JP6497216B2 - Rehabilitation availability determination system and rehabilitation availability determination method - Google Patents

Description

  The present invention relates to a rehabilitation possibility determination system and a rehabilitation possibility determination method, and more particularly to a rehabilitation possibility determination system and a rehabilitation possibility determination method capable of ensuring determination accuracy while simply performing rehabilitation permission determination.

  In the truck and bus industry in recent years, the number of retread tires is increasing from the viewpoint of reducing tire costs, which are part of transportation costs, and 3R (Reduce, Reuse, Recycle). The rehabilitated tire is a tire in which the amount of the remaining groove is reduced to a predetermined value or less due to wear (in particular, a new tire that has finished its primary life), and is re-applied with a new tread rubber. For this reason, new rubber is used for the tread rubber of rehabilitated tires, but other parts (especially the belt part of the base tire, the bead part, etc.) are used for a long distance and for a long time after new and rehabilitation running Continue to be. For this reason, when tires are reused, it is necessary to determine whether or not rehabilitation relating to the remaining durability of used tires is possible.

  Generally, used tires are removed from a vehicle and stored in a warehouse by a tire user (for example, a bus sales office or a trucking company). Then, when the number of used tires reaches a predetermined number, or every elapse of a predetermined period, whether or not the used tires can be renewed is determined.

  In the conventional rehabilitation determination, several sample tires are obtained from a tire user, and a residual physical property investigation of the tire (for example, a belt peeling force measurement test) is performed by shearography inspection. And based on this investigation result, the judgment result of the rehabilitation propriety with respect to all the used tires is created.

  In addition, about the evaluation method and apparatus of a used tire, the technique described in patent document 1 is known.

Japanese Patent No. 4364926

  However, in the conventional rehabilitation determination described above, there is a problem that it takes enormous time and labor to obtain a sample tire and create a rehabilitation determination result. On the other hand, from the viewpoint of ensuring the safety of tire users, it is also necessary to ensure the accuracy of determining whether or not rehabilitation is possible.

  Therefore, the present invention has been made in view of the above, and an object thereof is to provide a rehabilitation propriety determination system and a rehabilitation feasibility determination method that can determine rehabilitation propriety simply and in a short time while ensuring determination accuracy. .

In order to achieve the above object, a rehabilitation determination system according to the present invention is a rehabilitation determination system for determining whether or not a used tire is rehabilitated, and includes a table speed in a predetermined traveling section of a vehicle equipped with the tire. Based on a predetermined calculation formula, a usage condition TSN calculation unit for calculating a usage history TSN indicating a thermal history amount per unit time under the usage conditions of the tire, and a total sum of the thermal history amounts in the entire usage period are shown. A TTSN calculating unit for calculating TTSN, a rehabilitation propriety determining unit for determining rehabilitation of the tire based on a comparison result between the TTSN and a predetermined threshold, and dividing the section distance in the traveling section by the required time. Time required to calculate the required time using a table speed calculation unit for calculating a table speed and timetable data of the vehicle in the travel section And a detecting section, and the section distance and the timetable data, characterized in that it comprises a are obtained from existing public information.

Further, the rehabilitation determination method according to the present invention is a rehabilitation determination method for determining rehabilitation of a used tire, and a table speed and a predetermined calculation formula in a predetermined travel section of a vehicle equipped with the tire, And a use condition TSN calculating step for calculating a use condition TSN indicating a heat history amount per unit time under the use condition of the tire, and a TTSN for calculating a TTSN indicating the sum of the heat history amounts over the entire use period. The table speed is calculated by dividing the travel distance in the travel section by the calculation step , the rehabilitation determination step for determining whether or not the tire can be regenerated based on the comparison result between the TTSN and a predetermined threshold. A table speed calculation step to calculate the required time using the timetable data of the vehicle in the travel section. And a step, and the section distance and the timetable data, characterized in that it comprises a are obtained from existing public information.

  In the rehabilitation possibility determination system and the rehabilitation possibility determination method according to the present invention, the control device calculates the use condition TSN based on the table speed and a predetermined calculation formula. The table speed can be easily calculated from, for example, information on the tire use conditions obtained from the tire user, or can be obtained directly from the tire user. Therefore, the use condition TSN can be easily calculated on the desk by using the table speed and the predetermined calculation formula. Further, the table speed (or the time required for the traveling section) is generally established as a numerical value including the parking and stopping of the vehicle in the traveling section. Therefore, by calculating the use condition TSN using the table speed, it is possible to accurately reflect the use state of the tire in the traveling section. Accordingly, there is an advantage that the determination accuracy can be ensured while the rehabilitation determination is easily performed.

FIG. 1 is a block diagram showing a rehabilitation propriety determination system according to an embodiment of the present invention. FIG. 2 is a flowchart showing the operation of the rehabilitation determination system described in FIG. FIG. 3 is an explanatory diagram showing tire use condition data. FIG. 4 is an explanatory view showing a tire mounting wheel. FIG. 5 is a graph showing an example of the TSN calculation map. FIG. 6 is a graph showing the relationship between tire temperature and air permeability coefficient. FIG. 7 is an explanatory diagram showing a method for creating a TSN calculation map. FIG. 8 is an explanatory diagram showing a method for creating a TSN calculation map. FIG. 9 is an explanatory diagram illustrating an example of a threshold value K used for determining whether or not rehabilitation is possible.

