JPH08104114A - State control device of pneumatic tire for vehicle - Google Patents

Abstract

PURPOSE: To detect the states of a plurality of tires by a plurality of sensors and detect the states of the tires based on the detected results by making it possible to directly install the device in the air injecting part of a tire separated from a car body, and supplying necessary electric power to the device. CONSTITUTION: Between sensors 68 and actuators 70 provided in the air injecting part 32 of a tire and a main controller 62, signals can be exchanged through a rotary transformer 44 by a lead wire and the like, as if they are mechanically connected together. Further, by using the rotary transformer 44, electric power can be supplied to a plurality of electrical equipment fitted to the tire 10 without any limits. Further, the sensors 68 and the actuators 70 can be directly fitted to the air injecting part 32, and hence it is unnecessary to use sensors and actuators of special forms or specifications.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle pneumatic tire condition control apparatus for detecting the condition of a vehicle pneumatic tire and adjusting the condition of the tire based on the detection result.

[0002]

2. Description of the Related Art Conventionally, for checking tires of a vehicle, it is general to bring the vehicle to a gas station or the like and request it.

The inspection includes the tire air pressure, the degree of reduction of surface grooves, the presence or absence of visual damage, the weight balance of the tire itself, and the like.

However, it is desirable that such inspections be carried out periodically, but the more the inspections do not interfere with normal operation, the more people tend to avoid them.

In order to solve this, it has been proposed to install a sensor inside the tire (rim), periodically detect the air pressure of the tire by this sensor, and notify it by a monitor on the vehicle body side. As a result, the tire is inspected regardless of the intention of the occupant or the like, so that the tire condition can be constantly monitored.

[0006]

However, according to the above-mentioned prior art, although it is possible to recognize the state of the tire, the other conditions are not taken into consideration, and the so-called monitoring function is only provided. ing.

That is, even if the tire condition is recognized, it is not possible to immediately deal with the abnormal condition,
For example, it is necessary to bring it to a gas station and request maintenance.

Further, when the sensor is installed on the rotating tire side, a relative rotating portion is inevitably present between this sensor and a control device such as a monitor on the vehicle body side. For this reason,
It is necessary to devise to send the data detected by the sensor to the vehicle body side.

Further, the conventional sensor is attached to the wheel disc side (inside) of the rim, and is limited to a special sensor such as a shape that pierces the detection portion to the air injection portion in the tire. With such a special sensor, there is no power (the amount of power supplied is limited), it is not possible to accurately detect the tire condition, and noise is also affected when supplying the detected data to the vehicle body. Easy to receive. Furthermore, it is difficult to install a plurality of sensors in terms of space.

In consideration of the above facts, the present invention can be directly installed in the air injection portion of the tire separated from the vehicle body,
Further, by supplying the necessary power, it is possible to obtain a vehicle pneumatic tire condition control device capable of not only detecting the condition of a plurality of tires by a plurality of sensors but also adjusting the condition of the tire based on the detection result. Is the purpose.

[0011]

According to a first aspect of the present invention, there is provided a sensor for measuring the condition of a tire, which is arranged in an air injection portion of a vehicle tire, and a tire condition which is arranged in the air injection portion. It has an actuator to be changed and control means for controlling the actuator based on a signal from the sensor.

According to a second aspect of the present invention, there is provided a sensor for measuring the condition of the tire, which is arranged in the air injecting portion of the vehicle tire, an actuator which is arranged in the air injecting portion and changes the condition of the tire, Power supply means for supplying power for driving the sensor and the actuator from the vehicle body side of the vehicle, and control means for controlling the actuator based on the signal from the sensor are provided.

According to a third aspect of the present invention, in the invention according to the second aspect, the power supply means supplies electric power in a non-contact manner between the fixed portion on the vehicle body side and the rotating portion on the tire side. It is characterized in that it is equipped with a rotary transformer capable of performing.

According to a fourth aspect of the invention, in the invention according to any one of the first to third aspects, an informing means for informing an occupant or the like of the state of the tire detected by the sensor, And an input unit for inputting to the control unit a control amount of the tire condition by the actuator determined by the occupant based on the tire condition notified by the notification unit.

