JPH0771886B2 - Detection wheel - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to tires for aerospace vehicles for transportation and transportation, automobile vehicles, etc., and more particularly to tires corresponding to cold and humid environments and wheels thereof.

Conventional technology Conventional tires are provided with grooves on the tread surface for drainage, cooling, and increase in road friction, but when the tread surface wears as the vehicle travels, these functions decrease and the residual groove depth increases. ． If the thickness of the remaining rubber from the inner carcass is a certain dimension, for example, if the depth of the remaining groove is less than 1,6 mm, it will not be possible to drive safely due to friction reduction, etc.In order to indicate that, a part of the conventional groove is made shallow. The tire usage limit was set by visually observing the point at which the part contacted the road surface due to wear. In addition, in consideration of the flexibility of the tire at cold temperature, the composition of the compounded rubber, the material of the carthus, etc. are devised, and the shape of the sipe, tread pattern, etc. are mainly devised. There was no detection wheel for the purpose of informing the operator of controlling the speed and the like.

Problems to be Solved by the Invention The slip sign and the platform for knowing that the groove for increasing the tire friction has become shallow due to wear, because the groove is shallow, it is the fatal part that reduces the effect of the groove. I couldn't escape, and even if that part came into contact with the road surface, I made a person and treaded. It is a brand-new tread that can only be seen as a change in the pattern. The pattern is searched from the memory and the mold draft gradient tray. The tire in front is slipping by inferring whether it is a wear change of the pattern with taper / sipe etc. as an element. Sign or plate. It will be judged whether there is a change in the pattern due to contact wear of the platform, let alone look into the narrow and dark tire chamber, this is also uncertain and it is also used to measure the groove depth with a depth gauge However, it was not always accurate due to rubber elasticity. This work is hand. Owner driver as he / she needs to have specialized knowledge to stain the coat. It was a serious problem for female drivers, and even professional drivers were at a loss of judgment. Regarding the air pressure, it can be said that there are cases where high-speed tires run at high speeds leading to an accident, and when the air pressure gradually decreases during running, it is not noticed and the gauge reading differs due to loading etc. The amount of air required is also the measured value when the occupant loading temperature is constant, and even if such a thing is required, it is difficult to constantly control the supply of air, etc. Even with a tire that did not have a tire, the road surface was wet and slippery. Standing of tires by high speed driving. There is no way to know the occurrence of a wave, and there are many accidents that seem to be the cause. In addition, pedestrians near the road surface may not notice that the road surface is frozen and may fall, so the driver on the car may not notice it and may accidentally hit the pedestrian or hit the curve or hit the pedestrian by mistakenly measuring the braking distance. I couldn't turn and could lead to accidents.

Rubber that makes up a tire. Synthetic fibers are extremely brittle at low temperatures.Tires at temperatures close to this glass transition point are not supple, which reduces friction with the road surface and leads to accidents. Acceleration / deceleration to which large force is applied. Conversion. This property causes the tires to break when loaded, especially aircraft tires flying at high altitudes, e.g. 5,500M above -30 ° C to -45 ° C.
It was cooled by the atmospheric temperature of ℃ and became a low temperature, and it was often destroyed due to the high temperature difference between the road surface during landing and the internal heat generation. Running a certain distance and rubber inside the tire. When a car whose tires are warmed by hysteresis loss heat generation and frictional heat of the carcass is parked overnight, the ground contact portion of the tire that was in contact with the ground may be flattened in the morning when the temperature is low. Flat.
The spot phenomenon not only makes the vehicle sound jarring and vibrates the vehicle body while driving, but also makes the ride uncomfortable, and it is dangerous for the tires as mentioned above. It was effective. Aircraft tires are warmed up by takeoff and cooled at high altitude, which is the same as when a hot glass container was suddenly placed in the freezer, where destruction at high altitude may lead to total destruction at landing. Even if it did not reach the point, it was only landed under the condition that it was circularly shaped at the time of landing and it was hard to fit on the road surface and the grip was reduced.