  Hereinafter, the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. Further, the constituent elements of this embodiment include those that can be replaced while maintaining the identity of the invention and that are obvious for replacement. In addition, a plurality of modifications described in this embodiment can be arbitrarily combined within a range obvious to those skilled in the art.

[Rehabilitation system]
FIG. 1 is a block diagram showing a rehabilitation propriety determination system according to an embodiment of the present invention. Here, a case will be described in which whether or not a plurality of used tires are to be rehabilitated is determined.

  The regeneration possibility determination system 1 includes a control device 2, a storage device 3, a display device (not shown) such as a monitor, and an input device (not shown) such as a keyboard and a mouse. The control device 2 is a device that comprehensively controls the operation of the rehabilitation determination system 1 and includes, for example, a CPU (Central Processing Unit), a ROM (Read-Only Memory), a RAM (Random-Access Memory), and the like. It is composed of a PC (Personal Computer). The control device 2 includes a table speed calculation unit 21, a use condition TSN calculation unit 22, a TTSN calculation unit 23, a rehabilitation availability determination unit 24, a rehabilitation result generation unit 25, and the like which will be described later. Specifically, these functions are realized by the CPU of the control device 2 reading and executing various programs. The storage device 3 is a device for storing various programs and data used for processing in the control device 2, and is configured by, for example, a nonvolatile memory or a magnetic storage device built in or externally attached to a PC.

  FIG. 2 is a flowchart showing the operation of the rehabilitation determination system described in FIG.

  In step ST1, the control device 2 acquires tire use condition data of a used tire that is a determination target. Specifically, the storage device 3 stores tire use condition data, and the control device 2 reads and acquires the tire use condition data from the storage device 3. After this step ST1, the process proceeds to step ST2.

  FIG. 3 is an explanatory diagram showing tire use condition data. FIG. 4 is an explanatory view showing a tire mounting wheel. In these drawings, FIG. 3 shows an example of tire use condition data concerning a plurality of used tires.

  The tire use condition data is data relating to the use conditions of each tire from when the tire is new to the present. For example, information on tire usage conditions individually managed by tire users (for example, bus companies, shipping companies, sales offices, etc.) is converted into computer-readable electronic data by operator input operations. And stored in the storage device 3.

  Further, in the configuration of FIG. 3, the tire use condition data includes tire use conditions relating to the travel section, required time, section distance, travel count, use period, and mounting position, and a tire ID for identification assigned to each tire. It is composed of

  The travel section is a travel section of a vehicle equipped with a tire that is a determination target, and corresponds to, for example, a route on a route bus or a service section, a transport route in a transport truck, and the like. The required time is the time required for the vehicle to travel in the travel section, for example, the required time from the start point to the end point of one route on the route bus, the required time from the departure point to the destination on the transport truck, etc. . FIG. 3 shows a required time (minute / time) per time when the vehicle travels in one travel section. The section distance is the distance of the travel section, and corresponds to, for example, a route on a route bus or a route on a transport route on a transport truck. FIG. 3 shows a section distance (km / time) per time when traveling in one travel section.

  The number of times of travel is the number of times the vehicle has traveled in the travel section, for example, the number of buses operating in a predetermined period on a route bus, and the number of transports in a predetermined period on a transport truck. FIG. 3 shows the number of runnings per week (times / week) including weekdays and weekends. The use period is a period during which the tire is mounted on the vehicle. In FIG. 3, the use period is indicated by the use start date and the use end date. The mounting position is a mounting position of the tire with respect to the vehicle. For example, in the explanatory view of FIG. 4, the vehicle 100 includes a pair of left and right front wheels FR and FL, a pair of left and right outer rear wheels RRo and RLo, and a pair of left and right inner rear wheels RRi and RLi.

  In addition, the unit of a tire use condition is not limited to the thing of FIG. 3, It can change suitably. For example, the travel section, the required time, and the section distance may be set as numerical values per day, and the number of travels may be set as numerical values per day, January, or year.

  Further, general information such as the tire size and the flatness ratio may be stored in the storage device 3 in association with the tire ID together with the tire use condition data.

  Some items in the tire use condition data include, for example, (a) public information published on the Internet and publications, (b) vehicle operation records recorded by tire users, and (c) mounted on vehicles. It can be supplemented using data from tachographs (operational recording instruments). That is, if some items in the tire use condition data can be specified, the remaining items can be uniquely obtained or calculated by using public information. Thereby, the burden of the tire user concerning recording and inputting of tire use condition data can be reduced.

  For used tires installed on route buses, if the travel section (for example, bus route) is identified, the required time and distance in the travel section, and the number of travels during the specified period are disclosed on the bus company website. Can be obtained directly from the information. At this time, the control device 2 can automatically acquire necessary information by using a program for automatically acquiring specific information published on the Internet.

