Pneumatic tire management system, determination method, and program

Abstract

To provide a pneumatic tire management system, a determination method, and a program that allow determination of whether or not a pneumatic tire mounted to a vehicle is in a specific mounting state.SOLUTION: A vehicle 1 included in a pneumatic tire management system comprises: a first acquisition processing section 71 for acquiring air pressure of the pneumatic tire mounted to a vehicle 1; and a first determination processing section 73 for determining whether or not the pneumatic tire is in a specific mounting state of being mounted to a wheel of a rim width that exceeds a specific range corresponding to a tire width of the pneumatic tire, on the basis of the air pressure acquired by the first acquisition processing section 71.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present disclosure relates to a pneumatic tire management system, a determination method, and a program. [Background technology]

[0002] A system is known that acquires the air pressure of a pneumatic tire (hereinafter referred to as "tire") mounted on a vehicle and determines whether the tire is punctured based on the acquired air pressure (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2019-6266 Summary of the Invention [Problem to be solved by the invention]

[0004] However, the tire may be mounted on a wheel with a rim width that exceeds a specific range corresponding to the tire width of the tire. Such a tire is called a "stretched tire" because the shoulder portion of the tire is stretched outward. In a stretched tire, the internal air pressure is higher than in a normal tire in order to maintain the tire's mounting position on the wheel. Furthermore, a gap is more likely to form between the tire and the wheel rim, and the air pressure is more likely to decrease in a stretched tire than in a normal tire. If the air pressure in a stretched tire drops, the tire may no longer be able to maintain its mounting position on the wheel, causing it to come off the wheel.

[0005] However, conventionally, there has been no configuration capable of determining whether a tire mounted on a vehicle is in a specific mounting state where the tire is mounted on a wheel with a rim width that exceeds the specific range corresponding to the tire width of the tire, and therefore it has not been possible to notify the user of the vehicle that the tire is in the specific mounting state.

[0006] An object of the present disclosure is to provide a pneumatic tire management system, a determination method, and a program that can determine whether a pneumatic tire mounted on a vehicle is in a specific mounting state. [Means for solving the problem]

[0007] A pneumatic tire management system according to one aspect of the present disclosure includes a first acquisition processor and a first determination processor. The first acquisition processor acquires the air pressure of a pneumatic tire mounted on a vehicle. The first determination processor determines, based on the air pressure acquired by the first acquisition processor, whether the pneumatic tire is in a specific mounting state in which the pneumatic tire is mounted on a wheel having a rim width that exceeds a specific range corresponding to the tire width of the pneumatic tire.

[0008] This system makes it possible to determine whether the pneumatic tire mounted on the vehicle is in the specific mounting state. [Effects of the Invention]

[0009] According to the present disclosure, it is possible to determine whether a pneumatic tire mounted on a vehicle is in a specific mounting state. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 1 is a diagram showing the configuration of a pneumatic tire management system according to an embodiment of the present disclosure. [Figure 2] FIG. 2 is a diagram showing the configuration of a vehicle in a pneumatic tire management system according to an embodiment of the present disclosure. [Figure 3]FIG. 3 is a diagram illustrating a configuration of a server of a pneumatic tire management system according to an embodiment of the present disclosure. [Figure 4] FIG. 4 is a flowchart showing an example of an air pressure acquisition process executed in a pneumatic tire management system according to an embodiment of the present disclosure. [Figure 5] FIG. 5 is a flowchart showing an example of an air pressure monitoring process executed in a pneumatic tire management system according to an embodiment of the present disclosure. [Figure 6] FIG. 6 is a flowchart showing an example of a state determination process executed in the pneumatic tire management system according to an embodiment of the present disclosure. [Figure 7] FIG. 7 is a flowchart showing an example of a specific area monitoring process executed in the pneumatic tire management system according to an embodiment of the present disclosure. [Figure 8] FIG. 8 is a flowchart showing an example of a benefit granting process executed in the pneumatic tire management system according to an embodiment of the present disclosure. [Figure 9] FIG. 9 is a flowchart showing an example of a theft monitoring process executed in the pneumatic tire management system according to an embodiment of the present disclosure. [Figure 10] FIG. 10 is a diagram illustrating an example of changes in air pressure acquired by the pneumatic tire management system according to the embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. Note that the following embodiments are examples that embody the present disclosure and do not limit the technical scope of the present disclosure.

[0012] [Configuration of pneumatic tire management system 100] First, with reference to FIG. 1, the configuration of a pneumatic tire management system 100 according to an embodiment of the present disclosure will be described.

