Tire defect prediction system and tire defect prediction method

Abstract

Tire failure prediction system (100, 100A to 100H), comprehensive; a first and a second temperature sensor (1L, 1R) configured to detect a temperature value of a first tire and a second tire (P, P1L, P2L, P3L, P4L, P5L, P1R, P2R, P3R, P4R, P5R) mounted on a moving vehicle (50, 51, 52, 53, 54); a temperature detection unit (11, 11A) configured to detect the temperature values ​​detected by the first and second temperature sensors (1L, 1R); a determination unit (13) configured to determine, based on the temperature values ​​detected by the temperature detection unit (11, 11A), the possibility of a defect in the first and second tires (P, P1L, P2L, P3L, P4L, P5L, P1R, P2R, P3R, P4R, P5R); and a temperature difference mean calculation unit (14) configured to calculate a temperature difference mean (TSave) for all tires (P, P1L, P2L,P3L, P4L, P5L, P1R, P2R, P3R, P4R, P5R), which are at symmetrical positions on the same axle (YF, YR, YM) of the vehicle (50, 51, 52, 53, 54), where the mean temperature difference (TSave) is calculated by dividing the sum of the temperature differences (TS) for the respective sets of symmetry positions by the number of sets of symmetry positions, where the vehicle (50, 51, 52, 53, 54) comprises axles (YF, YM, YR) on which the tires (P, P1L, P2L, P3L, P4L, P5L, P1R, P2R, P3R, P4R, P5R) are mounted, where the first tire and the second tire (P, P1L, P2L, P3L, P4L, P5L, P1R, P2R, P3R, P4R, P5R) are mounted on an identical axle (YF, YM, YR) of the vehicle (50, 51, 52, 53, 54), wherein a mounting position of the first tire and a mounting position of the second tire (P, P1L, P2L, P3L, P4L, P5L, P1R, P2R, P3R, P4R, P5R) are symmetrical positions on the identical axle (YF, YM, YR),and wherein the determination unit (13) performs a determination that the first tire has a potential for defect if the temperature value of the first tire, as detected by the temperature detection unit (11, 11A), is greater than a predetermined threshold, and a temperature difference (TS), corresponding to a difference between the temperature value of the first tire and the temperature value of the second tire as detected by the temperature detection unit (11, 11A), is greater than a predetermined first temperature difference threshold (Tr1), wherein the determination unit (13) further determines that the first tire has a potential for defect if an absolute value of a difference between the mean temperature difference (TSave) and the temperature difference (TS) is greater than a predetermined third temperature difference threshold (Tr3), and the determination unit (13) does not determinethat the first tire has a possibility of failure if the absolute value of the difference between the mean temperature difference (TSave) and the temperature difference (TS) is not greater than the third temperature difference threshold (Tr3).

Description

Technical field

[0001] The present invention relates to a tire defect prediction system and a tire defect prediction method. State of the art

[0002] An accident can occur when one of the tires on a moving vehicle fails. To prevent a potential accident, it is necessary to predict a tire failure and issue a warning to the driver or other vehicle personnel.

[0003] A technology is known for predicting tire defects, in which the temperature and air pressure of a tire are recorded and a possible tire blowout is predicted based on the recording results (for example, patent document 1). Furthermore, a technology is known that involves comparing a difference in the data between a plurality of tires and a difference in the rate of change of the data, arithmetically comparing the differences with specified values, and, if an anomaly is detected, transmitting anomaly information (for example, patent document 2). List of literature on patent literature Patent Document 1: JP 6-211012 A Patent Document 2: JP 2002-103931 A Brief description of the invention: Technical problem

[0004] The technology described above has potential for improvement in predicting defects in tires mounted on a moving vehicle.

[0005] In light of the foregoing, it is an object of the present invention to provide a tire defect prediction system and a tire defect prediction method that can perform anomaly detection with higher accuracy in order to predict a defect. Solution to the problem

[0006] To solve the problems described above and to fulfill the object described above, a tire defect prediction system according to one aspect of the present invention includes first and second temperature sensors configured to detect a temperature value from each of a first tire and a second tire mounted on a moving vehicle, a temperature detection unit configured to detect the temperature values ​​detected by the first and second temperature sensors, and a determination unit configured to determine, based on the temperature values ​​detected by the temperature detection unit, the possibility of a defect in the first and second tires, wherein the vehicle includes axles on which the tires are mounted, the first tire and the second tire being mounted on an identical axle of the vehicle.wherein a mounting position of the first tire and a mounting position of the second tire are symmetrical positions on the same axle, and wherein the determination unit makes a determination that the first tire has a possibility of defect if the temperature value of the first tire detected by the temperature detection unit is greater than a predetermined threshold, and a temperature difference corresponding to a difference between the temperature value of the first tire and the temperature value of the second tire detected by the temperature detection unit is greater than a predetermined first temperature threshold.

[0007] Furthermore, the tire failure prediction system can include a first and a second air pressure sensor configured to detect air pressure values ​​from inner sections of the first and second tires, wherein the first and second tires are pneumatic tires, and an air pressure detection unit that detects air pressure values ​​detected by the first and second air pressure sensors, respectively, wherein the detection unit can perform the detection using a second temperature difference threshold that is higher than the first temperature difference threshold when an air pressure difference corresponding to a difference between the air pressure value of the first tire and the air pressure value of the second tire detected by the air pressure detection unit is greater than a predetermined threshold.

[0008] The air pressure value of the first tire can be a first temperature-converted air pressure value, obtained by converting a reading from the first air pressure sensor based on a predetermined temperature, and the air pressure value of the second tire can be a second temperature-converted air pressure value, obtained by converting a reading from the second air pressure sensor based on a predetermined temperature, and the determination unit can perform the determination using a second temperature difference threshold that is higher than the first temperature difference threshold if an air pressure difference corresponding to a difference between the first temperature-converted air pressure value and the second temperature-converted air pressure value is greater than a predetermined threshold.

[0009] The determination unit can determine that the first tire has a possibility of defect if a temperature difference, corresponding to a difference between the temperature value of the first tire and the temperature value of the second tire as detected by the temperature detection unit, is greater than the second temperature difference threshold, and the determination unit cannot determine that the first tire has a possibility of defect if the temperature difference is not greater than the second temperature difference threshold.

[0010] The tire defect prediction system may further include a temperature difference mean value calculation unit configured to calculate a temperature difference mean value between the temperature value detected by the first temperature sensor and the temperature value detected by the second temperature sensor, wherein the determination unit may further determine that the first tire has a possibility of defect if an absolute value of the difference between the temperature difference mean value and the temperature difference is greater than a previously specified third temperature difference threshold, and the determination unit may not determine that the first tire has a possibility of defect if the absolute value of the difference between the temperature difference mean value and the temperature difference is not greater than the third temperature difference threshold.

[0011] The tire failure prediction system may further include an ambient temperature sensor configured to detect the ambient temperature of an external section of the vehicle, and a temperature correction unit configured to determine a temperature value detected by the temperature detection unit based on the ambient temperature detected by the ambient temperature sensor, and the determination unit may perform the determination based on a temperature value corrected by the temperature correction unit.

[0012] The tire defect prediction system may further include a temperature change rate calculation unit configured to calculate a temperature change rate of the temperature value detected by the first temperature sensor and a temperature change rate of the temperature value detected by the second temperature sensor, and the determination unit may further perform the determination if the temperature change rate of the temperature value detected by the first temperature sensor is greater than a predetermined rate of change threshold, and a ratio between the temperature change rate of the temperature value detected by the first temperature sensor and the temperature change rate of the temperature value detected by the second temperature sensor is greater than a predetermined rate of change ratio threshold.

[0013] The tire defect prediction system may further include a temperature change rate ratio mean calculation unit configured to calculate a mean temperature change rate ratio corresponding to the ratio between the temperature change rate of the temperature value detected by the first temperature sensor and the temperature change rate of the temperature value detected by the second temperature sensor, and the determination unit may further determine that the first tire has a potential defect if a value of the temperature change rate ratio with respect to the mean calculated by the mean calculation unit is greater than a predetermined threshold.

[0014] The tire failure prediction system may further include a normal-time temperature difference calculation unit configured to calculate a temperature difference between the first tire and the second tire during normal time, and the determination unit may further determine that the first tire has a possibility of failure if a difference between a temperature difference between the first tire and the second tire and the temperature difference during normal time is greater than a predetermined threshold.

[0015] The tire failure prediction system may further include a normal-time temperature change rate ratio calculation unit configured to calculate a temperature change rate ratio between the first tire and the second tire during normal time, and the determination unit may further determine that the first tire has the possibility of failure if the normal-time temperature change rate ratio value is greater than a predetermined threshold with respect to a maximum normal-time temperature change rate ratio value.

[0016] The temperature sensing unit can record the temperature value at a predetermined period length, and the temperature sensing unit can record the temperature value of the first tire with a period length that is smaller than the predetermined period length if the temperature value of the first tire recorded by the temperature sensing unit is greater than a predetermined threshold, and a difference between the temperature of the first tire and the temperature of the second tire is greater than a predetermined threshold.

[0017] The tire defect prediction system may also include a warning unit configured to issue a warning regarding a tire based on a determination result from the determination unit.

[0018] To solve the problems described above and to fulfill the object described above, a tire defect prediction method according to one aspect of the present invention includes the steps of acquiring temperature values ​​of a first tire and a second tire mounted at symmetrical positions on an identical axle of a moving vehicle, wherein the temperature values ​​are acquired by first and second temperature sensors respectively, and determining that the first tire has a possibility of defect if the temperature value of the first tire is greater than a predetermined threshold and a temperature difference corresponding to a difference between the temperature value of the first tire and the temperature value of the second tire is greater than a predetermined first temperature threshold. Advantageous effects of the invention

