. A temperature sensor 70 is provided on the tire inner surface 13.

  As shown in FIG. 30, a plurality of heaters 50 are arranged at intervals on the tire inner surface 13. In the example shown in FIG. 30, the heater 50 includes a first heater 50A provided on the tire inner surface 13 and a second heater 50B provided on the tire inner surface 13 with a space from the first heater 50A.

  The temperature sensor 70 is in contact with the first region of the tire inner surface 13 where the first heater 50A is provided, and the tire provided with the first temperature sensor 70A for detecting the temperature of the first region and the second heater 50B. A second temperature sensor 70B that contacts the second region of the inner surface 13 and detects the temperature of the second region.

  The detection result of the first temperature sensor 70 </ b> A and the detection result of the second temperature sensor 70 </ b> B are output to the control device 600 provided in the vehicle 300. The control device 600 controls the heat generation of the first heater 50A and the heat generation of the second heater 50B based on the detection result of the first temperature sensor 70A and the detection result of the second temperature sensor 70B.

  For example, when the first region is a region immediately below the center portion 11 and the second region is a region immediately below the shoulder portion 12, the temperature of the center portion 11 and the temperature of the shoulder 12 may be different. Based on the detection result of the first temperature sensor 70A and the detection result of the second temperature sensor 70B, the control device 600 sets each of the center portion 11 and the shoulder portion 12 to a predetermined set temperature (target temperature). As described above, the power supplied to the first heater 50A and the power supplied to the second heater 50B can be controlled to control the heat generation of the first heater 50A and the heat generation of the second heater 50B.

  In general, a plurality of (for example, four) tires 1 are mounted on the vehicle. When a plurality of tires 1 are mounted on the vehicle, each tire 1 may be provided with a heater 50 and a temperature sensor 70. The control device 600 provided in the vehicle controls the heat generation of the heater 50 provided in each of the plurality of tires 1 based on the detection result of the temperature sensor 70 provided in each of the plurality of tires 1. Also good. For example, the temperature of the plurality of tires 1 may differ depending on the irradiation angle of sunlight with respect to the vehicle and the arrangement state of the vehicle in the garage. Based on the detection result of the temperature sensor 70 provided in each of the plurality of tires 1, the control device 600 is configured so that each of the plurality of tires 1 has a predetermined set temperature (target temperature). The electric power supplied to the heaters 50 provided in each of the plurality of tires 1 can be controlled, and the heat generation of the plurality of heaters 50 can be controlled. For example, the control device 600 can control the heat generation of each of the plurality of heaters 50 based on the detection result of the temperature sensor 70 so that the temperatures of the plurality of tires 1 are uniform.

1 tire (pneumatic tire)
2 Carcass 3 Belt 3A First belt ply 3B Second belt ply 3Ea End portion 3Eb End portion 4 Belt cover 5 Bead portion 6 Tread rubber 7 Side rubber 8 Inner liner 9 Side portion 10 Tread portion 11 Center portion 12 Shoulder portion 13 Tire inner surface 14 Ground surface 15 Internal space 16 Rib 20 Groove 21 Main groove 22 Lug groove 23 Sipe 30 Conductive member 50 Heater 50A First heater 50B Second heater 51 First electrode wire 52 Second electrode wire 53 Heating element 53B Heating element 54 Sheet member 54A Sheet member 54B Sheet member 55 Cover member 56 Bent part 56A First bent part 56B Second bent part 57 Bent part 57A First bent part 57B Second bent part 58 Straight part 59 Bent part 60 Splice part 61 Adhesive layer 62 Thermal conduction member 63 Thermal insulation member 70 Temperature sensor 100 Tire Wheel 101 Rim 105 Axle 201 Regenerative motor or generator 300 Vehicle 301 Traveling device 302 Car body 303 Power source 304 Steering device 305 Brake device 306 Operating device 400 Secondary battery 401 Measuring device 402 Capacitor 403 First conductive path 404 Second conductive path 500 Heating device 600 Control device

Claims (12)

A traveling device on which tires are mounted;
A regenerative motor or generator that generates a regenerative current;
A heating device capable of heating the tire by the regenerative current;
A control unit for controlling the supply of the regenerative current to the heating device;
A vehicle comprising: A secondary battery charged by the regenerative current,
The control unit controls the supply of the regenerative current to the heating device and the secondary battery;
The vehicle according to claim 1. A first conductive path through which a regenerative current supplied from the regenerative motor or generator to the secondary battery flows;
A second conductive path through which a regenerative current supplied from the regenerative motor or generator to the heating device flows,
Regenerative current from the regenerative motor or generator is supplied to the heating device without going through the secondary battery.
The vehicle according to claim 2. A charging rate data acquisition unit for acquiring charging rate data indicating a charging rate of the secondary battery;
The control unit controls supply of the regenerative current to the heating device and the secondary battery based on the charge rate data.
The vehicle according to claim 2 or claim 3. A determination unit that determines whether or not the charging rate acquired by the charging rate data acquisition unit is a specified value or more;
The controller stops supplying the regenerative current to the heating device when it is determined that the control value is not equal to or greater than the specified value;
The vehicle according to claim 4. The control unit distributes the regenerative current generated by the regenerative motor or generator to the heating device and the secondary battery.
The vehicle according to claim 2 or claim 3. A charging rate data acquisition unit for acquiring charging rate data indicating a charging rate of the secondary battery;
The control unit determines a distribution ratio of the regenerative current to the heating device and the secondary battery based on the charging rate data.
The vehicle according to claim 6. A determination unit that determines whether or not the charging rate acquired by the charging rate data acquisition unit is a specified value or more;
The control unit distributes the regenerative current to the heating device and the secondary battery when it is determined that the control value is equal to or greater than the specified value.
The vehicle according to claim 7. When the charging rate is equal to or higher than the specified value and less than a threshold value greater than the specified value, the control unit sets the regenerative current distribution ratio for the secondary battery to be greater than the regenerative current distribution ratio for the heating device. When the charging rate is equal to or higher than the threshold, the distribution ratio of the regenerative current to the heating device is larger than the distribution ratio of the regenerative current to the secondary battery.
The vehicle according to claim 8. A temperature data acquisition unit for acquiring temperature data indicating the temperature of the tire or the outside air;
The control unit controls supply of the regenerative current to the heating device and the secondary battery based on the temperature data.
The vehicle according to claim 2 or claim 3. A determination unit that determines whether the temperature acquired by the temperature data acquisition unit is equal to or higher than a specified temperature;
The control unit stops supplying the regenerative current to the heating device when it is determined that the temperature is equal to or higher than the specified temperature.
The vehicle according to claim 10. The traveling device has a tire wheel on which the tire is mounted,
The heating device is provided on the inner surface of the tire and is connected to a wheel electric wire supported by the tire wheel, and is provided on the inner surface of the tire, the wheel electric wire and the conductive member via the conductive member. A sheet-like heater that generates heat due to a regenerative current supplied from a regenerative motor or a generator,
The vehicle according to any one of claims 1 to 11.