[0013] 1, the pneumatic tire management system 100 includes a vehicle 1 and a server 3. In the pneumatic tire management system 100, the vehicle 1 and the server 3 are connected to each other so as to be able to communicate with each other via a communication network 4. For example, the communication network 4 is the Internet.

[0014] The vehicle 1 is an automobile such as a passenger car, a bus, a truck, etc. Note that the vehicle 1 is not limited to an automobile, and may be a motorcycle, a three-wheeled vehicle, or the like.

[0015] As shown in FIG. 1, the vehicle 1 is equipped with four pneumatic tires 2 (hereinafter referred to as "tires 2"). Specifically, the vehicle 1 is equipped with four wheels (the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel), and a tire 2 is mounted on each of the wheels. Hereinafter, the tire 2 mounted on the left front wheel will be referred to as "tire 2A" (see FIG. 1). The tire 2 mounted on the right front wheel will be referred to as "tire 2B" (see FIG. 1). The tire 2 mounted on the left rear wheel will be referred to as "tire 2C" (see FIG. 1). The tire 2 mounted on the right rear wheel will be referred to as "tire 2D" (see FIG. 1).

[0016] [Vehicle 1 Configuration] Next, the configuration of the vehicle 1 will be described with reference to FIG.

[0017] In addition to the components necessary for driving, such as an engine, the four wheels, tires 2 mounted on each wheel (see FIG. 1), brakes, and a steering mechanism, the vehicle 1 is equipped with a control unit 11, an operation display unit 12, an air pressure detection device 13, a communication unit 14, a GPS receiver 15, and a memory unit 16 shown in FIG. 2.

[0018] 2, the control unit 11 includes a CPU 21, a ROM 22, and a RAM 23. The CPU 21 is a processor that executes various types of arithmetic processing. The ROM 22 is a non-volatile storage device that stores in advance information such as control programs for causing the CPU 21 to execute various types of processing. The RAM 23 is a volatile or non-volatile storage device that is used as a temporary storage memory (work area) for the various types of processing executed by the CPU 21.

[0019] The operation display unit 12 includes a first display unit and a first operation unit. The first display unit is provided in a position visible to the driver sitting in the driver's seat of the vehicle 1. For example, the first display unit is a flat panel display such as a liquid crystal display provided in a center cluster of the vehicle 1. The first display unit displays various information in response to control instructions from the control unit 11. The first operation unit is provided in a position operable by the driver sitting in the driver's seat. For example, the first operation unit includes operation buttons provided in a center cluster or a center console of the vehicle 1, and a touch panel provided in the first display unit. The first display unit may also include notification lamps provided in an instrument panel of the vehicle 1 that correspond to each piece of notification information for the user of the vehicle 1.

[0020] The air pressure detecting devices 13 detect the air pressure of the tires 2. As shown in FIG. 1, an air pressure detecting device 13 is provided corresponding to each tire 2. The air pressure detecting device 13A corresponding to tire 2A is provided on the left front wheel. The air pressure detecting device 13B corresponding to tire 2B is provided on the right front wheel. The air pressure detecting device 13C corresponding to tire 2C is provided on the left rear wheel. The air pressure detecting device 13D corresponding to tire 2D is provided on the right rear wheel.

[0021] The tire pressure detection device 13 includes a pressure sensor 31, a temperature sensor 32, an acceleration sensor 33, and a communication unit 34, all of which are shown in FIG.

[0022] The pressure sensor 31 detects the air pressure inside the tire 2 .

[0023] The temperature sensor 32 detects the air temperature inside the tire 2 .

[0024] The acceleration sensor 33 detects acceleration occurring in the tire 2. For example, the acceleration sensor 33 is a three-axis acceleration sensor that can detect acceleration in the rotational direction, rotational axis direction, and radial direction of the tire 2.

[0025] The communication unit 34 includes a transmitter and an antenna, and performs wireless data communication with the communication unit 14 .

[0026] Specifically, the communication unit 34 performs wireless communication according to a predetermined first wireless communication standard with communication units 14 that are present within the communication range of the tire pressure detection device 13 for the first wireless communication standard. For example, the first wireless communication standard is IEEE, a well-known international standard, or a wireless communication standard that complies with IEEE. For example, the first wireless communication standard is Bluetooth (registered trademark) or Wi-Fi (registered trademark). In this case, the communication unit 34 can perform wireless communication with communication units 14 that are present within a range of several dozen meters. Note that the first wireless communication standard may be a standard other than Bluetooth or Wi-Fi.

