Information processing device, information processing method, and information processing program

Abstract

To notify required stopping time, in a case when a vehicle is stopped to lower its tire temperature having reached warning temperature or higher to a temperature below the warning temperature.SOLUTION: An information processing device 10 estimates stopping time of a vehicle for lowering tread temperature of the vehicle provided with tires 2 to a temperature below warning temperature, and notifies the estimated stopping time, when the tread temperature of the tires 2 has reached the warning temperature or higher at which the tires 2 are at risk of being damaged due to heat.SELECTED DRAWING: Figure 7

Description

[Technical field]

[0001] The present disclosure relates to an information processing device, an information processing method, and an information processing program. [Background technology]

[0002] A tire condition determination device is disclosed that includes a detection means for detecting multiple state quantities of a tire, a memory means for storing tire condition determination information including ranges of the multiple state quantities that must be satisfied in order to determine that a tire has or is likely to have an abnormality, and a tire condition determination means for referring to the stored tire condition determination information and determining that a tire has or is likely to have an abnormality if each of the detected multiple state quantities is within the range of the multiple state quantities included in the tire condition determination information (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2007-38730 A Summary of the Invention [Problem to be solved by the invention]

[0004] For example, heavy machinery used in mining sites travels on unpaved roads, trampling rocks with its tires, and may transport tens of tons of excavated rocks. This puts more strain on the tires than vehicles that primarily travel on paved roads, causing the tires to heat up more easily.

[0005] If the tire temperature exceeds the warning temperature, an alarm is issued to the vehicle to prevent tire damage, and the driver is prompted to stop the vehicle until the tire temperature falls below the warning temperature.

[0006] Conventionally, the driver's experience and intuition were relied upon to determine how long the vehicle needed to be stopped before the tire temperature dropped below the warning temperature, which could result in the vehicle starting to drive while the tire temperature was still above the warning temperature if the vehicle was not stopped for long enough, or the vehicle continuing to be stopped even though the tire temperature had dropped below the warning temperature, lowering the vehicle's operating rate more than necessary.

[0007] In addition, when controlling a vehicle using an autonomous haulage system (AHS), it is possible to instruct the vehicle on a driving pattern that can reduce the tire temperature below the warning temperature, but this requires effective use of tire temperature information.

[0008] The present disclosure aims to provide an information processing device, an information processing method, and an information processing program that can notify of the required stopping time when stopping a vehicle and lowering the temperature of a tire that has reached or exceeded the warning temperature to below the warning temperature. [Means for solving the problem]

[0009] The information processing device according to the first aspect includes an estimation unit that, when the temperature of a belt stretched between the tread and carcass of a tire reaches or exceeds a predetermined warning temperature at which the tire may be damaged by heat, estimates a stopping time of the vehicle equipped with the tire in order to reduce the temperature of the belt to below the warning temperature, and a notification unit that notifies the stopping time estimated by the estimation unit.

[0010] The information processing device of the second aspect is the information processing device of the first aspect, and further includes a generation unit that generates driving information, which is information regarding the driving of the vehicle, such that the vehicle can drive with the temperature of the belt remaining below the warning temperature after the vehicle has been stopped for the stopping time estimated by the estimation unit, and the notification unit notifies the driving information generated by the generation unit in association with the stopping time of the vehicle.

[0011] An information processing device according to a third aspect is the information processing device according to the second aspect, wherein the estimation unit estimates a stopping time of the vehicle by combining the temperature of the belt that has reached or exceeded the warning temperature, and a target temperature of the belt that is set to a temperature below the warning temperature, with at least one of the remaining amount of tread grooves in the tire, the season in which the vehicle is traveling, and the time of day.

[0012] An information processing device according to a fourth aspect is an information processing device according to the second or third aspect, wherein the generation unit generates the driving information for each condition that combines at least one of a route to the destination of the vehicle, a speed range of the vehicle, a load range of cargo that can be loaded onto the vehicle, and a time when the vehicle is traveling.

[0013] An information processing device according to a fifth aspect is an information processing device according to any one of the second to fourth aspects, wherein, when there are multiple pieces of travel information generated by the generation unit, the notification unit notifies each of the travel information.

[0014] An information processing device according to a sixth aspect is the information processing device according to any one of the first to fifth aspects, wherein the tire is a tire for heavy machinery used in an excavation site of a mine.

[0015] An information processing method according to a seventh aspect is a method in which, when the temperature of a belt stretched between the tread and carcass of a tire reaches or exceeds a predetermined warning temperature at which the tire may be damaged by heat, a computer executes a process of estimating a stopping time for a vehicle equipped with the tire in order to reduce the temperature of the belt to below the warning temperature, and notifying the user of the estimated stopping time.

[0016] An information processing program according to an eighth aspect is a program for causing a computer to execute a process for estimating a stopping time for a vehicle equipped with a tire in order to reduce the temperature of the belt stretched between the tread and carcass of the tire to below a predetermined warning temperature, when the temperature of the belt is equal to or higher than a predetermined warning temperature at which the tire may be damaged by heat, and notifying the user of the estimated stopping time.

[0017] An information processing device according to a ninth aspect includes an estimation unit that, when a temperature of a belt stretched between a tire tread and a carcass becomes equal to or higher than a predetermined warning temperature as a temperature at which the tire may be damaged by heat, estimates a stopping time of a vehicle equipped with the tire in order to reduce a temperature of the belt of the vehicle to below the warning temperature, and a notification unit that notifies an automatic control device that controls driving of the vehicle of the stopping time estimated by the estimation unit so that the vehicle is autonomously stopped for the stopping time estimated by the estimation unit.

[0018] An information processing method according to a tenth aspect is a method in which, when the temperature of a belt stretched between the tread and carcass of a tire reaches or exceeds a predetermined warning temperature at which the tire may be damaged by heat, a computer executes a process of estimating a stopping time of the vehicle to reduce the temperature of the belt of a vehicle equipped with the tire to below the warning temperature, and notifying an automatic control device that controls the driving of the vehicle of the estimated stopping time so that the vehicle is autonomously stopped for the estimated stopping time.

