WO2016084376A1 - タイヤ故障部位予測システム及びタイヤ故障部位予測方法 - Google Patents
タイヤ故障部位予測システム及びタイヤ故障部位予測方法 Download PDFInfo
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- WO2016084376A1 WO2016084376A1 PCT/JP2015/005876 JP2015005876W WO2016084376A1 WO 2016084376 A1 WO2016084376 A1 WO 2016084376A1 JP 2015005876 W JP2015005876 W JP 2015005876W WO 2016084376 A1 WO2016084376 A1 WO 2016084376A1
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/007—Wheeled or endless-tracked vehicles
- G01M17/02—Tyres
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- 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
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/24—Wear-indicating arrangements
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- 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
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/24—Wear-indicating arrangements
- B60C11/246—Tread wear monitoring systems
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- 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
- B60C19/00—Tyre parts or constructions not otherwise provided for
Definitions
- the present invention relates to a tire failure part prediction system and a tire failure part prediction method.
- Patent Document 1 a management method using TKPH has been employed (see Patent Document 1). This is to adjust the operation within the range of the product of the allowable load and the allowable speed, and based on this, management such as changing the tire usage conditions and replacing the tires between vehicles was performed .
- an object of the present invention is to provide a tire failure site prediction system and a tire failure site prediction method that can accurately predict a tire failure site.
- the gist configuration of the present invention is as follows.
- the tire failure site prediction system of the present invention includes a tire travel parameter measurement unit that measures tire travel parameters, a state characteristic value measurement unit that measures a state characteristic value indicating a state of a tire constituent member, and the state characteristic value measurement. Based on the state characteristic value measured by the part, the fatigue characteristic value calculation unit corresponding to the fatigue degree of the tire constituent member is calculated, and at least calculated by the fatigue characteristic value calculation unit A tire failure part prediction unit that predicts a tire failure part based on a tire fatigue characteristic value of one tire constituent member and a tire running parameter measured by the tire running parameter measurement part. It is what. “Measuring” means that it is possible to obtain tire running parameters and state characteristic values regardless of whether they are direct or indirect. The case where the tire travel parameter and the state characteristic value are obtained by performing the measurement is also included in the “measurement” here.
- the tire failure site prediction method of the present invention includes a step of measuring a tire running parameter by a tire running parameter measuring unit, a step of measuring a state characteristic value indicating a state of a tire constituent member by a state characteristic value measuring unit, and a fatigue A step of calculating a fatigue degree characteristic value corresponding to the fatigue degree of the tire constituent member based on the state characteristic value measured by the state characteristic value measuring unit by a degree characteristic value calculating unit; The failure portion of the tire is predicted based on the fatigue characteristic value of the at least one tire component calculated by the fatigue characteristic value calculator and the tire travel parameter measured by the tire travel parameter measurement unit. And a process.
- FIG. 1 is a diagram showing functional blocks of a tire failure site prediction system 100 according to an embodiment of the present invention.
- a tire failure site prediction system 100 includes a tire travel parameter measurement unit 1, a state characteristic value measurement unit 2, a fatigue characteristic value calculation unit 3, and a tire failure site prediction unit 4. And the determination part 5 is provided.
- the tire travel parameter measurement unit 1 measures tire travel parameters.
- the tire travel parameters can be, for example, tire travel time, travel distance (for example, using GPS recording), RTD (remaining groove depth), tire rotation speed, and the like.
- the tire travel parameter is a travel time or a travel distance of the tire.
- the tire travel parameter measuring unit 1 for example, a known unit that can measure the time and / or distance traveled by the tire by sensing the rotation of the tire can be used.
- the state characteristic value measuring unit 2 measures a state characteristic value indicating the state of the tire constituent member.
- tire constituent members include beads, carcass, belts, tread rubber, and the like.
- the state characteristic value which shows the state of a tire structural member can specifically be made into the temperature of a tire structural member, for example.
- FIG. 2 is a schematic view showing a heat generation distribution in each component of the tire. In FIG. 2, it shows that it is so high temperature that the density of an oblique line is large. As shown in FIG. 2, the temperature of the tire after running generally differs among the constituent members.