[0019] According to the tire defect prediction system and tire defect prediction method of the present invention, an anomaly can be determined with higher accuracy and a defect can be predicted. List of characters Fig. Figure 1 is a block diagram illustrating a configuration of a tire defect prediction system according to a first embodiment. Fig. Figure 2 is a diagram illustrating an example of locations where temperature sensors are provided. Fig. Figure 3 is a diagram illustrating an example of an arrangement of sensors in the tire. Fig. Figure 4 is a diagram illustrating another example of the locations where the temperature sensors are provided. Fig. Figure 5 is a flowchart illustrating an operational example of the tire defect prediction system according to the first embodiment. Fig. Figure 6 is a diagram illustrating an example of a temperature change of a tire mounted on a moving vehicle. Fig. Figure 7 is a diagram illustrating an example of changes in the internal temperatures of tires mounted on a vehicle. Fig. Figure 8 is a block diagram illustrating a configuration of a tire defect prediction system according to a second embodiment. Fig. Figure 9 is a diagram illustrating an example of locations where air pressure sensors are provided. Fig. Figure 10 is a diagram illustrating another example of locations where air pressure sensors are provided. Fig. Figure 11 is a flowchart illustrating an operational example of the tire defect prediction system according to the second embodiment. Fig. Figure 12 is a block diagram illustrating a configuration of a tire defect prediction system according to a third embodiment. Fig. Figure 13 is a flowchart illustrating an example of operations performed by the tire defect prediction system according to the third embodiment. Fig. Figure 14 is a diagram illustrating an example of locations where ambient temperature sensors are provided. Fig. Figure 15 is a block diagram illustrating a configuration of a tire defect prediction system according to a fourth embodiment. Fig. Figure 16 is a flowchart illustrating an operational example of the tire defect prediction system according to the fourth embodiment. Fig. Figure 17 is a block diagram illustrating a configuration of a tire defect prediction system according to a fifth embodiment. Fig. Figure 18 is a flowchart illustrating an example of operations performed by the tire defect prediction system according to the fifth embodiment. Fig. Figure 19 is a block diagram illustrating a configuration of a tire defect prediction system according to a sixth embodiment. Fig. Figure 20 is a flowchart illustrating an operational example of the tire defect prediction system according to the sixth embodiment. Fig. Figure 21 is a block diagram illustrating a configuration of a tire defect prediction system according to a seventh embodiment. Fig. Figure 22 is a flowchart illustrating an operational example of the tire defect prediction system according to the seventh embodiment. Fig. Figure 23 is a block diagram illustrating a configuration of a tire defect prediction system according to an eighth embodiment. Fig. Figure 24 is a flowchart illustrating an operational example of the tire defect prediction system according to the eighth embodiment. Fig. Figure 25 is a block diagram illustrating a configuration of a tire defect prediction system according to a ninth embodiment. Fig. Figure 26 is a flowchart illustrating an operating example for the tire defect prediction system 100H according to the ninth embodiment. Description of embodiments

[0020] Embodiments of the present invention are described in detail below with reference to the drawings. In the embodiments described below, components identical or substantially similar to those of other embodiments have identical reference numerals, and descriptions of these components are either simplified or omitted. The present invention is not limited by the embodiments. Components of the embodiments include elements that are substantially identical or that can be interchanged or easily devised by a person skilled in the art. Furthermore, the majority of the modified examples described in the embodiment can be combined as required, within the scope obvious to a person skilled in the art. First embodiment

[0021] A tire defect prediction system according to a first embodiment is now described. configuration

[0022] Fig. 1 is a block diagram showing a configuration of a tire defect prediction system. 100 illustrated according to the first embodiment. Fig. 1 includes the tire defect prediction system 100 a control unit 10 , a storage unit 20 and a warning unit 30 one. The control unit 10 is a device that enables the operation of the tire defect prediction system 100 comprehensively controls, and includes, for example, a central processing unit (CPU), read-only memory (ROM), random access memory (RAM), and the like. The control unit 10 includes a temperature detection unit 11 , a unit of determination 13 and an input / output (I / O) unit 40. The functions of the temperature sensing unit are described in detail below. 11 , the unit of determination 13and the input / output unit 40 is realized by the fact that the CPU of the control unit 10 Programs in the storage unit 20 loads and executes.

[0023] The temperature detection unit 11 records temperature data from temperature sensors 1L and 1R The temperature detection unit 11 It records temperature data at a predefined period. The temperature sensing unit... 11 The recorded temperature data is stored in the storage unit. 20 stored. The input / output unit (I / O) 40 functions as an input unit that receives data from the temperature sensors. 1L , 1R and receives the like. Furthermore, the input / output unit (I / O) 40 functions as an output unit that receives data based on a determination result from the determination unit. 13 spends.

[0024] The storage unit 20is a device that can run various types of programs 21 and different types of data 22 stores which are used for processing in the control unit 10 can be used. The storage unit 20 This includes, for example, non-volatile memory or a magnetic storage device. The storage unit 20 can within the control unit 10 be provided, and the control unit 10 and the storage unit 20 can be integrated with each other. The various programs 21 include programs for carrying out the provisions described below. The various data 22 include thresholds for implementing the provisions described below.

[0025] The warning unit 30 is a device for issuing a warning. The warning unit 30 based on a control unit 10The warning signal emitted triggers a warning. The control unit 10 The warning signal is emitted when it is determined that one of the tires of the vehicle in question may be defective. The warning unit 30 For example, it issues a warning to the driver of the vehicle. The warning is provided, for example, via a voice output or a display. The warning unit can also 30 issue a warning to an external device. The warning unit 30 It can issue a warning to the driver of the vehicle and issue a warning to the external device.

[0026] The tire failure prediction system refers to a tire mounted on the vehicle. 100Data regarding the temperature of another tire mounted on the same axle in a symmetrical position is used to determine whether the tire has an anomaly. For example, when determining whether a first tire has an anomaly or not, the determination is made with reference to data regarding the temperature of a second tire mounted on the same axle in a symmetrical position.

[0027] Fig. Figure 2 is a diagram illustrating an example of positions where the temperature sensors are located. 1L and 1R are provided. In the present example, the vehicle closes 50 Two front wheels on one axle and four rear wheels on one axle. The direction of travel of the vehicle. 50 This corresponds to the direction of arrow Y. On one axis JF For the front wheels, there is a tire on the left side in the direction of travel. P1L and a tire on the right in the direction of travel P1R mounted. On one axle JR A tire is needed for the rear wheels. P2L mounted on a left-hand side in the direction of travel, and a tire P2R It is mounted on the right-hand side in the direction of travel. It is also located on the axle. JR one tire for the rear wheels P3L mounted on the left inside side in the direction of travel, and a tire P3R It is mounted on the right inside side in the direction of travel. The two left tires and the two right tires mounted on the rear wheels form dual tires. The dual tires have a configuration where two tires are mounted on one outside and one inside of the vehicle on each wheel. It should be noted that the tires mounted on the vehicle are collectively referred to as tires. P can be described.

[0028] In the present embodiment, a temperature difference between tires mounted in symmetrical positions on the vehicle, and the like, is to be processed. "Mounted in symmetrical positions" refers to the first tire and the second tire being mounted on the same axle in left-right symmetrical positions with respect to an imaginary line X from the front (direction of travel) to the rear (direction of reversing).

[0029] In a vehicle with two front wheels on one axle, a first tire (for example, the left tire) P1L ), which is on the axis JF is mounted for the front wheels, and a second tire (for example, the right tire) P1R ), which is on the same axis JF It is mounted for the front wheels in symmetrical positions.

[0030] In a vehicle with four rear wheels on one axle, a first tire, located on the outside of the axle, JR is mounted for the rear wheels (for example, the left outer tire) P2L ), and a second tire (for example, the right outer tire) P2R ), which is on the outside of the same axis JR The rear wheels are mounted in symmetrical positions. Additionally, a first tire (for example, the left inner tire) is used. P3L ), which is on the inside of the axle JR is mounted for the rear wheels, and a second tire (for example, the right inner tire) P3R ), which is mounted on the inside of the same axle for the rear wheels, in symmetrical positions.

[0031] In the present example, the temperature sensors are 1L and 1R within each of the tires P provided. The control unit 10Wirelessly captures data from temperature sensors 1L and 1R The control unit 10 can capture data directly from any sensor, or the control unit 10 With a relay present, data from any sensor can be acquired via the relay. It should be noted that in Fig. 2. Illustration of the storage unit 20 is omitted.

[0032] Fig. Figure 3 is a diagram that shows an example of the arrangement of sensors in the tire. P illustrated. As in Fig. As illustrated in 3, the temperature sensor is 1 ( 1L , 1R ) inside or cavity of the tire P provided. In the present example, temperature sensor 1 ( 1L , 1R ) preferably within a tread section of the tire PIt should be noted that, like the temperature sensor 1, an air pressure sensor 2 described below is preferably installed in the inner section or cavity of the tire. P is provided.

[0033] Fig. Figure 4 is a diagram illustrating another example of positions where the temperature sensors are located. 1L and 1R are provided. In the present example, a vehicle closes 51 Two front wheels on one axle and eight rear wheels on two axles. The vehicle's direction of travel. 51 This corresponds to the direction of arrow Y. On the axis JF The tire is for the front wheels P1L left in the direction of travel and the tire P1R It is mounted on the right-hand side in the direction of travel. On the rear axle. JR The tire is for the rear wheels P2L mounted on the left outside in the direction of travel, and the tire P2R It is mounted on the right-hand side in the direction of travel. It is also located on the rear axle. JR for the rear wheels of the tires P3L mounted on the rear inside in the direction of travel, and the tire P3R It is mounted on the right-hand inside side in the direction of travel. On a front axle. JM A tire is needed for the rear wheels. P4L mounted on the left outside in the direction of travel, and a tire P4R It is mounted on the right-hand side in the direction of travel. It is also located on the front axle. JM one tire for the rear wheels P5L mounted on the left inside in the direction of travel, and a tire P5R It is mounted on the right inside side in the direction of travel. The two left tires on each of the front and rear sets of the rear wheels and the two right tires on each of the front and rear sets of the rear wheels form dual tires. Dual tires have a configuration where two tires are mounted on one side of the vehicle and one on the inside of a wheel. Thus, with a dual tire, two tires are mounted on the same wheel.

[0034] In Fig. 4 are a first tire (for example, the left tire) P1L ), which is on the axis JF is mounted for the front wheels, and a second tire (for example, the right tire) P1R ), which is on the same axis JF It is mounted for the front wheels in symmetrical positions.

[0035] A first tire (for example, the left outer tire) P2L ), which is located on the outside of the rear axle JR is mounted for the rear wheels, and a second tire (for example, the right outer tire) P2R ), which is on the outside of the same rear axle JR The tires for the rear wheels are mounted in symmetrical positions. Additionally, a first tire (for example, the left inner tire) is used. P3L ), which is located on the inside of the rear axle JR is mounted for the rear wheels, and a second tire (for example, the right inner tire) P3R ), which is on the inside of the same rear axle JR It is mounted for the rear wheels in symmetrical positions.

[0036] A first tire (for example, a left outer tire) P4L ), which is on the outside of the front axle JM is mounted for the rear wheels, and a second tire (for example, a right outer tire) P4R ), which is on the outside of the same front axis JM The tires for the rear wheels are mounted in symmetrical positions. Additionally, a first tire (for example, a left inner tire) is used. P5L ), which is located on the inside of the front axle JM is mounted for the rear wheels, and a second tire (for example, a right inner tire) P5R ), which is located on the inside of the front axle JM It is mounted for the rear wheels in symmetrical positions.

[0037] As in Fig. As illustrated in Figure 4, data from the first tire and data from the second tire, mounted on the same axle in left-right symmetrical positions, are also processed for a vehicle with two front wheels on one axle and eight rear wheels on two axles.

[0038] In the present example, the temperature sensors are 1L and 1R Provided within the tires. The control unit 10Wirelessly captures data from temperature sensors 1L and 1R The control unit 10 can capture data directly from any sensor, or the control unit 10 With a relay present, data from any sensor can be acquired via the relay. It should be noted that in Fig. 4. Illustration of the storage unit 20 is omitted.