According to a fifth aspect of the present invention, in the invention according to any one of the first to third aspects, there is provided storage means for storing data for holding the state of the tire in a predetermined state. Comparing means for comparing data stored in the storage means with data corresponding to the tire condition detected by the sensor, and controlling the actuator control amount obtained based on the comparison result by the comparing means. And means for instructing the means.

According to a sixth aspect of the present invention, in the invention according to any one of the first to fifth aspects, the states of the tire are: tire internal pressure, surface temperature, noise, rotation direction, rotation. It means at least one of speed and steering angle, and the sensor detects at least one of an absolute amount and a change amount of the tire state.

According to a seventh aspect of the present invention, in the invention according to any one of the first to sixth aspects, the actuator is used to adjust a tire internal pressure, a tire weight balance, and a road surface. At least one of the contact surface shape adjustment with
It is characterized by performing one.

[0018]

According to the invention described in claim 1, since the sensor and the actuator are directly arranged in the air injecting portion of the tire, the state of the tire is detected by the sensor, and the actuator is controlled based on the detection result. The tire condition can be adjusted to a predetermined condition.

Therefore, it is not necessary to bring the vehicle to a gas station or the like to request maintenance for adjusting the condition of the tire, and the trouble of inspection and maintenance can be eliminated.

According to the second aspect of the present invention, the sensor and the actuator are installed in the air injecting portion of the tire, while the power source for driving the sensor and the actuator is installed on the vehicle body side. Power is supplied to the sensor and actuator by means. Here, it is necessary to surely supply electric power at the relative rotating part between the vehicle body and the tire, and generally, the electric power is supplied by bringing one electrode in a brush shape into contact with the other electrode in a ring shape. You can Further, one ball-shaped electrode may be rolled on the other electrode.

According to the third aspect of the invention, when the so-called contact type electrode is used as in the second aspect, periodical inspection and replacement are required due to deterioration over time. Therefore, a rotary transformer is arranged in the relative rotary unit.

This rotary transformer has a structure in which the iron core on the primary side and the iron core on the secondary side are separated so that they can rotate relative to each other, and a magnetic path is formed through an air gap between these iron cores. As a result, the electric power on the primary side can be transmitted to the secondary side.

Therefore, the primary side iron core is attached to the vehicle body side,
By mounting the iron core on the secondary side on the tire side, electric power can always be supplied even if the tire rotates during running. By using such a rotary transformer, a large amount of electric power can be supplied, so that the operating electric power of the actuator as well as the sensor can be surely supplied and maintenance-free can be achieved.

According to the invention described in claim 4, the state of the tire detected by the sensor is informed by being displayed on a monitor installed on an instrument panel of the vehicle, for example. The occupant or the like looks at the display on the monitor, determines whether or not the tire is adjusted, the degree of adjustment, and inputs the amount of control of the tire state by the actuator by the input means. With this input, the control means controls the actuator to drive the actuator based on the input control amount. Thereby, the tire condition can be adjusted to a desired condition.

According to the fifth aspect of the present invention, the data for keeping the tire state in a predetermined state is stored in the storage means, and the stored data and the current data detected by the sensor are stored. The tire condition is compared with the comparison means. If there is a difference as a result of the comparison, the instruction means determines the control of the actuator so as to eliminate the difference, and instructs the control means. The control means that has received the instruction controls the actuator to adjust the tire condition. By repeating this periodically, the tire condition can be maintained in a predetermined condition.

According to the invention described in claim 6, the state of the tire is the internal pressure of the tire, the surface temperature, the noise, the rotating direction,
A plurality of states such as the rotation speed and the steering angle can be detected by the sensor (it may be one, of course). Therefore, by obtaining at least one of the absolute amount and the change amount of these data as data, it is applied as the data of the control according to the judgment of the occupant as described in claim 4 and the feedback control as in claim 5. can do. Further, by statistically judging these data, it is possible to recognize a defect due to the frequency of use of the tire, for example, uneven distribution, a worn state of the tire groove, etc., and it is possible to predict a tire replacement time and the like.