- the temperature of the tire constituent member is, for example, a state characteristic value measuring unit 2 mounted in a chamber (a space between the tire inner surface and the rim wheel), the temperature in the chamber is measured, and the temperature of each tire constituent member is determined therefrom. It can be calculated by converting into For example, the temperature in the chamber can be converted into the temperature of each tire component (tread, belt, bead, etc.) using a predetermined calculation formula, and the measured temperature in the chamber is Tch, ⁇ , ⁇ , ⁇ , and ⁇ are coefficients, the temperature T of a certain component (tread, belt, bead, etc.) is calculated as
- the coefficients ⁇ , ⁇ , ⁇ , and ⁇ are obtained in advance.
- ⁇ can be obtained in advance.
- the coefficients ⁇ , ⁇ , ⁇ , and ⁇ may differ depending on the constituent members.
- the temperature of the tread, belt, bead, etc. can be calculated by adding a certain constant based on past data or the like to the measured temperature in the chamber.
- the fatigue level characteristic value calculation unit 3 calculates a fatigue level characteristic value corresponding to the fatigue level of the tire constituent member based on the state characteristic value measured by the state characteristic value measurement unit 2.
- the fatigue characteristic value calculation unit 3 calculates a thermal history by integrating the temperature measured by the state characteristic value measurement unit 2 with the tire running time as the fatigue characteristic value. The reason why the thermal history is used as the fatigue characteristic value corresponding to the fatigue level of the tire constituent member is that the thermal history is a good index for predicting the failure risk of the tire constituent member.
- the tire failure site predicting unit 4 is measured by the tire running parameter measuring unit 1 and the tire running parameter measuring unit 1 which calculates the fatigue level characteristic value (heat history in the present embodiment) of at least one tire constituent member calculated by the fatigue level characteristic value calculating unit 3. Based on the tire running parameters (running time in the present embodiment), the tire failure part is predicted.
- FIG. 3 is a diagram illustrating a relationship between a tire travel distance and a thermal history, and a belt failure occurrence risk.
- the tire travel distance increases and the thermal history of the belt increases.
- region area
- the tire building members such as the tread, the belt, and the bead can determine the failure risk based on the running time and the heat history of the tire. This is the same for other tire travel parameters such as travel distance (for example, using GPS recording), RTD (remaining groove depth), and tire rotation speed, and also for other fatigue characteristic values. .
- FIG. 4 is a diagram illustrating a relationship between a travel parameter and a thermal history, a tire failure part, and a tire life.
- the tire failure site prediction unit 4 is a coordinate system that takes two parameters, a fatigue characteristic value (thermal history) and a tire travel parameter (travel time), on two axes (this In the example, the failure part of the tire is predicted based on information relating the two parameters and the failure part of the tire using an orthogonal coordinate system). That is, in the example shown in FIG. 4, as such information, conditions (regions) where the failure risk of the three parts of the tire parts A, B, and C (for example, the belt, the carcass, and the bead) reach a certain level.
- the tire failure site prediction system of the present embodiment has a storage unit, and such information can be stored in the storage unit or can be acquired from the outside.
- the tire failure portion is predicted using the actually calculated fatigue characteristic value (heat history in the present embodiment), the actually measured tire travel parameter (travel time in the present embodiment), and the above information. It can be carried out.
- the calculated heat history and the measured travel parameter are any of the failures of the tire parts A, B, and C. Therefore, it is predicted that the risk of failure does not reach a certain level.
- the actual use condition at the time of prediction is use condition B, depending on the calculated heat history and the measured travel parameter, failure of tire part A (failure A) or tire part C Therefore, it is predicted that the failure risk for the failure (failure C) has reached a certain level.
- each tire constituent member is calculated based on the state characteristic value according to the tire failure part prediction system 100 according to the present embodiment, where the risk of failure varies depending on the degree of fatigue and running parameters. Since the prediction is performed using the fatigue characteristic value and the tire running parameter, it is possible to predict which part is the failure risk. Therefore, according to the tire failure site prediction system 100 of the present embodiment, the tire failure site can be accurately predicted.
- the determination unit 5 determines the optimum tire type for the user using the prediction result from the tire failure site prediction unit 4. That is, in a specific type of tire, when the tire failure site prediction unit 4 predicts that the possibility of failure of the bead portion is high under a specific use condition, the determination unit 5 displays the prediction result. It is possible to determine to provide the user with a type of tire having excellent durability of the bead portion from the next time, and display the determination result on the display unit or the like. Based on the determination result, the user can replace the tire with a new tire excellent in durability of the bead portion, or use a tire excellent in durability of the bead portion by exchanging tires between vehicles. .