  For example, the required time for a travel section can be easily obtained by using a time calculation program that calculates the difference between the departure time at the start point and the arrival time at the end point using the timetable data of the bus stop in the travel section. it can. In addition, the section distance of the travel section can be easily obtained by using a section distance calculation program that calculates the travel route based on information included in an existing electronic map used in the car navigation system, for example. In addition, the number of travelings in a predetermined period can be easily obtained by using a traveling number counting program that counts the number of daily operations from a bus stop timetable in a traveling section.

  In addition, the tire usage condition data may be supplemented by (a) a program operating on a computer as described above, or (b) manually by an operator.

  In FIG. 3, the tires with tire IDs 001A to 003A are mounted at different mounting positions of the same vehicle belonging to the sales office A and are used for the entire period of use for 3 years (from April 2012 to March 2015). It was used in the same traveling section A across. In addition, the tire is not rotated over the entire period of use, and remains in the original mounting position.

  The tires with tire IDs 004B to 006B are mounted at different mounting positions of the same vehicle belonging to the sales office B, used in the driving section B1 in the previous two years of the three-year use period, and in the following one year Used in B2. Also, tire rotation is not performed over the entire period of use.

  The tires with tire IDs 007C to 009C are mounted at different mounting positions of the same vehicle belonging to the sales office C, used in the driving section C1 in the previous two years of the three-year use period, and in the subsequent one year Used in C2. In addition, at the end of the previous two years, tire rotation was performed among the front wheels, the inner rear wheels, and the outer rear wheels (see FIG. 4).

  The tires with tire IDs 010D to 012D are mounted at different mounting positions of the same vehicle belonging to the sales office D and used in the travel section D1 in the previous year and a half of the three-year service period, and in the next year and a half. Used in travel section D2. For this reason, it was frequently used from spring to summer in the previous year and a half, and was frequently used from autumn to winter in the next year and a half. Also, tire rotation is not performed over the entire period of use.

  In step ST2, the control device 2 calculates the surface speed of the vehicle. Specifically, the table speed calculation unit 21 of the control device 2 calculates the table speed for the tire of each tire ID based on the tire use condition data acquired in step ST1. After this step ST2, the process proceeds to step ST3.

  The table speed is defined as a numerical value obtained by dividing the section distance of a predetermined travel section by the required time (section distance / required time). For example, in a vehicle that operates along a timetable such as a route bus, the table speed corresponds to the driving timetable establishment speed. This fixed speed (or the time required for the travel section) corresponds to the average value of the travel speed of the vehicle in the predetermined travel section, and is generally established as a numerical value including the parking and stopping of the vehicle in the travel section. The state in which the vehicle is stopped in the travel section includes, for example, parking and stopping for loading and unloading passengers and luggage, and temporary stop such as traffic congestion and signal waiting. Further, the surface speed is preferably as the calculation accuracy is higher.

  For example, in the tires with tire IDs 001A to 003A in FIG. 3, the table speed in the traveling section A is (section distance 7.06 km) / (required time 26 minutes) × 60 = 16.3 km / h. In the tires of tire IDs 004B to 006B, the table speed in the travel section B1 is (section distance 13.92 km) / (required time 47 minutes) × 60 = 17.8 km / h, and the table speed in the travel section B2 is (Section distance 4.37 km) / (Required time 15 minutes) × 60 = 17.5 km / h. Thus, the table speed is different depending on the travel section. For example, in the case of a route bus, the table speed of each driving section varies depending on the number of stops on the route, the number of passengers, the density of signals and intersections, traffic conditions such as traffic congestion and travel speed, etc. To do. In addition, when a highway is included in the traveling section like a high-speed bus, the table speed is greatly increased. Therefore, the table speed reflects the impact of these requirements.

  In step ST3, the control device 2 calculates a use condition TSN. Specifically, the use condition TSN calculation unit 22 of the control device 2 is based on the table speed calculated in step ST2 and a predetermined TSN calculation map indicating the relationship between the table speed and the use condition TSN. Use condition TSN concerning the tire of each tire ID is calculated. After this step ST3, the process proceeds to step ST4.

  FIG. 5 is a graph showing an example of the TSN calculation map. The figure shows the relationship between the table speed and the use conditions TSN at each mounting position of the tire. FIG. 6 is a graph showing the relationship between the tire temperature and the air permeability coefficient.

  The use condition TSN (Temperature Severity Number) is an index indicating the amount of heat history per unit time under the use condition of the tire, and it can be said that the larger the value, the easier the oxidative degradation of the tire proceeds. This is because, as shown in FIG. 6, when the tire temperature increases, the air permeability coefficient of the rubber member constituting the tire also increases. In addition, the tire temperature Ti varies greatly due to the heat generated by the tire itself, particularly when the vehicle is traveling.

  In addition, the calculation formula for the use condition TSN is defined using a table speed and a predetermined temperature acceleration coefficient Kt (Ti). The temperature promotion coefficient Kt (Ti) is a coefficient related to a change in the state of the tire member, and is a constant set based on an actual measurement value of the tire temperature Ti. As shown in FIG. 5, as the table speed increases, the heat generation of the tire increases and the use condition TSN increases. As described above, by calculating the use condition TSN based on the table speed, the thermal history amount of the tire can be appropriately evaluated.