According to the seventh aspect of the invention, the actuator is capable of performing at least one of adjusting the internal pressure of the tire, adjusting the weight balance of the tire, and adjusting the shape of the contact surface with the road surface. The optimum state can be adjusted according to the change in tire shape due to wear of the tire. For example, if there is a bias on the outside of the tire,
By intentionally adjusting the shape of the contact surface of the tire with the road surface so that a large amount of pressure from the road surface is applied to the inside of the tire, the average reduction degree can be achieved.

[0028]

1 to 3, there is shown a vehicle tire 10 (hereinafter, simply referred to as tire 10) according to the present embodiment. The tire 10 includes front and rear wheels each having an axle 20 (see FIG. 2).
(See) and attached to both ends to support the vehicle body.

In general, the front wheels have no driving force and are steered left and right through the steering mechanism 14 in response to a steering operation. On the other hand, the driving force of the engine is transmitted to the rear wheels via the drive shaft 16 and the differential gear 18, and the driving force is applied.

Since the structure of the tire 10 is the same for both the steered wheels and the driving wheels, the detailed structure will be described below by taking the rear tire 10 as an example.

As shown in FIG. 2, a disc brake pad 22 is attached near one end of the axle (drive axle) 20, and the end portion side of the disc brake pad 22 is the attachment position of the tire 10. .

The tire 10 has a drum-shaped wheel portion 2
4 and the tire main body 26, the tire main body 26 is mounted using the rim flanges 30 formed at both ends of the rim 28 of the wheel portion 24 as locking portions. An air injecting portion 32 is formed by 26. Air is injected into the air injection portion 32 from an injection port (not shown), and the tire main body 26 is held at a predetermined pressure.

A bearing portion 34 is provided at the center of the wheel portion 24.
Is provided. The bearing portion 34 has a cylindrical base portion 3.
4A and a disk-shaped flange portion 34B formed at the end of the base portion 34A on the vehicle body side.

The axle shaft 20 is pivotally supported by the base portion 34A and is rotatable relative to each other. With the axle 20 inserted into the base portion 34A, the flange portion 34B is
It corresponds to the mounting bracket 36 protruding from the vehicle body side.

The flange portion 34B is fixed to the mounting bracket 36 by bolts 38. That is,
The bearing part 34 is fixed to the vehicle body and its rotation is restricted, and the bearing part 34 rotates while only the axle 20 is inserted into the base part 34A.

The end portion of the axle 20 projects from the base portion 34A, and further penetrates a hole 40A formed in the wheel disc 40 that connects the rims 28 of the wheel portion 24.

A male screw is formed on the axle 20 protruding from the hole 40A, and a boss portion 42 is screwed therein. Boss 4
2 is fixed to the outer surface of the wheel disc 40, whereby the rotational force of the axle 20 is transmitted to the rim 28 of the wheel portion 24, and the tire body 26 is rotated by the rotation of the axle 20. You can

On the other hand, on the outer periphery of the bearing portion 34 fixed to the vehicle body, the primary side iron core 4 which constitutes a part of the rotary transformer 44.
6 is fixed. That is, the primary iron core 46 has a ring shape and is arranged around the bearing portion 34.
The rotary transformer 44 will be described later.

The outer periphery and a part of both end surfaces of the primary side iron core 46 are covered with a sliding member 48 having a small friction coefficient (for example, a synthetic resin member subjected to Teflon processing or the like) 48. The outer periphery of the sliding member 48 is the wheel portion 24.
The inner surface of the rim 28 is tightly opposed. The contact pressure is almost zero. On the other hand, the sliding member 48
A predetermined gap is provided between both end surfaces of the wheel disc 40 and the wheel disc 40 of the wheel portion 24, and the bearing balls 50 are closely arranged in the gap portion.