- the determination unit 5 may determine the optimum tire use condition for the user using the prediction result by the tire failure site prediction unit 4. That is, when it is predicted that there is a high possibility of a belt failure at a specific timing, for example, the determination unit 5 uses this prediction result to reduce the risk of failure of the belt after that timing.
- Appropriate use conditions can be determined, and the determination result can be displayed on a display unit or the like. Such use conditions may be stored in advance in the storage unit of the system, or may be acquired from the outside through communication or the like.
- the determination unit 5 may determine both the tire type and the tire use condition that are optimal for the user by using the prediction result of the tire failure site prediction unit 4.
- the tire failure site prediction system may include a communication unit. Then, the predicted failure information may be transmitted to the inside of the vehicle or an external system by the communication unit.
- the communication unit uses the two parameters, a tire failure parameter value (for example, thermal history) and a tire travel parameter (for example, travel time), using a coordinate system that takes two parameters as two axes. It is also possible to configure to receive information relating to the above from an external system.
- the tire failure site prediction system may include a storage unit, store the predicted failure information in the storage unit, and take out the storage unit.
- the tire failure site prediction system can also be configured to have a display unit and to check the predicted failure information by viewing the display.
- the tire failure part prediction system of the present invention uses a coordinate system in which the tire failure part prediction unit 4 takes two parameters of the fatigue characteristic value and the tire travel parameter as two axes. It is preferable that the failure part of the tire is predicted by using information relating the two parameters and the tire failure part. This is because a tire failure site can be easily predicted.
- the state characteristic value is preferably temperature. This is because the tire failure site can be predicted more accurately by using the temperature, which is a direct main factor of the failure of the tire component, as a reference.
- the tire travel parameter is preferably travel time. This is because the tire failure site can be predicted more accurately by using the travel time which is a direct main factor of the failure of the tire component as a reference.
- the fatigue characteristic value is a thermal history obtained by integrating the temperature of the tire constituent member with the travel time. This is because the thermal history is a good indicator of a failure of the tire constituent member, so that the tire failure site can be predicted more accurately.
- the tire constituent member whose state characteristic value is measured includes at least a belt and a bead. This is because the effect of the present invention can be obtained with respect to a part that is likely to fail such as a belt or a bead.
- FIG. 3 is a flowchart of the tire failure site prediction method according to the embodiment of the present invention.
- the tire running parameter measuring unit measures the tire running parameter (step S101), and the state characteristic value measuring unit performs the state of the tire constituent member.
- the fatigue characteristic value of the tire constituent member is calculated based on the state characteristic value measured by the state characteristic value measurement unit by the step of measuring the state characteristic value (step S102) and the fatigue characteristic value calculation unit.
- Fatigue level characteristic value of at least one tire constituent member calculated by the fatigue level characteristic value calculation unit by the process (step S103) and the tire failure site prediction unit, and the tire travel parameter measured by the tire travel parameter measurement unit Based on the tire failure site prediction step (step S104) and a tire failure site prediction by the determination unit.
- step S105 Using the prediction result of the part, and a step of determining the type of optimum tire for the user (step S105).
- the tire failure part prediction method of the present embodiment can be suitably performed using the tire failure part prediction system 100 according to the above-described embodiment, and includes a tire travel parameter measurement unit 1, a state characteristic value measurement unit 2,
- the fatigue characteristic value calculation unit 3, the tire failure site prediction unit 4, and the determination unit 5 can be the above-described functional blocks shown in FIG.
- Each tire constituent member is calculated based on the state characteristic value according to the tire failure part prediction method of the present embodiment, where the risk of failure varies depending on the degree of fatigue and running parameters and also on each part. Since the prediction is performed using the fatigue characteristic value and the tire running parameter, it is possible to predict which part is the failure risk. Therefore, according to the tire failure site prediction method of the present embodiment, the tire failure site can be accurately predicted.
- the determination unit 5 uses the prediction result of the tire failure site prediction unit to determine the most suitable tire type for the user, so that the user is excellent in the durability of a specific tire constituent member from the next time. It is possible to determine to provide a type of tire and to display the determination result on a display unit or the like.