[0019] An information processing program according to an eleventh aspect is a program for causing a computer to execute a process of estimating a stopping time of a vehicle equipped with the tire in order to reduce the temperature of the belt of the vehicle to below the warning temperature when the temperature of the belt stretched between the tread and carcass of the tire reaches or exceeds a predetermined warning temperature as a temperature at which the tire may be damaged by heat, and notifying an automatic control device that controls the driving of the vehicle of the estimated stopping time so that the vehicle is autonomously stopped for the estimated stopping time.

[0020] An information processing device according to a twelfth aspect includes an estimation unit that, when the temperature of a belt stretched between the tread and carcass of a tire reaches or exceeds a predetermined warning temperature as a temperature at which the tire may be damaged by heat, estimates a stopping time of the vehicle to reduce the temperature of the belt of a vehicle equipped with the tire to below the warning temperature, and a control unit that controls the driving of the vehicle so as to autonomously stop the vehicle for the stopping time estimated by the estimation unit.

[0021] An information processing method according to a thirteenth aspect is a method in which, when the temperature of a belt stretched between the tread and carcass of a tire reaches or exceeds a predetermined warning temperature as a temperature at which the tire may be damaged by heat, a computer executes a process of estimating a stopping time of the vehicle equipped with the tire in order to reduce the temperature of the belt to below the warning temperature, and controlling the driving of the vehicle so as to autonomously stop the vehicle for the estimated stopping time.

[0022] An information processing program according to a fourteenth aspect is a program for causing a computer to execute a process for estimating a stopping time of a vehicle equipped with the tire in order to reduce the temperature of the belt of the vehicle to below a predetermined warning temperature when the temperature of the belt stretched between the tread and carcass of the tire reaches or exceeds a predetermined warning temperature at which the tire may be damaged by heat, and for controlling the driving of the vehicle so as to autonomously stop the vehicle for the estimated stopping time. Effect of the Invention

[0023] According to the present disclosure, it is possible to provide an effect of being able to notify a required stopping time when stopping a vehicle and lowering the temperature of a tire that has reached or exceeded the warning temperature to below the warning temperature. [Brief description of the drawings]

[0024] [Figure 1] FIG. 2 is a diagram illustrating an example of a functional configuration of an information processing device. [Diagram 2] FIG. 1 is a diagram showing an example of a cross section of a tire. [Diagram 3] FIG. 13 is a diagram illustrating an example of a monitoring screen. [Figure 4] FIG. 1 is a diagram illustrating an example of the configuration of a main part of an electrical system in an information processing device configured using a computer. [Diagram 5] 11 is a flowchart showing an example of the flow of a vehicle driving support process for notifying driving information that prevents a tread temperature from rising to or above a warning temperature. [Figure 6] FIG. 11 is a diagram showing an example of display of travel information. [Figure 7] 11 is a flowchart showing an example of the flow of a vehicle driving support process for notifying a vehicle of a stopping time required for a tread temperature to drop below a warning temperature. [Figure 8] FIG. 13 is a diagram showing an example of display of a stop time. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0025] Hereinafter, the present embodiment will be described with reference to the drawings. Note that the same components and processes are given the same reference numerals throughout the drawings, and duplicated explanations will be omitted. The dimensional ratios in the drawings are exaggerated for the convenience of explanation, and may differ from the actual ratios.

[0026] 1 is a diagram showing an example of a functional configuration of an information processing device 1 according to the present disclosure. The information processing device 1 is a device that provides information to a driver of a vehicle or an automatic control device of the vehicle so that the tire 2 (see FIG. 2) mounted on a vehicle is not damaged by heat generated with an increase in temperature of the tire 2.

[0027] There are no restrictions on where the information processing device 1 may be installed, but it may be installed, for example, in a vehicle, in a building where a traffic manager who manages the driving of each vehicle is located (hereinafter referred to as an "operation control room"), or in an external company (for example, a data management company) different from the company to which the traffic manager or the vehicle driver belongs. For example, when the information processing device 1 is installed in a traffic control room or a data management company, the information processing device 1 provides information to the driver by transmitting information to a monitor attached to the vehicle via a wireless line. When the vehicle is an autonomous vehicle, the information processing device 1 transmits information to an automatic control device attached to the vehicle via a wireless line, so that the automatic control device controls the driving of the vehicle according to the information received. The information processing device 1 may be installed in the vehicle, or may be constructed using a cloud service.

[0028] For ease of explanation, at least one of the driver, the operation manager, and the automatic control device that control the driving of the vehicle is collectively referred to as the "vehicle control entity." Among the vehicle control entities, the driver and the operation manager are collectively referred to as the "user."

[0029] There are no restrictions on the type of vehicle to which the information processing device 1 provides information, but hereinafter, an example will be described in which information is provided to a control entity of a vehicle in which the tires 2 are subjected to load and are more likely to generate heat, such as heavy machinery used in mining sites, rather than vehicles that mainly run on paved roads.

[0030] The information processing device 1 includes an estimation unit 1A, a generation unit 1B, and a notification unit 1C.

[0031] The estimation unit 1A estimates the temperature of a tire 2 mounted on a vehicle.

[0032] FIG. 2 is a diagram showing an example of a cross section of a tire 2 mounted on a vehicle. The part of the tire 2 that is placed on the road surface is called a tread 2A, and the tread 2A is provided with grooves 2C that expel water on a wet road surface and prevent slipping when a driving force or a braking force is applied. For example, when the tread 2A runs over a rock on the road surface, the belt 2B stretched between the tread 2A and the carcass 2D is damaged, and the tread 2A and the belt 2B may peel off. When the vehicle continues to run over a rock on the road surface, heat is generated due to the deformation of the tread 2A, and heat is stored in the space generated between the tread 2A and the belt 2B due to the peeling, causing the temperature of the space to rise, which may cause the tread 2A to crack or smoke.