[0039] Each of the tires is also suitable for other vehicles with different wheel configurations. P A temperature sensor is provided, and it is determined, with reference to the data regarding the temperature of another tire mounted in a symmetrical position on the same axle, whether the tire P exhibits an anomaly.

[0040] In the present embodiment, data regarding the temperature are T at a predetermined period length from the temperature sensors 1L , 1R captured, which are in the tiresP are mounted in the moving vehicle. Then a temperature difference is created. TS The temperature difference between the first tire and the second tire, mounted in symmetrical positions on the same axle, is calculated. The temperature difference for each set of symmetrical positions is calculated using equation (F0). TSx = T ( PxL ) − T ( PxR ) … ( F 0 )

[0041] In equation (F0) × = 1, 2, 3,... In equation (F0) T(P×L) is the temperature of a tire mounted on the left side of the vehicle, and T(PxR) is the temperature of a tire mounted on the right side of the vehicle.

[0042] In the present embodiment, if the conditions (1) and (2) described below are met, a tire is determined to have an anomaly and a warning is issued.

[0043] Condition (1): The temperature of one of the tires is higher than a preset threshold value Tr1. In other words: T(Pxy) > Tr1... (F1). In equation (F1), × = 1, 2, 3,... and y is L (left side of the vehicle) or R (right side of the vehicle). In equation (F1), the threshold value Tr1 is preferably 50°C or higher and 80°C or lower.

[0044] Condition (2): For a tire (first tire) where the threshold in condition (1) is exceeded, the temperature difference TS to the tire at a symmetrical position (second tire) is greater than a predefined threshold value Tr2. In other words: |TS×| > Tr2... (F2). In equation (F2), × = 1, 2, 3,... In equation (F2), the threshold value Tr2 is preferably 3°C or higher and 5°C or lower. Company example

[0045] Fig. 5 is a flowchart that provides an example of a tire defect prediction system. 100illustrated according to the first embodiment. Fig. 5 introduces the tire defect prediction system 100 For example, the following processing occurs when a vehicle energy generation device (not illustrated) is started. The energy generation device is, for example, a motor or an electric motor. If, for example, it is detected that the vehicle's ignition switch has been turned on, it can be determined that the energy generation device has started.

[0046] The tire defect prediction system 100 According to the first embodiment, processing for each of the tires mounted on the vehicle in accordance with the Fig. 5 illustrated flowcharts. The tire defect prediction system 100 periodically performs processing according to the in Fig. 5 illustrated flowcharts.

[0047] In step S100, the tire defect prediction system records 100Data from the temperature sensors 1L , 1R Then, in step S103, the unit of determination is determined. 13 of the tire defect prediction system 100 , whether the temperature T for all recorded data is greater than the previously defined threshold Tr1 (step S103).

[0048] In step S103, the determining unit moves 13 Processing continues in step S107 if it is determined that the temperature T is greater than the previously defined threshold. Tr1 is (Yes in step S103).

[0049] In step S107, the unit of determination is determined. 13 , whether the temperature difference TS between the data from the temperature sensor 1L and the data from the temperature sensor 1R greater than the previously defined threshold Tr2 (step S107).

[0050] In step S107, the warning unit 30 a warning (step S109) and the tire failure prediction system100 The processing (step S111) ends when the destination unit 13 determined that the temperature difference TS is greater than the threshold value Tr2 (Yes in step S107). The tire defect prediction system then processes the data. 100 Data regarding the other tires mounted on the vehicle.

[0051] It should be noted that in step S103 described above, the tire defect prediction system 100 The processing is completed (step S111) when the destination unit 13 Determines that the temperature T is not greater than the previously defined threshold Tr1 (No in step S103). In this case, the tire failure prediction system returns 100 No warning is issued. The tire failure prediction system then processes the data. 100 Data regarding the other tires mounted on the vehicle.

[0052] Furthermore, the tire defect prediction system terminates100 In the step S107 described above, the processing (step S111) occurs when the unit of destination 13 Determines that the temperature difference TS is not greater than the previously defined threshold Tr2 (No in step S107). In this case, the tire failure prediction system indicates 100 No warning is issued. The tire failure prediction system then processes the data. 100 Data regarding the other tires mounted on the vehicle.

[0053] More precise anomaly detection can be achieved by sequentially performing the above-described processing on each of the tires mounted on the vehicle and comparing anomalous temperatures for combinations of different tires and vehicles at suitable mounting positions in the same vehicle. Example of tire temperature variation

[0054] Fig. Figure 6 is a diagram illustrating an example of the temperature change of a specific tire mounted on a moving vehicle. Fig. 6. At the start of the vehicle's journey (0:00), the temperature in the tire's air chamber is 75°C. After the vehicle has been traveling for 10:00, the temperature changes slightly. Then, shortly before 17:00, the temperature begins to rise, and at 18:00, the tire bursts (B). At the time of bursting (B), the temperature in the tire's air chamber increases. This temperature increase (TU) is approximately 10°C. In this example, the temperature rise start time (TUS) approximately one hour before bursting (B) is recorded. Therefore, if a temperature rise or similar event is detected after the temperature rise start time (TUS) and before bursting (B), the bursting (B), i.e., the tire failure, can be predicted.

[0055] Fig. Figure 7 is a diagram illustrating an example of temperature change in each of the tires fitted to the vehicle. Fig. Figure 7 illustrates an example of temperature changes within each of the tires for a vehicle with two tires mounted on the front wheels (one on each side, left and right) and four tires mounted on the rear wheels (two on each side, left and right).

[0056] In Fig. Figure 7 illustrates a dashed line and a double-dash line as examples of temperature changes within the tires mounted on the front wheels (tires mounted in symmetrical positions on the same axle). Fig. Figure 7 illustrates the short and long dashed lines as examples of temperature changes within the tires mounted on the inside of the rear wheels (tires mounted in symmetrical positions on the same axle). Fig. Figure 7 illustrates a thick solid line and a thin solid line as examples of temperature changes within the tires mounted on the rear wheels on the outside of the vehicle (tires mounted in symmetrical positions on the same axle).

[0057] In Fig. Figure 7 illustrates change example D1 and change example D2, which depict examples of temperature changes during the time from the beginning to the end of the vehicle's journey (hereinafter referred to as a driving event), that is, one cycle. Change example D1 illustrates temperature changes within the tire when the vehicle is driven from approximately 8:00 to approximately 21:00. Change example D2 illustrates temperature changes within the tire when the vehicle is driven from approximately 6:00 to approximately 0:00.

[0058] As with reference to amendment examples D1 and D2 in Fig. As can be understood in section 7, the first and second tires, mounted in symmetrical positions on the same axle, exhibit similar tendencies in temperature changes despite differences in driving time or distance. Therefore, by comparing the temperature readings of tires mounted in symmetrical positions on the same axle, tire failure (B) can be accurately predicted. It should be noted that in the Fig. 7 illustrated example at the time the vehicle starts to move, the first tire and the second tire, which are mounted in symmetrical positions on the same axle, have the same temperature, but may have different temperatures.

[0059] As described above, according to the tire defect prediction system of the first embodiment, a more accurate anomaly determination can be achieved by making a determination with reference to the temperatures of tires that are mounted in symmetrical positions on the same axle. Second embodiment

[0060] A tire defect prediction system according to a second embodiment is now described. configuration

[0061] Fig. Figure 8 is a block diagram showing a configuration of a tire defect prediction system. 100A illustrated according to a second embodiment. In Fig. 8 corresponds to the tire defect prediction system 100A the tire defect prediction system 100 according to the first embodiment described above, which additionally includes air pressure sensors 2L and 2R and an air pressure monitoring unit 12 , which of the control unit10 The added element includes the function of the air pressure sensing unit. 12 This is achieved by the fact that the CPU of the control unit 10 a program into the storage unit 20 loads and executes. It should be noted that the storage unit 20 within the control unit 10 can be provided and the control unit 10 and the storage unit 20 can be integrated with each other.

[0062] The air pressure monitoring unit 12 records air pressure data from the air pressure sensors 2L and 2R The air pressure monitoring unit 12 It records air pressure data at a predefined period. The air pressure measurement unit... 12 The recorded air pressure data is stored in the storage unit. 20 stored. The input / output unit (I / O) 40 functions as an input unit that receives data from the air pressure sensors. 2L ,2R and enters similar information.

[0063] Fig. Figure 9 is a diagram illustrating an example of the positions where air pressure sensors are located. 2 ( 2L , 2R ) are provided. In the present example, the vehicle closes 52 Two front wheels on one axle and four rear wheels on one axle. In the present example, the temperature sensor is... 1L the air pressure sensor 2L Provided within each of the tires. In the present example, this is how the temperature sensor works. 1R the air pressure sensor 2R The control unit is provided within each of the tires. 10 Wirelessly captures data from the temperature sensors 1L and 1R and the air pressure sensors 2L and 2R The control unit 10 can capture data directly from any sensor, or the control unit 10With a relay present, data from any sensor can be acquired via the relay. It should be noted that in Fig. 9. Illustration of the storage unit 20 is omitted.

[0064] Fig. 10 is a diagram illustrating another example of positions where the air pressure sensors are located. 2L and 2R are provided. In the present example, a vehicle closes 53 Two front wheels on one axle and eight rear wheels on two axles. In the present example, the temperature sensor is... 1L the air pressure sensor 2L Provided within each of the tires. In the present example, this is how the temperature sensor works. 1R the air pressure sensor 2R The control unit is provided within each of the tires. 10 Wirelessly captures data from the temperature sensors 1L and 1R and the air pressure sensors 2L and 2RThe control unit 10 can capture data directly from any sensor, or the control unit 10 With a relay present, data from any sensor can be acquired via the relay. It should be noted that in Fig. 10. Illustration of the storage unit 20 is omitted.

[0065] In the present embodiment, a temperature sensor is provided in each tire to detect the tire temperature, and a tire pressure sensor is provided in each tire to detect the tire pressure. The system then determines whether the detected temperature is greater than the temperature threshold Tr1. If the detected temperature is greater than Tr1, it further determines whether the detected tire pressure is greater than a pressure anomaly threshold Ar. If the detected tire pressure is not greater than Ar, Tr2 is used to determine the temperature difference between tires at symmetrical positions on the same axle. If the tire pressure is anomalous and greater than Ar, a higher threshold Tr2' is used to determine the temperature difference between tires at symmetrical positions on the same axle. Company example

[0066] Fig. 11 is a flowchart that shows an operational example of the tire defect prediction system. 100A illustrated according to the second embodiment. The tire defect prediction system 100A According to the second embodiment, processing on each of the tires mounted on the vehicle in accordance with the Fig. The 11 illustrated flowchart is explained. The tire defect prediction system 100A periodically performs processing according to the in Fig. 11 illustrated flowcharts.

[0067] The tire defect prediction system 100A Data is collected using the temperature sensors 1L , 1R and the air pressure sensors 2L , 2R (Step S101). Then the unit of determination is determined. 13 of the tire defect prediction system 100A, whether the temperature T for each of the recorded data is greater than the previously set threshold Tr1 (step S103).