Therefore, even if the wheel portion 24 is rotationally driven by the rotation of the axle 20, the wheel portion 24 is driven by the primary core 4 through the sliding member 48 and the bearing balls 50.
Since it is in a state of being supported by 6, the wheel portion 24
The tire body 26 is smoothly rotated without rattling, and does not affect the members (the bearing portion 34 and the primary side iron core 46) fixed to the vehicle body side.

A secondary side iron core 52, which constitutes a part of the rotary transformer 44, is attached to the outer periphery of the rim 28 of the wheel portion 24. The secondary side iron core 52 is also ring-shaped like the primary side iron core 46 and is arranged along the entire outer periphery of the rim 28. As a result, the primary side iron cores 46 and 2
The secondary iron core 52 is always opposed at a predetermined interval. As a result, the structure required for the rotary transformer 44 is obtained. The principle of the rotary transformer 44 will be described below.

Generally, in a transformer, a primary coil and a secondary coil are connected by a magnetic path formed by an iron core.
When an alternating current is passed through the primary coil, an alternating voltage proportional to the number of windings of the primary coil and the secondary coil is generated in the secondary coil. As shown in FIG. 4, in the rotary transformer 44, the iron core is mechanically separated into the primary side and the secondary side (the primary side iron core 46 and the secondary side iron core 52), and the magnetic path is formed through the air gap. Has been formed. A primary coil 54 and a secondary coil 56 are wound around each of the iron cores 46 and 52 with a predetermined number of windings. One of the iron cores (in FIG. 4 and the present embodiment, becomes the secondary side iron core 52) has a rotating shaft 58 (the axle shaft 2 in the present embodiment).
(Corresponding to 0) is attached so that the magnetic path resistance does not change even if one of the iron cores rotates on the rotating shaft 58.

Here, by supplying AC power to the primary coil 54 through the lead wire 60, the secondary coil 56
A voltage can be generated on the side according to the winding number ratio. Therefore, it is possible to always supply a stable predetermined power to the electric device that rotates together with the rotating shaft 58 regardless of the rotation. Since the power source is on the fixed side, there is no limitation on the electric power consumption of the electric device, and as long as there is space, it is possible to support a plurality of electric devices.

As shown in FIG. 2, the tire 1 of the present embodiment.
The primary side iron core 46 and the secondary side iron core 52 at 0 are respectively wound with three primary coils and two secondary coils (not shown), which are divided into power supply and signal transmission / reception. There is.

Each primary coil is connected to a main controller 62 on the vehicle body side via a lead wire 60.

Ring-shaped brackets 64 and 66 are attached to the outer circumference of the secondary side iron core 52, that is, to the air injecting section 32. A plurality of sensors 68 for detecting the state of the tire 10 are attached to one bracket 64. Further, the tire 1 is attached to the other bracket 66.
A plurality of actuators 70 for adjusting the 0 state are attached.

The sensor 68 and the actuator 70 are 2
It is arranged so that the weight balance is even around the secondary iron core 52, and does not affect the rotation of the tire 10.

A battery 72 is connected to the main controller 62, and through the rotary transformer 44,
Power is supplied to the actuator 70 provided in the air injection portion 32 of the tire 10.

Further, the main controller 62 is adapted to receive a signal from a sensor 68 provided in the air injecting section 32 of the tire 10 and to output an actuator control signal based on this input signal. It has become.

Further, the main controller 62 is connected to a monitor 74 and an operating section 76 provided on the instrument panel of the vehicle. The monitor 74 displays the state of the tire 10 based on the signal from the sensor 68. The operation unit 76 is provided with keys such as a ten-key pad so that data for maintaining the tire 10 in a desired state can be input. The May controller 62 compares the data key-inputted or the data optimized in the manufacturing stage with the detected data to determine the control amount of the actuator 70, and outputs a signal for driving the actuator 70. It is like this. The actuator 70 may be manually operated by operating the operation unit 76.

FIG. 5 shows a block diagram for supplying power to the sensor 68 and the actuator 70.