[0033] That is, in order to detect the possibility of damage to the tire 2 due to heat, it is preferable to measure the temperature of the belt 2B (hereinafter referred to as "tread temperature"). For example, there is a method of inserting a temperature sensor 14 (see FIG. 4) between the tread 2A and the belt 2B. However, in this method, it is necessary to consider the power supply method to the temperature sensor 14, the load-bearing performance of the temperature sensor 14, and the influence of the temperature sensor 14 on the tread 2A and the belt 2B, and inserting the temperature sensor 14 between the tread 2A and the belt 2B is a method that requires many technical measures and is costly. If the method of disposing a temperature sensor between the belts is not used, it is possible to use a TPMS. The estimation unit 1A in FIG. 1 obtains the temperature (hereinafter referred to as "chamber temperature") of the inside 2E of the tire 2 shown in FIG. 2 measured by the TPMS attached to the rim of the tire 2 from the vehicle through a communication line, and estimates the tread temperature from the obtained chamber temperature. The vehicle obtains the chamber temperature measured by the TPMS from the TPMS, for example, through a wireless line.

[0034] To estimate the tread temperature, for example, a predetermined estimation formula is used, which has the chamber temperature as an explanatory variable and the tread temperature as a target variable. The estimation formula is determined by an experiment using an actual tire 2 or a computer simulation. The estimation unit 1A inputs the chamber temperature. The tread temperature may be estimated by inputting the measured chamber temperature into an estimation model that has been machine-learned using learning data with the tread temperature as training data.

[0035] The tread temperature is affected by the remaining amount of the groove 2C. For example, the more the remaining amount of the groove 2C, the easier the tread 2A is to deform, so even if the chamber temperature is the same, the tread temperature may be higher. Therefore, the estimation unit 1A may correct the tread temperature estimated from the chamber temperature by the remaining amount of the groove 2C. For example, the remaining amount of the groove 2C may be measured by a vehicle maintenance worker using a gauge and the value input to the information processing device 1 may be used. In addition, the estimation unit 1A may estimate the remaining amount of the groove 2C from an image of the tire 2 in which the groove 2C is captured using a known image recognition process. The image of the tire 2 is taken, for example, by a camera (not shown) installed around the tire 2 and input to the information processing device 1. Note that the amount of deformation of the tread 2A also changes depending on the thickness of the tread 2A, so the tread temperature may be corrected from the thickness of the tread 2A, or the thickness of the tread 2A and the remaining amount of the groove 2C.

[0036] The tread temperature is also affected by the season in which the vehicle runs, such as summer or winter, and the time of day in which the vehicle runs. Specifically, even if the chamber temperatures of vehicles running in the same time period are the same, the tread temperatures may differ because the outside air temperature is higher in summer than in winter. Therefore, the estimation unit 1A may correct the tread temperature estimated from the chamber temperature according to the season in which the vehicle runs. In this case, a year may be divided into four seasons, namely, spring (March to May), summer (June to August), autumn (September to November), and winter (December to February), and a correction coefficient for the tread temperature may be set for each season. The correction coefficient for each season is determined in advance, for example, by an experiment using an actual tire 2 or a computer simulation. Note that the number of seasons and the months associated with each season are merely examples, and are not limited to the above examples. Instead of setting a correction coefficient for the tread temperature in advance for each season, the correction of the tread temperature may be performed using the outside air temperature when the vehicle runs.

[0037] Even if the chamber temperature of a vehicle traveling in the same season is the same, the outside air temperature is higher during the day than during the night, so the tread temperature may differ. Therefore, the estimation unit 1A may correct the tread temperature estimated from the chamber temperature according to the time period in which the vehicle travels. In this case, a day may be divided into time periods of one hour, for example, from 13:00 to 14:00, and a correction coefficient for the tread temperature may be set for each time period. The correction coefficient for each time period is determined in advance, for example, by an experiment using an actual tire 2 or a computer simulation. Note that the length of each time period is an example, and is not limited to the above example. For example, a day may be divided into time periods of two hours. Instead of setting a correction coefficient for the tread temperature in advance for each time period, the correction of the tread temperature may be performed using the outside air temperature when the vehicle is traveling.

[0038] For the same reason, for example, the weather may be classified into sunny, cloudy, rainy, and snowy, and the estimation unit 1A may further correct the tread temperature estimated from the chamber temperature according to the weather during the time the vehicle is traveling or according to the outside air temperature.

[0039] In this way, the estimation unit 1A may estimate the tread temperature using at least one of the remaining amount of the grooves 2C of the tread 2A of the tire 2, the season in which the vehicle is traveling, and the time of day, in addition to the chamber temperature.

[0040] The estimation unit 1A periodically (e.g., every 5 seconds) acquires the chamber temperature from the vehicle and estimates the tread temperature, regardless of whether the vehicle is stopped or not. The vehicle being stopped means that the tire 2 is not rotating, regardless of whether the vehicle engine is running or not, or whether the motor is turned on or not if the vehicle is an electric vehicle.

[0041] Also, from the perspective that it is preferable to measure the tread temperature in order to detect the possibility of damage to the tire 2 due to heat, the estimation unit 1A estimates the tread temperature, but it is not always necessary to use the tread temperature. For example, the chamber temperature may be used instead of the tread temperature. This is because there is a correlation between the chamber temperature and the tread temperature, as can be understood from the fact that the tread temperature can be estimated from the chamber temperature.

[0042] Thus, the chamber temperature may be used to detect the possibility of damage to the tire 2, but the detection accuracy may decrease compared to the case of detecting the possibility of damage to the tire 2 from the tread temperature. Therefore, in the embodiment of the present disclosure, the description will be made assuming that the tread temperature is used to detect damage to the tire 2.

[0043] Furthermore, when the tread temperature of the vehicle equipped with the tire 2 becomes equal to or higher than the warning temperature, the estimation unit 1A estimates the parking time of the vehicle for reducing the tread temperature to below the warning temperature.

[0044] The warning temperature is a tread temperature predetermined as a temperature at which the tire 2 may be damaged by heat. The information processing device 1 sets three temperatures, namely, the L1 temperature, the L2 temperature, and the L3 temperature, step by step as the warning temperature. That is, the warning temperature represents any one of the L1 temperature, the L2 temperature, and the L3 temperature. The L1 temperature, the L2 temperature, and the L3 temperature have a magnitude relationship of L1 temperature < L2 temperature < L3 temperature with respect to temperature.