The temperature of a tire that is flatly shaped in a ground-running vehicle can be removed due to the heat generated by driving, and the temperature can be supple. Wind speed road surface temperature and rubber compounded with tires. Carcass material. Although it depends on the structure, the conventional nylon carcass tires that have been used in the past required a traveling distance of 2KM to 4KM. For this reason, in an aircraft, the tires are inherently supple only after traveling the length of the runway.
It can be inferred that the road grip force will be restored. In other words, the conventional tire cannot generate its original ability unless it travels a long distance, and it has run in a dangerous state up to that distance.

Means for Solving Problems Therefore, the present invention will be described with reference to the accompanying drawings showing an embodiment, for example, when the purpose of detection is tire wear, the wear limit position depth of the tire tread surface 11, for example, in terms of manufacturing. 2 is a position depth that is partially determined by the reason of the above. The conductive wire to which a voltage is applied is attached integrally with the compounded rubber to the depth of the tread rubber before wear, which is the wear limit wear surface 00 of the tire shown in Fig. 2. 1 and none When the progress of tire wear due to running reaches the limit of use, the detection line 1 is worn and cut off, so that the applied voltage or current is cut off, which causes, for example, a red lamp. The driver was informed of tire wear by operating a display / alarm means such as a buzzer. (In addition, as in this example and the example of the water film detection, the detection line (1) is directly used for the detection detection in the detection unit.
Since it is not used in the strict sense, even if it is a conductive wire or a heating wire that is a signal wire that conducts to the contact of the following example that seems to be not a detection wire, these have the same shape. Construction. Since the materials are the same, they are simply referred to as "detection lines", and in order to avoid confusion with the detection unit due to these lines, the detection contact serving as the deflection detection unit is simply referred to as a contact. ) In addition, the detection purpose rubber 56 shown in FIGS. 1, 2 and 7 made of a compounded rubber having a gloss and color different from that of the entire tire or synthetic resin is used to indicate the presence of the detection part. If the cause is a decrease in tire air pressure, or if the pressure is appropriate but a force exceeding the capacity is applied, the tire bends significantly abnormally. As shown in FIGS. 10 and 11, there is provided a bending disconnection contact 72 (bending state in FIG. 2) in which conduction is cut off by bending, or a bending connection point 71 (bending state in FIG. 11) in contact with by bending and conducting as shown in FIGS. For example, tire deflection due to abnormalities due to reduced air pressure or abnormally high speed relative to air pressure, such as standing. It electrically detects waves.

If the purpose of detection is a water film on the road surface, install a pair of detection lines 1 as shown in Fig. 6, Fig. 6, Fig. 7, Fig. 7, Fig. 8 and Fig. 9 to detect water in the tread. The current flowing between the water detection line pair due to the adhered water is activated to detect the alarm display means.