[0068] In step S103, the determining unit moves 13 Processing continues in step S105 when it is determined that the temperature T greater than the previously defined threshold Tr1 (Yes in step S103).

[0069] In step S105, the unit of determination is determined. 13 , whether the difference between measured air pressures A, i.e., an air pressure difference AS, is greater than the previously set threshold Ar (step S105). In step S105, the determination unit runs 13 Processing continues in step S107 if it is determined that the air pressure difference AS is not greater than the previously set threshold Ar (No in step S105).

[0070] In step S107, the unit of determination is determined. 13, whether the temperature difference TS between the data from the temperature sensor 1L and the data from the temperature sensor 1R is greater than the threshold value Tr2 of the previously defined temperature difference (step S107). In step S107, the warning unit 30 a warning (step S109) and the tire failure prediction system 100A The processing (step S111) ends when the destination unit 13 The system determines that the temperature difference TS is greater than the threshold value Tr2 (Yes in step S107). The tire failure prediction system then processes this data. 100A Data regarding the other tires mounted on the vehicle.

[0071] On the other hand, the determining unit travels 13 Processing continues in step S113 if it is determined that in step S105 the air pressure difference AS is not greater than the previously defined threshold value Ar (Yes in step S105). The unit of determination13 changes the temperature difference threshold Tr2 to a higher threshold Tr2' (step S113) and determines whether the temperature difference TS between the temperature sensor data 1L and the data from the temperature sensor 1R greater than the changed threshold Tr2' (step S115).

[0072] In step S115, the warning unit 30 a warning (step S109) and the tire failure prediction system 100A The processing (step S111) ends when the destination unit 13 It is determined that the temperature difference TS is greater than the threshold value Tr2' (Yes in step S115). The tire failure prediction system then processes this data. 100A Data regarding the other tires mounted on the vehicle.

[0073] It should be noted that in step S103 described above, the tire defect prediction system 100AThe processing is completed (step S111) when the destination unit 13 Determines that the temperature T is not greater than the previously defined threshold Tr1 (No in step S103). In this case, the tire failure prediction system returns 100A No warning is issued. The tire failure prediction system then processes the data. 100A Data regarding the other tires mounted on the vehicle.

[0074] Furthermore, the tire defect prediction system terminates 100A In the step S107 described above, the processing (step S111) occurs when the unit of destination 13 Determines that the temperature difference TS is not greater than the threshold value Tr2 (No in step S107). In this case, the tire failure prediction system returns 100A No warning is issued. The tire failure prediction system then processes the data. 100A Data regarding the other tires mounted on the vehicle.

[0075] In the aforementioned step S115, the tire defect prediction system terminates. 100A the processing (step S111) when the unit of determination 13 Determines that the temperature difference TS is not greater than the threshold value Tr2' (No in step S115). In this case, the tire failure prediction system returns 100A No warning is issued. The tire failure prediction system then processes the data. 100A Data regarding the other tires mounted on the vehicle.

[0076] As described above, according to the tire defect prediction system of the second embodiment, a more accurate anomaly determination can be achieved by performing a determination with reference to the air pressure and the temperature.

[0077] It should be noted that the processing described above can use either the air pressure value detected by the air pressure sensor or an air pressure value obtained by converting the detected value into a temperature-converted air pressure value. In other words, the air pressure value detected by the air pressure sensor can be converted into an air pressure value at a predetermined temperature (for example, 25°C), and the difference between the calculated air pressure values ​​can be determined.

[0078] In particular, the unit of determination transforms 13 those from the air pressure sensors 2L , 2R The recorded data are converted into air pressure values ​​at a predetermined temperature (e.g., 25°C). The unit of measurement 13The air pressure difference AS in step S105 specifies the difference between the air pressures measured by conversion (hereinafter referred to as temperature-converted air pressure values) and determines whether the difference is greater than the previously set threshold Ar (step S105).In other words, the air pressure value of the first tire is a first temperature-converted air pressure value, obtained by converting the detection value of the first air pressure sensor at a predetermined temperature, and the air pressure value of the second tire is a second temperature-converted air pressure value, obtained by converting the detection value of the second air pressure sensor at the predetermined temperature, and if an air pressure difference corresponding to the difference between the first temperature-converted air pressure value and the second temperature-converted air pressure value is greater than a predetermined threshold Ar, the determination unit . 13 the determination is carried out using the second temperature difference threshold, which is higher than the first temperature difference threshold.

[0079] When the air pressure value detected by the air pressure sensor is converted into a temperature-adjusted air pressure value, the determining unit performs 13 converting using a program 21 in the storage unit 20 for example according to the following equation (G1). Temperature-converted air pressure value (tire gauge pressure) kPa = (tire gauge pressure kPa + atmospheric pressure kPa) / absolute tire temperature K × minimum ambient temperature (absolute temperature) K - atmospheric pressure kPa... (G1) It should be noted that the absolute temperature (K) = Celsius temperature [°C] + 273.15 (K) and atmospheric pressure = 101.33 (kPa).

[0080] In equation (G1), the atmospheric pressure can be measured using a barometer (not shown). The lowest ambient temperature can be measured using a thermometer (not shown). Here, 1 atm = 101.325 kPa. It should be noted that a table for converting the atmospheric pressure value measured by the air pressure sensor into a temperature-converted atmospheric pressure value is stored in the memory unit. 20 that it can be stored, and that the air pressure value can be converted into a temperature-converted air pressure value with reference to the table.

[0081] Using the temperature-converted air pressure value, the following effects are recorded. In particular, the tires can be affected in the same atmospheric temperature environment even if the air pressure sensors... 2L , 2RThe recorded air pressure values ​​of the two tires are the same before the journey, but heat is generated during the journey, and a temperature difference can occur between the two tires. Furthermore, a temperature difference between the two tires occurs in the case of a tire defect. In such cases, the air pressure value can obviously differ due to the temperature difference. In other words, a higher temperature leads to a greater increase in air pressure, and this can prevent an accurate determination using the threshold value Ar. Thus, as described above, an accurate determination can be made by determining temperature-converted air pressure values ​​and by determining whether the air pressure difference AS between the temperature-converted air pressure values ​​is greater than the previously defined threshold value Ar. Third embodiment

[0082] A tire defect prediction system according to a third embodiment is now described. configuration

[0083] Fig. Figure 12 is a block diagram illustrating a configuration of a tire defect prediction system 100B according to the third embodiment. Fig. 12 corresponds to the tire defect prediction system 100B. 100A according to the second embodiment described above, in which a temperature difference mean value calculation unit 14 to the control unit 10 is added. The function of the temperature difference mean calculation unit. 14 This is achieved by the fact that the CPU of the control unit 10 a program into the storage unit 20 loads and executes. It should be noted that the storage unit 20 within the control unit 10 can be provided and the control unit 10and the storage unit 20 can be integrated with each other.

[0084] The temperature difference mean calculation unit 14 calculated for the data relating to the temperature detection unit 11 The recorded temperatures represent the difference between the temperature of the first tire and the temperature of the second tire for each set of symmetrical positions. The temperature difference mean calculation unit is... 14 It calculates the temperature difference equally for all tires mounted on the vehicle. Additionally, the temperature difference average calculation unit calculates 14 an average value TSave of the temperature differences.

[0085] In the present embodiment, data regarding the temperature are T at a predetermined period length from the temperature sensors 1L , 1R captured, which are in the tires Pare mounted in the moving vehicle. Then, a temperature difference TS is calculated between the first tire and the second tire, which are mounted in symmetrical positions on the same axle. The temperature difference for each set of symmetrical positions is calculated according to equation (F0) described above.

[0086] Furthermore, in the present embodiment, the mean temperature difference TSave is calculated, which corresponds to the mean temperature differences for tires mounted in symmetrical positions on the same axle. The mean temperature difference TSave can be calculated by dividing the sum of the temperature differences TS for the respective sets of symmetrical positions by the number of sets of symmetrical positions (“3” in ). Fig. 2 and “5” in Fig. 4) is divided.

[0087] In the present embodiment, even if a tire is not determined to be anomalous in the second embodiment, the tire is determined to be anomalous if conditions (1) to (3) are met, and a warning is issued.

[0088] Condition (1): The temperature of one of the tires is greater than the preset threshold Tr1. In other words: T(Pxy) > Tr1... (F1). In equation (F1), the threshold Tr1 is preferably 50°C or higher and 80°C or lower.

[0089] Condition (2): For a tire (first tire) that exceeds the threshold value Tr1 under condition (1), the relative temperature difference TS to a tire at a symmetrical position (second tire) is greater than the previously defined threshold value Tr2. In other words: |TS×| > Tr2... (F2). In equation (F2), the threshold value Tr2 is preferably 3°C or higher and 5°C or lower.

[0090] It should be noted that the condition (2) described above includes a case in which |TS×| > Tr2'... (F2').

[0091] Condition (3): For a tire that exceeds the threshold value Tr2 in condition (2) described above, the difference between the relative temperature difference TS and the mean temperature difference TSave of all tires of the same vehicle is greater than a preset threshold value Tr3. In other words: ITSx - TSavel > Tr3... (F3). In equation (F3), × = 1, 2, 3,... In equation (F3), the threshold value Tr3 is preferably 3°C or higher and 5°C or lower.

[0092] Performing the processing described above eliminates the effect of a left-right temperature asymmetry throughout the vehicle, which can be caused, for example, by solar radiation, uneven loads on the left and right sides, and the like. For example, the effect of a left-right temperature asymmetry can be eliminated by performing the processing described above if the left side of the vehicle is exposed to sunlight for an extended period of time. Company example

[0093] Fig. Figure 13 is a flowchart illustrating an operational example of the tire defect prediction system 100B according to the third embodiment. Fig. 13. The processing of step S101 to step S107 is similar to that with reference to Fig. 11. Processing described. During processing in Fig. 13 refers to Fig. The processing described in steps S117 and S119 has been added. The tire defect prediction system 100B periodically performs processing according to the procedure described in Fig. 13 illustrated flowcharts.

[0094] In step S103, the determining unit moves 13 Processing continues in step S117 if it is determined that the temperature T is not greater than the threshold Tr1 (No in step S103). Furthermore, in step S107, the unit of determination continues. 13 Processing continues in step S117 if it is determined that the temperature TS is not greater than the threshold Tr2 (No in step S107).

[0095] In step S117, the temperature difference mean calculation unit is calculated. 14 the mean temperature difference TSave (step S117). Then the unit of measurement is determined. 13, whether the absolute value of the difference between the temperature difference and the mean temperature difference TSave is greater than the previously defined threshold Tr3 (step S119). If the unit of determination 13 Determined that the absolute value of the difference is greater than the previously defined threshold Tr3 (Yes in step S119), the warning unit outputs 30 a warning (step S109) and the tire failure prediction system 100B The processing is complete (step S111). The tire defect prediction system then processes the data. 100B Data regarding the other tires mounted on the vehicle.