  7 and 8 are explanatory diagrams showing a method for creating a TSN calculation map. The TSN calculation map of FIG. 5 is created as follows, for example.

  First, temperature sensors are attached to the tires of the front wheel, the outer rear wheel, and the inner rear wheel of the test vehicle, respectively, and the vehicle travels in a predetermined traveling section. The tire temperature from 8:30 in the morning to 17:30 in the evening is set to 10 minutes. Measure every time. Then, the measurement results are classified into temperature intervals of 2 ° C. between 0 ° C. and 90 ° C., and the detection frequency [%] of the measured value in each temperature interval is acquired (see FIG. 7). As shown in FIG. 7, the tire temperature tends to be low on the front wheels and the outer rear wheels of the vehicle, and the tire temperature tends to be higher on the inner rear wheels. This is because the inner rear wheel is easily heated by heat dissipation from the vehicle body, and is surrounded by the vehicle body and the outer wheel, so that the heat dissipation efficiency of the tire is low. Thus, the tire temperature varies greatly depending on the mounting position of the tire on the vehicle.

  Next, the section TS and the actual measurement TSN are calculated by the following mathematical formulas (1) and (2). Here, since the tire temperatures of the front wheels and the outer rear wheels have the same tendency, two types of the measured TSNs for the front wheels and the outer rear wheels and the measured TSNs for the inner rear wheels are calculated.

Section TSN = Ti × ni × Kt (Ti) (1)
Actually measured TSN = Σ (Ti × ni × Kt (Ti) / N) × β (2)

  In Equations (1) and (2), the section TSN indicates the TSN in each temperature section, and the measured TSN is the sum of the sections TSN over all temperature sections. Further, Ti is the temperature, ni is the detection frequency in each temperature section, Kt (Ti) is the temperature acceleration coefficient, N is the total number of detections, β is a constant unrelated to the temperature, and i is a natural number representing the detection order. The detection frequency is a value obtained by dividing the number of detections in the corresponding temperature section by the total number of detections. Therefore, the value of the detection frequency changes with time. Further, the temperature acceleration coefficient Kt (Ti) is a contribution coefficient relating to the state change of the tire member using the temperature Ti as a parameter, and is proportional to exp (α · Ti), for example, based on the well-known Arrhenius reaction rate equation. It is considered a thing. In FIG. 8, α = 0.069 is set based on the assumption that when the temperature Ti rises by 10 ° C., the deterioration of the tire proceeds twice. In addition, the constant β can be appropriately set to a numerical value other than 0 between 1/100 and 100. Here, the constant β is 1/10. In addition, the temperature Ti is the maximum temperature in each temperature section here, but is not limited thereto, and may be an average temperature in each temperature section, for example.

  Then, the table speed in the travel section of the test vehicle is calculated, and the actual measured TSN value at the table speed is obtained. Further, as shown in FIG. 5, numerical values of actually measured TSNs relating to a plurality of types of table speeds are acquired as test results, and a linear regression equation is calculated. The calculation formula of the use condition TSN based on the table speed is defined by the linear regression equation. Further, in FIG. 5, a linear regression equation (3) of the use condition TSN applied to the front wheel and the outer rear wheel and a linear regression equation (4) of the use condition TSN applied to the inner rear wheel are calculated. A1, A2, B1 and B2 are constants.

Use condition TSN = A1 × table speed V + B1 (3)
Use condition TSN = A2 × table speed V + B2 (4)

  For example, in the tire of each tire ID in FIG. 3, the use condition TSN is calculated as follows. That is, the tires with tire IDs 001A and 0002A are mounted on the front wheels and the outer rear wheels, and therefore, the use condition TSN is calculated using the solid line graph of FIG. Moreover, since the mounting position of the tire with tire ID 003A is the inner rear wheel, the use condition TSN is calculated using the broken line graph of FIG. Thereby, since the use condition TSN is calculated according to the tire mounting position, the thermal history amount of the tire is accurately estimated. Further, in the tires having tire IDs 004B to 006B, since the travel section is changed in the middle, the table speeds of the travel sections B1 and B2 are different. For this reason, the use condition TSN is calculated for each of the travel sections B1 and B2. Further, in the tires with tire IDs 007C to 009C, since the rotation of the tire was performed halfway, the tire mounting position in the traveling section C1 and the tire mounting position in the traveling section C2 are different. For this reason, the use condition TSN is calculated for each of the travel sections C1 and C2.

  In step ST4, the control apparatus 2 calculates TTSN. Specifically, the TTSN calculation unit 23 of the control device 2 calculates the TTSN based on the use condition TSN and the tire use condition data calculated in step ST3. After this step ST3, the process proceeds to step ST4.

  TTSN (Total Temperature Severity Number) is an index indicating the total amount of thermal history of the tire during the entire use period, and is calculated as the total use condition TSN during the entire use period from when the tire is new to the present. As the TTSN is larger, the oxidative deterioration of the tire tends to progress.

