WO2024062826A1 - Tire condition monitoring system - Google Patents

Tire condition monitoring system Download PDF

Info

Publication number
WO2024062826A1
WO2024062826A1 PCT/JP2023/030218 JP2023030218W WO2024062826A1 WO 2024062826 A1 WO2024062826 A1 WO 2024062826A1 JP 2023030218 W JP2023030218 W JP 2023030218W WO 2024062826 A1 WO2024062826 A1 WO 2024062826A1
Authority
WO
WIPO (PCT)
Prior art keywords
tire
condition
monitoring system
condition monitoring
information regarding
Prior art date
Application number
PCT/JP2023/030218
Other languages
French (fr)
Japanese (ja)
Inventor
英尚 益田
Original Assignee
住友ゴム工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 住友ゴム工業株式会社 filed Critical 住友ゴム工業株式会社
Publication of WO2024062826A1 publication Critical patent/WO2024062826A1/en

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre

Definitions

  • the present invention relates to a tire condition monitoring system.
  • Japanese Unexamined Patent Application Publication No. 2011-247645 discloses a method of detecting a decrease in the internal pressure of a tire by relatively comparing the wheel speeds of tires mounted on each wheel of a vehicle.
  • the method described in the publication includes a step of detecting wheel rotation information of each tire of a vehicle, a step of calculating wheel speed from the detected wheel rotation information, and a step of calculating a decompression judgment value by relative comparison of the calculated wheel speeds. and a step of determining a decrease in the internal pressure of the tire when the magnitude of the obtained pressure reduction determination value exceeds a predetermined threshold value.
  • the predetermined threshold value is DEL2, which is the comparative value of the wheel speeds of the front wheels and the rear wheels, (a) the relationship between DEL2 and the load sensitivity when the vehicle turns, which has been determined in advance, for the difference in mass of the vehicle; and (b) a threshold value setting step that is set based on the load sensitivity obtained by turning at the time of determination.
  • DEL2 the comparative value of the wheel speeds of the front wheels and the rear wheels
  • JP-A-2012-208076 when an information signal is received, a reference point K1 is set at which the tire temperature and air pressure included in the signal becomes the minimum low air pressure threshold Th1. Then, a threshold straight line L1 is recognized that passes through this reference point K1 and has an inclination according to Boyle-Charles' law derived from the tire temperature and tire air pressure included in the information signal. If the temperature of the tire included in the information signal received after that is higher than the temperature at the time of reception of the previous information signal, for example, the corrected low air pressure threshold Th2 is set on the threshold straight line L1 to be larger than the minimum low air pressure threshold Th1. Ru. Therefore, even if there is a temperature change in the tires, it is possible to issue a warning at a more appropriate time.
  • the recommended maintenance level and danger level of tires in use should originally vary depending on the installed tires and load conditions. In other words, there may be a difference in the danger level at which a warning is issued depending on whether the installed tires or the load condition are light or heavy. Therefore, here we propose a mechanism that can make more appropriate judgments depending on the installed tires and load conditions.
  • the tire condition monitoring system disclosed herein is a system that determines the condition of tires divided into a plurality of categories.
  • the tire condition monitoring system includes a first acquisition section that acquires information regarding the installed tire, and a second acquisition section that acquires information regarding the load condition of the tire.
  • the system is configured to switch the threshold value for determining the condition of the tire based on the information regarding the installed tire acquired by the first acquisition section and the information regarding the load condition of the tire acquired by the second acquisition section. It is composed of
  • the condition of the tire is determined based on the information regarding the installed tire acquired by the first acquisition section and the information regarding the load condition of the tire acquired by the second acquisition section.
  • the threshold value for determination is switched. Therefore, the condition of the installed tire can be determined more appropriately depending on the installed tire and the load condition.
  • FIG. 1 is a configuration diagram of a tire condition monitoring system 50. As shown in FIG. FIG. 2 is a diagram showing an example of the configuration of the threshold table 80.
  • FIG. 1 is a configuration diagram of a tire condition monitoring system 50.
  • the tire condition monitoring system 50 may be a system that is mounted on the vehicle 10, monitors the condition of the tires 20 attached to the vehicle 10, and notifies the user of the condition as appropriate.
  • the tire condition monitoring system 50 can be realized by, for example, various sensors, electronic circuits such as an arithmetic circuit and a transmission circuit, and a computer 55 that is driven according to a predetermined program.
  • a computer uses a calculation unit (also called a processor, CPU (Central Processing Unit), MPU (Micro-processing unit)), storage device (memory, hard disk, etc.), and software (program) to operate the tire. It may embody each function of the condition monitoring system 50.
  • Various processes of the tire condition monitoring system 50 are implemented by a computer as a database that stores data in a predetermined format, a data structure, a processing module that performs predetermined arithmetic processing according to a predetermined program, or the like. It can be embodied as a part of them.
  • the processing of the tire condition monitoring system 50 may be executed by one computer, or may be executed by multiple computers working together.
  • the processing of the tire condition monitoring system 50 may be executed in collaboration between a computer built into the vehicle 10 and an external computer connected to the computer of the vehicle 10 via a network such as the Internet.
  • the information or part of the information stored in the tire condition monitoring system 50 may be stored in an external computer.
  • an external computer may execute the processing or a part of the processing executed by the tire condition monitoring system 50.
  • the tire condition monitoring system 50 includes a first acquisition section 51 and a second acquisition section 52.
  • the computer 55 of the tire condition monitoring system 50 is electrically connected to an indicator 75 of the vehicle 10 and a vehicle speed sensor 76.
  • the computer 55 of the tire condition monitoring system 50 includes a storage section 56 for storing various information and a calculation section 57 that functions according to a predetermined program.
  • the first acquisition unit 51 is a processing unit that acquires information about the mounted tires.
  • the information about the mounted tires may include, for example, information about the size, the load index, the vehicle specified air pressure, and the initial tread depth.
  • the information acquired by the first acquisition unit 51 does not change over time, and therefore may be stored in a predetermined storage area in the tire condition monitoring system 50.
  • the information acquired by the first acquisition unit 51 may also be information acquired from the external computer 110 via a network NW such as the Internet.
  • the second acquisition unit 52 is a processing unit that acquires information regarding the load state of the tire 20.
  • the second acquisition unit 52 may obtain information regarding the load state of the tire 20 from the sensor unit 30 incorporated in the vehicle 10, a wheel, or the like, for example.
  • Such sensor units 30 are preferably attached to each tire 20 of the vehicle 10.
  • the sensor unit 30 is incorporated in a sensor unit 30 provided inside a wheel or a valve portion of a tire 20 mounted on a vehicle 10.
  • the sensor unit 30 includes a pressure sensor 31, a temperature sensor 32, a CPU (Central Processing Unit) 35, a transmission circuit 37, and a transmission antenna 37a.
  • a pressure sensor 31 a sensor sensor 31 a sensor sensor 32 a sensor sensor 32 a sensor sensor 32 .
  • a CPU Central Processing Unit
  • the pressure sensor 31 detects the air pressure of the tire 20 and outputs the detection result to the CPU 35.
  • the CPU 35 detects the air pressure of the tire 20 based on the detection result from the pressure sensor 31.
  • the CPU 35 is configured to A/D convert the detection signal of the pressure sensor 31 and to detect the air pressure of the tire 20 from the detection signal of the pressure sensor 31 through predetermined calculation processing.
  • the temperature sensor 32 detects the temperature of the tire 20 and outputs the detection result to the CPU 35.
  • the CPU 35 detects the temperature of the tire 20 based on the detection result from the temperature sensor 32.
  • the CPU 35 is configured to A/D convert the detection signal of the temperature sensor 32 and detect the air pressure of the tire 20 from the detection signal of the pressure sensor 31 through predetermined calculation processing.
  • the CPU 35 generates an information signal including information on the air pressure and temperature of the tire 20 at regular intervals, and outputs the information signal to the transmission circuit 37.
  • the transmitting circuit 37 modulates the information signal and wirelessly transmits it via the transmitting antenna 37a.
  • the second acquisition unit 52 has a receiving antenna 52a, and acquires information on the air pressure and temperature of each tire of the vehicle 10.
  • the second acquisition unit 52 can acquire information regarding the load state of each tire 20 from there.
  • the correlation between the air pressure of the tire 20, the temperature, and the load state of the tire 20 is preferably mapped in advance.
  • the second acquisition unit 52 is preferably configured to obtain the load state of the tire 20 from the air pressure and temperature.
  • the load state of the tire 20 is calculated and determined by the computer 55 according to a predetermined program based on, for example, signals from wheel speed sensors and other on-vehicle sensors.
  • the signals detected by the vehicle speed sensor 76 may include not only the wheel speed as described above but also signals from other sensors, such as torque and yaw rate signals.
  • the second acquisition unit 52 has a function of receiving, for example, air pressure/temperature information and transmitting it to the computer 55 via an in-vehicle network (for example, CAN (Controller Area Network)).
  • an in-vehicle network for example, CAN (Controller Area Network)
  • the load state estimated from the wheel speed tends to be influenced by tire air pressure.
  • the load state of the tire 20 estimated based on the signals from the wheel speed sensor and other on-vehicle sensors may be further corrected.
  • the tire condition monitoring system 50 is a system that determines the condition of the tire 20, which is divided into a plurality of categories. This tire condition monitoring system 50 monitors the condition of the tire 20 based on the information regarding the installed tire 20 acquired by the first acquisition section 51 and the information regarding the load condition of the tire 20 acquired by the second acquisition section 52. It is preferable that the configuration is such that the threshold value for determination can be switched.
  • the state of the tire 20 may be set to a plurality of divided states.
  • the state of the tire 20 may be set to three divided states.
  • three levels may be set: a danger level at which an alarm is issued to prompt tire replacement, a maintenance recommendation level at which pressure adjustment and inspection are recommended, and a safety level.
  • the state of the tire 20 may be set to three or more divided states.