[0096] On the other hand, if it is determined that the absolute value of the difference does not exceed the previously defined threshold Tr3 (No in step S119), the tire defect prediction system terminates. 100B the processing (step S111). In this case, the tire defect prediction system provides 100BNo warning is issued. The tire failure prediction system then processes the data. 100B Data regarding the other tires mounted on the vehicle.

[0097] As described above, according to the tire defect prediction system of the third embodiment, a more accurate anomaly determination can be achieved by performing a determination using the temperature difference mean TSave. Fourth embodiment

[0098] A tire defect prediction system according to a fourth embodiment is now described. configuration

[0099] In the fourth embodiment, the vehicle's outside air temperature is recorded and used to compare the data regarding the temperature sensors. 1L and 1R to correct the recorded temperature.

[0100] Fig. 14 is a diagram illustrating an example of the position where an ambient temperature sensor can be placed. 3 is provided. The ambient temperature sensor 3 is provided in a position that is away from heat-generating bodies in vehicle 54. Since the engine and tires are heat-generating bodies in vehicle 54, the ambient temperature sensor 3 It is positioned away from the engine and tires. For example, the ambient temperature sensor. 3 provided on the vehicle's body. In Fig. 14 is the ambient temperature sensor 3 The ambient temperature sensor is provided at a front position of vehicle 54 in the present example. 3 The vehicle's temperature sensor measures the outside air temperature. 3 outputs data regarding the recorded outside air temperature.

[0101] Fig. Figure 15 is a block diagram illustrating a configuration of a tire defect prediction system 100C according to the fourth embodiment. Fig. 15 corresponds to the tire defect prediction system 100C. 100A according to the second embodiment described above, which additionally includes the ambient temperature sensor 3 and one of the control unit 10 added temperature difference correction unit 15 includes the function of the temperature difference correction unit. 15 This is achieved by the fact that the CPU of the control unit 10 a program into the storage unit 20 loads and executes. It should be noted that the storage unit 20 within the control unit 10 can be provided and the control unit 10 and the storage unit 20 can be integrated with each other.

[0102] The temperature detection unit11 Data is collected from the temperature sensors 1L and 1R and the ambient temperature sensor 3 The temperature detection unit 11 It records temperature data at a predefined period. Note that the input / output unit (I / O) 40 functions as an input unit receiving data from the temperature sensors. 1L and 1R , of the ambient temperature sensor 3 and enters similar information.

[0103] The temperature difference correction unit 15 corrects the readings from the temperature sensors 1L and 1R The recorded temperature data is compared to the outdoor air temperature data. In particular, the temperature difference correction unit determines the 15 the absolute value of the difference between the readings from the temperature sensors 1L and 1R recorded temperature data and the data on the outside air temperature.

[0104] In the present embodiment, data regarding the temperature are T at a predetermined period length from the temperature sensors 1L , 1R captured, which are in the tires P are mounted in the moving vehicle. Then the temperature difference TS between the first tire and the second tire, mounted in symmetrical positions on the same axle, is calculated. The temperature difference for each set of symmetrical positions is calculated using equation (F0). TSx = T ( PxL ) − T ( PxR ) … ( F 0 )

[0105] In equation (F0) x ​​= 1, 2, 3,... In equation (F0) T(PxL) is the temperature of a tire mounted on the left side of the vehicle, and T(PxR) is the temperature of a tire mounted on the right side of the vehicle. Furthermore, in the present embodiment, the temperature Ta is determined using the ambient temperature sensor. 3 recorded.

[0106] In the present embodiment, if the conditions (1') and (2) described below are met, a tire is determined to be anomalous and a warning is issued.

[0107] Condition (1'): The temperature of one of the tires, corrected for the ambient temperature Ta, is greater than a preset threshold Tri'. In other words: |T(Pxy) - Ta| > Tr1'... (F1'). In equation (F1'), x = 1, 2, 3,..., and y is L or R. In equation (F1'), the threshold Tr1' is preferably 30°C or higher and 50°C or lower.

[0108] Condition (2): For a tire (first tire) that has exceeded the threshold in condition (1') described above, the temperature difference TS from a tire at a symmetrical position (the second tire) is greater than the previously defined threshold Tr2. In other words: |TSx| > Tr2... (F2). In equation (F2), x = 1, 2, 3,... In equation (F2), the threshold Tr2 is preferably 3°C or higher and 5°C or lower.

[0109] It should be noted that the condition (2) described above includes a case in which TSx| > Tr2'... (F2').

[0110] A more accurate anomaly determination can be achieved if a correction is made using the vehicle's outside air temperature, rather than if a determination is made directly using the tire temperature. Company example

[0111] Fig. Figure 16 is a flowchart illustrating an example of processes performed by the tire defect prediction system. 100C according to the fourth embodiment. The tire defect prediction system 100C According to the fourth embodiment, processing on each of the tires mounted on the vehicle in accordance with the Fig. The 100C tire defect prediction system periodically performs processing according to the flowchart shown in the diagram. Fig. 16 illustrated flowcharts.

[0112] The tire defect prediction system 100C Data is collected using the temperature sensors 1L , 1R and the air pressure sensors 2L , 2R (Step S101). The tire defect prediction system 100C records data regarding the outside air temperature Ta from the ambient temperature sensor 3 (Step S102).

[0113] Then the unit of determination is determined13 of the tire defect prediction system 100C, whether the absolute value of the difference between the temperature T for all recorded data and the data relating to the outside air temperature Ta is greater than the previously defined threshold Tri' (step S104).

[0114] In step S104, the determining unit moves 13 Processing continues in step S105 if it is determined that the absolute value of the difference between the temperature T and the data regarding the outside air temperature Ta is greater than the threshold Tri' (Yes in step S104). The processing in step S105 and subsequent steps is similar to that with respect to Fig. 11 described processing.

[0115] It should be noted that in step S104 described above, the tire defect prediction system 100C The processing is completed (step S111) when the destination unit 13Determines that the absolute value of the difference between the temperature T and the data regarding the outside air temperature Ta is not greater than the threshold Tri' (No in step S104). In this case, the tire failure prediction system 100C No warning is issued. The tire failure prediction system then processes the data. 100C Data regarding the other tires mounted on the vehicle.

[0116] As described above, according to the tire defect prediction system of the fourth embodiment, a more accurate determination can be achieved by making a correction based on the outside air temperature. Fifth embodiment

[0117] A tire defect prediction system according to a fifth embodiment is now described. configuration

[0118] Fig. 17 is a block diagram showing a configuration of a tire defect prediction system. 100Dillustrated according to the fifth embodiment. In Fig. 17 corresponds to the tire defect prediction system 100D the tire defect prediction system 100A according to the second embodiment described above, in which a temperature change rate calculation unit 16 and a temperature change rate ratio calculation unit 16A to the control unit 10 to be added. The functions of the temperature change rate calculation unit. 16 and the temperature change rate ratio calculation unit 16A are achieved by the fact that the CPU of the control unit 10 a program into the storage unit 20 loads and executes. It should be noted that the storage unit 20 within the control unit 10 can be provided and the control unit 10 and the storage unit 20 can be integrated with each other.

[0119] The temperature change rate calculation unit 16 It calculates a temperature change rate KT for a specific tire (for example, the first tire) during a predetermined period (e.g., from time t1 to time t2). The temperature change rate ratio calculation unit 16A Based on the temperature change rate KT, it calculates a temperature change rate ratio KTH for tires (for example, the first tire, the second tire) that are mounted on the same axle in symmetrical positions.

[0120] In the present embodiment, data regarding the temperature T are obtained from the temperature sensors at a predetermined period length. 1L , 1R captured, which are in the tires Pare mounted in the moving vehicle. Then, a temperature difference TS is calculated between the first tire and the second tire, which are mounted in symmetrical positions on the same axle. The temperature difference for each set of symmetrical positions is calculated according to equation (F0) described above.

[0121] Furthermore, in the present embodiment, the temperature change rate KT of tires mounted in symmetrical positions on the same axle is calculated. The temperature change rate KT from time t1 to time t2 is calculated by: KT (Px) = T(Px@t2) - T(Px@t1) / (t2 - t1)... (F4). T(Px@t1) is the temperature at time t1 and T(Px@t2) is the temperature at time t2. Furthermore, in the present embodiment, the temperature change rate ratio KTH is calculated based on the temperature change rate KT. The temperature change rate ratio KTH is calculated by: KTHx = KT ( PxL ) / KT ( PxR ) … ( F 5 ) .

[0122] In the present embodiment, even if a tire is not determined to be anomalous in the second embodiment, the tire will be determined to be anomalous if condition (4) and condition (5) described below are met, and a warning will be issued.

[0123] Condition (4): The temperature change rate, determined from the difference value in the temperature data of a time series for each of the tires, is greater than a preset threshold KTr1. In other words: KT(Px) > KTr1... (F6). In equation (F6), for example, the threshold KTr1 is preferably 0.3 (°C / min).

[0124] Condition (5): The temperature change rate ratio KTH, relative to the mounting position and exceeding the threshold KTr1, under condition (4) described above, is greater than a preset threshold KTr2. In other words: KTHx > KTr2... (F7). In equation (F7), for example, the threshold KTr2 is preferably 1.1. Company example

[0125] Fig. 18 is a flowchart that shows an operational example of the tire defect prediction system 100D illustrated according to the fifth embodiment. In Fig. 18. The processing of step S101 to step S107 is similar to that with reference to Fig. 11. Processing described. During processing in Fig. 18. The processing in steps S121, S123, S125 and S127 is related to the Fig. The processing described in section 11 has been added. The 100D tire defect prediction system periodically performs processing according to the procedure described in section 11. Fig. 18 illustrated flowcharts.

[0126] In step S103, the determining unit moves 13 Processing continues in step S121 if it is determined that the temperature T is not greater than the threshold value Tr1 (No in step S103). Furthermore, in step S107, the unit of determination continues. 13 Processing continues in step S121 if it is determined that the temperature TS is not greater than the threshold Tr2 (No in step S107).

[0127] In step S121, the temperature change rate calculation unit is calculated. 16 The temperature change rate KT (step S121). The temperature change rate ratio calculation unit is also calculated. 16A the temperature change rate ratio KTH (step S123). Then the unit of determination is determined. 13 , whether the temperature change rate KT is greater than the previously set threshold KTr1 (step S125).

[0128] If it is determined that the temperature change rate KT is greater than the previously defined threshold KTr1 (Yes in step S125), the unit of determination 13 , whether the temperature change rate ratio KTH is greater than the previously set threshold KTr2 (step S127).

[0129] If it is determined that the temperature change rate ratio KTH is greater than the previously set threshold KTr2 (Yes in step S127), the warning unit issues a warning. 30 a warning (step S109) and the tire failure prediction system 100D The processing is complete (step S111). The tire defect prediction system 100D processes data regarding the other tires mounted on the vehicle.