[0027] The air pressure detection device 13 transmits first status data and second status data to the wirelessly connected communication unit 14. The first status data includes detection device identification information used to identify the air pressure detection device 13, air pressure information indicating the air pressure detected by the pressure sensor 31, and air temperature information indicating the air temperature detected by the temperature sensor 32. The second status data includes the detection device identification information and acceleration information indicating the acceleration in three directions of the tire 2 detected by the acceleration sensor 33.

[0028] For example, the air pressure detection device 13 executes a first detection process and a first transmission process at a predetermined first execution cycle. The first detection process is a process of detecting the air pressure inside the tire 2 and the air temperature inside the tire 2 using the pressure sensor 31 and the temperature sensor 32. The first transmission process is a process of transmitting the first status data including the detection results of the first detection process to the communication unit 14. For example, the first execution cycle is a time period arbitrarily set between 10 seconds and 10 minutes.

[0029] The air pressure detection device 13 also executes a second detection process and a second transmission process at a predetermined second execution cycle. The second detection process is a process of detecting the acceleration of the tire 2 using the acceleration sensor 33. The second transmission process is a process of transmitting the second status data including the detection result of the second detection process to the communication unit 14. For example, the second execution cycle is a time period arbitrarily determined between 0.01 seconds and 0.1 seconds.

[0030] The communication unit 14 performs wireless data communication with the communication unit 34 of each air pressure detection device 13. The communication unit 14 is provided in a position where it can perform wireless communication with each air pressure detection device 13 in accordance with the first wireless communication standard.

[0031] Furthermore, the communication unit 14 performs wireless data communication with an external communication device (not shown). Specifically, the communication unit 14 performs wireless communication according to a predetermined second wireless communication standard with the communication device that is present within the communication range of the communication unit 14 for the second wireless communication standard. For example, the second wireless communication standard is LTE (registered trademark). In this case, the communication unit 14 can perform wireless communication with the communication device that is present within a range of several kilometers. The communication unit 14 is connected to the communication network 4 via the communication device. Note that the second wireless communication standard may be a standard different from LTE.

[0032] The GPS receiver 15 is capable of receiving radio waves transmitted from GPS satellites. The control unit 11 is capable of acquiring vehicle position information indicating the current position of the vehicle 1 based on information contained in the radio waves received by the GPS receiver 15.

[0033] The storage unit 16 is a non-volatile storage device, such as a flash memory.

[0034] Map data of a predetermined specific region is stored in the memory unit 16. The map data is used in a route search process executed by the control unit 11 to search for a route from the current position of the vehicle 1 to a destination set by the driver of the vehicle 1 or the like. The specific region may be a region including multiple countries, may be any one of the countries, or may be a region included in any one of the countries.

[0035] 2, the storage unit 16 includes a specific storage area 41. The specific storage area 41 is used to store information about the tires 2 detected by each of the air pressure detection devices 13.

[0036] [Server 3 Configuration] Next, the configuration of the server 3 will be described with reference to FIG.

[0037] As shown in FIG. 3, the server 3 includes a control unit 51, an operation display unit 52, a communication unit 53, and a storage unit .

[0038] The control unit 51 comprehensively controls the server 3. As shown in Fig. 3, the control unit 51 includes a CPU 61, a ROM 62, and a RAM 63. The CPU 61, the ROM 62, and the RAM 63 are similar to the CPU 21, the ROM 22, and the RAM 23 of the vehicle 1.

[0039] The operation display unit 52 is a user interface of the server 3. The operation display unit 52 includes a second display unit and a second operation unit. The second display unit displays various information in response to control instructions from the control unit 51. For example, the second display unit is a flat panel display such as a liquid crystal display. The second operation unit inputs various information to the control unit 51 in response to user operations. For example, the second operation unit includes a keyboard, a mouse, and a touch panel.

[0040] The communication unit 53 is a communication interface that can perform data communication with an external device. Specifically, the communication unit 53 performs data communication with the vehicle 1 via the communication network 4.

[0041] The storage unit 54 is a nonvolatile storage device, such as a nonvolatile memory such as a flash memory, a solid state drive (SSD), or a hard disk drive (HDD).