A thermocouple for detecting the temperature provided in the tread part when the purpose of detection is to freeze the road surface or to lower the tire temperature and the tire brittleness is to be improved. Alternatively, a semiconductor element whose resistance value changes depending on the temperature is provided as the temperature detecting unit 52 shown in FIG. 7, for example, to detect the freezing of the road surface or the temperature of the tire itself from the temperature of the tire contacting the road surface. Warm the tires by using these detection lines 1 as heat generation lines for notifying the vehicle or in association with vehicle speed control to preheat the tire. Flatten by omitting the run-in with the app. Eliminating spots and making the temperature sufficiently safe from the glass transition point, we aim to make the tire supple and increase the friction between road surfaces to make riding more comfortable and safer. A rubber surface that forms a tire for repeated flexure and growth. internal. If a detection wire is built into the air chamber, it will be disconnected due to repeated bending and tension, and it will not be possible to achieve the intended purpose.Therefore, it is necessary to disperse the stress in many bends and avoid disconnection outside the purpose. Fig. 12 and Fig. 13 with the invention's overtension relieving means
Detection line 1 in Figures 14, 15 and 16 is required. Also 0.5 mm
The detection line having the above wire diameter deteriorates the tire characteristics by providing the detection line on the tire, and therefore, a thin line as much as possible is required. In the case of tire wear / deflection detection, for example, the detection line 1 provided with the overtension relieving means of the second embodiment of forming in a continuous S-shape is used as the tire wear limit as shown in FIG. Positioned at the depth of the tread surface 11 to be installed, the detection line 1 is built in so as to wear and cut due to the progress of wear of the tread rubber, and the bending disconnection contact 72 in which the conduction is cut off when the tire is largely bent abnormally is connected in series. Connected, if alarm display means is connected to this, an electric circuit as shown in FIG. 3 is formed. When a switch SW is inserted, the series-connected flexion break contact 72 does not have abnormal flexure and is detected as not being electrically disconnected. When the wire 1 is not worn and cut, the voltage of the battery V is applied to the relay coil 2 to close the A contact A, which is connected to it, for example, the green lamp G in the passenger compartment is lit and the wear limit wear surface of the tire shown in FIG. The detection line does not reach 00 position The tire wear does not reach the limit of use without being cut, or the tire pressure is not extremely low as shown in Fig. 1. In addition, it indicates that it is safe that the tire is not excessively bent and is not greatly bent abnormally. The B contact B is opened and the red lamp R connected to it is not lit and the buzzer 3 does not sound (after operation). (Not shown), when the tread pressure wear progresses to the tire use limit wear surface 00 indicated by the one-dot chain line in FIG. 2 and wear-cuts the detection line 1 there. Alternatively, when air pressure is reduced or an excessive force is applied and the tire is greatly deformed abnormally as shown in FIG. 2, the current to the relay coil 2 is cut off, the B contact point B is closed, and the red lamp R is lit.
The buzzer 3 sounds, the A contact A opens, and the green lamp G operates so as to turn off the light to display an alarm of a tire abnormality. As in this example, the detection line and the contact for wear and deflection may be connected in series to form the same alarm display means, and these may be connected to an independent individual alarm display means.
In addition, even if a flexure contact 71 is connected in parallel between a pair of water detection lines, which will be described later, and is brought into contact with the tire due to an abnormal flexure of the tire, the abnormal shape of the tire can be detected and is independent. The same can be applied to the individual alarm display means. The A contact A and the B contact B of the relay described above are respectively bent contact 71 and contact broken contact 72.
Directly replace the lamp with a lamp. It may be operated by connecting to an alarm display means such as a buzzer. From the viewpoint of sensitivity and reliability, it is necessary for these contact pairs to match the longitudinal direction, which is the direction of the contact and separation operation, with the meridian meridian direction of the tire. The bead has come off. When there is a bead deviation, the connector and the wheel conductive means, for example, the contact plate C4 in the tire of FIGS. 1 and 2 and the terminal ground side TE and the terminal voltage side TV of the wheel, the contact plate C4 and the conductive foil film plate in FIG.
64, FIG. 20 and FIG. 21, the continuity constituted by the contact plate C4 and the connector 32 with the rim elastic take-off connector 32 and the connector with the rim screw take-up 33 is cut off due to the relative displacement between the tire and the wheel. This activates the alarm display means.