  • an initial warning level may be set between the danger level and the maintenance recommendation level.
  • the initial warning level is a level at which the maintenance recommendation level is exceeded and tire replacement is encouraged.
  • a semi-safety level may be set between the maintenance recommendation level and the safety level.
  • the semi-safety level is a level at which driving safety is ensured, but the safety level is judged to be reduced.
  • the tire state monitoring system 50 may be set to a plurality of divided states, and a threshold value may be set for each state to determine the state of the tire 20 based on information on the mounted tire 20 and information on the load state of the tire.
  • the threshold value it is preferable that the correlation between the information regarding the load state of the tire 20 and the level indicating the state of the tire 20 is converted into data in advance through a test or the like. It is preferable that the configuration is such that a threshold table 80 for determining a level indicating the condition of the tire 20 is obtained based on the correlation and information regarding the load condition of the tire 20.
  • FIG. 2 is a diagram showing an example of the configuration of the threshold table 80.
  • a matrix-like table is prepared in which information regarding the load state of the tire 20 is taken on the horizontal axis and levels indicating the state of the tire 20 are arranged in order on the vertical axis.
  • threshold values for determining the level indicating the condition of the tire 20 are recorded based on information regarding the load condition of the tire 20. It is preferable that a plurality of such threshold tables 80 be prepared so as to be selected based on information regarding the installed tire 20. Regarding the selection of the table in which the threshold values are recorded, it is preferable that a table from which one threshold value table is selected based on information regarding the installed tire 20 is prepared, for example.
  • the threshold table to be selected may be recorded in a table in which information regarding the installed tire 20, for example, the tire size is plotted on the vertical axis and the load index is plotted on the horizontal axis.
  • the computer 55 of the tire condition monitoring system 50 determines the level indicating the condition of the tire 20 based on the tire size and load index among the information regarding the installed tire 20 according to a predetermined program.
  • An appropriate threshold table can be selected.
  • the threshold table 80 is preferably stored in the storage unit 56 of the tire condition monitoring system 50 in advance.
  • the threshold table 80 recorded in the tire condition monitoring system 50 may be configured to be updated as appropriate. For example, if it is possible to communicate with an external computer (for example, a service providing server) through a network such as the Internet, information regarding the installed tires 20 is sent to the external computer, and the appropriate threshold table 80 is sent from the external computer to the vehicle-side computer. 55 and be recorded. In this case, there is no need for a plurality of threshold tables 80 to be recorded in the vehicle-side computer 55. Further, the external computer (for example, the service providing server) may update the information regarding the installed tire 20 and the threshold table as appropriate. In this case, even if there is a problem in the threshold table 80, it can be resolved as appropriate. Moreover, even if a new product is released for the installed tire, the corresponding threshold value table 80 can be provided as appropriate.
  • an external computer for example, a service providing server
  • the computer 55 of the tire condition monitoring system 50 selects the threshold table 80 based on the information regarding the installed tire 20 acquired by the first acquisition unit 51 according to a predetermined program. Ru. Then, based on the information regarding the tire load state acquired by the second acquisition unit 52, the threshold value table 80 is referred to and the threshold value for determining the tire condition is changed. Therefore, the condition of the tire 20 can be determined based on the information regarding the installed tire 20 and the information regarding the load condition of the tire 20. Based on the determination, the level indicating the condition of the tire 20 may be informed to the user through the indicator 75.
  • the vehicle may be configured to notify the user of the level indicating the condition of the tires 20 through a predetermined smartphone application.
  • vehicle maintenance is managed at a specific maintenance shop, etc., and the maintenance shop is registered in the tire condition monitoring system 50, information indicating the level of the condition of the tires 20 is stored at the maintenance shop. It may be configured such that the information is transferred at any time.
  • the vehicle's designated air pressure when lightly loaded is 240 kPa and the vehicle's designated air pressure when fully loaded is 280 kPa
  • the law may require a warning to be issued at 180 kPa when lightly loaded and 210 kPa when fully loaded.
  • the alarm threshold value is switched depending on the loading condition based on the acquired load condition of the tire 20. Therefore, according to the regulations, it is possible to issue a warning at 180 kPa when the vehicle is lightly loaded and at 210 kPa when the vehicle is fully loaded.
  • the tire condition monitoring system 50 disclosed herein acquires information regarding the installed tire 20, and thereby obtains the fact that the tire size has been changed, such as by increasing the tire size, and its load index. Then, the threshold table 80 is selected according to the obtained information regarding the installed tire 20. Further, based on the information regarding the load state of the tire 20 acquired by the second acquisition unit 52, the alarm threshold value is switched depending on the loading state. Therefore, even when the tire size is changed due to an increase in the tire size, etc., the threshold value is flexibly changed, the level indicating the condition of the tire 20 can be appropriately determined, and a warning is issued at an appropriate timing.
  • the tire condition monitoring system 50 can set a threshold table 80 in which thresholds for recommended maintenance levels corresponding to this are set. Therefore, in the tire condition monitoring system 50, based on the information regarding the load condition of the installed tire 20, the recommended maintenance level can be notified at an appropriate timing according to the load condition of the tire 20 and the installed tire.
  • the threshold values for determining the state of the tire 20 recorded in the threshold value table 80 in this way may be the threshold values for determining the state of the air pressure of the tire 20.
  • the threshold values recorded in the threshold value table 80 may be threshold values for determining the state of the remaining groove of the tire 20.
  • the groove depth is 1.6 mm or less, which is a violation of regulations
  • the groove is worn out by about 50% or more, the braking distance will increase rapidly. Therefore, replacing the tires 20 is recommended. Therefore, the recommended replacement level (initial warning level) and the required replacement level (danger level) are notified at an appropriate timing.
  • the tire is a studless tire, it is not recommended to use it as a studless tire if it wears out more than 50%.
  • the installed tire 20 can be specified or estimated based on the information regarding the installed tire 20 acquired by the first acquisition unit 51. When the installed tire 20 is a studless tire, a threshold value for determining the state of the remaining grooves may be set accordingly.
  • a threshold value for determining the level indicating the condition of the tire 20 is set so that even 50% wear is a level (danger level) that requires replacement for the studless tire.
  • the threshold table 80 may be selected. In other words, depending on whether the tire is a summer tire or a studless tire, the remaining tread for which a warning should be issued changes. For this reason, it is preferable that the threshold value for the remaining groove be switched based on the information regarding the installed tire 20 acquired by the first acquisition unit 51.
  • the threshold value for determining the remaining tread condition of the tire is switched depending on whether the tire is a summer tire or a studless tire, and the replacement recommended level (early warning level) is set at an appropriate timing.
  • Required level may be notified.
  • the tire condition monitoring system 50 proposed here is preferably configured so that the result of determining the level indicating the condition of the tire 20 is displayed on a predetermined terminal.
  • the predetermined terminal may be the vehicle indicator 75 or the user's smartphone.
  • the system is configured so that the level determined above as well as an explanation of the condition and how to deal with it are displayed on the terminal. It's good to have one. With this, even a driver who does not have the knowledge of how to appropriately deal with the condition of the tires 20 can be encouraged to make appropriate decisions and take appropriate actions.
  • the display content of the explanation of the condition and the countermeasure method may be determined in advance according to the level indicating the condition of the tire 20, and may be stored in the storage unit 56 of the tire condition monitoring system 50.
  • the tire condition monitoring system 50 monitors the tire 20 based on the information regarding the installed tire 20 acquired by the first acquisition section 51 and the information regarding the load condition of the tire 20 acquired by the second acquisition section 52. It is preferable that the threshold value for determining the state is configured to be switchable. According to the tire condition monitoring system 50 disclosed herein, based on the information regarding the installed tire 20 acquired by the first acquisition section 51 and the information regarding the load condition of the tire 20 acquired by the second acquisition section 52, , the threshold value for determining the condition of the tire 20 is switched. Therefore, the condition of the installed tire 20 can be determined more appropriately depending on the installed tire 20 and the load condition.
  • the present invention (1) A tire condition monitoring system that determines the condition of tires classified into multiple categories, a first acquisition unit that acquires information regarding the installed tires; a second acquisition unit that acquires information regarding the load state of the tire; The threshold value for determining the condition of the tire is configured to be switched based on the information regarding the installed tire acquired by the first acquisition section and the information regarding the load condition of the tire acquired by the second acquisition section.
  • This is a tire condition monitoring system.
  • the present invention (2) is the tire condition monitoring system of (1),
  • the threshold value for determining the state of the tire is a threshold value for determining the state of air pressure of the tire.
  • the present invention (3) is a tire condition monitoring system according to (1),
  • the threshold value for determining the tire condition is a threshold value for determining the remaining tread condition of the tire.
  • the present invention (4) is the tire condition monitoring system described in any one of (1) to (3), wherein the tire condition determination result is displayed on a predetermined terminal. It is configured.
  • Vehicle 20 Tire 30 Sensor unit 31 Pressure sensor 32 Temperature sensor 35 CPU 37 Transmission circuit 37a Transmission antenna 50 Tire condition monitoring system 52a Receiving antenna 55 Computer 56 Storage section 57 Arithmetic section 75 Indicator 76 Vehicle speed sensor 80 Threshold table 110 External computer NW network