As shown in FIG. 5, the power supply line 60A connected to the main controller 62 on the vehicle body side is connected to the primary coil 54A of the rotary transformer 44. On the other hand, the secondary coil 56A corresponding to the primary coil 54A is connected to the stabilized power supply circuit 78. The voltage input to the stabilized power supply circuit 78 is a voltage depending on the winding number ratio of the primary coil 54A and the secondary coil 56A, but since there is a slight variation, the stabilized power supply circuit 78 sets the power supply voltage to a predetermined value. I try to stabilize it with voltage.

Signal lines from the sensor 68 and the actuator 70 are connected to the output side of the stabilized power supply circuit 78,
Power is supplied for driving the sensor 68 and the actuator 70.

A battery 80 is connected to the stabilized power supply circuit 78 to be charged. The battery 80 enables the adjustment to be completed even if the vehicle stops during adjustment by the actuator 70 and the power supply from the primary side is interrupted.

In FIG. 6, the detection signal from the sensor 68 is
A block diagram for sending to the main controller 62 on the vehicle body side is shown.

In addition to the sensor 68, an amplifier 82A, a signal modulation circuit 84 and an amplifier 82B are attached to a bracket 64 provided around the secondary iron core 52.

The signal line 86 for transmitting the detection signal detected by the sensor 68 is connected to the amplifier 82A, and after the signal is amplified by the amplifier 82A, it is sent to the signal modulation circuit 84. ing. The signal modulated by this signal modulation circuit is further amplified by the amplifier 82B, and the output side signal line of this amplifier 82B has the secondary coil 5
6B is connected.

On the other hand, 1 corresponding to the secondary coil 56B
The next coil 56A is connected to the input side signal line of the filter circuit 88. The number of windings may be 1 in the case of such signal transmission.

The signal (carrier wave) from which noise has been removed by the filter circuit 88 is demodulated by the signal demodulation circuit 90, amplified by the amplifier 82C, and then input to the main controller 62.

FIG. 7 shows a block diagram for sending a signal based on the control amount to the actuator 70 from the main controller 62 on the vehicle body side.

The signal line from the main controller 62 is
It is connected to the primary coil 54C of the rotary transformer 44 via the amplifier 82D, the signal modulation circuit 92, and the amplifier 82E.

On the other hand, an amplifier 82E and an actuator control drive circuit 94 are attached to the bracket 66 to which the actuator 70 is attached, and the signal based on the control amount sent from the primary coil 54C to the secondary coil 56C is
Actuator control drive circuit 94 via amplifier 82E
Has been entered into.

Based on the signal output from the actuator control drive circuit 94, the actuator 70 is operated and the condition of the tire 10 is adjusted.

Here, in this embodiment, a plurality of sensors 68 are provided.
Since the actuator 70 and the actuator 70 are applied, a plurality of circuits for signal transmission may be provided based on the block diagram described above.
Therefore, the number of primary coils and secondary coils will increase. Therefore, as shown below, one set of coils is used for a plurality of sensors 68 and one set of coils is used for a plurality of actuators 70.
It is also possible to use a set of coils. Hereinafter, as the sensor 68, a pressure sensor 68A, a temperature sensor 68B, a noise sensor 68C, and a rotation speed sensor 68D will be taken as an example, and as the actuator 70, a pressure adjuster 70A, a weight balance adjuster 70B, and a shape adjuster 70C will be taken as examples.
A block diagram of each sensor 68 and actuator 70 will be described.

As shown in FIG. 8, the bracket 64 to which each sensor 68 is attached is provided with a mixing circuit 96, and the signal line at the final stage on the tire 10 side of the block diagram described with reference to FIG. Are connected. The detection signals detected by the pressure sensor 68A, the temperature sensor 68B, the noise sensor 68C, and the rotation speed sensor 68D are sent to the secondary coil while being placed on one carrier, and the distribution circuit 97 is provided to the primary coil on the vehicle body side. The signal is transmitted to the demodulation circuit 90 based on each sensor 68 via the sensor. According to this, even if a plurality of sensors 68 are arranged, only one set of coils for the rotary transformer 44 is required.