In the case of temperature detection, for example, alarm display means is connected to the tire shown in FIG. 7 to configure the circuit shown in FIG. 4. Here, in this figure, the connection point 1P1 and the detection line 1 from each connection point 2P2 are connected.
The resistance 2R2 indicated by the alternate long and short dash line is excluded, and the crossover J is described as being connected. The operating temperature is set in advance to the ice temperature or a temperature close to it, for example, 3 ° C. by the variable resistor VR, and the voltage is applied to the transistors TR1 and TR2 when the switch SW is turned on. For example, a negative characteristic thermistor is used as the temperature detection unit 52. A circuit is formed by conducting through the contact plate C4 and the terminal TE / TV by means of the overtension relieving means detection line 1, and when the temperature of this thermistor decreases, its electrical resistance increases and the base voltage of the transistor 1TR1 increases. Therefore, the emitter current increases, the resistance 3R3 increases the base voltage of the transistor 2TR2, and the collector current increases, which flows into the relay coil 2 and the A contact A closes, and the red lamp R warns that the tire temperature is low. , B contact B is opened and green lamp G is turned off. For example, if the wear detection wire 1 is connected to the contact A side of the circuit A as a preheat wire, the tire is preheated, the temperature rises, and the temperature is sufficiently safer than the condition in which the flexibility of the tire is restored or the glass transition point. Then, the resistance of the thermistor of the temperature detection unit 52 decreases and the base voltage of the transistor 1TR1 drops (reverse action as described above). The current of the relay coil 2 decreases and the contact A opens and the buzzer 3. Red lamp R turns on. Warning display disappears, wear detection line 1
When the preheating current to the B is cut off, the B contact point B is closed and the green lamp G lights up to indicate that a higher degree of safety of the tire and the road surface has been secured. The temperature set by the variable resistance VR is the temperature when water adheres to the tire and the water is actively vaporized by the air flow caused by the running rotation and the detection part is not cooled. If it is set to ℃, it is possible to detect water on the road surface from changes in tire temperature. In this case, when the traveling speed is low, the evaporation cooling is small and cannot be detected, and when the traveling speed is high, the evaporation cooling is large, so it is detected. It will detect and alert the water film.

It should be noted that there is the following action not only in terms of the tire temperature described above but causing the detection line to generate heat as a preheating line,
Considering the entire detection line stretched around the tire, it was partially found that the strain stress was large. There is a small portion, and a large portion is work hardened and there are many lattice defects inside the metal, so the electrical resistance is large. The stress is small in these areas, and the stress is large in the area where the electrical resistance is large. The stress is caused by the large amount of heat generated by fatigue. Work hardening due to heat generation that matches the material. fatigue. The stress will be automatically and selectively removed from the entire sensing line to the required part as much as necessary. Further, that portion of the tire is also a portion that needs to be particularly supple, which is done.

When detecting the water by amplifying the current flowing in the water between the pair of detection lines, the circuit shown in FIG. 4 is constructed by connecting the tires of FIGS. 5 to 9 and the alarm display means. In addition to removing J, the detection line 1 between the TV on the terminal voltage side and the TE on the terminal earth side and the temperature detection unit 52 are replaced with a resistance 2 having a value about ten times that of the resistance 1R1 there, as indicated by a dashed line R2. Will be described as being connected as. As the detection line 1 on the left side of the tire in, for example, FIG. 5, FIG. 7, FIG. 8, and FIG. 9 from the connection point 1P1 through a wheel conductive means such as a terminal or a connector. By arranging from the connection point 2P2 through the wheel conducting means as the detection line 1 on the right side of the tire in the figure, these are made into a pair of water detection lines to form the circuit of FIG. If water on the road surface adheres between them, the base current of the transistor 1TR1 is much smaller than this, even if the current flowing through the water is small, so the base resistance is raised and the variable resistor VR operates. For sensitivity adjustment, an alarm is displayed as in the temperature detection operation described above. If a positive temperature coefficient thermistor is installed in parallel between this pair of water detection lines, the electric resistance of the thermistor will decrease as the temperature decreases, so the base voltage of the transistor 1TR1 will be raised and temperature detection will be possible. To realize. Further, according to the tire shown in FIGS. 10 and 11 which also serves as a circuit for connecting the flexion connection point 71, if the flexion connection point is conducted due to an abnormal tire flexion, the connection between the connection point 1P1 and the connection point 2P2 in FIG. This will make it conductive, and the base voltage of the transistor 1TR1 will rise and an alarm will be displayed. By linking these warning display circuits with the vehicle speed engine output control, the safe speed can be controlled according to the tire road surface condition.