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Measuring Fluid Pressure (AREA)

Abstract

A tire condition monitoring system 50 comprises: a first acquiring unit 51 for acquiring information relating to a fitted tire 20; and a second acquiring unit 52 for acquiring information relating to a load condition of the tire 20. The system 50 is configured such that a threshold for determining a condition of the tire 20 can be switched on the basis of the information relating to the fitted tire 20 acquired by the first acquiring unit 51, and the information relating to the load condition of the tire 20 acquired by the second acquiring unit 52.

Description

タイヤ状態監視システムTire condition monitoring system
　本発明は、タイヤ状態監視システムに関する。 The present invention relates to a tire condition monitoring system.
　特開２０１１－２４７６４５号公報には、車両の各輪に装着されたタイヤの車輪速度を相対比較することにより当該タイヤの内圧低下を検出する方法が開示されている。同公報の方法には、車両の各タイヤの車輪回転情報を検出する工程と、検出した車輪回転情報から車輪速度を算出する工程と、算出された車輪速度の相対比較により減圧判定値を求める工程と、得られた減圧判定値の大きさが所定の閾値を超えた場合にタイヤの内圧低下を判定する工程とが含まれている。そして、所定の閾値が、前輪と後輪の車輪速度の比較値をＤＥＬ２としたときに、（ａ）予め求めておいた、前記車両の質量違いにおけるＤＥＬ２と車両旋回時の荷重感度との関係と、（ｂ）判定時に旋回走行することで得られる荷重感度とに基づいて設定される閾値設定工程がさらに含まれている。同公報によれば、当該方法によって、荷重による影響を考慮した閾値を設定することで後軸２輪の減圧を判定することができるとされている。 Japanese Unexamined Patent Application Publication No. 2011-247645 discloses a method of detecting a decrease in the internal pressure of a tire by relatively comparing the wheel speeds of tires mounted on each wheel of a vehicle. The method described in the publication includes a step of detecting wheel rotation information of each tire of a vehicle, a step of calculating wheel speed from the detected wheel rotation information, and a step of calculating a decompression judgment value by relative comparison of the calculated wheel speeds. and a step of determining a decrease in the internal pressure of the tire when the magnitude of the obtained pressure reduction determination value exceeds a predetermined threshold value. When the predetermined threshold value is DEL2, which is the comparative value of the wheel speeds of the front wheels and the rear wheels, (a) the relationship between DEL2 and the load sensitivity when the vehicle turns, which has been determined in advance, for the difference in mass of the vehicle; and (b) a threshold value setting step that is set based on the load sensitivity obtained by turning at the time of determination. According to the publication, by using this method, it is possible to determine whether the pressure in the two rear wheels has decreased by setting a threshold value that takes into account the influence of the load.
　特開２０１２－２０８０７６号公報には、情報信号の受信時に、その信号に含まれるタイヤの温度であって空気圧が最小低空気圧閾値Ｔｈ１となる基準点Ｋ１を設定する。そして、この基準点Ｋ１を通過するとともに情報信号に含まれるタイヤの温度とタイヤの空気圧から導き出されるボイルシャルルの法則に従った傾きを有する閾値直線Ｌ１を認識する。その後に受信した情報信号に含まれるタイヤの温度が、例えば前回の情報信号の受信時の温度より高い場合には、閾値直線Ｌ１上において最小低空気圧閾値Ｔｈ１より大きい補正低空気圧閾値Ｔｈ２に設定される。従って、タイヤに温度変化があった場合でも、より適切なタイミングで警告を行うことができる、とされている。 In JP-A-2012-208076, when an information signal is received, a reference point K1 is set at which the tire temperature and air pressure included in the signal becomes the minimum low air pressure threshold Th1. Then, a threshold straight line L1 is recognized that passes through this reference point K1 and has an inclination according to Boyle-Charles' law derived from the tire temperature and tire air pressure included in the information signal. If the temperature of the tire included in the information signal received after that is higher than the temperature at the time of reception of the previous information signal, for example, the corrected low air pressure threshold Th2 is set on the threshold straight line L1 to be larger than the minimum low air pressure threshold Th1. Ru. Therefore, even if there is a temperature change in the tires, it is possible to issue a warning at a more appropriate time.
特開２０１１－２４７６４５号公報Japanese Patent Application Publication No. 2011-247645 特開２０１２－２０８０７６号公報Japanese Patent Application Publication No. 2012-208076
　ところで、使用中のタイヤが、警報を出す危険レベルではないが、ある程度減圧もしくは摩耗していて調圧や交換が推奨されるレベルである場合に、空気圧や残溝を数値で示されても一般ドライバーは判断できない人が多い。また、本発明者の検討によれば、使用中のタイヤについて、メンテ推奨レベルや危険レベルは本来、装着タイヤや荷重状態によって変わるはずである。つまり、装着タイヤや荷重状態が軽い場合と、重い場合とで、警報を出す危険レベルとに差が生じうる。そこで、ここでは装着タイヤや荷重状態に応じた、より適切な判定が行える仕組みを提案する。 By the way, if the tires in use are not at a dangerous level that would cause an alarm, but are at a level where pressure adjustment or replacement is recommended due to some degree of pressure loss or wear, it is generally Many drivers cannot make decisions. Further, according to the studies of the present inventors, the recommended maintenance level and danger level of tires in use should originally vary depending on the installed tires and load conditions. In other words, there may be a difference in the danger level at which a warning is issued depending on whether the installed tires or the load condition are light or heavy. Therefore, here we propose a mechanism that can make more appropriate judgments depending on the installed tires and load conditions.
　ここで開示されるタイヤ状態監視システムは、タイヤについて、複数に区分された状態を判定するシステムである。タイヤ状態監視システムは、装着タイヤに関する情報を取得する第１取得部と、タイヤの荷重状態に関する情報を取得する第２取得部とを有している。当該システムは、第１取得部で取得された装着タイヤに関する情報と、第２取得部で取得されたタイヤの荷重状態に関する情報とに基づいて、タイヤの状態を判定するための閾値が切り替えられるように構成されている。 The tire condition monitoring system disclosed herein is a system that determines the condition of tires divided into a plurality of categories. The tire condition monitoring system includes a first acquisition section that acquires information regarding the installed tire, and a second acquisition section that acquires information regarding the load condition of the tire. The system is configured to switch the threshold value for determining the condition of the tire based on the information regarding the installed tire acquired by the first acquisition section and the information regarding the load condition of the tire acquired by the second acquisition section. It is composed of
　ここで開示されるタイヤ状態監視システムによれば、第１取得部で取得された装着タイヤに関する情報と、第２取得部で取得されたタイヤの荷重状態に関する情報とに基づいて、タイヤの状態を判定するための閾値が切り替えられる。このため、装着タイヤや荷重状態に応じて、装着タイヤの状態がより適切に判定できる。 According to the tire condition monitoring system disclosed herein, the condition of the tire is determined based on the information regarding the installed tire acquired by the first acquisition section and the information regarding the load condition of the tire acquired by the second acquisition section. The threshold value for determination is switched. Therefore, the condition of the installed tire can be determined more appropriately depending on the installed tire and the load condition.
図１は、タイヤ状態監視システム５０の構成図である。FIG. 1 is a configuration diagram of a tire condition monitoring system 50. As shown in FIG. 図２は、閾値テーブル８０の構成例を示す図である。FIG. 2 is a diagram showing an example of the configuration of the threshold table 80.
　以下、ここで開示される発明の一実施形態を図面に基づいて説明する。なお、本発明は以下の実施形態に限定されない。各図面は模式的に描かれており、必ずしも実物を反映していない。また、各図面は、一例を示すのみであり、特に言及されない限りにおいて本発明を限定しない。また、同一の作用を奏する部材・部位には、適宜に同一の符号を付し、重複する説明を省略する。 Hereinafter, one embodiment of the invention disclosed herein will be described based on the drawings. Note that the present invention is not limited to the following embodiments. Each drawing is schematic and does not necessarily reflect the actual product. Moreover, each drawing shows only an example and does not limit the present invention unless specifically mentioned. In addition, members and parts that have the same function are designated by the same reference numerals as appropriate, and redundant explanations will be omitted.
〈タイヤ状態監視システム５０〉
　以下、タイヤ状態監視システム５０を説明する。図１は、タイヤ状態監視システム５０の構成図である。タイヤ状態監視システム５０は、車両１０に搭載され、車両１０に取付けられたタイヤ２０の状態を監視し、適宜、状態をユーザに知らせるためのシステムであり得る。タイヤ状態監視システム５０は、例えば、各種センサや、演算回路や送信回路などの電子回路、および、予め定められたプログラムに沿って駆動するコンピュータ５５などによって具現化されうる。 <Tire condition monitoring system 50>
The tire condition monitoring system 50 will be explained below. FIG. 1 is a configuration diagram of a tire condition monitoring system 50. As shown in FIG. The tire condition monitoring system 50 may be a system that is mounted on the vehicle 10, monitors the condition of the tires 20 attached to the vehicle 10, and notifies the user of the condition as appropriate. The tire condition monitoring system 50 can be realized by, for example, various sensors, electronic circuits such as an arithmetic circuit and a transmission circuit, and a computer 55 that is driven according to a predetermined program.