[0042] Incidentally, the tire 2 may be mounted on a wheel with a rim width that exceeds a specific range corresponding to the tire width of the tire 2. Such a tire 2 is called a "stretched tire" because the shoulder portion of the tire 2 is pulled outward. In a stretched tire, the internal air pressure is higher than that of a normal tire 2 in order to maintain the tire's attachment to the wheel. Furthermore, in a stretched tire, a gap is more likely to occur between the tire 2 and the wheel rim, and the air pressure is more likely to decrease than in a normal tire 2. If the air pressure of the stretched tire becomes too low, the tire may no longer be able to maintain its attachment to the wheel, and the tire 2 may come off the wheel.

[0043] In response to this, it is possible to determine whether the tire 2 mounted on the vehicle 1 is in a specific mounting state in which it is mounted on the wheel having a rim width that exceeds a specific range corresponding to the tire width of the tire 2, and if it is determined that the tire is in the specific mounting state, to notify the driver that the tire 2 is decompressing at an earlier timing, thereby reducing the risk of an accident occurring due to the tire 2 coming off the wheel. However, conventionally, there has been no configuration that can determine whether the tire 2 mounted on the vehicle 1 is in the specific mounting state.

[0044] As will be described below, the pneumatic tire management system 100 according to an embodiment of the present disclosure is capable of determining whether or not the tire 2 mounted on the vehicle 1 is in the specific mounting state.

[0045] [Functional configuration of control unit 11] Next, the functional configuration included in the control unit 11 will be described with reference to FIG.

[0046] 2, the control unit 11 includes a first acquisition processing unit 71, a first detection processing unit 72, a first determination processing unit 73, a first notification processing unit 74, a change processing unit 75, a second determination processing unit 76, a second notification processing unit 77, a third determination processing unit 78, and a second detection processing unit 79. Note that the pneumatic tire management system of the present disclosure may be configured with only the control unit 11.

[0047] Specifically, a first tire management program for causing the control unit 11 to function as each of the above-mentioned processing units is stored in advance in the storage unit 16. The control unit 11 functions as each of the above-mentioned processing units by executing the first tire management program.

[0048] The first tire management program may be recorded on a computer-readable recording medium such as a CD, a DVD, or a flash memory, and may be read from the recording medium and stored in the storage unit 16. The first tire management program may also be a program for causing a plurality of processors to function as the processing units shown in Fig. 2. Some or all of the processing units included in the control unit 11 may be configured with electronic circuits.

[0049] The first acquisition processing unit 71 acquires the air pressure of the tire 2 mounted on the vehicle 1.

[0050] Specifically, the first acquisition processing unit 71 acquires the air pressure of each tire 2.

[0051] For example, the first acquisition processing unit 71 acquires the air pressure of the tire 2 based on the first condition data transmitted from the air pressure detection device 13. Specifically, the first acquisition processing unit 71 corrects the air pressure detected by the pressure sensor 31 based on the difference between the air temperature detected by the temperature sensor 32 and a predetermined reference temperature, and acquires the corrected air pressure as the air pressure of the tire 2.

[0052] For example, each time the first status data is transmitted from the air pressure detection device 13, the first acquisition processing unit 71 generates air pressure data using the air pressure information, the air temperature information, and the detection device identification information included in the first status data. The air pressure data is data including corrected air pressure information indicating the corrected air pressure, information indicating the date and time the first status data was received, and the detection device identification information. The first acquisition processing unit 71 then stores the generated air pressure data in the specific storage area 41. In other words, the first acquisition processing unit 71 records the air pressure of the tire 2 each time the first status data is transmitted.

[0053] The first detection processing unit 72 detects an impact on the tire 2.

[0054] Specifically, the first detection processing unit 72 detects an impact on each tire 2 for each tire 2 .

[0055] For example, the first detection processing unit 72 determines whether or not an impact has occurred on the tire 2 in each of the rotational direction, rotational axis direction, and radial direction of the tire 2, based on the second state data transmitted in the second execution cycle from the air pressure detection device 13. Specifically, the first detection processing unit 72 detects an impact on the tire 2 when the acceleration in any of the rotational direction, rotational axis direction, and radial direction of the tire 2 increases by more than a predetermined amount and then immediately decreases by more than a predetermined amount.

[0056] The first judgment processing unit 73 determines, based on the air pressure of the tire 2 acquired by the first acquisition processing unit 71, whether the tire 2 is in the specific mounting state in which it is mounted on the wheel having a rim width that exceeds the specific range corresponding to the tire width (cross-sectional width) of the tire 2.

[0057] Here, the specific range is a range determined for each tire width of the tire 2 by the manufacturer of the tire 2.