[0130] If in step S125 it is determined that the temperature change rate KT is not greater than the previously defined threshold KTr1 (No in step S125), or if in step S127 it is determined that the temperature change rate ratio KTH is not greater than the previously defined threshold KTr2 (No in step S127), the tire failure prediction system terminates. 100D the processing (step S111). In this case, the tire defect prediction system provides 100D No warning was issued by the tire failure prediction system. 100D processes data regarding the other tires mounted on the vehicle.

[0131] As described above, according to the tire defect prediction system of the fifth embodiment, a more accurate anomaly determination can be achieved by performing a determination using the temperature change rate. Sixth embodiment

[0132] A tire defect prediction system according to a sixth embodiment is described below. configuration

[0133] Fig. 19 is a block diagram showing a configuration of a tire defect prediction system. 100E illustrated according to the sixth embodiment. Fig. 19 corresponds to the tire defect prediction system 100E the tire defect prediction system 100D according to the fifth embodiment described above, in which a temperature change rate ratio mean value calculation unit 17 to the control unit 10 is added. The function of the temperature change rate ratio average calculation unit. 17 This is achieved by the fact that the CPU of the control unit 10 a program into the storage unit 20 loads and executes. It should be noted that the storage unit 20 within the control unit 10can be provided and the control unit 10 and the storage unit 20 can be integrated with each other.

[0134] The temperature change rate ratio average calculation unit 17 It calculates an average value of the temperature change rate ratio. The temperature change rate ratio average calculation unit 17 calculates the temperature change rate ratio KTH based on the temperature change rate KT and calculates a temperature change rate ratio mean KTHave based on the temperature change rate ratio KTH, which corresponds to the mean of the temperature change rate ratio KTH.

[0135] In the present embodiment, data regarding the temperature T are obtained from the temperature sensors at a predetermined period length. 1L , 1R captured, which are in the tires Pare mounted in the moving vehicle. Then, a temperature difference TS is calculated between the first tire and the second tire, which are mounted in symmetrical positions on the same axle. The temperature difference for each set of symmetrical positions is calculated using equation (F0).

[0136] Furthermore, in the present embodiment, the temperature change rate KT of tires mounted in symmetrical positions on the same axle is calculated. The temperature change rate KT from time t1 to time t2 is calculated by: KT (Px) = T(Px@t2) - T(Px@t1) / (t2 - t1) ... (F4). T(Px@t1) is the temperature at time t1 and T(Px@t2) is the temperature at time t2.

[0137] Furthermore, in the present embodiment, the temperature change rate ratio KTH is calculated based on the temperature change rate KT. The temperature change rate ratio KTH is calculated by: KTHx = KT ( PxL ) / KT ( PxR ) … ( F 5 ) . <?page 17=""?>

[0138] Then, in the present embodiment, the mean temperature change rate ratio KTHave is calculated based on the temperature change rate ratio KTH, which corresponds to the mean temperature change rate ratio KTH. The mean temperature change rate ratio KTHave can be calculated by dividing the sum of the temperature change rate ratios KTH for the respective sets of symmetrical positions by the number of sets of symmetrical positions (“3” in Fig. 2 and “5” in Fig. 4) is divided.

[0139] In the present embodiment, even if a tire is not determined to be anomalous in the second embodiment, the tire will be determined to be anomalous if the conditions (4), (5) and (6) described below are met, and a warning will be issued.

[0140] Condition (4): The temperature change rate, determined from the difference value in the temperature data of the time series for each of the tires, is greater than the preset threshold KTr1. In other words: KT(Px) > KTr1... (F6). In equation (F6), the threshold KTr1 is preferably 0.3 (°C / min), for example.

[0141] Condition (5): The temperature change rate ratio relating to the mounting position and exceeding the threshold KTr1 in condition (4) described above is greater than the preset threshold KTr2. In other words: KTHx > KTr2... (F7). In equation (F7), for example, the threshold KTr2 is preferably 1.1. Condition (6): The ratio of the temperature change rate ratio relating to the mounting position and exceeding the threshold KTr2 under condition (5) described above, to the overall mean temperature ratio, is greater than a preset threshold KTr3. In other words: KTHx / KTHave > KTr3... (F8). In equation (F8), for example, the threshold KTr3 is preferably 1.1. Company example

[0142] Fig. Figure 20 is a flowchart illustrating an operational example of the 100E tire defect prediction system according to the sixth embodiment. Fig. 20. The processing of step S101 to step S123 is similar to that with reference to Fig. 18 processing described. During processing in Fig. 20 will be the one with reference to Fig. The processing described in steps S124 and S129 has been added. The tire defect prediction system 100E periodically performs processing according to the procedure described in Fig. 20 illustrated flowcharts.

[0143] In step S103, the determining unit moves 13 Processing continues in step S121 if it is determined that the temperature T is not greater than the threshold value Tr1 (No in step S103). Furthermore, in step S107, the unit of determination continues. 13 Processing continues in step S121 if it is determined that the temperature TS is not greater than the threshold Tr2 (No in step S107).

[0144] In step S121, the temperature change rate calculation unit is calculated. 16 The temperature change rate KT (step S121). The temperature change rate ratio calculation unit is also calculated. 16Athe temperature change rate ratio KTH (step S123). Furthermore, the Temperature change rate ratio - average calculation unit 17 the mean temperature change rate ratio KTHave (step S124). Then the unit of determination is determined. 13 , whether the temperature change rate KT is greater than the previously set threshold KTr1 (step S125).

[0145] If it is determined that the temperature change rate KT is greater than the previously defined threshold KTr1 (Yes in step S125), the unit of determination 13 , whether the temperature change rate ratio KTH is greater than the previously defined threshold KTr2 (step S127). If it is determined that the temperature change rate ratio KTH is greater than the previously defined threshold KTr2 (Yes in step S127), the unit of determination 13, whether the ratio of the temperature change rate ratio KTH to the mean temperature change rate ratio KTHave is greater than the previously set threshold KTr3 (step S129).

[0146] If it is determined that the ratio described above is greater than the previously defined threshold KTr3 (Yes in step S129), the warning unit will 30 A warning is issued (step S109) and the tire failure prediction system 100E terminates processing (step S111). The tire failure prediction system 100E processes data regarding the other tires mounted on the vehicle.

[0147] In step S129, the tire failure prediction system 100E terminates processing (step S111) if it is determined that the ratio described above is not greater than the previously defined threshold KTr3 (No in step S129). In this case, the tire failure prediction system returns 100ENo warning was issued by the tire failure prediction system. 100E processes data regarding the other tires mounted on the vehicle.

[0148] It should be noted that, as with the one relating to Fig. The processing described in step 18, the tire defect prediction system 100E, terminates the processing (step 100E). S111) If, in step S125, it is determined that the temperature change rate KT is not greater than the previously defined threshold KTr1 (No in step S125), or if, in step S127, it is determined that the temperature change rate ratio KTH is not greater than the previously defined threshold KTr2 (No in step S127), then the tire failure prediction system will return a result. 100E No warning was issued by the tire failure prediction system. 100E processes data regarding the other tires mounted on the vehicle.

[0149] As described above, according to the tire defect prediction system of the sixth embodiment, a more accurate anomaly determination can be achieved by performing a determination using the temperature change rate ratio. Seventh embodiment

[0150] A tire defect prediction system according to a seventh embodiment is described below. configuration

[0151] Fig. 21 is a block diagram showing a configuration of a tire defect prediction system. 100F illustrated according to the seventh embodiment. In Fig. 21 corresponds to the tire defect prediction system 100F. 100A according to the second embodiment described above, in which a normal time temperature difference calculation unit 18 to the control unit 10 is added. The function of the normal time temperature difference calculation unit.18 This is achieved by the fact that the CPU of the control unit 10 a program into the storage unit 20 loads and executes. It should be noted that the storage unit 20 within the control unit 10 can be provided and the control unit 10 and the storage unit 20 can be integrated with each other.

[0152] The standard time temperature difference calculation unit 18 calculates a temperature difference during normal time TSM for tires mounted in symmetrical positions on the same axle.

[0153] In the present embodiment, data regarding the temperature are T at a predetermined period length from the temperature sensors 1L , 1R captured, which are in the tires P are mounted in the moving vehicle. Then a temperature difference is created. TS The temperature difference between the first tire and the second tire, mounted in symmetrical positions on the same axle, is calculated. The temperature difference for each set of symmetrical positions is calculated according to equation (F0) described above.

[0154] Furthermore, in the present embodiment, the temperature difference during normal time (TSM) for tires mounted in symmetrical positions on the same axle is calculated based on temperature data for a predetermined period. The predetermined period is preferably a period encompassing one driving cycle.

[0155] In the present embodiment, even if a tire is not determined to be anomalous in the second embodiment, the tire will be determined to be anomalous if condition (1) and condition (7) described below are met, and a warning will be issued.

[0156] Condition (1): The temperature of one of the tires is greater than the preset threshold Tr1. In other words: T(Pxy) > Tr... (F1). In equation (F1), the threshold Tr1 is preferably 50°C or higher and 80°C or lower.

[0157] Condition (7): The absolute value of the difference between the mounting position temperature difference TS with respect to the tire, which exceeds the threshold Tr1 under the condition (1) described above, and the temperature difference during normal time TSM is greater than a preset threshold Tr4. In other words: |TSx - TSMxl > Tr4... (F9). In equation (F9), the threshold Tr4 is preferably 3°C or higher and 5°C or lower. Company example

[0158] Fig. Figure 22 is a flowchart illustrating an example of operations performed by the 100F tire defect prediction system according to the seventh embodiment. Fig. 22. The processing of step S101 to step S107 is similar to that with reference to Fig. 11. Processing described. During processing in Fig. 22 will be the one with reference to Fig. The processing described in steps S122 and S135 has been added. The 100F tire defect prediction system periodically performs processing according to the instructions in [reference missing]. Fig. 22 illustrated flowcharts.

[0159] In step S103, the determining unit moves 13 Processing continues in step S122 if it is determined that the temperature T is not greater than the threshold value Tr1 (No in step S103). Furthermore, in step S107, the unit of determination continues. 13 Processing continues in step S122 if it is determined that the temperature TS is not greater than the threshold Tr2 (No in step S107).

[0160] In step S122, the normal time temperature difference calculation unit is calculated.18 The temperature difference during standard time TSM (step S122). Then the unit of measurement is determined. 13 , whether the absolute value of the difference between the temperature difference TS and the temperature difference during normal time TSM is greater than a previously defined threshold Tr4 (step S135).

[0161] If it is determined that the absolute value of the difference is greater than the previously defined threshold Tr4 (Yes in step S135), the warning unit issues a warning. 30 A warning is issued (step S109) and the Tire Defect Prediction System 100F terminates processing (step S111). The Tire Defect Prediction System 100F then processes data regarding the other tires mounted on the vehicle.

[0162] In step S135, the 100F tire failure prediction system terminates processing (step S111) if it determines that the absolute value of the difference described above is not greater than the previously defined threshold Tr4 (No in step S135). In this case, the 100F tire failure prediction system does not issue a warning. The 100F tire failure prediction system then processes data regarding the other tires mounted on the vehicle.