Example Tire air chamber. The detection line located in the rubber receives the external force due to the growth of the tire and the bending caused by the running, and the gaffujiule effect accompanying it. Performs heat contraction such as energization heat generation. Bending to the shape shown in Fig. 12 to 16 for the purpose of not breaking the wire and improving the adhesion to the tire rubber. Roll forming is desired. copper. Brass has good workability, and particularly brass adheres well to rubber. When a high voltage is applied compared to the insulating property of rubber, for example, a formal copper wire or the like, which has been treated with a coating such as an insulating varnish having good adhesion with rubber, is preferable. This is a detection contact for embedding a tire rubber. The same can be said of the connectors, especially those shown in FIG. 25, FIG. 22, FIG. 23, FIG. 26, and FIG. 33 to FIG.
Coated conducting wire 63. The caulking connection piece 81 for connecting the detection wire 1 is provided with a multi-contact portion CP for increasing contact opportunities. These may be made by etching a copper foil or the like to be attached to a rubber plate or the like. A connector is required as a contact means on the tire side corresponding to the conductive means on the wheel side for electrical connection between the tire detection line and the wheel. In the example of the terminal connected to the contact plate C4 of the form connector, the detection line may be attached to the terminal without the contact plate. Insulations shown in Figs. 17 to 21 have a contact plate molded into the bead or embedded in the bead rubber with an adhesive rubber 85. In the embodiment in which the non-insulated wheel and the tire are electrically connected to each other, one end of the tire detection line forms a contact earth side circuit in the non-insulated portion of the wheel by a contact plate, and the other end thereof is an insulated conductor 64 in FIG. To form a voltage side circuit. In addition to the conventional wheel, a connector that is insulated from the wheel shown in Fig. 21 is attached to the rim.
The same applies to 3 and to insert the plug in the direction of the centrifugal force, the plug connector C1 shown in Fig. 22 also prevents the bead from coming off and is pushed by the rim to stop the connector and form a circuit. ． Conductive wire 63 when the display alarm means is located on the wheel cap, conductive foil film plate 17 conducts as it is by Fig. 64, and when located inside the vehicle, for example, magnetic or photoelectric coupling such as a rotating transformer not shown, or slip ring detection Anything that conveys a signal will do. Tire grooves completed by conventional manufacturing methods. Use the sipe to insert the detection wire with the penetrating needle, seal the through hole, and detect the wire. In addition to the simple method of making a detection tire such that the detection contact and the like are integrated with the tire using an adhesive rubber, conventional manufacturing processes such as bead wire. During the process of stacking carcass cords etc., for example, a brass band with a diameter of 0,2 mm is r0,5 m on a rubber band with a thickness of 0.7 mm and a width of 7 mm as shown in Fig. 13.
As shown in Fig. 1, a laminated tire is formed by bending and forming a wire rod with a width of 3 mm to the left and right at m and attaching it to make it easy to handle. 6 to 25 wires with a wire diameter of 0.07 mm are braided or braided into 5 strips to form a strip, for example, and the shape shown in Fig. 12 is further improved. 12 Fig. 13 Fig. 16 shows rubber Adhesion of band. 14 Figure 16 shows a wire wound around a rubber band, and Figure 15 shows a detection wire wound around a round rubber and molded flat with a roller. If this is done, the workability is improved, but if manpower is omitted, such as an automatic machine, it is acceptable to incorporate a directly molded wire.
In the case of wear detection 1 Figure 56 is iron sesquioxide. Using rubber colored with, for example, a red pigment such as mercury sulfide, the sensing line is embedded in the wheel at position 00 in FIG. In case of water detection, it is installed at the position shown in Figs. In the case of temperature detection, the detection rubber may be colored with zinc white, which is also a white pigment, to have good thermal conductivity, and the temperature detection portion may be embedded. In particular, in the example of FIG. It is an improvement. It is difficult to assemble the flexure detection contact to the tire at the desired contact gap, but it is possible to cut the post-cut portion 7 from the cut surface 9 shown in FIGS. Therefore, in the case of contact contacts that can embed the detection contact of the desired gap, the flexing contact has the same type as the tire itself, but different contact gaps are required depending on the type of vehicle used, if different gaps are buried each time, it will not be possible to expand the product type. Since it is economical, it is preferable to use the one shown in FIG. When the tire flexes properly at the disconnecting contact but opens, the contact between the upper and lower buried roots 80-80 is a negative contact that is continuous at the post-cutting portion while bending so that it does not open even if the distance between the upper and lower embedded roots 80 deviates by an appropriate value. Provide the one shown in Figure 31 as a gap. An example of the dimensions of the implementation is a phosphor bronze thickness of 0.08 mm, width of 4 mm, and length of 25 mm.The larger the dimension between the contact surface of this contact 71 or 72 and the embedded root, the higher the sensitivity, and the smaller the sensitivity, the dull sensitivity. In particular, it is desirable that the dimension between the upper embedded root and the contact surface and the dimension at the lower portion be different.