[0058] Hereinafter, the tire 2 in the specific mounting state may be referred to as a "tensioned tire." Also, the tire 2 not in the specific mounting state may be referred to as a "normal tire."

[0059] Figure 10 shows an example of the change in air pressure of the tension tire and an example of the change in air pressure of the regular tire. Specifically, Figure 10 shows the change in air pressure of the tension tire from the time of air pressure adjustment until 40 days have passed using a solid line. Figure 10 also shows the change in air pressure of the regular tire from the time of air pressure adjustment until 40 days have passed using a dashed line.

[0060] As shown in Figure 10, during air pressure adjustment, the air pressure of the tensioned tire is adjusted to be higher than that of the standard tire. This is because the tensioned tire needs to have a higher air pressure than the standard tire in order to maintain its mounted state on the wheel (to pull the shoulder portion outward). In other words, if the air pressure of tire 2 is higher than that of the standard tire during air pressure adjustment, it is highly likely that tire 2 is in the specific mounted state.

[0061] Furthermore, as shown in Figure 10, the rate at which the air pressure of the pulled tire decreases may temporarily increase. This is because, for example, when the vehicle 1 passes over an area with a step, an impact is generated on the pulled tire, and the impact temporarily creates a gap between the pulled tire and the wheel rim, causing a decrease in the air pressure of the pulled tire. In other words, if the rate at which the air pressure of tire 2 decreases temporarily increases, it is highly likely that tire 2 is in the specific mounting state. Furthermore, if the timing at which the rate at which the air pressure of tire 2 decreases temporarily increases roughly coincides with the timing at which an impact occurs to tire 2, it is highly likely that tire 2 is in the specific mounting state.

[0062] 10, the rate at which the air pressure of the tensioned tire drops is faster than that of the standard tire. This is because a gap is more likely to form between the tensioned tire and the wheel rim, making the air pressure in the tensioned tire more likely to drop than in the standard tire. In other words, if the rate at which the air pressure of tire 2 drops is faster than that of the standard tire, it is highly likely that tire 2 is in the specific mounting state.

[0063] Taking the above into consideration, the pneumatic tire management system 100 determines that the tire 2 is in the specific mounting state when all of the following first, second, third, and fourth conditions are met.

[0064] The first condition is that the air pressure of the tire 2 acquired by the first acquisition processing unit 71 exceeds a predetermined specific value. The specific value is a value higher than the appropriate air pressure value for the normal tire (the air pressure value of the normal tire at the time of air pressure adjustment). For example, the specific value is 280 kPa. Note that the specific value may be any value higher than the appropriate air pressure value for the normal tire.

[0065] The second condition is that the rate of decrease in air pressure of the tire 2 temporarily increases. Here, the rate of decrease in air pressure of the tire 2 is the amount of decrease in air pressure of the tire 2 per unit time. For example, the unit time is one day. In this case, the rate of decrease in air pressure of the tire 2 is calculated for each day. For example, in the pneumatic tire management system 100, if the rate of decrease in air pressure of the tire 2 increases beyond a predetermined value and then decreases beyond the predetermined value on the following day, it is determined that the rate of decrease in air pressure of the tire 2 has temporarily increased.

[0066] The third condition is that an impact on the tire 2 is detected by the first detection processing unit 72 when the second condition is satisfied.

[0067] The fourth condition is that the rate of decrease in the air pressure of the tire 2 exceeds a predetermined reference speed. The reference speed is a speed that is faster than the rate of decrease in the air pressure of the standard tire. The reference speed may be any speed that is faster than the rate of decrease in the air pressure of the standard tire.

[0068] For example, the first judgment processing unit 73 judges that the tire 2 is in the specific mounting state when the rate at which the air pressure of the tire 2 decreases temporarily increases after the air pressure of the tire 2 acquired by the first acquisition processing unit 71 exceeds the specific value, and an impact is detected by the first detection processing unit 72 at the time of the temporary increase in the rate at which the air pressure of the tire 2 decreases, and the rate at which the air pressure of the tire 2 decreases until the rate at which the air pressure of the tire 2 decreases temporarily increases exceeds the reference speed.

[0069] In addition, the first judgment processing unit 73 may determine that the tire 2 is in the specific mounting state when any one or more of the first condition, the second condition, the third condition, and the fourth condition are satisfied.

[0070] For example, the first determination processing unit 73 may determine that the tire 2 is in the specific mounting state when the air pressure of the tire 2 acquired by the first acquisition processing unit 71 exceeds the specific value.