  For example, in the tire of each tire ID in FIG. 3, TTSN is calculated as follows. That is, in the tires with the tire IDs 001A to 003A, the traveling section A is constant and the tire is not rotated, so the usage conditions TSN are constant throughout the entire usage period. For this reason, TTSN is calculated as the product of the use condition TSN and the total number of travels in the entire use period. Further, in the tires with tire IDs 004B to 006B, since the travel section is changed halfway, the use condition TSN is different between the travel sections B1 and B2. Therefore, TTSN is the sum of the product of the use condition TSN and the total number of running times in the usage period in the travel section B1, and the product of the use condition TSN and the total number of running times in the use period in the travel section B2. Is calculated. Similarly, in the tires having tire IDs 007C to 009C, the travel condition and the tire mounting position are changed on the way, so that the use conditions TSN are different in the travel sections C1 and C2. Therefore, TTSN is the sum of the product of the use condition TSN and the total number of times of travel in the usage period in the travel section C1, and the product of the use condition TSN and the total number of times of travel in the use period in the travel section C2. Is calculated.

  In steps ST5 to ST7, the control device 2 determines whether or not rehabilitation is possible. Specifically, in step ST5, the regeneration possibility determination unit 24 of the control device 2 compares the TTSN calculated in step ST4 with a predetermined threshold K. If an affirmative determination (TTSN ≧ threshold value K) is made in step ST5, the process proceeds to step ST6, where the renewal is determined. Further, when a negative determination (TTSN <threshold K) is made in step ST5, the process proceeds to step ST7, and the rejuvenation NG is determined.

  FIG. 9 is an explanatory diagram illustrating an example of a threshold value K used for determining whether or not rehabilitation is possible.

  The threshold value K used for determining whether or not rehabilitation is possible can be set as appropriate in relation to the TTSN and the remaining physical properties of the parts constituting the tire (for example, belt durability, bead durability, etc.). For example, in the configuration of FIG. 9, the threshold value K is set in relation to the durability (for example, belt peeling force) of the remaining belt of the base tire with respect to TTSN. The peeling force of the remaining belt is measured as a peeling force [N / inch] when a pair of cross belts are taken out from the used tire and these cross belts are peeled off from each other. And the peeling force which can ensure safety based on the market performance of the retreaded tire is set as the threshold value K. Further, if TTSN is equal to or greater than the threshold value, the tire strength is still sufficient, so it is determined that the rehabilitation is OK. Note that the threshold value K is not limited to the above-described remaining belt peeling force, and is related to other tire strength indicators such as deterioration analysis (for example, fracture physical properties) and air leakage rate of belt cord rubber and bead filler rubber, for example. Can be set as appropriate.

  In step ST8, the control device 2 generates determination result data and displays it on a display device (not shown). Specifically, the rehabilitation result generation unit 25 of the control device 2 determines the determination result data in which the tire ID (see FIG. 3) and the determination result on whether or not rehabilitation is associated according to the determination results of step ST5 to step ST6. Generate and display on the display device. After step ST8, the process returns to step ST1.

  In the above configuration, the control device 2 calculates the use condition TSN based on the table speed and a predetermined calculation formula (see FIG. 5) (see FIG. 2). The table speed can be easily calculated from, for example, information on the tire use conditions obtained from the tire user, or can be obtained directly from the tire user. Therefore, the use condition TSN can be calculated easily and in a short time on the desk by using the table speed and the predetermined calculation formula. Further, the table speed (or the time required for the traveling section) is generally established as a numerical value including the parking and stopping of the vehicle in the traveling section. Therefore, by calculating the use condition TSN using the table speed, it is possible to accurately reflect the use state of the tire in the traveling section. Accordingly, the determination accuracy can be ensured while performing the determination of whether or not the rehabilitation is possible in a simple and short time.

[Modification]
In step ST2 of FIG. 2, as described above, the table speed calculation unit 21 of the control device 2 calculates the table speed under each tire use condition based on the section distance of the travel section and the required time. ing. Such a configuration is preferable in that the burden on the tire user can be reduced because information on the table speed is calculated from the other tire use conditions without obtaining information from the tire user.

  However, the present invention is not limited to this. For example, the data of the table speed in each travel section may be directly acquired from the tire user as the tire use condition. Further, the storage device 3 stores the directly obtained table speed data or the past table speed calculation result data in the storage device 3, and the data may be read and used as necessary. good. As a result, the table speed calculation step ST2 can be omitted.

  Further, the table speed calculated based on the section distance and the required time of the travel section described above and the actual measured value of the travel speed of the vehicle are slightly different. This is due to the fact that the required time used to calculate the table speed includes a bus stop and a temporary stop by a signal. Therefore, the control device 2 may include a table speed correction unit, and the table speed may be corrected in order to compensate for the difference between the table speed and the actual measured value of the traveling speed of the vehicle. Specifically, since the surface speed is smaller than the actual measured value of the traveling speed, it is possible to perform a correction that increases the calculation result of the surface speed. Thereby, the table speed can be calculated with high accuracy.