- the determination unit 5 uses the prediction result of the tire failure site prediction unit 4 to determine the optimum tire use condition for the user, thereby determining the risk of failure of a specific tire constituent member. It is possible to determine a use condition such that the value becomes small and to display the determination result on a display unit or the like. Of course, it is also possible to determine both the tire type and tire usage conditions that are optimal for the user.
- the tire failure site prediction unit 4 uses a coordinate system that takes two parameters of the fatigue characteristic value and the tire travel parameter as two axes. It is preferable that the failure part of the tire is predicted using information relating the two parameters and the failure part of the tire. This is because a tire failure site can be easily predicted.
- the state characteristic value is preferably temperature. This is because the tire failure site can be predicted more accurately by using the temperature, which is a direct main factor of the failure of the tire component, as a reference.
- the tire travel parameter is preferably travel time. This is because the tire failure site can be predicted more accurately by using the travel time which is a direct main factor of the failure of the tire component as a reference.
- the fatigue characteristic value is preferably a thermal history obtained by integrating the temperature of the tire component with the running time. This is because the thermal history is a good indicator of a failure of the tire constituent member, so that the tire failure site can be predicted more accurately.
- the tire constituent member whose state characteristic value is measured includes at least a belt and a bead. This is because the effect of the present invention can be obtained with respect to a part that is likely to fail such as a belt or a bead.
- the tire failure location prediction system and tire failure location prediction method of this invention are not limited to said embodiment at all.
- the tire travel parameter measurement unit 1 and the state characteristic value measurement unit 2 are separate functional units.
- the tire failure site prediction system can include a functional unit that measures a temperature at every constant travel time interval.
- step S101 the step of measuring the tire running parameters (step S101) and the step of measuring the state characteristic value indicating the state of the tire constituent member (step S102) can be performed simultaneously, or the state of the tire constituent member