[0071] In addition, the first judgment processing unit 73 may determine that the tire 2 is in the specific mounting state if the rate at which the air pressure of the tire 2 decreases temporarily increases after the air pressure of the tire 2 acquired by the first acquisition processing unit 71 exceeds the specific value.

[0072] In addition, the first judgment processing unit 73 may determine that the tire 2 is in the specific mounting state when the rate at which the air pressure of the tire 2 decreases exceeds the reference speed after the air pressure of the tire 2 acquired by the first acquisition processing unit 71 exceeds the specific value.

[0073] In addition, the first judgment processing unit 73 may determine that the tire 2 is in the specific mounting state if, after the air pressure of the tire 2 acquired by the first acquisition processing unit 71 exceeds the specific value, the rate at which the air pressure of the tire 2 decreases temporarily increases, and the rate at which the air pressure of the tire 2 decreases until the rate at which the air pressure of the tire 2 decreases temporarily exceeds the reference speed.

[0074] In addition, the first judgment processing unit 73 may determine that the tire 2 is in the specific mounting state when the rate at which the air pressure of the tire 2 decreases temporarily increases after the air pressure of the tire 2 acquired by the first acquisition processing unit 71 exceeds the specific value, and an impact is detected by the first detection processing unit 72 at the time of the temporary increase in the rate at which the air pressure of the tire 2 decreases.

[0075] When the air pressure of the tire 2 acquired by the first acquisition processing unit 71 is lower than a predetermined threshold, the first notification processing unit 74 issues a notification to that effect.

[0076] For example, the threshold value is 80 percent of the proper air pressure in the normal tire.

[0077] For example, when the air pressure of any tire 2 acquired by the first acquisition processing unit 71 is less than the threshold value, the first notification processing unit 74 causes the operation display unit 12 to display a message indicating that the tire 2 is depressurized and indicating the position of the depressurized tire 2 (front left, front right, rear left, or rear right). The first notification processing unit 74 may also turn on a notification lamp to notify that a depressurized state of the tire 2 has been detected. The first notification processing unit 74 also generates a predetermined warning sound.

[0078] When the first determination processing unit 73 determines that the tire 2 is in the specific mounting state, the change processing unit 75 changes the threshold value to a higher value.

[0079] For example, when the first determination processing unit 73 determines that the tire 2 is in the specific mounting state, the change processing unit 75 changes the threshold value to 80 percent of the specific value.

[0080] After the first determination processing unit 73 determines that the tire 2 is in the specific mounting state, the second determination processing unit 76 determines whether or not a predetermined specific area exists in the traveling direction of the vehicle 1.

[0081] Here, the specific region is a region where the air pressure of the tension tire is likely to decrease.

[0082] For example, the specific area is a railroad crossing because, when the vehicle 1 equipped with the traction tire passes over an uneven portion within the crossing, an impact is generated in the radial direction of the tire 2 against the traction tire, which may cause a decrease in the air pressure of the tire 2.

[0083] The specific area is an unpaved road, because the ground on an unpaved road is not very flat, and an impact in the radial direction of the tire 2 is likely to occur against the traction tire.

[0084] The specific area is a section of the road under construction, because sections under construction often include unpaved sections and sections with steps, which are prone to generating impacts in the radial direction of the tire 2 against the traction tire.

[0085] The specific area may be a section of a curve (sharp curve) on a road where the radius of the curve exceeds a predetermined value, because on a sharp curve, the acceleration in the direction of the rotation axis of the tire 2 becomes strong, and a gap may temporarily occur between the stretched tire and the wheel rim.

[0086] For example, the second judgment processing unit 76 determines whether or not the specific area exists in the direction of travel of the vehicle 1 based on the vehicle position information obtained using the GPS receiver 15 and the map data stored in the memory unit 16.

[0087] For example, the second judgment processing unit 76 judges that the specific area is located in the direction of travel of vehicle 1 if the specific area is located within a semicircular area within a 5-kilometer radius from the current position of vehicle 1 in the direction of travel of vehicle 1.

[0088] In addition, the second judgment processing unit 76 may use information regarding the road construction status obtained from an external server connected via the communication network 4 to determine whether or not there is a section under construction in the direction of travel of the vehicle 1.

[0089] When the second determination processing unit 76 determines that the specific area exists, the second notification processing unit 77 notifies the user of the vehicle 1 to that effect.