[0045] The L1 temperature, the L2 temperature, and the L3 temperature balance the temperature reduction and productivity according to the state by changing the recommended parking time respectively. Needless to say, different warning temperatures may be set for each type of the tire 2 mounted on the vehicle.

[0046] The stopping time is estimated using a predetermined estimation formula in which the current tread temperature and the target tread temperature are explanatory variables, and the vehicle stopping time required for the current tread temperature to decrease to the target tread temperature is an objective variable. Hereinafter, the target tread temperature is referred to as the "post-stop tread temperature."

[0047] The estimation formula is determined by experiments or computer simulations using an actual tire 2. The estimation unit 1A may estimate the vehicle stopping time by inputting the current tread temperature and the tread temperature after stopping into an estimation model that has been machine-learned using learning data in which the current tread temperature and the tread temperature after stopping are used as input data and the vehicle stopping time required for the current tread temperature to decrease to the tread temperature after stopping is used as teacher data.

[0048] The parking time required for the tread temperature to drop from the current tread temperature to the post-parking tread temperature is affected by the remaining amount of groove 2C in tread 2A, the season, and the time of day. Therefore, the estimation unit 1A may estimate the vehicle parking time by adding at least one element of the remaining amount of groove 2C in tire 2, the season in which the vehicle is traveling, and the time of day to the current tread temperature and the post-parking tread temperature.

[0049] The generating unit 1B generates vehicle travel information according to the tread temperature estimated by the estimating unit 1A. The vehicle travel information is information on vehicle travel that indicates the frequency of vehicle travel for each travel condition that is a combination of at least one of the route to the vehicle's destination (hereinafter referred to as the "route"), the speed range of the vehicle, the load level of the cargo that can be loaded on the vehicle, and the time of the vehicle travel.

[0050] Specifically, the generating unit 1B generates driving information that allows the vehicle to run with the tread temperature below the warning temperature before the belt 2B of the vehicle reaches the warning temperature or higher. In addition, when the belt 2B of the vehicle reaches the warning temperature or higher, the generating unit 1B generates driving information that allows the vehicle to run with the tread temperature below the warning temperature. After the vehicle has been stopped for the set stopping time, driving information is generated so that the vehicle can be driven while the tread temperature remains below the warning temperature.

[0051] To generate the travel information, a predetermined generation formula is used, which uses, for example, at least one of the vehicle route, the vehicle speed range, the load level of the vehicle, and the time when the vehicle runs, the tread temperature, and the warning temperature as explanatory variables, and travel information that allows the vehicle to run below the warning temperature as objective variables. The generation formula is determined by experiments using an actual vehicle or computer simulation. The generation unit 1B may input values ​​of each item constituting the input data to an estimation model that has been machine-learned using learning data that uses at least one of the vehicle route, the vehicle speed range, the load level of the vehicle, and the time when the vehicle runs, the tread temperature, and the warning temperature as input data, and travel information that allows the vehicle to run below the warning temperature under the conditions represented by the input data as teacher data, to generate travel information that allows the vehicle to run below the warning temperature.

[0052] The notification unit 1C notifies the driving information generated by the generation unit 1B, for example, to a control entity of the vehicle. "Notifying the driving information" according to the present disclosure means making the driving information recognizable by the control entity of the vehicle. Therefore, the following are examples of notification of driving information: displaying the driving state on a monitor at a remote location via a wireless line, displaying the driving information on an electrically connected monitor, outputting the driving information by voice from a speaker, transmitting the driving information to an automatic control device, and printing the driving information on a recording medium such as paper by a printer.

[0053] Furthermore, the notification unit 1C notifies the user of the tread temperature state of the tire 2 of the vehicle.

[0054] 3 is a diagram showing an example of a monitoring screen notified to a user by the notification unit 1C. An icon 3 corresponding to each vehicle is displayed on the monitoring screen. A vehicle number that uniquely identifies the vehicle is displayed on each icon 3, and the icon is associated with an actual vehicle.

[0055] When the tread temperature reaches or exceeds a predetermined set temperature, the display of the icon 3 changes according to the temperature reached. In FIG. 3, the icon 3 associated with the vehicle number "#001" indicates that the tread temperature has reached or exceeds the L2 temperature. The icon 3 associated with the vehicle number "#007" indicates that the tread temperature has not yet reached the warning temperature, but has reached or exceeds the caution temperature at which the warning temperature may be reached if driving continues. As can be seen from this, the caution temperature is set to a value below the L1 temperature, which indicates the lowest of the warning temperatures. The icons 3 associated with the other vehicle numbers indicate that the tread temperature has not reached any of the set temperatures.

[0056] 3, the tread temperature status of the tires 2 of each vehicle managed by the information processing device 1 is displayed, but when the tread temperature status is displayed on a monitor of the vehicle, the notification unit 1C may display only the icon 3 corresponding to the vehicle to which it is to be displayed. On the other hand, when the tread temperature status is displayed on a monitor in the operation control room or on a monitor of a data management company, it is preferable to display the tread temperature status of each vehicle managed by the information processing device 1 as shown in FIG.

[0057] 4, the information processing device 1 is configured using, for example, a computer 10. The computer 10 includes a CPU (Central Processing Unit) 10A, which is an example of a processor, a RAM (Random Access Memory) 10B used as a temporary working area for the CPU 10A, a non-volatile memory 10C, and an input / output interface (I / O) 10D. The memory 10C and the I / O 10D are connected to each other via a bus 10E.

[0058] The CPU 10A is responsible for the processing of each of the functional units of the estimation unit 1A, the generation unit 1B, and the notification unit 1C shown in FIG.

[0059] The nonvolatile memory 10C is an example of a storage device that maintains stored information even if the power supplied to the nonvolatile memory 10C is cut off, and may be, for example, a semiconductor memory or a hard disk. Information that needs to be stored even if the power supply to the information processing device 1 is cut off, such as a warning temperature or a caution temperature, is stored in the nonvolatile memory 10C.