- step S102 the step of measuring the state characteristic value that indicates can be performed prior to the step of measuring the tire travel parameter (step S101).
- various modifications and changes are possible.
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Abstract
Description
本発明のタイヤ故障部位予測システムは、タイヤ走行パラメータを計測する、タイヤ走行パラメータ計測部と、タイヤ構成部材の状態を示す状態特性値を計測する、状態特性値計測部と、前記状態特性値計測部により計測された状態特性値に基づいて、前記タイヤ構成部材の疲労度に対応する疲労度特性値を算出する、疲労度特性値算出部と、前記疲労度特性値算出部によって算出された少なくとも1つの前記タイヤ構成部材の疲労度特性値、及び、前記タイヤ走行パラメータ計測部によって計測されたタイヤ走行パラメータに基づき、タイヤの故障部位を予測する、タイヤ故障部位予測部と、を備えることを特徴とするものである。
なお、「計測する」とは、直接的であるか間接的であるかを問わず、タイヤ走行パラメータや状態特性値を得ることができることを意味し、直接計測したパラメータ等に対して何らかの算出を行ってタイヤ走行パラメータや状態特性値を得る場合も、ここでいう「計測」に含まれるものとする。
図1は、本発明の一実施形態にかかるタイヤ故障部位予測システム100の機能ブロックを示す図である。
図1に示すように、本実施形態のタイヤ故障部位予測システム100は、タイヤ走行パラメータ計測部1と、状態特性値計測部2と、疲労度特性値算出部3と、タイヤ故障部位予測部4と、判定部5とを備えている。
ここで、図2は、タイヤの各構成部材での発熱分布を示す模式図である。図2においては、斜線の密度が大きいほど高温であることを示している。図2に示すように、一般的に走行後のタイヤの温度は、各構成部材で異なっている。
タイヤ構成部材の温度は、例えば、状態特性値計測部2を、チャンバ(タイヤ内面とリムホイールとの間の空間)内に取り付け、チャンバ内の温度を計測し、そこから各タイヤ構成部材の温度に変換することにより算出することができる。
例えば、所定の計算式を用いて、チャンバ内の温度を各タイヤ構成部材(トレッド、ベルト、ビード等)の温度に変換することができ、計測されたチャンバ内の温度をTchとし、α、β、γ、δを係数とすると、ある構成部材(トレッド、ベルト、ビード等)の温度Tは、一例として、計算式、
を用いて算出することができる。
なお、係数であるα、β、γ、δは、予め求めておくものであり、例えば、過去のデータ等に基づいてフィッティングを行うことにより、誤差が最小になるような係数α、β、γ、δを求めておくことができる。もちろん、係数α、β、γ、δは、構成部材によって異なっても良いものである。
あるいは、トレッド、ベルト、ビード等の温度は、計測したチャンバ内の温度に、過去のデータ等に基づく一定の定数を足すことにより算出することもできる。
このように、トレッド、ベルト、ビード等のタイヤ構成部材は、タイヤの走行時間及び熱履歴により、その故障リスクを判定することができる。
このことは、走行距離(例えばGPSの記録を用いる)、RTD(残溝深さ)、タイヤ回転数などの他のタイヤ走行パラメータでも同様であり、また、他の疲労度特性値でも同様である。
図4に示すように、本実施形態では、タイヤ故障部位予測部4は、疲労度特性値(熱履歴)とタイヤ走行パラメータ(走行時間)との2つのパラメータを2軸にとる座標系(この例では直交座標系)を用いた、該2つのパラメータとタイヤの故障部位とを関係付けた情報に基づいてタイヤの故障部位を予測する。
すなわち、図4に示す例では、そのような情報として、タイヤ部位A、B、Cの3つの部位(例えば、ベルト、カーカス、及びビード)の故障リスクが一定の水準に達する条件(領域)を示しており、この情報は、過去の故障に関するデータ等に基づいて予め用意することができる。
本実施形態のタイヤ故障部位予測システムは、記憶部を有し、そのような情報を該記憶部に記憶しておくこともでき、あるいは、外部から取得することもできる。
そして、実際に算出した疲労度特性値(本実施形態では熱履歴)及び実際に計測したタイヤ走行パラメータ(本実施形態では走行時間)と、上記の情報とを用いて、タイヤ故障部位の予測を行うことができる。
従って、本実施形態のタイヤ故障部位予測システム100によれば、タイヤ故障部位を正確に予測することができる。
あるいは、別の実施形態としては、判定部5は、タイヤ故障部位予測部4による予測結果を用いて、ユーザにとって最適なタイヤの使用条件を判定するものとすることもできる。すなわち、ある特定のタイミングで、例えばベルトの故障の可能性が高いと予測された場合、判定部5は、この予測結果を用いて、そのタイミング以降において、ベルトへの故障のリスクが小さくなるような使用条件を判定し、表示部等に該判定結果を示すことができる。そのような使用条件は、システムの記憶部に予め記憶させても良いし、通信等により外部から取得したものであっても良い。
もちろん、判定部5は、タイヤ故障部位予測部4による予測結果を用いて、ユーザにとって最適なタイヤの種類とタイヤの使用条件との両方を判定するものとすることもできる。