　コンピュータは、演算装置（プロセッサ、ＣＰＵ（Central Processing Unit）、ＭＰＵ（Micro-processing unit）とも称される）や記憶装置（メモリーやハードディスクなど）と、ソフトウエア（プログラム）との協働によって、タイヤ状態監視システム５０の各機能を具現化するものでありうる。タイヤ状態監視システム５０の各種処理は、コンピュータによって具現化されるデータを予め定められた形式で記憶するデータベース、データ構造、予め定められたプログラムに従って所定の演算処理を行う処理モジュールなどとして、または、それらの一部として具現化されうる。タイヤ状態監視システム５０の処理は、１つのコンピュータで実行されてもよいし、複数のコンピュータの協働で実行されてもよい。また、タイヤ状態監視システム５０の処理は、車両１０に組み込まれたコンピュータと、インターネットなどのネットワークで車両１０のコンピュータと接続される外部のコンピュータとの協働で実行されてもよい。例えば、タイヤ状態監視システム５０に記憶される情報または一部の情報は、外部のコンピュータが記憶してもよい。また、タイヤ状態監視システム５０が実行する処理または処理の一部を、外部のコンピュータが実行してもよい。 A computer uses a calculation unit (also called a processor, CPU (Central Processing Unit), MPU (Micro-processing unit)), storage device (memory, hard disk, etc.), and software (program) to operate the tire. It may embody each function of the condition monitoring system 50. Various processes of the tire condition monitoring system 50 are implemented by a computer as a database that stores data in a predetermined format, a data structure, a processing module that performs predetermined arithmetic processing according to a predetermined program, or the like. It can be embodied as a part of them. The processing of the tire condition monitoring system 50 may be executed by one computer, or may be executed by multiple computers working together. Furthermore, the processing of the tire condition monitoring system 50 may be executed in collaboration between a computer built into the vehicle 10 and an external computer connected to the computer of the vehicle 10 via a network such as the Internet. For example, the information or part of the information stored in the tire condition monitoring system 50 may be stored in an external computer. Furthermore, an external computer may execute the processing or a part of the processing executed by the tire condition monitoring system 50.
　タイヤ状態監視システム５０は、図１に示されているように、タイヤ状態監視システム５０は、第１取得部５１と、第２取得部５２とを有している。タイヤ状態監視システム５０のコンピュータ５５は、車両１０のインジケータ７５と、車速センサ７６とに電気的に接続されている。タイヤ状態監視システム５０のコンピュータ５５は、各種情報を記憶するための記憶部５６と、予め定められたプログラムに沿って機能する演算部５７とが含まれている。 As shown in FIG. 1, the tire condition monitoring system 50 includes a first acquisition section 51 and a second acquisition section 52. The computer 55 of the tire condition monitoring system 50 is electrically connected to an indicator 75 of the vehicle 10 and a vehicle speed sensor 76. The computer 55 of the tire condition monitoring system 50 includes a storage section 56 for storing various information and a calculation section 57 that functions according to a predetermined program.
〈第１取得部５１〉
　第１取得部５１は、装着タイヤに関する情報を取得する処理部である。装着タイヤに関する情報には、例えば、サイズやロードインデックスや車両指定空気圧や初期溝深さなどの情報が含まれうる。第１取得部５１で取得される情報は、経時的に変化するものではないので、タイヤ状態監視システム５０において予め定められた記憶領域に記憶されているとよい。また、第１取得部５１で取得される情報は、外部コンピュータ１１０からインターネットなどのネットワークＮＷを通じて取得されるものでもよい。 <First Acquisition Unit 51>
The first acquisition unit 51 is a processing unit that acquires information about the mounted tires. The information about the mounted tires may include, for example, information about the size, the load index, the vehicle specified air pressure, and the initial tread depth. The information acquired by the first acquisition unit 51 does not change over time, and therefore may be stored in a predetermined storage area in the tire condition monitoring system 50. The information acquired by the first acquisition unit 51 may also be information acquired from the external computer 110 via a network NW such as the Internet.
〈第２取得部５２〉
　第２取得部５２は、タイヤ２０の荷重状態に関する情報を取得する処理部である。第２取得部５２は、例えば、車両１０やホイールなどに組み込まれたセンサユニット３０からタイヤ２０の荷重状態に関する情報が得られるとよい。かかるセンサユニット３０は、車両１０のタイヤ２０に対してそれぞれ取付けられているとよい。 <Second acquisition unit 52>
The second acquisition unit 52 is a processing unit that acquires information regarding the load state of the tire 20. The second acquisition unit 52 may obtain information regarding the load state of the tire 20 from the sensor unit 30 incorporated in the vehicle 10, a wheel, or the like, for example. Such sensor units 30 are preferably attached to each tire 20 of the vehicle 10.
〈センサユニット３０〉
　センサユニット３０は、例えば、図１に示されているように、車両１０に装着されたタイヤ２０のホイール内部やバルブ部分に設けられたセンサユニット３０に組み込まれている。センサユニット３０は、図１の下側に拡大して示されているように、圧力センサ３１と、温度センサ３２と、ＣＰＵ（Central Processing Unit ）３５と、送信回路３７と、送信アンテナ３７ａとを備えている。 <Sensor unit 30>
For example, as shown in FIG. 1, the sensor unit 30 is incorporated in a sensor unit 30 provided inside a wheel or a valve portion of a tire 20 mounted on a vehicle 10. As shown enlarged in the lower part of FIG. 1, the sensor unit 30 includes a pressure sensor 31, a temperature sensor 32, a CPU (Central Processing Unit) 35, a transmission circuit 37, and a transmission antenna 37a. We are prepared.
　圧力センサ３１はタイヤ２０の空気圧を検出するとともに、その検出結果をＣＰＵ３５に出力している。ＣＰＵ３５は、圧力センサ３１からの検出結果に基づき、タイヤ２０の空気圧を検知する。例えば、ＣＰＵ３５は、圧力センサ３１の検知信号を、Ａ／Ｄ変換し、予め定められた演算処理で、圧力センサ３１の検知信号からタイヤ２０の空気圧が検出されるように構成されている。 The pressure sensor 31 detects the air pressure of the tire 20 and outputs the detection result to the CPU 35. The CPU 35 detects the air pressure of the tire 20 based on the detection result from the pressure sensor 31. For example, the CPU 35 is configured to A/D convert the detection signal of the pressure sensor 31 and to detect the air pressure of the tire 20 from the detection signal of the pressure sensor 31 through predetermined calculation processing.
　温度センサ３２はタイヤ２０の温度を検出するとともに、その検出結果をＣＰＵ３５に出力する。ＣＰＵ３５は、温度センサ３２からの検出結果に基づき、タイヤ２０の温度を検知する。例えば、ＣＰＵ３５は、温度センサ３２の検知信号を、Ａ／Ｄ変換し、予め定められた演算処理で、圧力センサ３１の検知信号からタイヤ２０の空気圧が検出されるように構成されている。ＣＰＵ３５は、例えば、一定周期毎にタイヤ２０の空気圧及び温度情報を含む情報信号を生成し、その情報信号を送信回路３７に出力する。送信回路３７は、情報信号を変調し、送信アンテナ３７ａを介して無線送信する。 The temperature sensor 32 detects the temperature of the tire 20 and outputs the detection result to the CPU 35. The CPU 35 detects the temperature of the tire 20 based on the detection result from the temperature sensor 32. For example, the CPU 35 is configured to A/D convert the detection signal of the temperature sensor 32 and detect the air pressure of the tire 20 from the detection signal of the pressure sensor 31 through predetermined calculation processing. For example, the CPU 35 generates an information signal including information on the air pressure and temperature of the tire 20 at regular intervals, and outputs the information signal to the transmission circuit 37. The transmitting circuit 37 modulates the information signal and wirelessly transmits it via the transmitting antenna 37a.
　第２取得部５２は、受信アンテナ５２ａを有しており、車両１０の各タイヤの空気圧や温度の情報を取得する。第２取得部５２では、そこから各タイヤ２０の荷重状態に関する情報を取得できる。タイヤ２０の空気圧と、温度と、タイヤ２０の荷重状態との相関関係は、予めマップ化されているとよい。第２取得部５２では、空気圧と温度とから、タイヤ２０の荷重状態が得られるように構成されているとよい。タイヤ２０の荷重状態は、例えば、車輪速センサやその他車載センサの信号を基にコンピュータ５５によって、予め定められたプログラムに従って計算され、判断される。車速センサ７６で検知される信号には、上記の通り車輪速だけでなく他センサ、例えば、トルクやヨーレートの信号などを含んでいてもよい。第２取得部５２は、例えば、空気圧・温度情報を受信して車載ネットワーク（例えば、ＣＡＮ（Controller Area Network））を通じて、コンピュータ５５に送信する機能を奏する。ここで、車輪速から推定した荷重状態は、タイヤの空気圧の影響を受ける傾向がある。このため、第２取得部５２で得られるタイヤの空気圧や温度の情報を基に、車輪速センサやその他車載センサの信号を基に推定されたタイヤ２０の荷重状態がさらに補正されてもよい。 The second acquisition unit 52 has a receiving antenna 52a, and acquires information on the air pressure and temperature of each tire of the vehicle 10. The second acquisition unit 52 can acquire information regarding the load state of each tire 20 from there. The correlation between the air pressure of the tire 20, the temperature, and the load state of the tire 20 is preferably mapped in advance. The second acquisition unit 52 is preferably configured to obtain the load state of the tire 20 from the air pressure and temperature. The load state of the tire 20 is calculated and determined by the computer 55 according to a predetermined program based on, for example, signals from wheel speed sensors and other on-vehicle sensors. The signals detected by the vehicle speed sensor 76 may include not only the wheel speed as described above but also signals from other sensors, such as torque and yaw rate signals. The second acquisition unit 52 has a function of receiving, for example, air pressure/temperature information and transmitting it to the computer 55 via an in-vehicle network (for example, CAN (Controller Area Network)). Here, the load state estimated from the wheel speed tends to be influenced by tire air pressure. For this reason, based on the tire air pressure and temperature information obtained by the second acquisition unit 52, the load state of the tire 20 estimated based on the signals from the wheel speed sensor and other on-vehicle sensors may be further corrected.
　タイヤ状態監視システム５０は、タイヤ２０について、複数に区分された状態を判定するシステムである。このタイヤ状態監視システム５０は、第１取得部５１で取得された装着タイヤ２０に関する情報と、第２取得部５２で取得されたタイヤ２０の荷重状態に関する情報とに基づいて、タイヤ２０の状態を判定するための閾値が切り替えられるように構成されているとよい。 The tire condition monitoring system 50 is a system that determines the condition of the tire 20, which is divided into a plurality of categories. This tire condition monitoring system 50 monitors the condition of the tire 20 based on the information regarding the installed tire 20 acquired by the first acquisition section 51 and the information regarding the load condition of the tire 20 acquired by the second acquisition section 52. It is preferable that the configuration is such that the threshold value for determination can be switched.
　ここで、タイヤ２０の状態は、複数に区分された状態が設定されているとよい。例えば、タイヤ２０の状態は、３段階に区分された状態が設定されていてもよい。この場合、例えば、速やかなタイヤ交換を促すための警報を出す危険レベル、調圧や点検が推奨されるメンテ推奨レベル、安全レベルの３段階としてもよい。また、タイヤ２０の状態は、３段階以上に区分された状態が設定されていてもよい。この場合、上記３段階に加えて、危険レベルとメンテ推奨レベルとの間に、初期警報レベルが設定されていてもよい。初期警報レベルは、メンテ推奨レベルを過ぎてタイヤの交換を促すためのレベルである。また、メンテ推奨レベルと安全レベルとの間に、準安全レベルが設定されていてもよい。準安全レベルは、走行上の安全性は確保されているが、安全性レベルが低下していると判断されるレベルである。このように、タイヤ状態監視システム５０は、複数に区分された状態が設定されており、それぞれの状態に対して、装着タイヤ２０に関する情報およびタイヤの荷重状態に関する情報に基づいて、タイヤ２０の状態を判定するため閾値が設定されているとよい。 Here, the state of the tire 20 may be set to a plurality of divided states. For example, the state of the tire 20 may be set to three divided states. In this case, for example, three levels may be set: a danger level at which an alarm is issued to prompt tire replacement, a maintenance recommendation level at which pressure adjustment and inspection are recommended, and a safety level. The state of the tire 20 may be set to three or more divided states. In this case, in addition to the above three levels, an initial warning level may be set between the danger level and the maintenance recommendation level. The initial warning level is a level at which the maintenance recommendation level is exceeded and tire replacement is encouraged. A semi-safety level may be set between the maintenance recommendation level and the safety level. The semi-safety level is a level at which driving safety is ensured, but the safety level is judged to be reduced. In this way, the tire state monitoring system 50 may be set to a plurality of divided states, and a threshold value may be set for each state to determine the state of the tire 20 based on information on the mounted tire 20 and information on the load state of the tire.