[0060] The non-volatile memory 10C does not necessarily have to be built into the computer 10, and may be, for example, a portable storage device that is detachable from the computer 10.

[0061] To the I / O 10D, for example, a communication unit 11, an input unit 12, a display unit 13, and a temperature sensor 14 are connected.

[0062] The communication unit 11 is connected to a communication line and has a communication protocol for transmitting and receiving data to and from an external device connected to the communication line. For example, when the information processing device 1 is installed in a traffic control room or a data management company, the information processing device 1 performs data communication with each vehicle through a wireless line, which is an example of a communication line connected to the communication unit 11. When the vehicle is an autonomous vehicle, driving information is transmitted through the communication unit 11, and an automatic control device attached to the vehicle causes the vehicle to drive autonomously according to the received driving information. The autonomous driving of a vehicle refers to a state in which the vehicle drives according to its own judgment even without instructions from a user. In addition, for example, when the information processing device 1 is installed in a vehicle, the information processing device 1 may perform data communication with a server (not shown) installed in the traffic control room or the data management company through a wireless line connected to the communication unit 11, and display the tread temperature status of each tire 2 on a monitor installed in the traffic control room or a monitor installed in the data management company.

[0063] The input unit 12 is a device that receives instructions from a user and notifies the CPU 10A of the instructions, and includes, for example, a button, a touch panel, a mouse, a keyboard, and a pointing device.

[0064] The display unit 13 is an example of a display device that displays information processed by the CPU 10A as an image, and includes, for example, a liquid crystal display, an organic EL (Electro Luminescence) display, etc. For example, when the information processing device 1 is installed in a vehicle, the display unit 13 is used as a monitor inside the vehicle. Also, when the information processing device 1 is installed in a traffic control room or a data management company, the display unit 13 is used as a monitor in the traffic control room or the data management company.

[0065] A plurality of temperature sensors 14 are connected to the I / O 10D. For example, the first temperature sensor 14 is a TPMS, which is attached to the rim of each tire 2 and measures the chamber temperature of the tire 2. The second temperature sensor 14 is a thermometer, which measures the outside air temperature around the vehicle. If the information processing device 1 is installed in an operation control room or a data management company, there is no need to connect the temperature sensor 14 to the I / O 10D, and the measurement value of the temperature sensor 14 attached to each vehicle is transmitted to the information processing device 1 through the communication unit 11.

[0066] <Driving support processing for vehicles before the tread temperature reaches or exceeds the warning temperature> Next, the operation of the information processing device 1 according to the present disclosure will be described. FIG. 5 is a flowchart showing an example of the flow of vehicle driving support processing executed by starting up the information processing device 1. The CPU 10A of the information processing device 1 reads an information processing program stored in the non-volatile memory 10C, expands it in the RAM 10B, and executes the vehicle driving support processing. Here, as an example, a case will be described in which the information processing device 1 is installed in an operation control room. Also, For convenience, it is assumed that one vehicle is the subject of management by the information processing device 1. If there are multiple vehicles to be managed, the vehicle driving support process described below may be performed for each of the managed vehicles.

[0067] It is assumed that the non-volatile memory 10C stores warning temperatures and caution temperatures in advance. As an example, the L1 temperature is set to 80°C, the L2 temperature to 82°C, and the L3 temperature to 85°C, and the caution temperature is set to 75°C, which is 10°C lower than the L3 temperature. The warning temperatures and caution temperatures can be changed by a vehicle control entity that has the authority to change them. It is also assumed that the vehicle driving support process is started when the tread temperatures of all tires 2 of the managed vehicle are below the caution temperature.

[0068] The CPU 10A instructs the vehicle under management to transmit the chamber temperature measured by the TPMS attached to the rim of the tire 2 via the communication unit 11, and acquires the chamber temperature of each tire 2 together with the position information of the tire 2 from the vehicle (step S10). The position information of the tire 2 is information indicating the mounting position of the tire, such as whether the tire 2 is a rear or front tire 2, and whether the tire 2 is on the right or left side. When multiple tires 2 are mounted in the same position, the position information of the tire 2 also includes information indicating the arrangement order of the tires 2, such as the number of the tire 2 from the inside.

[0069] When the information processing device 1 is installed in a vehicle, the CPU 10A acquires the chamber temperature from the TPMS attached to the tire 2 of the vehicle.

[0070] Next, the CPU 10A estimates the tread temperature of each tire 2 from the chamber temperature acquired by the process of step S10 (step S20). The tread temperature is estimated using the tread temperature estimation method described as the process of the estimation unit 1A.

[0071] Next, the CPU 10A judges whether the tread temperature of at least one tire 2 is equal to or higher than the caution temperature (step S30). If the tread temperatures of all tires 2 are lower than the caution temperature, the process proceeds to step S10, and the chamber temperature of the tire 2 is acquired again. The CPU 10A monitors the tread temperature of each tire 2 by repeatedly executing the processes of steps S10 to S30 until it is judged that the tread temperature of at least one tire 2 is equal to or higher than the caution temperature by the judgment process of step S30. In other words, if the tread temperature of all tires 2 is lower than the caution temperature, the vehicle control entity can drive the vehicle according to the initial work plan at its own discretion without any constraints on the vehicle driving. Such vehicle driving by the vehicle control entity is called "normal driving".

[0072] On the other hand, if it is determined in the determination process of step S30 that the tread temperature of at least one tire 2 is equal to or higher than the caution temperature, the CPU 10A generates driving information for each driving condition such that the vehicle can be driven while the tread temperature of the tire 2 remains below the warning temperature (step S40). The driving information is generated using the generation method described as the process of the generation unit 1B.

[0073] Specifically, the CPU 10A generates information indicating when, what route, at what speed, and with what load the vehicle can be driven in order to maintain the tread temperature of the tire 2 below the warning temperature. The warning temperature in step S40 may be any one of the L1 temperature, L2 temperature, and L3 temperature, and is set to the L2 temperature, for example.