[0163] As described above, according to the tire defect prediction system of the seventh embodiment, a more accurate anomaly determination can be achieved by performing a determination based on the normal time temperature difference for the previously defined period. Eighth embodiment

[0164] A tire defect prediction system according to an eighth embodiment is described below. configuration

[0165] Fig. 23 is a block diagram showing a configuration of a tire defect prediction system. 100G illustrated according to the eighth embodiment. In Fig. 23 corresponds to the tire defect prediction system 100G the tire defect prediction system 100A according to the second embodiment described above, in which the temperature change rate calculation unit 16 , the temperature change rate ratio calculation unit 16A and a standard time temperature change rate ratio calculation unit 19 to the control unit 10 to be added. The functions of the temperature change rate calculation unit. 16 and the normal time temperature change rate ratio calculation unit 19 are achieved by the fact that the CPU of the control unit 10 Programs in the storage unit 20 loads and executes. It should be noted that the storage unit 20within the control unit 10 can be provided and the control unit 10 and the storage unit 20 can be integrated with each other.

[0166] The temperature change rate calculation unit 16 It calculates the temperature change rate KT for a specific tire (for example, the first tire) during a predetermined period (e.g., from time t1 to time t2). The temperature change rate ratio calculation unit is... 16A Based on the temperature change rate KT, it calculates a temperature change rate ratio KTH for tires (for example, the first tire, the second tire) mounted on the same axle in symmetrical positions. The standard-time temperature change rate ratio calculation unit 19It calculates a temperature change rate ratio during normal time KTHM based on the temperature change rate ratio KTH for a predetermined period. The predetermined period is preferably a period that includes one cycle of a driving process.

[0167] In the present embodiment, data regarding the temperature T are obtained from the temperature sensors at a predetermined period length. 1L , 1R captured, which are in the tires P are mounted in the moving vehicle. Then, a temperature difference TS is calculated between the first tire and the second tire, which are mounted in symmetrical positions on the same axle. The temperature difference for each set of symmetrical positions is calculated according to equation (F0) described above.

[0168] Furthermore, in the present embodiment, the temperature change rate KT of tires mounted in symmetrical positions on the same axle is calculated. The temperature change rate KT from time t1 to time t2 is calculated using equation (F4) described above. Additionally, in the present embodiment, the temperature change rate ratio KTH is calculated based on the temperature change rate KT. The temperature change rate ratio KTH is calculated according to equation (F5) described above. Finally, in the present embodiment, the temperature change rate ratio KTHM during normal time is calculated based on the temperature change rate ratio KTH for the previously defined period.

[0169] In the present embodiment, even if a tire is not determined to be anomalous in the second embodiment, the tire will be determined to be anomalous if condition (4) and condition (8) described below are met, and a warning will be issued.

[0170] Condition (4): The temperature change rate, determined from the difference value in the temperature data of the time series for each of the tires, is greater than the preset threshold KTr1. In other words: KT(Px) > KTr1... (F6). In equation (F6), the threshold KTr1 is preferably 0.3 (°C / min), for example.

[0171] Condition (8): A ratio KTH / KTHM between the temperature change rate ratio relating to the mounting position and exceeding the threshold KTr1 in condition (1) described above, and the temperature change rate ratio during normal time KTHM, is greater than the preset threshold KTr2. In other words: KTH / KTHM > KTr2... (F7). In equation (F7), for example, the threshold KTr2 is preferably 1.1. Company example

[0172] Fig. 24 is a flowchart that shows an operational example of the tire defect prediction system. 100G illustrated according to the eighth embodiment. In Fig. 24. The processing of step S101 to step S107 is similar to that with reference to Fig. 11. Processing described. During processing in Fig. 24. The processing in steps S121, S123, S126, S125 and S128 will lead to the processing with reference to Fig. The processing described in section 11 has been added. The 100G tire defect prediction system periodically performs processing according to the procedure described in section 11. Fig. 24 illustrated flowcharts.

[0173] In step S103, the determining unit moves 13 Processing continues in step S121 if it is determined that the temperature T is not greater than the threshold value Tr1 (No in step S103). Furthermore, in step S107, the unit of determination continues. 13 Processing continues in step S121 if it is determined that the temperature TS is not greater than the threshold Tr2 (No in step S107).

[0174] In step S121, the temperature change rate calculation unit is calculated. 16 The temperature change rate KT (step S121). The temperature change rate ratio calculation unit is also calculated. 16A the temperature change rate ratio KTH (step S123). Furthermore, the Standard time temperature change rate ratio calculation unit 19 the temperature change rate ratio during standard time KTHM (step S126). Then the unit of determination is determined. 13 , whether the temperature change rate KT is greater than the previously set threshold KTr1 (step S125).

[0175] If it is determined that the temperature change rate KT is greater than the previously defined threshold KTr1 (Yes in step S125), the unit of determination 13 , whether the ratio of the temperature change rate ratio KTH to the temperature change rate ratio during normal time KTHM is greater than the previously set threshold KTr2 (step S128).

[0176] If it is determined that the ratio described above is greater than the previously defined threshold KTr2 (Yes in step S128), the warning unit will issue a warning. 30a warning (step S109) and the tire failure prediction system 100G The processing is complete (step S111). The tire defect prediction system then processes the data. 100G Data regarding the other tires mounted on the vehicle.

[0177] If step S128 determines that the ratio described above is not greater than the previously defined threshold KTr2 (No in step S128), the tire defect prediction system terminates. 100G the processing (step S111). In this case, the tire defect prediction system provides 100G No warning is issued. The tire failure prediction system then processes the data. 100G Data regarding the other tires mounted on the vehicle.

[0178] As described above, according to the tire defect prediction system of the eighth embodiment, a more accurate anomaly determination can be achieved by performing a determination based on the normal time temperature change rate ratio for the previously specified period. Ninth embodiment

[0179] A tire defect prediction system according to a ninth embodiment is described below. configuration

[0180] Fig. 25 is a block diagram showing a configuration of a tire defect prediction system. 100H illustrated according to the ninth embodiment. In Fig. 25 indicates the tire defect prediction system 100H a configuration in which a different temperature sensing unit is used 11A in the control unit 10 of the tire defect prediction system 100Dis used according to the fifth embodiment described above. The function of the temperature sensing unit 11A This is achieved by the fact that the CPU of the control unit 10 a program into the storage unit 20 loads and executes. It should be noted that the storage unit 20 within the control unit 10 can be provided and the control unit 10 and the storage unit 20 can be integrated with each other.

[0181] The temperature detection unit 11A temperature data is recorded from the temperature sensors 1L and 1R The temperature detection unit 11A It records temperature data at a predefined interval. Furthermore, the temperature recording unit reduces 11AThe period length with which temperature data is recorded when the temperature of a tire is higher than the preset threshold Tr1 and the difference in tire temperature between tires at symmetrical positions is greater than the threshold Tr2.

[0182] In the present embodiment, data regarding the temperature T are obtained from the temperature sensors at a predetermined period length. 1L , 1R captured, which are in the tires P are mounted in the moving vehicle. Then, a temperature difference TS is calculated between the first tire and the second tire, which are mounted in symmetrical positions on the same axle. The temperature difference for each set of symmetrical positions is calculated according to equation (F0) described above.

[0183] If, in the present embodiment, the conditions described below are met ( 1 ) and (2 If the conditions are met, the period length with which temperature data is acquired (hereinafter referred to as the temperature data sampling interval) is changed. In this embodiment, the temperature data sampling interval is reduced. The reduced temperature data sampling interval is preferably 1 A minute or less.

[0184] Condition (1): The temperature of one of the tires is greater than the preset threshold Tr1. In other words: T(Pxy) > Tr1... (F1). In equation (F1), the threshold Tr1 is preferably 50°C or higher and 80°C or lower.

[0185] Condition ( 2): For a tire (first tire) that exceeds the threshold value Tr1 under condition (1), the relative temperature difference TS to a tire at a symmetrical position (second tire) is greater than the previously defined threshold value Tr2. In other words: |TSx| > Tr2... (F2). In equation (F2), the threshold value Tr2 is preferably 3°C or higher and 5°C or lower.

[0186] It should be noted that the condition described above ( 2 ) includes a case where |TSx| > Tr2'... (F2').

[0187] In the present embodiment, if the temperature data sampling interval is reduced, data relating to the temperature T are recorded by the temperature sensors at a predetermined period length. 1L , 1R captured, which are in the tires Pare mounted in the moving vehicle. Then, a temperature difference TS is calculated between the first tire and the second tire, which are mounted in symmetrical positions on the same axle. The temperature difference for each set of symmetrical positions is calculated according to equation (F0) described above.

[0188] In the present embodiment, if the conditions (4) and (5) described below are met, a tire is determined to be anomalous and a warning is issued.

[0189] Condition (4): The temperature change rate, determined from the difference value in the temperature data of the time series for each of the tires, is greater than a preset threshold KTr1. In other words: KT(Px) > KTr1... (F6). In equation (F6), the threshold KTr1 is preferably 0.3 (°C / min), for example.

[0190] Condition (5): The temperature change rate ratio KTH, relative to the mounting position and exceeding the threshold KTr1, under the condition (4) described above, is greater than the preset threshold KTr2. In other words: KTHx > KTr2... (F7). In equation (F7), for example, the threshold KTr2 is preferably 1.1.

[0191] As described above, according to the tire defect prediction system of the ninth embodiment, more accurate anomaly detection can be achieved by reducing the temperature data sampling interval. Furthermore, according to the tire defect prediction system of the ninth embodiment, the detection accuracy is improved by performing anomaly detection based on both the temperature difference for each mounting position and the temperature change rate. Company example

[0192] Fig. Figure 26 is a flowchart illustrating an operational example of the 100H tire defect prediction system according to the ninth embodiment. Fig. 26. The processing of step S101 to step S107 is similar to that with reference to Fig. 11. Processing described. During processing in Fig. 26. The processing in steps S108, S121, S123, S125 and S127 will lead to the processing with reference to Fig. The processing described in section 11 has been added. The 100H tire defect prediction system periodically performs processing according to the instructions in section 11. Fig. 26 illustrated flowcharts.

[0193] In step S107, the determining unit moves 13 Processing continues in step S108 if the unit of determination 13 It is determined that the temperature difference TS is greater than the threshold value Tr2 (Yes in step S107). In step S108, the temperature sensing unit reduces 11Athe period length with which data regarding temperature are recorded (step S108) and continues with processing in step S120.

[0194] In step S120, the tire defect prediction system 100H collects data using the temperature sensors. 1L , 1R (Step S120) and continues with processing in step S121.

[0195] In step S121, the temperature change rate calculation unit is calculated. 16 The temperature change rate KT (step S121). The temperature change rate ratio calculation unit is also calculated. 16A the temperature change rate ratio KTH (step S123). Then the unit of determination is determined. 13 , whether the temperature change rate KT is greater than the previously set threshold KTr1 (step S125).