　閾値は、タイヤ２０の荷重状態に関する情報と、タイヤ２０の状態を示すレベルとの相関関係が予め試験などでデータ化されているとよい。当該相関関係を基に、タイヤ２０の荷重状態に関する情報に基づいて、タイヤ２０の状態を示すレベルを判定するための閾値テーブル８０が得られるように構成されているとよい。 As for the threshold value, it is preferable that the correlation between the information regarding the load state of the tire 20 and the level indicating the state of the tire 20 is converted into data in advance through a test or the like. It is preferable that the configuration is such that a threshold table 80 for determining a level indicating the condition of the tire 20 is obtained based on the correlation and information regarding the load condition of the tire 20.
　図２は、閾値テーブル８０の構成例を示す図である。図２に示された閾値テーブル８０では、横軸にタイヤ２０の荷重状態に関する情報が取られ、縦軸にタイヤ２０の状態を示すレベルが順に並べられたマトリックス状のテーブルが用意されている。マトリックス状のテーブルに、タイヤ２０の荷重状態に関する情報に基づいて、タイヤ２０の状態を示すレベルを判定するための閾値が記録されている。このような閾値テーブル８０は、装着タイヤ２０に関する情報に基づいて選択されるように複数用意されているとよい。閾値が記録されたテーブルの選択は、例えば、装着タイヤ２０に関する情報に基づいて、一つの閾値テーブルが選択されるためのテーブルが用意されているとよい。閾値テーブルを選択するテーブルは、装着タイヤ２０に関する情報、例えば、タイヤサイズを縦軸にとり、ロードインデックスを横軸に取ったテーブルに、選択されるべき閾値テーブルが記録されているとよい。この場合、タイヤ状態監視システム５０のコンピュータ５５は、予め定められたプログラムに従って、装着タイヤ２０に関する情報のうち、タイヤサイズとロードインデックスとに基づいて、タイヤ２０の状態を示すレベルを判定するのにより適切な閾値テーブルを選択することができる。 FIG. 2 is a diagram showing an example of the configuration of the threshold table 80. In the threshold table 80 shown in FIG. 2, a matrix-like table is prepared in which information regarding the load state of the tire 20 is taken on the horizontal axis and levels indicating the state of the tire 20 are arranged in order on the vertical axis. In the matrix-like table, threshold values for determining the level indicating the condition of the tire 20 are recorded based on information regarding the load condition of the tire 20. It is preferable that a plurality of such threshold tables 80 be prepared so as to be selected based on information regarding the installed tire 20. Regarding the selection of the table in which the threshold values are recorded, it is preferable that a table from which one threshold value table is selected based on information regarding the installed tire 20 is prepared, for example. As for the table for selecting the threshold table, the threshold table to be selected may be recorded in a table in which information regarding the installed tire 20, for example, the tire size is plotted on the vertical axis and the load index is plotted on the horizontal axis. In this case, the computer 55 of the tire condition monitoring system 50 determines the level indicating the condition of the tire 20 based on the tire size and load index among the information regarding the installed tire 20 according to a predetermined program. An appropriate threshold table can be selected.
　閾値テーブル８０は、タイヤ状態監視システム５０の記憶部５６に予め記憶されているとよい。タイヤ状態監視システム５０に記録された閾値テーブル８０は、適宜、更新されるように構成されていてもよい。例えば、インターネットなどのネットワークを通じて外部コンピュータ（例えば、サービス提供サーバ）と交信可能である場合には、装着タイヤ２０に関する情報が外部コンピュータに送られ、外部コンピュータから適当な閾値テーブル８０が車両側のコンピュータ５５に送られて記録されるように構成されていてもよい。この場合、車両側のコンピュータ５５に複数の閾値テーブル８０が記録されている必要はない。また、外部コンピュータ（例えば、サービス提供サーバ）は、装着タイヤ２０に関する情報と、閾値テーブルとの情報が、適宜、アップデートされるとよい。この場合、閾値テーブル８０に不具合がある場合でも、適宜に解消されうる。また、装着タイヤについて新製品が出た場合でも、対応する閾値テーブル８０が適宜に提供できるようになる。 The threshold table 80 is preferably stored in the storage unit 56 of the tire condition monitoring system 50 in advance. The threshold table 80 recorded in the tire condition monitoring system 50 may be configured to be updated as appropriate. For example, if it is possible to communicate with an external computer (for example, a service providing server) through a network such as the Internet, information regarding the installed tires 20 is sent to the external computer, and the appropriate threshold table 80 is sent from the external computer to the vehicle-side computer. 55 and be recorded. In this case, there is no need for a plurality of threshold tables 80 to be recorded in the vehicle-side computer 55. Further, the external computer (for example, the service providing server) may update the information regarding the installed tire 20 and the threshold table as appropriate. In this case, even if there is a problem in the threshold table 80, it can be resolved as appropriate. Moreover, even if a new product is released for the installed tire, the corresponding threshold value table 80 can be provided as appropriate.
　このように、この実施形態では、タイヤ状態監視システム５０のコンピュータ５５は、予め定められたプログラムに従って、第１取得部５１で取得された装着タイヤ２０に関する情報に基づいて、閾値テーブル８０が選択される。そして、第２取得部５２で取得されたタイヤの荷重状態に関する情報に基づいて、閾値テーブル８０が参照されてタイヤの状態を判定するための閾値が変更される。このため、装着タイヤ２０に関する情報と、タイヤ２０の荷重状態に関する情報とに基づいて、タイヤ２０の状態を判定することができる。判定に基づいて、タイヤ２０の状態を示すレベルは、インジケータ７５を通じてユーザに知らされるとよい。また、車両が、ユーザのスマートフォンアプリなどと連動している場合には、所定のスマートフォンアプリを通じて、ユーザにタイヤ２０の状態を示すレベルが知らされるように構成されていてもよい。また、車両のメンテナンスが、特定の整備工場などで管理されており、当該整備工場がタイヤ状態監視システム５０に登録されている場合には、タイヤ２０の状態を示すレベルを示す情報が当該整備工場に随時転送されるように構成されていてもよい。 As described above, in this embodiment, the computer 55 of the tire condition monitoring system 50 selects the threshold table 80 based on the information regarding the installed tire 20 acquired by the first acquisition unit 51 according to a predetermined program. Ru. Then, based on the information regarding the tire load state acquired by the second acquisition unit 52, the threshold value table 80 is referred to and the threshold value for determining the tire condition is changed. Therefore, the condition of the tire 20 can be determined based on the information regarding the installed tire 20 and the information regarding the load condition of the tire 20. Based on the determination, the level indicating the condition of the tire 20 may be informed to the user through the indicator 75. Furthermore, if the vehicle is linked to a user's smartphone application, the vehicle may be configured to notify the user of the level indicating the condition of the tires 20 through a predetermined smartphone application. Further, if vehicle maintenance is managed at a specific maintenance shop, etc., and the maintenance shop is registered in the tire condition monitoring system 50, information indicating the level of the condition of the tires 20 is stored at the maintenance shop. It may be configured such that the information is transferred at any time.
　例えば、軽積時の車両指定空気圧が２４０ｋＰａ、満積時の車両指定空気圧が２８０ｋＰａとされている場合に、法規で軽積時には１８０ｋＰａ、満積時には２１０ｋＰａで警報するべきである場合があるとする。ここで開示されたタイヤ状態監視システム５０では、取得されたタイヤ２０の荷重状態に基づいて、積載状態に応じて警報しきい値が切り替えられる。このため、法規に従って、軽積時には１８０ｋＰａ、満積時には２１０ｋＰａで警報することも可能である。 For example, suppose that the vehicle's designated air pressure when lightly loaded is 240 kPa and the vehicle's designated air pressure when fully loaded is 280 kPa, and the law may require a warning to be issued at 180 kPa when lightly loaded and 210 kPa when fully loaded. . In the tire condition monitoring system 50 disclosed herein, the alarm threshold value is switched depending on the loading condition based on the acquired load condition of the tire 20. Therefore, according to the regulations, it is possible to issue a warning at 180 kPa when the vehicle is lightly loaded and at 210 kPa when the vehicle is fully loaded.
　また、インチアップなどでタイヤサイズが変更された場合、ロードインデックスに応じて基準内圧も変更される必要がある。この場合、ここで開示されたタイヤ状態監視システム５０では、装着タイヤ２０に関する情報が取得され、それにより、インチアップなどでタイヤサイズが変更されたことや、そのロードインデックスが得られる。そして、得られた装着タイヤ２０に関する情報に応じて、閾値テーブル８０が選択される。さらに、第２取得部５２で取得されたタイヤ２０の荷重状態に関する情報に基づいて、積載状態に応じて警報しきい値が切り替えられる。このため、インチアップなどでタイヤサイズが変更された場合でも、柔軟に閾値が変更され、適切にタイヤ２０の状態を示すレベルが判定でき、適当なタイミングで警報が出される。 Additionally, if the tire size is changed due to an inch increase, etc., the reference internal pressure must also be changed according to the load index. In this case, the tire condition monitoring system 50 disclosed herein acquires information regarding the installed tire 20, and thereby obtains the fact that the tire size has been changed, such as by increasing the tire size, and its load index. Then, the threshold table 80 is selected according to the obtained information regarding the installed tire 20. Further, based on the information regarding the load state of the tire 20 acquired by the second acquisition unit 52, the alarm threshold value is switched depending on the loading state. Therefore, even when the tire size is changed due to an increase in the tire size, etc., the threshold value is flexibly changed, the level indicating the condition of the tire 20 can be appropriately determined, and a warning is issued at an appropriate timing.