  In step ST3 of FIG. 2, as described above, the control device 2 calculates the use condition TSN of each tire ID based on the table speed calculated in step ST2 and a predetermined TSN calculation map. . Here, in the TSN calculation map of FIG. 5, the calculation formula of the use condition TSN is corrected according to the tire mounting position. That is, since the tire temperature varies greatly depending on the mounting position of the tire with respect to the vehicle, the thermal history per unit time, that is, the use condition TSN is larger in the tire of the inner rear wheel than in the tire of the front wheel and the outer rear wheel. For this reason, the use condition TSN is calculated using different calculation formulas depending on the tire mounting position. Such a configuration is preferable in that the use condition TSN can be calculated with high accuracy.

  However, the present invention is not limited to this, and the control device 2 may correct (or switch) the calculation formula for the use condition TSN in accordance with the use region of the tire. That is, the tire temperature is affected by the environment such as the temperature and humidity in the tire use area. For example, under use conditions in cold regions, tire deterioration due to heat is small, and use conditions TSN tend to be small. On the other hand, under use conditions in a warm region, the tire is greatly deteriorated by heat, and the use conditions TSN tend to be large. Therefore, it is preferable that the use condition TSN is calculated using different calculation formulas depending on the use region of the tire. For example, the calculation formula of the use condition TSN can be corrected for each business area of the bus office. Also, for example, different calculation formulas for use conditions TSN may be used for tires used in Japan and tires used overseas with different climates. Thereby, the use condition TSN can be calculated with high accuracy.

  Moreover, the control apparatus 2 may correct | amend (or switch) the calculation formula of the use condition TSN according to the use time of a tire. That is, the tire temperature is affected by the timing of use of the tire. For example, under winter use conditions, tire deterioration due to heat is small, and use conditions TSN tend to be small. On the other hand, under summer use conditions, the tires are greatly deteriorated by heat, and the use conditions TSN tend to be large. Therefore, it is preferable that the use condition TSN is calculated using different calculation formulas depending on the use time of the tire. For example, one year is divided into two or more seasons including summer and winter, or divided into months from January to December, and the calculation formula of the use condition TSN can be corrected according to each use time. Specifically, tires having tire IDs 010D to 012D in FIG. 3 are frequently used in the summer (April to September) in the travel section D1, and frequently used in the winter (October to March) in the travel section D2. Has been. As described above, when the tire use timing is different between the traveling sections D1 and D2, it is preferable that the calculation formula of the use condition TSN is corrected. Thereby, the use condition TSN can be calculated with high accuracy.

  Moreover, the control apparatus 2 may correct | amend (or switch) the calculation formula of use condition TSN according to the load and operation rate of a tire. That is, the tire temperature is influenced by, for example, the load such as the average value of the number of passengers and the vehicle weight, and the operation rate of the vehicle. Specifically, when the vehicle travels, the tire itself generates heat. Therefore, if the load or the operation rate is large, the tire is greatly deteriorated and the use condition TSN is increased. Therefore, it is preferable that the use condition TSN is calculated by using different calculation formulas depending on the load and operating rate of the tire. Thereby, the use condition TSN can be calculated with high accuracy.

  Note that, as described in the above-described method for creating the TSN calculation map (see FIGS. 7 and 8), the calculation formula for the use condition TSN after the correction is calculated based on the actually measured value using the test vehicle. It is preferable to use the formula for calculating the use conditions TSN.

  In the configuration of FIG. 2, for the tires with tire IDs 001A to 012D illustrated in FIG. 3, the table speed is calculated for each tire use condition, and the use condition TSN is calculated using each table speed (step). ST2 and ST3). That is, one table speed and use condition TSN are calculated for one tire use condition (for example, travel section, required time, section distance, number of travels, use period, and mounting position in tire ID 001A). Further, when a part of the tire use conditions is changed, the table speed and the use condition TSN are calculated for each use condition. And these use conditions TSN are integrated | accumulated and TTSN is calculated (step ST4). Such a configuration is preferable in that TTSN can be calculated with high accuracy.

  However, the present invention is not limited to this, and the control device 2 calculates representative table speeds for a plurality of tire use conditions belonging to the same section, and the representative use conditions TSN and TTSN may be calculated. The section is defined by, for example, a classification such as each bus office or each transportation company. The typical table speed can be defined by the average value, maximum value, etc. of the table speed in the above section. For example, the average value of the table speed can be defined as a numerical value (Σ section distance / Σ required time) obtained by dividing the sum of the section distances in a plurality of types of tire use conditions by the sum of the required times.

  As an application example, for example, (1) when one vehicle circulates a plurality of types of routes within the same period of use at one route bus sales office, or when one vehicle has multiple vehicles It is assumed that the type of transportation route is circulated within the same period of use. In this case, one tire ID has a plurality of or complicated tire use conditions within the same use period. Therefore, the average tire usage conditions at the sales office can be grasped by using the representative table speed of the sales office. For example, when the tires with tire IDs 004B to 006B in the sales office B in FIG. 3 travel around the routes in the travel sections B1 and B2 at random, the average table speed in the entire sales office B is (the sum of the section distances). 13.92 + 4.37 km) / (total time required 47 + 15 minutes) × 60 = 17.7 km / h.