[0074] CPU 10A searches for the vehicle route constituting the driving conditions by using map data.

[0075] Furthermore, when determining the vehicle speed range constituting the driving conditions, the CPU 10A sets the upper limit of the speed range to a speed that takes into consideration heat generation, such as when the tread temperature exceeds the warning temperature if the speed is increased above this limit, while the CPU 10A sets the lower limit of the speed range to a speed that takes into consideration productivity, such as when the specified work cannot be completed within the planned time if the speed is reduced below this limit.

[0076] The generated travel information is expressed in units of, for example, "cycles." One cycle indicates that the vehicle can make one round trip from the current location to the destination.

[0077] If there are a plurality of cases in which the vehicle can be driven with the tread temperature of the tires 2 remaining below the warning temperature if the driving conditions are changed, the CPU 10A generates the driving information for each driving condition.

[0078] Next, CPU 10A associates the driving information generated by the process of step S40 with the driving conditions used when generating the driving information, and displays it on display unit 13. CPU 10A also transmits the driving information of the vehicle associated with the driving conditions to the vehicle whose tread temperature has reached or exceeded the caution temperature, via communication unit 11 (step S50).

[0079] Fig. 6 is a diagram showing an example of driving information displayed on the display unit 13 and the monitor of the vehicle when there is a vehicle whose tread temperature has reached or exceeded the caution temperature. As shown in Fig. 6, the driving information displays the vehicle number of the vehicle whose tread temperature has reached or exceeded the caution temperature, the tire position of the tire 2 whose tread temperature has reached or exceeded the caution temperature, the route of the vehicle, the speed range, and the load that can be carried. N1 to N6 in the driving information column of Fig. 6 each represent an integer equal to or greater than 0. Also, the shaded tire 2 in the tire position column represents the position of the tire 2 whose tread temperature has reached or exceeded the caution temperature.

[0080] In this way, when there are multiple cases in which the vehicle can be driven with the tread temperature below the warning temperature, the CPU 10A notifies the vehicle's control entity of each of the driving information in association with the driving conditions. For example, if the vehicle's control entity is a driver, the driver can maintain the tread temperature of each tire 2 below the warning temperature by selecting any one of the driving information displayed on the monitor according to the work situation, and driving the vehicle at the frequency indicated by the selected driving information according to the driving conditions associated with the selected driving information. Also, for example, if the vehicle is an autonomous vehicle and the vehicle's control entity is an automatic control device, the automatic control device can maintain the tread temperature of each tire 2 below the warning temperature by selecting any one of the driving information received according to the work situation, and controlling the vehicle's driving at the frequency indicated by the selected driving information according to the driving conditions associated with the selected driving information.

[0081] Therefore, the vehicle control entity can drive the vehicle without interrupting work, thereby improving the vehicle's operating rate compared to driving the vehicle based on experience and intuition in a way that does not increase the temperature of tire 2.

[0082] Although not shown in the example of Figure 6, the vehicle travel time period used when generating the travel information may also be associated with the travel information, for example, "August 1, 2023, 10:00 to 10:30."

[0083] <Driving support process for vehicle after tread temperature reaches or exceeds warning temperature> The vehicle driving support process by the information processing device 1 described above notifies the vehicle control entity of driving information that prevents the tread temperature of the tire 2 from exceeding the warning temperature. However, if the vehicle control entity does not drive the vehicle according to the driving information for some reason, the tread temperature may exceed the warning temperature. Hereinafter, the operation of the information processing device 1 that provides the vehicle control entity with driving information that prevents the tread temperature from exceeding the warning temperature again after the vehicle is stopped, as well as the stopping time required to reduce the tread temperature to below the warning temperature, to the vehicle control entity.

[0084] 7 is a flowchart showing an example of the flow of vehicle driving support processing executed by starting up the information processing device 1. The CPU 10A of the information processing device 1 reads an information processing program stored in the non-volatile memory 10C, expands it in the RAM 10B, and executes the vehicle driving support processing. Here, as an example, a case will be described in which the information processing device 1 is installed in an operation control room. For ease of explanation, the number of vehicles managed by the information processing device 1 will be one. If there are multiple managed vehicles, the vehicle driving support processing described below may be performed for each managed vehicle.

[0085] The vehicle driving support process shown in Fig. 7 differs from the vehicle driving support process shown in Fig. 5 in that the processes of step S35, step S42, and step S44 are added, and step S50 is replaced with step S50A. Therefore, the following description will focus on the points that differ from the vehicle driving support process shown in Fig. 5.

[0086] When it is determined by the determination process of step S30 that the tread temperature of at least one tire 2 is equal to or higher than the caution temperature, the CPU 10A determines whether or not the tread temperature is equal to or higher than the warning temperature (step S35). When the tread temperature is equal to or higher than the warning temperature, the CPU 10A estimates the vehicle stopping time for lowering the tread temperature to below the warning temperature (step S42). In this case, the CPU 10A sets a plurality of temperatures lower than the warning temperature as the post-stop tread temperature, and while changing the post-stop tread temperature, estimates the vehicle stopping time required for the tread temperature to be lowered to the post-stop tread temperature using the tread temperature that is equal to or higher than the warning temperature estimated in the process of step S20 and the post-stop tread temperature. The estimation method of the vehicle stopping time described as the process of the estimation unit 1A is used to estimate the vehicle stopping time.

[0087] Next, CPU 10A generates driving information for each stopping time estimated in the process of step S42 such that the vehicle can travel after stopping while the tread temperature of tire 2 remains below the warning temperature (step S44). The driving information is generated using the generation method described as the process of generating unit 1B, and the generated driving information is associated with the driving conditions used when generating the driving information.

[0088] In addition, when there are a plurality of cases in which the vehicle can be driven while the tread temperature of the tire 2 is below the warning temperature if the driving conditions are changed, the CPU 10A generates the driving information for each driving condition. That is, a plurality of pieces of driving information and driving conditions may be associated with the same stopping time.