EFFECTS OF THE INVENTION 1. The detection wire made of bronze or coated copper has good adhesion to rubber even when used alone, and is resistant to rust. It has good thermal conductivity and spreadability, and has no spring back, so it does not lower the balance of tire strength and force.

The workability is good and the ones molded from Fig. 12 to 16 are more adhesive. It has high thermal conductivity, good conductor, and high reliability without unintended disconnection. The detection wire previously attached to the rubber band has excellent workability in manufacturing.

2. Fig. 1 The conductive means by the terminal to the detection line can be easily implemented. 20 Fig. 21 By the connector with rim attachment Fig. 22 The conventional wheel can be used as it is by the plug-in connector.

3. Fig. 17 The one in which the conductive material is attached by insulation is airtight without protrusions and makes the entire wheel smarter, and the tube is the same as the one with the connector. It can be carried out regardless of tires without a tire.

4. Fig. 22 The plug-in connector not only prevents the bead from coming off, but its force also prevents the connector from slipping by pressing the connector burnout projection 20. If they are damaged, electrical shock is detected by disconnecting electrical connection or grounding.

5. The one shown in Fig. 1 not only prevents the beads from coming off, but also Fig. 17
20 Similar to Fig. 21, the bead deviation in the previous state is detected by disconnection or grounding due to relative positional deviation with the connector.

6. Pre-depressurization before bead shift, rapid decompression, and overload, which is also the cause. Sudden high speed conversion. High acceleration / deceleration is accurately positioned by the notch unevenness shown in Figs. 26 to 33, and accurately by the flexible contact with the embedded root 80 that securely adheres to the tire rubber. Reliably detect.

7. This accuracy is the effect of being cut after the rubber vulcanization molding or sticking is performed in the state where the contact gap is kept continuous at the post cutting portion, and the manufacturing workability is also good.

8. Fig. 30 Fig. 31 Negative contact gap The flexible breaking contact operates extremely stably and can be implemented without the use of a tubeless tube tire. 32 Fig. 33 Immediate ones with detection characteristics. Can be obtained arbitrarily. Economic and variety. Very effective in quality control.

9. These contacts have high sensitivity when the dimension between the embedded roots is lengthened and become insensitive when shortened to obtain the desired sensitivity.

10. A contact pair consisting of contacts with different dimensions between the upper and lower buried roots and the contact contact surface has a lower natural frequency for the long-side contact than the short-side contact, and an increased contact frequency for the upper and lower contacts. The response becomes high with the effect of removing the inert material between the contacts.

11. Fig. 23 In the case where a contact is provided in the portion that contacts the rim, one of the contacts can be saved and the contact gap can be adjusted by hammering the rim facing the contact, and it is extremely easy to adjust the amount of flexure detected. It can be obtained by simple work, and it is dull and free from chives.

12. If you can select these contacts if necessary and gradually reduce the pressure, which is particularly hard to notice. It also detects the standing wave phenomenon while driving.

13. Unlike the conventional method that partially wears grooves at various places as a method of knowing wear that is also the cause of slip, the one shown in Fig. 1 detects damage to the tire side without reducing the effect of the groove.