  In addition, for example, (2) when performing rehabilitation determination for a large number of used tires belonging to a branch office of one route bus, it is assumed that the tire use conditions cannot be obtained for some tires. Even in such a case, the average tire use conditions at the sales office can be grasped by using the representative table speed of the sales office.

[effect]
As described above, the rehabilitation possibility determination system 1 determines whether or not a used tire can be rehabilitated. Further, the rehabilitation possibility determination system 1 is based on a table speed and a predetermined calculation formula (see FIG. 5) in a predetermined traveling section of a vehicle equipped with a tire, and a thermal history per unit time under the tire usage condition. A use condition TSN calculation unit 22 (see FIG. 1) that calculates a use condition TSN indicating the amount (see FIG. 2), and a TTSN that indicates the total amount of heat history during the entire use period (step ST4 in FIG. 2). A TTSN calculating unit 23 that performs the determination, and a retreadability determination unit 24 that determines whether or not the tire can be regenerated based on a comparison result between the TTSN and a predetermined threshold K (see FIG. 9) (steps ST5 to ST7 in FIG. 2).

  In such a configuration, the control device 2 calculates the use condition TSN (see FIG. 2) based on the table speed and a predetermined calculation formula (see FIG. 5). The table speed can be easily calculated from, for example, information on the tire use conditions obtained from the tire user, or can be obtained directly from the tire user. Therefore, the use condition TSN can be easily calculated on the desk by using the table speed and the predetermined calculation formula. Further, the table speed (or the time required for the traveling section) is generally established as a numerical value including the parking and stopping of the vehicle in the traveling section. Therefore, by calculating the use condition TSN using the table speed, it is possible to accurately reflect the use state of the tire in the traveling section. Accordingly, there is an advantage that the determination accuracy can be ensured while the rehabilitation determination is easily performed.

  In addition, such a configuration is very simple compared to a configuration in which several sample tires are obtained from tire users and a residual physical property survey is performed, and a configuration in which rehabilitation is determined using measured values of tire temperature. In addition, there is an advantage that it is possible to determine whether or not rehabilitation is possible in a short time.

  Further, the rehabilitation determination system 1 includes a table speed calculation unit 21 (see FIG. 1) that calculates a table speed as a numerical value obtained by dividing the section distance in the travel section by the required time, and timetable data of the vehicle in the travel section. And a required time calculating unit (not shown) for calculating the required time. Since the timetable data of the traveling section can be easily obtained from the Internet or publications, the table speed can be easily calculated by using the timetable data. Thereby, since the item of the tire use conditions acquired from a tire user can be reduced, there exists an advantage which can reduce a tire user's burden.

  Further, the rehabilitation determination system 1 includes a table speed calculation unit 21 (see FIG. 1) that calculates a table speed as a numerical value obtained by dividing the section distance in the travel section by the required time, and the operation record of the vehicle in the travel section, A required time calculation unit (not shown) for calculating the required time using tachograph and other measured data; Such a configuration also has an advantage that the table speed can be easily calculated.

  Further, the rehabilitation determination system 1 is based on a table speed calculation unit 21 (see FIG. 1) that calculates a table speed by dividing a section distance in a travel section by a required time, and vehicle route information in the travel section. And a section distance calculation unit (not shown) for calculating the section distance. The section distance of the travel section can be easily calculated from the road information included in the existing electronic map. Thereby, since the item of the tire use conditions acquired from a tire user can be reduced, there exists an advantage which can reduce a tire user's burden.

  Further, the rehabilitation possibility determination system 1 includes a table speed calculation unit 21 (see FIG. 1) that calculates a table speed by dividing a section distance in a traveling section by a required time, and the table speed and the vehicle traveling speed. A table speed correction unit (not shown) that corrects the table speed to compensate for the deviation from the actual measurement value is provided. Thereby, there is an advantage that the table speed can be calculated with high accuracy.

  The rehabilitation determination system 1 includes a table speed calculation unit 21 that calculates a typical table speed according to a plurality of tire use conditions, and is based on the typical table speed. Usage conditions TSN and representative TTSN are calculated. In such a configuration, for example, even when tire use conditions are complicated due to, for example, one used tire having a plurality of tire use conditions, the use conditions TSN and TTSN are simplified by using representative table speeds. There is an advantage that can be calculated. Further, for example, even when the tire use conditions of some tires cannot be obtained when determining whether or not a plurality of used tires belonging to one section (for example, a bus sales office or a shipping company) is rehabilitated. By using the typical table speed of the section, the use conditions TSN and TTSN can be easily calculated for each section.

  Moreover, in this rehabilitation possibility determination system 1, the calculation formula (refer FIG. 5) of use condition TSN is defined using the fixed speed and the temperature acceleration coefficient regarding the state change of a tire member. Thereby, there is an advantage that the use condition TSN is calculated with high accuracy.

  Further, in this rehabilitation possibility determination system 1, the calculation formula for the use condition TSN is defined as a linear regression equation using the table speed as a parameter (see FIG. 5). Thereby, there is an advantage that the use condition TSN is calculated with high accuracy.