[0089] Next, CPU 10A displays the driving information for each stopping time generated by the process of step S44 in association with the post-stop tread temperature and the driving conditions used when generating the driving information on display unit 13. CPU 10A also transmits, to a vehicle whose tread temperature has reached the warning temperature or higher, the driving information for the vehicle, which is associated with the post-stop tread temperature and the driving conditions used when generating the driving information for each stopping time generated by the process of step S44, via communication unit 11 (step S50A).

[0090] On the other hand, when it is determined in the determination process of step S35 that the tread temperature is below the warning temperature, CPU 10A executes the same process as the process of step S40 in Fig. 5. That is, CPU 10A generates driving information for each driving condition that allows the vehicle to drive while the tread temperature of tire 2 remains below the warning temperature, and proceeds to step S50A.

[0091] In this case, in step S50A, CPU 10A displays the driving information generated by the process of step S40 on display unit 13 in association with the driving conditions used when generating the driving information. For the vehicle for which the conditions are met, the travel information of the vehicle, which is associated with the travel conditions, is transmitted via the communication unit 11.

[0092] Fig. 8 is a diagram showing an example of a stop time displayed on the display unit 13 and the monitor of the vehicle when there is a vehicle whose tread temperature has reached or exceeded the warning temperature. As shown in Fig. 8, the display unit 13 and the monitor of the vehicle display the vehicle number of the vehicle whose tread temperature has reached or exceeded the warning temperature, the tire position of the tire 2 whose tread temperature has reached or exceeded the warning temperature, the stop time, and the tread temperature after each stop time, and also display driving conditions and driving information that prevent the tread temperature from reaching or exceeding the warning temperature again after stopping, in association with each stop time. Each of M1 to M7 in the driving information column in Fig. 8 represents an integer of 0 or more.

[0093] In this way, the CPU 10A notifies the vehicle control entity of the stop time required for the tread temperature to drop below the warning temperature. For example, if the vehicle control entity is the driver, the driver can select any one of the stop times displayed on the monitor according to the work situation, and stop the vehicle for the selected stop time, thereby lowering the tread temperature below the warning temperature. In addition, after the tread temperature drops below the warning temperature, the driver can select any one of the driving information items corresponding to the selected stop time according to the work situation, and drive the vehicle at the frequency indicated by the selected driving information according to the driving conditions associated with the selected driving information, thereby maintaining the tread temperature of each tire 2 below the warning temperature.

[0094] On the other hand, for example, if the vehicle is an autonomous vehicle and the vehicle is controlled by an automatic control device, the automatic control device can select one of the received stop times according to the work situation, and stop the vehicle for the selected stop time, thereby lowering the tread temperature below the warning temperature. Also, after the tread temperature has dropped below the warning temperature, the automatic control device can select one of the driving information items corresponding to the selected stop time according to the work situation, and control the driving of the vehicle at the frequency indicated by the selected driving information according to the driving conditions associated with the selected driving information, thereby maintaining the tread temperature of each tire 2 below the warning temperature.

[0095] Therefore, the vehicle control entity can grasp the stopping time until the tread temperature drops below the warning temperature, and can avoid stopping the vehicle longer than necessary or starting to run when the tread temperature has not dropped below the warning temperature. Also, the vehicle control entity can prevent the occurrence of a situation in which the tread temperature becomes equal to or higher than the warning temperature again after the vehicle has been stopped, and the vehicle must be stopped. In other words, the vehicle operating rate can be improved compared to a case in which the vehicle control entity stops and runs the vehicle without considering the temperature of the tire 2.

[0096] In the above embodiment, when the vehicle is an autonomous vehicle, the information processing device 1 transmits driving information to an automatic control device attached to the vehicle, and the automatic control device receives the driving information and controls the vehicle to drive autonomously according to the received driving information. However, the information processing device 1 may function as the automatic control device.

[0097] In this case, a control unit is added to the functional configuration example of the information processing device 1 shown in Fig. 1. When the control unit receives the driving information from the notification unit 1C, the control unit performs control to make the vehicle autonomously drive according to the received driving information. Such processing of the control unit is executed by the CPU 10A.

[0098] For example, the CPU 10A controls the running of the vehicle so that the vehicle runs autonomously according to the running information generated when the tread temperature is equal to or higher than the caution temperature. Also, the CPU 10A controls the running of the vehicle so that the vehicle stops autonomously for an estimated stopping time when the tread temperature is equal to or higher than the warning temperature.

[0099] Although one form of the information processing device 1 has been described above using the embodiment, the disclosed form is merely an example, and the form of the information processing device 1 is not limited to the scope described in the embodiment. Various changes or improvements can be made to the embodiment without departing from the gist of the present disclosure, and forms of the information processing device 1 with such changes or improvements are also included in the technical scope of the disclosure.

[0100] In the above embodiment, as an example, the vehicle driving support processing shown in Fig. 5 and Fig. 7 is implemented by software. However, the same processing as the flowchart of the vehicle driving support processing may be executed by hardware. In this case, the processing speed is increased compared to the case where the vehicle driving support processing is implemented by software. In addition, the processing flow in the vehicle driving support processing is an example, and unnecessary processing may be deleted, new processing may be added, or the processing order may be changed within the scope of the gist.

[0101] In the above embodiment, an example in which the information processing program is stored in the non-volatile memory 10C has been described. However, the storage destination of the information processing program is not limited to the non-volatile memory 10C. The information processing program may also be provided in a form recorded in a computer-readable storage medium.

[0102] For example, the information processing program may be provided in a form recorded on an optical disk such as a CD-ROM (Compact Disk Read Only Memory), a DVD-ROM (Digital Versatile Disk Read Only Memory), or a Blu-ray disk. In addition, the information processing program may be provided in a form recorded on a portable semiconductor memory such as a Universal Serial Bus (USB) memory or a memory card. The non-volatile memory 10C, a CD-ROM, a DVD-ROM, a Blu-ray disc, a USB, and a memory card are examples of non-transitory storage media.

[0103] Furthermore, the CPU 10A may download an information processing program from an external device via the communication unit 11, and store the downloaded information processing program in the non-volatile memory 10C.