14. Moreover, the safety is not always confirmed only at the time of inspection unlike the conventional one, but it is always confirmed that it is a pooping hand without selecting a specialist engineer. This is done by omitting the work of soiling the coat.

15. Not only wear can be easily judged by the rubber of the color detection part shown in FIG. 5, FIG. 6, FIG. 7, and FIG. .

16. Fig. 7 The temperature detection part is made of compounded rubber with good thermal conductivity, and the one with a substance with good conductivity and the one with water detection line have good responsiveness. The detection part is precisely controlled in manufacturing. Workability is improved.

17.Using these detection wires as preheating wires can save the heating wires, and energize when the tire temperature is low to prevent low temperature destruction by making the temperature sufficiently safe from the glass transition point to increase road friction and eliminate dangerous driving. The flat spots are turned off to improve the riding comfort and improve the driving feeling.

18. The tread surface position water detection lines in Figs. 5 to 7 are constantly worn and polished along with the tread surface and are electrically activated to detect even slight road surface wetness.

19. Fig. 8 Fig. 9 In the groove, the water detection lines that detect when approaching the drainage capacity limit are parallel to each other in the rolling direction.
For those that do not face each other, ensure detection so that a short circuit will not occur even if the overtension relieving means detection line breaks out.

20. In this way, the road surface water. Detects ice formation, detects the tire condition, and drives that. Notify the pilot and load.
Higher safety because the speed can be controlled considering the internal pressure. Realize economy.

[Brief description of drawings]