[0090] For example, when the second judgment processing unit 76 determines that the specific area exists, the second notification processing unit 77 displays on the operation display unit 12 a message indicating that the specific area exists in the direction of travel of the vehicle 1 and recommending that the vehicle 1 bypass the specific area, together with a map showing the location of the specific area.

[0091] In addition, when the route searched by the travel route search process passes through the specific area, the control unit 11 may present the user of the vehicle 1 with a route that bypasses the specific area instead of the route searched.

[0092] After the first judgment processing unit 73 has determined that the tire 2 is in the specific mounting state, the third judgment processing unit 78 determines whether the specific mounting state has been resolved based on the air pressure of the tire 2 acquired by the first acquisition processing unit 71.

[0093] For example, the third determination processing unit 78 determines that the specific mounting state has been resolved when the average value of the rate of decrease in air pressure of the tire 2 over a predetermined determination period is equal to or less than the reference rate. For example, the determination period is one month until the determination by the third determination processing unit 78 is made.

[0094] The third determination processing unit 78 may determine that the specific mounting state has been resolved if a temporary increase in the rate of decrease in the air pressure of the tire 2 is not detected during the determination period.

[0095] The second detection processing unit 79 detects the theft of the wheel.

[0096] For example, the second detection processing unit 79 detects the theft of the wheel including any one of the air pressure detection devices 13 if the next second status data is not transmitted from that air pressure detection device 13 within a predetermined time period since the last transmission of the second status data from that air pressure detection device 13.

[0097] The second detection processing unit 79 may detect the theft of the wheel based on the acceleration information included in the second state data transmitted from the tire pressure detection device 13.

[0098] [Functional configuration of control unit 51] Next, the functional configuration included in the control unit 51 of the server 3 will be described with reference to FIG.

[0099] As shown in FIG. 3, the control unit 51 includes a third notification processing unit 81, a benefit granting processing unit 82, a second acquisition processing unit 83, and a fourth notification processing unit 84.

[0100] Specifically, a second tire management program for causing the control unit 51 to function as each of the processing units shown in Fig. 3 is stored in advance in the storage unit 54 of the server 3. The CPU 61 of the control unit 51 executes the second tire management program to function as each of the processing units described above.

[0101] Note that some or all of the processing units included in the control unit 51 may be configured with electronic circuits. Also, the second tire management program may be a program for causing a plurality of processors to function as the processing units shown in FIG.

[0102] When the first determination processing unit 73 determines that the tire 2 is in the specific mounting state, the third notification processing unit 81 notifies a predetermined first notification destination of that fact.

[0103] For example, the first notification destination may be an insurance company that has concluded an automobile insurance contract with the user of vehicle 1. If vehicle 1 is a rental vehicle such as a rental car, the first notification destination may be a rental business that rents out vehicle 1. The first notification destination may also be a repair shop that performs regular inspections and maintenance of vehicle 1.

[0104] For example, the server 3 is connected in advance to an information processing device such as a personal computer corresponding to the first notification destination so as to be able to communicate with the information processing device. Then, the third notification processing unit 81 causes a message indicating that the first determination processing unit 73 has determined that the tire 2 is in the specific mounting state, and information about the user of the vehicle 1, to be displayed on a display unit of the information processing device corresponding to the first notification destination.

[0105] The server 3 may acquire in advance an email address of the information processing device corresponding to the first notification destination. In this case, the third notification processing unit 81 may send an email including a message indicating that the first determination processing unit 73 has determined that the tire 2 is in the specific mounting state and information about the user of the vehicle 1 to the email address of the information processing device corresponding to the first notification destination.

[0106] The bonus granting processing unit 82 grants a predetermined bonus to the user of the vehicle 1 if the first judgment processing unit does not determine that the tire 2 is in the specific mounting state until a predetermined specific time has elapsed since the third judgment processing unit 78 determined that the specific mounting state of the tire 2 has been resolved.

[0107] For example, the specific time is one year. Note that the specific time may be an arbitrarily determined time.

[0108] For example, the benefit may be a discount coupon for automobile-related costs, such as gasoline and automobile accessories. The benefit may also be points from a point service provided by the manufacturer of tire 2, the manufacturer of vehicle 1, or the operator of a gas station or other gas station. The benefit is not limited to the discount coupon or points, and may be any economic benefit or right granted to the user of vehicle 1.

[0109] For example, the storage unit 54 of the server 3 has the email address of the user of the vehicle 1 registered in advance.