[0104] In the embodiments, the CPU 10A has been used as an example of a general-purpose processor; however, in the embodiments, the term processor refers to a processor in a broad sense, and includes not only general-purpose processors such as the CPU 10A, but also dedicated processors (e.g., GPU: Graphics Processing Unit, ASIC: Application Specific Integrated Circuit, FPGA: Field Programmable Gate Array, programmable logic device, etc.).

[0105] Furthermore, the operations of the processors in the above-described embodiments may not only be performed by a single processor, but may also be performed by multiple processors working together, or may be performed by multiple processors located at physically separate locations working together.

[0106] All publications, patent applications, and standards mentioned in this specification are herein incorporated by reference to the same extent as if each individual publication, patent application, or standard was specifically and individually indicated to be incorporated by reference. [Explanation of symbols]

[0107] 1. Information processing device 1A Estimation part 1B Generator 1C Notification section 2 Tires 2A Tread 2B Belt 2C Groove 2D Carcass Inside the 2E tire 3. Icons 10. Computers 10A CPU 10B RAM 10C Non-volatile Memory 10D I / O 10E Bus 11 Communication unit 12 Input Unit 13 Display unit 14 Temperature Sensor

Claims

1. When the temperature of the belt stretched between the tread and carcass of the tire reaches or exceeds a predetermined warning temperature that may cause damage to the tire due to heat, an estimation unit that estimates a stopping time of the vehicle to reduce a temperature of the belt of the vehicle equipped with the tire to below the warning temperature; A notification unit that notifies the stop time estimated by the estimation unit; An information processing device comprising:

2. a generating unit that generates driving information that is information regarding the driving of the vehicle such that the vehicle can be driven while the temperature of the belt remains below the warning temperature after the vehicle has been stopped for the stop time estimated by the estimating unit, The notification unit notifies the travel information generated by the generation unit in association with a stop time of the vehicle. The information processing device according to claim 1 .

3. The estimation unit estimates a stop time of the vehicle by combining the temperature of the belt that is equal to or higher than the warning temperature and a target temperature of the belt that is set to a temperature lower than the warning temperature with at least one of a remaining amount of tread grooves of the tire, a season in which the vehicle travels, and a time zone. The information processing device according to claim 2 .

4. The generating unit generates the travel information for each condition that combines at least one of a route to a destination of the vehicle, a speed range of the vehicle, a load range of a load that can be loaded on the vehicle, and a time when the vehicle travels. The information processing device according to claim 3 .

5. When there are a plurality of pieces of travel information generated by the generating unit, the notifying unit notifies each piece of the travel information. The information processing device according to claim 4.

6. The tire is a tire for heavy machinery used in mining sites. The information processing device according to any one of claims 1 to 5.

7. When the temperature of the belt stretched between the tread and carcass of the tire reaches or exceeds a predetermined warning temperature that may cause damage to the tire due to heat, estimating a time for which the vehicle having the tire is stopped in order to reduce the temperature of the belt of the vehicle to below the warning temperature; The computer executes a process to notify the estimated stop time. Information processing methods.

8. When the temperature of the belt stretched between the tread and carcass of the tire reaches or exceeds a predetermined warning temperature that may cause damage to the tire due to heat, estimating a time for which the vehicle having the tire is stopped in order to reduce the temperature of the belt of the vehicle to below the warning temperature; To cause a computer to execute a process for notifying the estimated stop time Information processing program.

9. When the temperature of the belt stretched between the tread and carcass of the tire reaches or exceeds a predetermined warning temperature that may cause damage to the tire due to heat, an estimation unit that estimates a stopping time of the vehicle to which the tire is attached in order to reduce a temperature of the belt of the vehicle to below the warning temperature; a notification unit that notifies an automatic control device that controls traveling of the vehicle of the stopping time estimated by the estimation unit so that the vehicle is autonomously stopped for the stopping time estimated by the estimation unit; An information processing device comprising:

10. When the temperature of the belt stretched between the tread and carcass of the tire reaches or exceeds a predetermined warning temperature that may cause damage to the tire due to heat, estimating a time for which the vehicle having the tire is stopped in order to reduce the temperature of the belt of the vehicle to below the warning temperature; A computer executes a process of notifying an automatic control device that controls the running of the vehicle of the estimated stopping time so that the vehicle is autonomously stopped for the estimated stopping time. Information processing methods.

11. When the temperature of the belt stretched between the tread and carcass of the tire reaches or exceeds a predetermined warning temperature that may cause damage to the tire due to heat, estimating a time for which the vehicle having the tire is stopped in order to reduce the temperature of the belt of the vehicle to below the warning temperature; A method for causing a computer to execute a process of notifying an automatic control device that controls the running of the vehicle of an estimated stopping time so that the vehicle is stopped autonomously for the estimated stopping time. Information processing program.

12. When the temperature of the belt stretched between the tread and carcass of the tire reaches or exceeds a predetermined warning temperature that may cause damage to the tire due to heat, an estimation unit that estimates a stopping time of the vehicle to which the tire is attached in order to reduce a temperature of the belt of the vehicle to below the warning temperature; a control unit that controls traveling of the vehicle so as to autonomously stop the vehicle for the stop time estimated by the estimation unit; An information processing device comprising:

13. When the temperature of the belt stretched between the tread and carcass of the tire reaches or exceeds a predetermined warning temperature that may cause damage to the tire due to heat, estimating a time for which the vehicle having the tire is stopped in order to reduce the temperature of the belt of the vehicle to below the warning temperature; A process of controlling the traveling of the vehicle so that the vehicle is autonomously stopped for the estimated stopping time is executed by a computer. Information processing methods.

14. When the temperature of the belt stretched between the tread and carcass of the tire reaches or exceeds a predetermined warning temperature that may cause damage to the tire due to heat, estimating a time for which the vehicle having the tire is stopped in order to reduce the temperature of the belt of the vehicle to below the warning temperature; A method for causing a computer to execute a process of controlling the traveling of the vehicle so as to autonomously stop the vehicle for the estimated stopping time. Information processing program.

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