　また、法規で、車両指定空気圧に対して－２５％減圧された状態が警報すべき低圧状態である場合、なるべく指定空気圧を維持することが燃費の観点からも推奨される。そのため、車両指定空気圧に対して－１０％減圧された程度でも警報は出さないが調圧が推奨される場合がある。このような場合も、タイヤ状態監視システム５０では、これに対応したメンテ推奨レベルのしきい値が設定された閾値テーブル８０が設定できる。このため、タイヤ状態監視システム５０では、装着タイヤ２０の荷重状態に関する情報に基づいて、タイヤ２０の荷重状態や装着タイヤに応じて適当なタイミングでメンテ推奨レベルの報知がなされうる。 Furthermore, if the law states that a state in which the vehicle's specified air pressure is reduced by -25% is a low pressure condition that should be alarmed, it is recommended from the viewpoint of fuel efficiency to maintain the specified air pressure as much as possible. Therefore, even if the air pressure is reduced by -10% from the vehicle's specified air pressure, no warning will be issued, but pressure adjustment may be recommended. Even in such a case, the tire condition monitoring system 50 can set a threshold table 80 in which thresholds for recommended maintenance levels corresponding to this are set. Therefore, in the tire condition monitoring system 50, based on the information regarding the load condition of the installed tire 20, the recommended maintenance level can be notified at an appropriate timing according to the load condition of the tire 20 and the installed tire.
　このように閾値テーブル８０に記録されたタイヤ２０の状態を判定するための閾値は、タイヤ２０の空気圧の状態を判定するための閾値であってもよい。また、これに加えて、あるいは、これに変えて、閾値テーブル８０に記録された閾値は、タイヤ２０の残溝の状態を判定するための閾値であってもよい。 The threshold values for determining the state of the tire 20 recorded in the threshold value table 80 in this way may be the threshold values for determining the state of the air pressure of the tire 20. Moreover, in addition to this, or instead of this, the threshold values recorded in the threshold value table 80 may be threshold values for determining the state of the remaining groove of the tire 20.
　例えば、溝深さは１．６ｍｍ以下が規制違反である場合、これに対して５０％程度以上摩耗すると制動距離が急激に伸びる。このため、タイヤ２０の交換が推奨される。そのため、適当なタイミングで交換推奨レベル（初期警報レベル）と交換必須レベル（危険レベル）とが通知される。タイヤがスタッドレスタイヤの場合、５０％以上摩耗するとスタッドレスタイヤとしては使用することは、推奨されない。このタイヤ状態監視システム５０では、第１取得部５１で取得される装着タイヤ２０に関する情報に基づいて、装着タイヤ２０が特定または推定できる。そして、装着タイヤ２０がスタッドレスタイヤである場合には、それに応じた残溝の状態を判定するための閾値が設定されているとよい。この場合、スタッドレスタイヤである場合には、５０％摩耗でも、スタッドレスタイヤとしては、交換必須レベル（危険レベル）となるように、タイヤ２０の状態を示すレベルを判定するための閾値が設定された、閾値テーブル８０が選択されるように構成されるとよい。つまり、タイヤがサマータイヤであるかスタッドレスタイヤであるかに応じて、警報を出すべき残溝が変わる。このため、第１取得部５１で取得される装着タイヤ２０に関する情報に基づいて、残溝についての閾値が切り替えられるように構成されているとよい。このことによって、タイヤがサマータイヤであるかスタッドレスタイヤであるかに応じて、タイヤの残溝の状態を判定するための閾値が切り替えられ、適当なタイミングで交換推奨レベル（初期警報レベル）と交換必須レベル（危険レベル）とが通知されうる。 For example, if the groove depth is 1.6 mm or less, which is a violation of regulations, if the groove is worn out by about 50% or more, the braking distance will increase rapidly. Therefore, replacing the tires 20 is recommended. Therefore, the recommended replacement level (initial warning level) and the required replacement level (danger level) are notified at an appropriate timing. If the tire is a studless tire, it is not recommended to use it as a studless tire if it wears out more than 50%. In this tire condition monitoring system 50, the installed tire 20 can be specified or estimated based on the information regarding the installed tire 20 acquired by the first acquisition unit 51. When the installed tire 20 is a studless tire, a threshold value for determining the state of the remaining grooves may be set accordingly. In this case, in the case of a studless tire, a threshold value for determining the level indicating the condition of the tire 20 is set so that even 50% wear is a level (danger level) that requires replacement for the studless tire. , the threshold table 80 may be selected. In other words, depending on whether the tire is a summer tire or a studless tire, the remaining tread for which a warning should be issued changes. For this reason, it is preferable that the threshold value for the remaining groove be switched based on the information regarding the installed tire 20 acquired by the first acquisition unit 51. As a result, the threshold value for determining the remaining tread condition of the tire is switched depending on whether the tire is a summer tire or a studless tire, and the replacement recommended level (early warning level) is set at an appropriate timing. Required level (danger level) may be notified.
　ここで提案されるタイヤ状態監視システム５０は、タイヤ２０の状態を示すレベルが判定された結果が予め定められた端末に表示するように構成されているとよい。ここで、予め定められた端末は、車両のインジケータ７５や、ユーザのスマートフォンでありうる。これにより、残溝や空気圧について数値を見ても危険度や対処方法が分からないドライバーに対しても、上記で判定したレベルとともに、状態の説明や対処方法が端末に表示されるように構成されているとよい。このことで、タイヤ２０の状態に対する適切な対処についての知識を持ち合わせていないドライバーでも適切な判断および行動を促すことができる。なお、状態の説明や対処方法の表示内容は、タイヤ２０の状態を示すレベルに応じて、予め決められており、タイヤ状態監視システム５０の記憶部５６に記憶されていてもよい。 The tire condition monitoring system 50 proposed here is preferably configured so that the result of determining the level indicating the condition of the tire 20 is displayed on a predetermined terminal. Here, the predetermined terminal may be the vehicle indicator 75 or the user's smartphone. As a result, even for drivers who do not know the level of danger or how to deal with it even if they look at the numerical values for the remaining tread or air pressure, the system is configured so that the level determined above as well as an explanation of the condition and how to deal with it are displayed on the terminal. It's good to have one. With this, even a driver who does not have the knowledge of how to appropriately deal with the condition of the tires 20 can be encouraged to make appropriate decisions and take appropriate actions. Note that the display content of the explanation of the condition and the countermeasure method may be determined in advance according to the level indicating the condition of the tire 20, and may be stored in the storage unit 56 of the tire condition monitoring system 50.
　このようにタイヤ状態監視システム５０は、第１取得部５１で取得された装着タイヤ２０に関する情報と、第２取得部５２で取得されたタイヤ２０の荷重状態に関する情報とに基づいて、タイヤ２０の状態を判定するための閾値が切り替えられるように構成されているとよい。ここで開示されるタイヤ状態監視システム５０によれば、第１取得部５１で取得された装着タイヤ２０に関する情報と、第２取得部５２で取得されたタイヤ２０の荷重状態に関する情報とに基づいて、タイヤ２０の状態を判定するための閾値が切り替えられる。このため、装着タイヤ２０や荷重状態に応じて、装着タイヤ２０の状態がより適切に判定できる。 In this way, the tire condition monitoring system 50 monitors the tire 20 based on the information regarding the installed tire 20 acquired by the first acquisition section 51 and the information regarding the load condition of the tire 20 acquired by the second acquisition section 52. It is preferable that the threshold value for determining the state is configured to be switchable. According to the tire condition monitoring system 50 disclosed herein, based on the information regarding the installed tire 20 acquired by the first acquisition section 51 and the information regarding the load condition of the tire 20 acquired by the second acquisition section 52, , the threshold value for determining the condition of the tire 20 is switched. Therefore, the condition of the installed tire 20 can be determined more appropriately depending on the installed tire 20 and the load condition.
　以上、ここで開示される発明について、種々説明したが、ここで開示される発明は、特に言及されない限りにおいて、上述した実施形態や変形例に限定されない。また、種々言及した実施形態や変形例の各構成は、互いに阻害しない関係であれば、適宜に組み合わせることができる。 Although various explanations have been given regarding the invention disclosed herein, the invention disclosed herein is not limited to the embodiments and modifications described above unless otherwise specified. Furthermore, the configurations of the various embodiments and modified examples mentioned above can be combined as appropriate as long as they do not interfere with each other.
　以上のとおり、本発明（１）は、
　タイヤについて、複数に区分された状態を判定するタイヤ状態監視システムであって、
　装着タイヤに関する情報を取得する第１取得部と、
　タイヤの荷重状態に関する情報を取得する第２取得部と
を有し、
　前記第１取得部で取得された装着タイヤに関する情報と、前記第２取得部で取得されたタイヤの荷重状態に関する情報とに基づいて、タイヤの状態を判定するための閾値が切り替えられるように構成された、タイヤ状態監視システムである。 As described above, the present invention (1)
A tire condition monitoring system that determines the condition of tires classified into multiple categories,
a first acquisition unit that acquires information regarding the installed tires;
a second acquisition unit that acquires information regarding the load state of the tire;
The threshold value for determining the condition of the tire is configured to be switched based on the information regarding the installed tire acquired by the first acquisition section and the information regarding the load condition of the tire acquired by the second acquisition section. This is a tire condition monitoring system.
　本発明（２）は、（１）のタイヤ状態監視システムであって、
　前記タイヤの状態を判定するための閾値が、前記タイヤの空気圧の状態を判定するための閾値である。 The present invention (2) is the tire condition monitoring system of (1),
The threshold value for determining the state of the tire is a threshold value for determining the state of air pressure of the tire.
　本発明（３）は、（１）のタイヤ状態監視システムであって、
　前記タイヤの状態を判定するための閾値が、前記タイヤの残溝の状態を判定するための閾値である。 The present invention (3) is a tire condition monitoring system according to (1),
The threshold value for determining the tire condition is a threshold value for determining the remaining tread condition of the tire.
　本発明（４）は、（１）から（３）までの何れか一項に記載されたタイヤ状態監視システムであって、前記タイヤの状態の判定結果を予め定められた端末に表示するように構成されている。 The present invention (4) is the tire condition monitoring system described in any one of (1) to (3), wherein the tire condition determination result is displayed on a predetermined terminal. It is configured.
１０　　車両
２０　　タイヤ
３０　　センサユニット
３１　　圧力センサ
３２　　温度センサ
３５　　ＣＰＵ
３７　　送信回路
３７ａ　　送信アンテナ
５０　　タイヤ状態監視システム
５２ａ　　受信アンテナ
５５　　コンピュータ
５６　　記憶部
５７　　演算部
７５　　インジケータ
７６　　車速センサ
８０　　閾値テーブル
１１０　　外部コンピュータ
ＮＷ　　ネットワーク 10 Vehicle 20 Tire 30 Sensor unit 31 Pressure sensor 32 Temperature sensor 35 CPU
37 Transmission circuit 37a Transmission antenna 50 Tire condition monitoring system 52a Receiving antenna 55 Computer 56 Storage section 57 Arithmetic section 75 Indicator 76 Vehicle speed sensor 80 Threshold table 110 External computer NW network