The attached drawings show an embodiment according to the present invention. Particularly, the contacts are simply shown as one contact having a plurality of contact pairs and a negative contact gap. FIG. 1 is a first embodiment in which the connector is a contact type. An example of a wear and deflection detection tire with a built-in flexural disconnection contact and a wheel for that wheel, in which the sensing line is not worn and cut before wear of the tire that is conducted to the contact plate and the post-cutting portion is cut after molding, and FIG. FIG. 1 is a diagram showing a state in which a tire is bent and is in contact with a disconnecting contact. FIG. 3 is an electric circuit example for explaining the action in wear detection and bending detection and a connection example with a detection line. FIG. 5 is a diagram showing an example of an electric circuit for explaining the action in water detection and showing an example of connection with a detection line. FIG. 5 is a partial view of a water detection tire in which the detection lines are provided in parallel and opposite positions with respect to the tire rolling direction. Is a sectional view taken along the line AA of the tire shown in FIG. FIG. 8 is a sectional view of the water detection tire and is also a sectional view taken along the line BB in FIG. 5. FIG. 8 is a partial view of the water detection tire positioned so that the water detection lines do not face each other in the drain grip groove of the tire. Fig. 8 is a cross-sectional view of the ABCD stairs of the tire shown in Fig. 8. Fig. 10 shows that the dimension between the contact surface of the contact and the embedded root is different between the upper contact and the lower contact. FIG. 11 is a transverse cross-sectional view of a tire having a built-in flexible contact point. FIG. 11 is a view of the tire of FIG. 10 in the state of being bent to form a contact point. FIG. 12 is a first embodiment of forming a continuous S-shape. Fig. 13 is a diagram of a detection line provided with an overtension alleviation means. Fig. 13 is a second embodiment of forming a continuous S-shaped incline. Fig. 14 is a diagram of a detection line provided with an overtension alleviation device. Fig. 14 is a flat coil. FIG. 15 is a view of a detection line provided with an overtension alleviating means, which is the first embodiment of forming into a flat shape. FIG. 15 is formed into a flat coil shape. Fig. 16 is a diagram of the detection line to which the overtension relieving means of the second embodiment of the above is applied. Figure 12 to Figure 16 is a side view on the right side in the figure of the detection line with the overtension relaxation means for forming the left alternate reverse winding alternate. The drawing on the left side is a plan view, and FIG. 17 is a partially assembled sectional view of a wheel for a detection tire provided with insulated and conductive means and a tire including a contact plate according to the second embodiment. FIG. 19 is a partial assembly sectional view of a tire and a wheel incorporating the contact plate of the third embodiment. FIG. 19 is a partial assembly sectional view of a tire and a wheel incorporating the contact plate of the fourth embodiment. The figure shows the wheel. Partial assembly cross-section of the rim, its elastically attached insulating connector to it, and the tire incorporating the contact plate of the fourth embodiment. FIG. 21 shows a wheel rim and its insulated connector to which screws are attached. Partial assembly cross-sectional view of a tire having a built-in contact plate according to the fourth embodiment. FIG. 22 shows a rim-assembled tire in which the connector is a plug-in connector and a connector part for a male detection tire for preventing bead detachment. Fig. 23 is a partially assembled sectional view of a tire with a flexural contact and a wheel for a flexure detection tire provided with the contact facing portion. Fig. 24 is a contact type connection before being built in the tire. FIG. 25 is a plan view of a contact plate which is a container. FIG. 25 is a cross-sectional view taken along the line AA of FIG. 24. FIG. Fig. 26 is a side view of Fig. 28. Fig. 29 is a side view of Fig. 28. Fig. 30 is a side view of the continuous breaking contact. Fig. 30 shows the contact gap so that it has the negative dimensions before it was built into the tire. Fig. 31 is a side view of Fig. 30 and Fig. 32 is a side view of the flexing breaking contact that is being made. It is a front view of a flexible contact with a surface and is a cut surface of a rear cut portion (9).
Fig. 33 is a side view of the one shown in Fig. 32 and the contact cutting surface (a).
In these figures, 1 is a detection line, 2 is a relay coil, 3 is a buzzer, R is a high lamp, R1 is a resistor 1, R3 is a resistor 3, R4 is a resistor 4 and G. Is green lamp, TR1 is transistor 1, TR2 is transistor 2, V is battery, TV is terminal voltage side, TE is terminal ground side, VR is variable resistance, A is A contact, B is B contact,
a is contact cutting surface a, b is contact cutting surface b, C1 is plug connector, C2 is male connector, C3 female connector, C4 is contact plate, CP
Is a multi-contact part, SW is a switch, 00 is a tire wear limit wear surface, 10 is a tire, 11 is a tread surface, 12 is a drain grip groove, 14
Is a bead part, 17 is a side part, 20 is a barb protrusion, 30 is a wheel, 31 is a rim, 32 is a connector with rim elastic attachment, 33 is a connector with rim screw attachment, 34 is a conductive elastic body, 35 is a set screw, 36 is a conductor, 51 is a detection part, 52 is a temperature detection part, 56 is a detection part rubber, 60 is an insulator, 61 is an insulating layer, 62 is a protective insulating layer,
Reference numeral 63 is a covered conductor, 64 is a conductive foil film plate, 7 is a rear cutout portion, 71 is a bending contact point, 72 is a bending disconnection point, 80 is an embedded root, 81 is a caulking connection piece, 85 is adhesive rubber, and 9 is cutting. Surface, 85 is adhesive rubber, 9
Indicates a cut surface, "P1 is a connecting point 1, P2 is a connecting point 2, J is a connecting line, and R2 is a resistance 2".

Claims (1)

[Claims] 1. A wheel rim having a detection part for electrically detecting, corresponding to the wheel rim, having a conductive means constituted by an insulating part and a non-insulating part reaching an external circuit for the following tire, and the conductive part. The conductive state between the contact means and the conductive means is changed by changing the positional relationship between the contact means and the conductive means. It is configured so that an abnormality between the rim and the bead portion can be detected by the non-conduction state, and an overtension alleviating means is provided between the contact means and the detecting portion formed in the tire to detect the functional state of the tire, and the rubber is previously provided. A wheel configured to detect a functional state of a tire by connecting a conductive wire with a wire diameter of 0.5 mm or less attached to the belt to detect a functional state of the tire, and to detect an abnormality between the tire bead portion and the wheel and a functional state of the tire.