この場合、通信部は、疲労度特性値(例えば熱履歴)とタイヤ走行パラメータ(例えば走行時間)との2つのパラメータを2軸にとる座標系を用いた、該2つのパラメータとタイヤの故障部位とを関係付けた情報を外部のシステムから受信するように構成することもできる。
あるいは、タイヤ故障部位予測システムは、記憶部を有し、予測した故障の情報を記憶部に記憶し、該記憶部を取り出し可能なように構成することもできる。
また、タイヤ故障部位予測システムは、表示部を有し、該表示を見ることにより、予測した故障の情報を確認するように構成することもできる。
本発明のタイヤ故障部位予測方法は、上述の本発明のタイヤ故障部位予測システムを用いて好適に行うことができる。
図3は、本発明の一実施形態にかかるタイヤ故障部位予測方法のフロー図である。
図3に示すように、本実施形態のタイヤ故障部位予測方法は、タイヤ走行パラメータ計測部により、タイヤ走行パラメータを計測する工程(ステップS101)と、状態特性値計測部により、タイヤ構成部材の状態を示す状態特性値を計測する工程(ステップS102)と、疲労度特性値算出部により、状態特性値計測部により計測された状態特性値に基づいて、タイヤ構成部材の疲労度特性値を算出する工程(ステップS103)と、タイヤ故障部位予測部により、疲労度特性値算出部によって算出された少なくとも1つのタイヤ構成部材の疲労度特性値、及び、タイヤ走行パラメータ計測部によって計測されたタイヤ走行パラメータに基づき、タイヤの故障部位を予測する工程(ステップS104)と、判定部により、タイヤ故障部位予測部による予測結果を用いて、ユーザにとって最適なタイヤの種類を判定する工程(ステップS105)とを含む。
従って、本実施形態のタイヤ故障部位予測方法によれば、タイヤ故障部位を正確に予測することができる。
上述したように、判定部5により、タイヤ故障部位予測部による予測結果を用いて、ユーザにとって最適なタイヤの種類を判定することによって、ユーザに次回から特定のタイヤ構成部材の耐久性に優れた種類のタイヤを提供するように判定し、表示部等に該判定結果を示すことができる。あるいは、別の実施形態としては、判定部5により、タイヤ故障部位予測部4による予測結果を用いて、ユーザにとって最適なタイヤの使用条件を判定することにより、特定のタイヤ構成部材の故障のリスクが小さくなるような使用条件を判定し、表示部等に該判定結果を示すことができる。もちろん、ユーザにとって最適なタイヤの種類とタイヤの使用条件との両方を判定することもできる。
2 状態特性値計測部
3 疲労度特性値算出部
4 タイヤ故障部位予測部
5 判定部
100 タイヤ故障部位予測システム
Claims (8)
- タイヤ走行パラメータを計測する、タイヤ走行パラメータ計測部と、
タイヤ構成部材の状態を示す状態特性値を計測する、状態特性値計測部と、
前記状態特性値計測部により計測された状態特性値に基づいて、前記タイヤ構成部材の疲労度に対応する疲労度特性値を算出する、疲労度特性値算出部と、
前記疲労度特性値算出部によって算出された少なくとも1つの前記タイヤ構成部材の疲労度特性値、及び、前記タイヤ走行パラメータ計測部によって計測されたタイヤ走行パラメータに基づき、タイヤの故障部位を予測する、タイヤ故障部位予測部と、
を備えることを特徴とする、タイヤ故障部位予測システム。 - 前記タイヤ故障部位予測部は、前記疲労度特性値と前記タイヤ走行パラメータとの2つのパラメータを2軸にとる座標系を用いた、該2つのパラメータとタイヤの故障部位とを関係付けた情報を用いることにより、タイヤの故障部位を予測する、請求項1に記載のタイヤ故障部位予測システム。
- 前記疲労度特性値は、前記タイヤ構成部材の温度を走行時間で積分した熱履歴である、請求項1又は2に記載のタイヤ故障部位予測システム。
- 前記タイヤ故障部位予測部による予測結果を用いて、ユーザにとって最適なタイヤの種類を判定する、判定部をさらに備える、請求項1~3のいずれか一項に記載のタイヤ故障部位予測システム。
- 前記タイヤ故障部位予測部による予測結果を用いて、ユーザにとって最適なタイヤの使用条件を判定する、判定部をさらに備える、請求項1~4のいずれか一項に記載のタイヤ故障部位予測システム。
- タイヤ走行パラメータ計測部により、タイヤ走行パラメータを計測する工程と、
状態特性値計測部により、タイヤ構成部材の状態を示す状態特性値を計測する工程と、
疲労度特性値算出部により、前記状態特性値計測部により計測された状態特性値に基づいて、前記タイヤ構成部材の疲労度に対応する疲労度特性値を算出する工程と、
タイヤ故障部位予測部により、前記疲労度特性値算出部によって算出された少なくとも1つの前記タイヤ構成部材の疲労度特性値、及び、前記タイヤ走行パラメータ計測部によって計測されたタイヤ走行パラメータに基づき、タイヤの故障部位を予測する工程と、
を含むことを特徴とする、タイヤ故障部位予測方法。 - 判定部により、前記タイヤ故障部位予測部による予測結果を用いて、ユーザにとって最適なタイヤの種類を判定する工程をさらに含む、請求項6に記載のタイヤ故障部位予測方法。
- 判定部により、前記タイヤ故障部位予測部による予測結果を用いて、ユーザにとって最適なタイヤの使用条件を判定する工程をさらに含む、請求項6又は7に記載のタイヤ故障部位予測方法。
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JP2016561250A JP6594334B2 (ja) | 2014-11-28 | 2015-11-26 | タイヤ故障部位予測システム及びタイヤ故障部位予測方法 |
CN201580074273.3A CN107206853B (zh) | 2014-11-28 | 2015-11-26 | 轮胎故障部位预测系统和轮胎故障部位预测方法 |
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