Claims (4)

  1. 　タイヤについて、複数に区分された状態を判定するタイヤ状態監視システムであって、
    　装着タイヤに関する情報を取得する第１取得部と、
    　タイヤの荷重状態に関する情報を取得する第２取得部と
    を有し、
    　前記第１取得部で取得された装着タイヤに関する情報と、前記第２取得部で取得されたタイヤの荷重状態に関する情報とに基づいて、タイヤの状態を判定するための閾値が切り替えられるように構成された、タイヤ状態監視システム。     A tire condition monitoring system that determines the condition of tires classified into multiple categories,
    a first acquisition unit that acquires information regarding the installed tires;
    a second acquisition unit that acquires information regarding the load state of the tire;
    The threshold value for determining the condition of the tire is configured to be switched based on the information regarding the installed tire acquired by the first acquisition section and the information regarding the load condition of the tire acquired by the second acquisition section. tire condition monitoring system.
  2. 　前記タイヤの状態を判定するための閾値が、前記タイヤの空気圧の状態を判定するための閾値である、請求項１に記載されたタイヤ状態監視システム。 The tire condition monitoring system according to claim 1, wherein the threshold value for determining the condition of the tire is a threshold value for determining the state of air pressure of the tire.
  3. 　前記タイヤの状態を判定するための閾値が、前記タイヤの残溝の状態を判定するための閾値である、請求項１に記載されたタイヤ状態監視システム。 The tire condition monitoring system according to claim 1, wherein the threshold value for determining the condition of the tire is a threshold value for determining the condition of remaining tread of the tire.
  4. 　前記タイヤの状態の判定結果を予め定められた端末に表示するように構成された、請求項１から３までの何れか一項に記載されたタイヤ状態監視システム。 The tire condition monitoring system according to any one of claims 1 to 3, configured to display the determination result of the tire condition on a predetermined terminal.
PCT/JP2023/030218 2022-09-22 2023-08-22 Tire condition monitoring system WO2024062826A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2022151907A JP2024046484A (en) 2022-09-22 2022-09-22 Tire condition monitoring system
JP2022-151907 2022-09-22