Further, as shown in FIG. 9, the mixing circuit 98 is provided in the primary coil, and the distribution circuit 99 is provided in the bracket 66 to which each actuator 70 is attached.
Even if a plurality of actuators are arranged similarly to the sensor 68, only one set of coils for the rotary transformer 44 is required.

The operation of this embodiment will be described below. When the axle 20 rotates, the rotational force of the axle 20 is applied to the boss 4
2 is transmitted to the wheel disc 40 of the wheel portion 24 via When the wheel disc 40 rotates, the tire body 26 attached to the rim 28 rotates, and the vehicle can run.

At this time, the bearing portion 34 supporting the axle 20 is fixed to the vehicle body side by the flange portion 34B and is rotated relative to the tire 10 (actually, the bearing portion 34 side is fixed. Will be).

Since the primary side iron core 46 of the rotary transformer 44 is attached to the outer periphery of the fixed bearing portion 34, the lead wire 60 for supplying a signal from the main controller 62 to the primary side iron core 46. Even if wired, tire 10
The stable signal supply can be performed regardless of the rotation of the.

On the other hand, the secondary side iron core 52 is attached to the outside of the rim 28, that is, to the air injecting portion 32, and these have a magnetic path formed through an air gap and can function as a transformer.

Here, since the sliding member 48 and the bearing balls 50 rotate in a state where the air-air gap with the primary side iron core 46 is kept constant, the magnetic path resistance does not change.

Through the rotary transformer 44, the main controller 62 and the sensor 68 and the actuator 70 provided in the air injection portion 32 of the tire 10 exchange signals as if they were mechanically connected by a lead wire or the like. It can be performed.

Further, by using the rotary transformer 44, power can be supplied to a plurality of electric devices mounted on the tire 10 without limitation. Further, since the sensor 68 and the actuator 70 can be directly attached to the air injecting section 32, it is not necessary to use a sensor or actuator having a special shape or specification.

Next, the adjustment control procedure will be described by taking the air pressure of the tire 10 as an example. When traveling a vehicle, for example, when shifting from low speed traveling to high speed traveling, it is generally desirable to increase the air pressure of the tire 10 during high speed traveling.

Therefore, the occupant operates the operation unit 76 to
Enter the air pressure suitable for high-speed driving. For this input, for example, an actual numerical value may be input, or a key for high-speed traveling may be operated and read from various data stored in the memory in the main controller 62. The data registered by the above operation is stored as the control reference amount.

When the vehicle starts traveling, first, the detection signal from the pressure sensor 68A is read. The read pressure signal is first displayed on the monitor 74 so that the occupant can recognize the current air pressure of the tire 10.
Further, the pressure signal is compared with the data stored as the reference control amount to obtain a pressure difference, and when the current pressure is low, a signal for increasing the pressure by the pressure regulator 70A is transmitted,
When the current pressure is high, the pressure regulator 70A transmits a signal for lowering the pressure. The pressure adjuster 70A adjusts the pressure based on the transmitted data. By repeating this, the current pressure of the tire 10 can be set to a desired pressure (in this case, high-speed traveling pressure).

Further, the rotation speed sensor 68D is also used, and the main controller 62 determines whether the vehicle is running at high speed or normal running based on the signal from the rotation speed sensor 68D and automatically adjusts the tire pressure. Good.

As described above, by performing the control based on the detection signal in real time, the occupant can recognize the current state of the tire 10 and does not need to bring it to a gas station or the like for adjustment.

Although the tire pressure adjustment control is real-time control, for example, the rotation speed sensor 68D is used.
Keep a history of signals from and calculate the number of kilometers traveled,
Predicts the wear state of the tire 10 and the temperature sensor 68B
The tire pressure may be adjusted based on the amount of change in the signal from.

In this embodiment, the driving wheels of the vehicle have been described as an example, but a steering angle sensor for detecting the steering angle may be attached to the front wheels. The deviation of the tire 10 can be predicted by taking a history of the signal detected by the steering angle sensor.