  Further, in this rehabilitation possibility determination system 1, the calculation formula of the use condition TSN is corrected according to the tire mounting position (see FIG. 5). The tire temperature is greatly affected by the mounting position of the tire on the vehicle. Therefore, there is an advantage that the use condition TSN can be calculated with high accuracy by correcting (or switching) the calculation formula of the use condition TSN according to the mounting position of the tire.

  Moreover, in this rehabilitation possibility determination system 1, the calculation formula of the use condition TSN is corrected according to the use area of the tire. The tire temperature is greatly affected by the temperature and humidity of the area where the tire is used. Therefore, there is an advantage that the use condition TSN can be accurately calculated by correcting (or switching) the calculation formula for the use condition TSN according to the tire use region.

  Further, in this rehabilitation possibility determination system 1, the calculation formula of the use condition TSN is corrected according to the use time of the tire. The tire temperature is greatly affected by the timing of use of the tire (for example, the warming difference between winter and summer). Therefore, there is an advantage that the use condition TSN can be calculated with high accuracy by correcting (or switching) the calculation formula of the use condition TSN according to the tire use time.

  Moreover, in this rehabilitation possibility determination system 1, the rehabilitation possibility determination part 24 determines the rehabilitation possibility of a tire based on the comparison result of TTSN and the threshold value K (refer FIG. 9) concerning the residual physical property of the parts which comprise a tire. . Thereby, there exists an advantage which can determine appropriately the rehabilitation of a tire.

  1: Rehabilitation availability determination system, 2: Control device, 21: Table speed calculation unit, 22: Usage condition TSN calculation unit, 23: TTSN calculation unit, 24: Rehabilitation availability determination unit, 25: Regeneration result generation unit, 3: Storage device, 100: vehicle, FR, FL: front wheel, RRi, RLi: inner rear wheel, RRo, RLi: outer rear wheel

Claims (11)

A system for determining whether or not a used tire can be rehabilitated,
A use condition TSN for calculating a use condition TSN indicating a heat history amount per unit time under the use condition of the tire based on a table speed and a predetermined calculation formula in a predetermined travel section of the vehicle equipped with the tire. A calculation unit;
A TTSN calculator that calculates a TTSN indicating the total amount of the thermal history during the entire use period;
Rehabilitation propriety determination unit that determines rehabilitation propriety of the tire based on a comparison result between the TTSN and a predetermined threshold ;
A table speed calculation unit that calculates the table speed by dividing the section distance in the travel section by the required time;
A required time calculation unit that calculates the required time using timetable data of the vehicle in the travel section , and
The rehabilitation propriety determination system, wherein the section distance and the timetable data are acquired from existing public information . A table speed calculation unit that calculates the table speed by dividing the section distance in the travel section by the required time;
The rehabilitation possibility determination system according to claim 1, further comprising: a section distance calculation unit that calculates the section distance based on route information of the vehicle in the travel section. A table speed calculation unit that calculates the table speed by dividing the section distance in the travel section by the required time;
The rehabilitation possibility determination system according to claim 1 or 2 , further comprising: a table speed correcting unit that corrects the table speed in order to fill a gap between the table speed and an actual measured value of the traveling speed of the vehicle. A table speed calculation unit that calculates a typical table speed for a plurality of tire use conditions belonging to the same section; and
The rehabilitation possibility determination system according to any one of claims 1 to 3 , wherein the representative use condition TSN and the representative TTSN are calculated based on the representative table speed. The rehabilitation propriety determination system according to any one of claims 1 to 4 , wherein a calculation formula of the use condition TSN is defined using the table speed and a temperature acceleration coefficient related to a state change of a tire member. The rehabilitation propriety determination system according to claim 5 , wherein the calculation formula of the use condition TSN is defined as a linear regression equation using the table speed as a parameter. The rehabilitation possibility determination system according to any one of claims 1 to 6 , wherein a calculation formula of the use condition TSN is corrected according to a mounting position of the tire. The rehabilitation propriety determination system according to any one of claims 1 to 7 , wherein a calculation formula of the use condition TSN is corrected according to a use region of the tire. The rehabilitation propriety determination system according to any one of claims 1 to 8 , wherein a calculation formula of the use condition TSN is corrected according to a use time of the tire. The rehabilitation determination unit, according to any one of the TTSN comparison result determination section determines the rehabilitation whether the tire based on 1 with the threshold value according to the remaining physical properties of the parts constituting the tire 9 Rehabilitation decision system. A method for determining whether or not a used tire can be rehabilitated,
A use condition TSN for calculating a use condition TSN indicating a heat history amount per unit time under the use condition of the tire based on a table speed and a predetermined calculation formula in a predetermined travel section of the vehicle equipped with the tire. A calculation step;
A TTSN calculating step for calculating a TTSN indicating the total amount of the heat history amount over the entire use period;
Rehabilitation propriety determination step for determining rehabilitation of the tire based on a comparison result between the TTSN and a predetermined threshold ;
A table speed calculation step for calculating the table speed by dividing the section distance in the travel section by the required time;
A required time calculating step of calculating the required time using timetable data of the vehicle in the travel section , and
The section distance and the timetable data are obtained from existing public information .

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