[0196] If it is determined that the temperature change rate KT is greater than the previously defined threshold KTr1 (Yes in step S125), the unit of determination 13 , whether the temperature change rate ratio KTH is greater than the previously set threshold KTr2 (step S127).

[0197] If it is determined that the temperature change rate ratio KTH is greater than the previously set threshold KTr2 (Yes in step S127), the warning unit issues a warning. 30 A warning is issued (step S109) and the Tire Defect Prediction System 100H terminates processing (step S111). The Tire Defect Prediction System 100H then processes data regarding the other tires mounted on the vehicle.

[0198] If step S125 determines that the temperature change rate KT is not greater than the previously defined threshold KTr1 (No in step S125), or if step S127 determines that the temperature change rate ratio KTH is not greater than the previously defined threshold KTr2 (No in step S127), the Tire Defect Prediction System 100H terminates processing (step S111). In this case, the Tire Defect Prediction System 100H does not issue a warning. The Tire Defect Prediction System 100H then processes data regarding the other tires mounted on the vehicle.

[0199] As described above, according to the tire defect prediction system of the ninth embodiment, a more accurate anomaly determination can be achieved by performing a determination with a reduced temperature data sampling interval.

[0200] It should be noted that the temperature data sampling interval can be further reduced if the above-described condition (1) and condition ( 2 ) are fulfilled. In other words, three types of temperature data sampling intervals can be set to allow a two-stage reduction of the temperature data sampling interval. Tire defect prediction methods

[0201] According to the tire failure prediction system described above, a tire failure prediction method is implemented as described below. In particular, a tire failure prediction method is implemented that includes steps of acquiring temperature values ​​of a first tire and a second tire mounted at symmetrical positions on an identical axle of a moving vehicle, the temperature values ​​being acquired by first and second temperature sensors respectively, and determining that the first tire has a potential failure if the temperature value of the first tire is greater than a predetermined threshold and a temperature difference, corresponding to a difference between the temperature value of the first tire and the temperature value of the second tire, is greater than a predetermined first temperature threshold.According to this method, anomaly detection can be achieved with higher accuracy and a defect can be predicted.

[0202] Furthermore, the method includes the step of acquiring air pressure values ​​from the inner sections of the first tire and the second tire described above, whereby the air pressure values ​​are acquired from the first and second air pressure sensors. When determining the air pressure difference, corresponding to the difference between the air pressure of the first tire and the air pressure of the second tire, exceeds a predetermined threshold, a determination can be made using a second temperature difference threshold that is higher than the first. According to this method, anomaly detection can be achieved with greater accuracy, and a defect can be predicted. Modified examples

[0203] Modified examples of the tire defect prediction system described above are described below. Modified Example 1

[0204] In the flowcharts of operational examples where temperature and air pressure are recorded, processing can be performed based on temperature without recording air pressure. In other words, in the flowcharts of Fig. 13, Fig. 18, Fig. 20, Fig. 22, Fig. 24 and Fig. 26. The processing is carried out based on the recorded temperature without recording the air pressure. Modified Example 2

[0205] For a dual tire setup, two tires are mounted on the same wheel, making it impossible to determine which tire exhibits an anomaly. In such a case, for example, a tire with a higher absolute temperature reading might be identified as the anomalous. By determining the temperature difference between the two tires, the tire with the higher temperature could be identified. Modified Example 3

[0206] If data is wirelessly collected from each sensor, the control unit can 10 Data can be captured directly from each sensor, or, if a relay is available, the control unit can... 10 Data from each sensor is collected via the relay. Modified Example 4

[0207] A warning signal issued by the control unit 10The warning signal can be transmitted to an external device outside the tire failure prediction system, and the warning can be issued by the external device to the vehicle's driver. For example, the warning signal can be transmitted to a mobile communications network, and a control signal can be transmitted from a server device in the mobile communications network to a communication terminal (for example, a mobile phone or a smartphone) used by the vehicle's driver. Accordingly, even if no warning unit is provided, the system can still function. 30 The driver of the vehicle will be notified of a warning via their mobile phone or smartphone. Reference symbol list 1L, 1R temperature sensor 2L, 2R Air pressure sensor 3 Ambient temperature sensor 10 Control unit 11, 11A Temperature sensing unit 12 Air pressure monitoring unit 13 Unit of determination 14 Temperature difference mean calculation unit 15 Temperature difference correction unit 16 Temperature change rate calculation unit 16A Temperature change rate ratio calculation unit 17 Temperature change rate ratio - mean calculation unit 18 Standard time temperature difference calculation unit 19 Standard time temperature change rate ratio calculation unit 20 storage units 21 different programs 22 different data 30 warning units 50, 51 to 54 vehicle 100, 100A to 100H Tire Defect Prediction System JF, JM, JR axis P-, P1L- to P5L-, P1R- to P5R- tires QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 6211012 A

[0003] JP 2002103931 A

[0003]

Claims

[1] Tire failure prediction system, comprehensive; a first and a second temperature sensor configured to detect a temperature value of a first tire and a second tire, respectively, mounted on a moving vehicle; a temperature sensing unit configured to record the temperature values ​​recorded by the first and second temperature sensors, respectively; and a determination unit configured to determine, based on the temperature values ​​recorded by the temperature sensing unit, the possibility of a defect in the first and second tires, the vehicle includes axles on which the tires are mounted, where the first tire and the second tire are mounted on an identical axle of the vehicle, where a mounting position of the first tire and a mounting position of the second tire are symmetrical positions on the same axle, and wherein the determination unit performs a determination that the first tire has a possibility of defect if the temperature value of the first tire, as detected by the temperature detection unit, is greater than a predetermined threshold, and a temperature difference, corresponding to a difference between the temperature value of the first tire and the temperature value of the second tire as detected by the temperature detection unit, is greater than a predetermined first temperature threshold. [2] Tire defect prediction system according to claim 1, further comprising: First and second tire pressure sensors configured to detect air pressure values ​​from inner sections of the first and second tires, wherein the first and second tires are pneumatic tires; and An air pressure sensing unit that detects air pressure values ​​detected by the first and second air pressure sensors respectively, wherein the determination unit performs the determination using a second temperature difference threshold that is higher than the first temperature difference threshold when an air pressure difference corresponding to a difference between the air pressure value of the first tire and the air pressure value of the second tire detected by the air pressure sensing unit is greater than a predetermined threshold. [3] Tire failure prediction system according to claim 2, wherein the air pressure value of the first tire is a first temperature-converted air pressure value obtained by converting a detection value of the first air pressure sensor based on a predetermined temperature, and the air pressure value of the second tire is a second temperature-converted air pressure value obtained by converting a detection value of the second air pressure sensor based on the predetermined temperature, and the determination unit performs the determination using a second temperature difference threshold that is higher than the first temperature difference threshold when an air pressure difference corresponding to a difference between the first temperature-converted air pressure value and the second temperature-converted air pressure value is greater than a predetermined threshold. [4] Tire defect prediction system according to claim 2 or 3, wherein the determining unit determines that the first tire has a possibility of defect if a temperature difference corresponding to a difference between the temperature value of the first tire and the temperature value of the second tire detected by the temperature detection unit is greater than the second temperature difference threshold, and the determining unit does not determine that the first tire has a possibility of defect if the temperature difference is not greater than the second temperature difference threshold. [5] Tire defect prediction system according to any one of claims 1 to 4, further comprising: a temperature difference mean calculation unit configured to calculate a temperature difference mean between the temperature value detected by the first temperature sensor and the temperature value detected by the second temperature sensor, wherein the determination unit further determines that the first tire has a possibility of defect if an absolute value of a difference between the temperature difference mean and the temperature difference is greater than a previously determined third temperature difference threshold, and The unit of determination does not determine that the first tire has a possibility of defect if the absolute value of the difference between the mean temperature difference and the temperature difference is not greater than the third temperature difference threshold. [6] Tire defect prediction system according to any one of claims 1 to 5, further comprising: an ambient temperature sensor configured to detect the ambient temperature of an external section of the vehicle; and a temperature correction unit configured to correct a temperature value detected by the temperature sensing unit based on the ambient temperature detected by the ambient temperature sensor, wherein The determination unit performs the determination based on a temperature value, which is corrected by the temperature correction unit. [7] Tire defect prediction system according to any one of claims 1 to 6, further comprising: a temperature change rate calculation unit configured to calculate a temperature change rate of the temperature value detected by the first temperature sensor and a temperature change rate of the temperature value detected by the second temperature sensor, wherein The determination unit performs the determination if the rate of temperature change of the temperature value detected by the first temperature sensor is greater than a predetermined rate of change threshold, and a ratio between the rate of temperature change of the temperature value detected by the first temperature sensor and the rate of temperature change of the temperature value detected by the second temperature sensor is greater than a predetermined rate of change ratio threshold. [8] Tire defect prediction system according to claim 7, further comprising: A temperature change rate ratio averaging calculation unit configured to calculate an average of a temperature change rate ratio corresponding to the ratio between the temperature change rate of the temperature value detected by the first temperature sensor and the temperature change rate of the temperature value detected by the second temperature sensor, wherein the determination unit further determines that the first tire has a possibility of defect if a value of the temperature change rate ratio with respect to the average calculated by the averaging calculation unit is greater than a predetermined threshold. [9] Tire defect prediction system according to any one of claims 1 to 8, further comprising: A normal-time temperature difference calculation unit configured to calculate a temperature difference between the first tire and the second tire during normal time, wherein the determination unit further determines that the first tire has a possibility of failure if a difference between a temperature difference between the first tire and the second tire and the temperature difference during normal time is greater than a predetermined threshold. [10] Tire defect prediction system according to any one of claims 1 to 9, further comprising: A normal-time temperature difference calculation unit that calculates a temperature change rate ratio between the first tire and the second tire during normal time, wherein the determination unit further determines that the first tire has a possibility of a defect if the value of the temperature change rate ratio during normal time is greater than a previously determined threshold with respect to a maximum value of the temperature change rate ratio during normal time. [11] Tire defect prediction system according to any one of claims 1 to 10, wherein The temperature sensing unit records the temperature value at a predetermined period length, and The temperature sensing unit records the temperature value of the first tire at a period length that is smaller than the predetermined period length if the temperature value of the first tire recorded by the temperature sensing unit is greater than a predetermined threshold, and if the difference between the temperature of the first tire and the temperature of the second tire is greater than a predetermined threshold. [12] Tire defect prediction system according to any one of claims 1 to 11, further comprising: a warning unit that is configured to issue a warning regarding a tire based on a determination result from the determination unit. [13] Tire failure prediction method, comprising the steps of: Recording temperature values ​​of a first tire and a second tire mounted at symmetrical positions on an identical axle of a moving vehicle, wherein the temperature values ​​are recorded by first and second temperature sensors respectively, and determining that the first tire has a possibility of a defect if the temperature value of the first tire is greater than a predetermined threshold and a temperature difference corresponding to a difference between the temperature value of the first tire and the temperature value of the second tire is greater than a predetermined first temperature threshold.