Publications (1)

Publication Number Publication Date
WO2024062826A1 true WO2024062826A1 (en) 2024-03-28

Family

ID=90454096

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2023/030218 WO2024062826A1 (en) 2022-09-22 2023-08-22 Tire condition monitoring system

Country Status (2)

Country Link
JP (1) JP2024046484A (en)
WO (1) WO2024062826A1 (en)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005022602A (en) * 2003-07-02 2005-01-27 Honda Motor Co Ltd Tire information system for vehicle
JP2012025304A (en) * 2010-07-26 2012-02-09 Bridgestone Corp Tire information measuring device and tire information measuring method
JP2019123482A (en) * 2018-01-19 2019-07-25 株式会社Ｓｏｋｅｎ Tire system
JP2020131911A (en) * 2019-02-19 2020-08-31 株式会社Ｓｏｋｅｎ Tire air pressure monitoring system
JP2020164147A (en) * 2018-12-13 2020-10-08 株式会社Ｓｏｋｅｎ Tire abrasion detection device

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005022602A (en) * 2003-07-02 2005-01-27 Honda Motor Co Ltd Tire information system for vehicle
JP2012025304A (en) * 2010-07-26 2012-02-09 Bridgestone Corp Tire information measuring device and tire information measuring method
JP2019123482A (en) * 2018-01-19 2019-07-25 株式会社Ｓｏｋｅｎ Tire system
JP2020164147A (en) * 2018-12-13 2020-10-08 株式会社Ｓｏｋｅｎ Tire abrasion detection device
JP2020131911A (en) * 2019-02-19 2020-08-31 株式会社Ｓｏｋｅｎ Tire air pressure monitoring system

Also Published As

Publication number Publication date
JP2024046484A (en) 2024-04-03

Similar Documents

Publication Publication Date Title
US6946954B2 (en) Device and method for monitoring the air pressure in the tires of a motor vehicle
CN107264195B (en) Technical improvement method of indirect tire pressure monitoring system
US7427914B2 (en) Operator alerting system using a vehicle fault condition prioritization method
JP5053393B2 (en) System, method, and computer program for estimating tire pressure deviation
CN106515323A (en) Tire management system
RU2567130C2 (en) Method and system for determination of vehicle tires with dual rear wheels
EP3802158A1 (en) Tire damage detection system and method
JP2019026218A (en) Tire air pressure monitoring system
US20100182142A1 (en) Method, system and computer program of issuing a tire pressure deviation warning
WO2024062826A1 (en) Tire condition monitoring system
JP6922490B2 (en) Control and tire monitoring system
US20160176245A1 (en) Apparatus and method for changing tpms sensor message preamble based upon mode
JP2005329907A (en) Wheel separation detecting device
WO2008007531A1 (en) Tire air pressure monitoring device
JP6036528B2 (en) Theft detection system, transmitter and receiver constituting the system
CN205651906U (en) Vehicle -mounted display device
JP2007112169A (en) Tire rotation determination device
KR101602071B1 (en) Tire life prediction method and device
JP2005335525A (en) Tire monitoring system
US7619510B2 (en) Apparatus, method and program for alarming abnormality in tire air-pressure
CN111661027A (en) Vehicle brake detection device and method
WO2022219897A1 (en) Tire pneumatic pressure monitoring system, tire pneumatic pressure monitoring program, and tire pneumatic pressure monitoring method
KR101357471B1 (en) Tire Pressure Monitoring System
KR100680348B1 (en) A tire pressure monitoring system and a control method for thereof
KR20230046329A (en) Safety system for vehicle

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 23867950

Country of ref document: EP

Kind code of ref document: A1