Further, in this embodiment, the signal from the sensor 68 is modulated and sent to the vehicle body side.
As shown in, the bridge impedance is taken in from the primary coil, the bridge circuit 106 is composed of the other three resistors 100 and 102, and the variable resistor 104, and the AC power source 110 is supplied to the connection point on one diagonal. The detection value of the sensor 68 may be obtained based on the resistance change between the connection points on the other diagonal.

[0082]

As described above, the condition control device for a pneumatic tire for a vehicle according to the present invention can be directly installed in an air injection portion of a tire separated from a vehicle body and supplies necessary electric power. As a result, it is possible to detect the condition of the plurality of tires by the plurality of sensors and to adjust the condition of the tire based on the detection result.

[Brief description of drawings]

FIG. 1 is a plan view of a vehicle to which the present invention is applied.

FIG. 2 is a cross-sectional view of the tire according to the present embodiment in the direction perpendicular to the axis.

FIG. 3 is a sectional view taken along line III-III of FIG. 2;

FIG. 4 is a schematic view showing the principle of a rotary transformer.

FIG. 5 is a block diagram for supplying power to a sensor and an actuator.

FIG. 6 is a block diagram for sending a detection signal from a sensor to a main controller on the vehicle body side.

FIG. 7 is a block diagram for sending a signal based on a control amount to an actuator from a main controller on the vehicle body side.

FIG. 8 is a block diagram for sending detection signals from a plurality of sensors to a main controller on the vehicle body side.

FIG. 9 is a block diagram for sending a signal based on a control amount to a plurality of actuators from a main controller on the vehicle body side.

10 is a modification of FIG. 6, and is a circuit diagram for obtaining a detection value by changing the transimpedance.

[Explanation of symbols]

 10 tire 20 axle 24 wheel part 26 tire body 28 rim 32 air injection part 34 bearing part 44 rotary transformer 46 primary side iron core 52 secondary side iron core 62 main controller 68 sensor 70 actuator 72 battery

Claims (7)

[Claims] 1. A sensor for measuring a condition of a tire, which is arranged in an air injecting portion of a vehicle tire, an actuator which is arranged in the air injecting portion and changes a condition of the tire, and a sensor based on a signal from the sensor. A control device for controlling an actuator, and a condition control device for a pneumatic tire for a vehicle, comprising: 2. A sensor for measuring a condition of a tire, which is arranged in an air injecting portion of a vehicle tire, an actuator which is arranged in the air injecting portion and changes a condition of the tire, and the sensor and a power source for driving the actuator. A state control device for a pneumatic tire for a vehicle, comprising: a power supply unit that is supplied from a vehicle body side of the vehicle; and a control unit that controls an actuator based on a signal from the sensor. 3. The power supply means is provided with a rotary transformer capable of supplying electric power in a non-contact manner between a stationary portion on the vehicle body side and a rotating portion on the tire side. The condition control device for a pneumatic tire for a vehicle according to claim 2. 4. The invention according to any one of claims 1 to 3, wherein the notifying unit notifies the occupant or the like of the tire condition detected by the sensor, and the tire notified by the notifying unit. State control device for a pneumatic tire for a vehicle, comprising: input means for inputting to the control means a control amount of the tire state by the actuator determined by an occupant or the like based on the state. 5. The invention according to any one of claims 1 to 3, wherein the storage means stores data for holding the tire in a predetermined state, and the storage means detects the data. Comparison means for comparing the data stored in the storage means with data according to the state of the tire, and instruction means for instructing the control means of the control amount of the actuator obtained based on the comparison result by the comparison means, A pneumatic tire condition control device for a vehicle, comprising: 6. The tire condition refers to at least one of the tire internal pressure, surface temperature, noise, rotation direction, rotation speed, and steering angle, and the sensor indicates the absolute amount and change of the tire condition. The state control device for a pneumatic tire for a vehicle according to claim 1, wherein at least one of the amounts is detected. 7. The actuator according to claim 1, wherein the actuator executes at least one of adjustment of a tire internal pressure, adjustment of a tire weight balance, and adjustment of a contact surface shape with a road surface. Item 1. A vehicle pneumatic tire condition control device according to item 1.