[0110] The benefit granting processor 82 then sends an email containing the discount coupon to the email address of the user of the vehicle 1.

[0111] When the user of the vehicle 1 logs in to the server 3 using a mobile device such as a smartphone, the benefit granting processing unit 82 may display the discount coupon on the display unit of the terminal device.

[0112] The second acquisition processing unit 83 acquires wheel identification information used to identify the wheel when the first determination processing unit 73 determines that the tire 2 is in the specific mounting state.

[0113] For example, when the first determination processing unit 73 determines that the tire 2 is in the specific mounting state, the second acquisition processing unit 83 displays an input screen used for inputting the wheel identification information on the operation display unit 12 of the vehicle 1. Then, the second acquisition processing unit 83 acquires information input by the user of the vehicle 1 operating the input screen as the wheel identification information. For example, the user of the vehicle 1 can input the serial number of the wheel as the wheel identification information. In addition, the user of the vehicle 1 can input a description of the appearance of the wheel, such as its color, shape, material, and whether or not it has scratches, as the wheel identification information. In addition, the user of the vehicle 1 can input a photographed image of the wheel as the wheel identification information.

[0114] The second acquisition processing unit 83 may acquire, as the wheel identification information, the detection device identification information of the air pressure detection device 13 provided on the wheel, which is acquired from the vehicle 1. In this case, the second acquisition processing unit 83 does not need to display the input screen.

[0115] When the theft of the wheel is detected by the second detection processing unit 79 and the wheel identification information has been acquired by the second acquisition processing unit 83, the fourth notification processing unit 84 notifies a predetermined second notification destination that the theft of the wheel has been detected and the wheel identification information.

[0116] For example, the second notification destination may be a predetermined police station. Alternatively, the second notification destination may be a second-hand dealer that handles used wheels.

[0117] For example, the server 3 is connected in advance to an information processing device such as a personal computer corresponding to the second notification destination so as to be able to communicate with the server 3. Then, the fourth notification processing unit 84 displays a message indicating that the wheel has been stolen and the wheel identification information on a display unit of the information processing device corresponding to the second notification destination.

[0118] The server 3 may previously acquire an email address of the information processing device corresponding to the second notification destination. In this case, the fourth notification processing unit 84 may send an email including a message indicating that the wheel has been detected as stolen and the wheel identification information to the email address of the information processing device corresponding to the second notification destination.

[0119] The server 3 may have previously acquired information regarding the expiration date of the vehicle inspection of the vehicle 1. In this case, after the first determination processing unit 73 has determined that the tire 2 is in the specific mounting state, the control unit 51 may cause the operation display unit 12 of the vehicle 1 to display a message recommending that the tire 2 be removed from the specific mounting state when the time remaining until the expiration date of the vehicle inspection of the vehicle 1 is less than a predetermined time. This allows the user of the vehicle 1 to remove the specific mounting state of the tire 2 before the vehicle inspection of the vehicle 1.

[0120] Below, the determination method of the present disclosure will be described along with an example of the procedure of each process executed by the control unit 11 of the vehicle 1 and the control unit 51 of the server 3.

[0121] [Air pressure acquisition process] First, an example of the procedure of the air pressure acquisition process executed by the control unit 11 will be described with reference to Fig. 4. Here, steps S11, S12, etc. represent the numbers of the processing procedures (steps) executed by the control unit 11.

[0122] <Step S11> First, in step S11, the control unit 11 determines whether or not the four pieces of first status data transmitted from the four tire pressure detection devices 13 have been received.

[0123] Here, if the control unit 11 determines that four pieces of first status data have been received (Yes in S11), it shifts the process to step S12. On the other hand, if four pieces of first status data have not been received (No in S11), the control unit 11 waits for reception of four pieces of first status data in step S11.

[0124] <Step S12> In step S12, the control unit 11 acquires the air pressure of each tire 2. The process of step S12 is an example of an acquisition step of the present disclosure, and is executed by the first acquisition processing unit 71 of the control unit 11.

[0125] Specifically, the control unit 11 generates the four pieces of air pressure data corresponding to the four tires 2 using the four pieces of first condition data received in step S11.

[0126] <Step S13> In step S13, the control unit 11 stores the air pressure of each tire 2 acquired in the process of step S12 in the specific storage area 41.

[0127] Specifically, the control unit 11 stores the four pieces of air pressure data generated in the process of step S12 in the specific storage area 41.

[0128] [Air pressure monitoring processing] Next, an example of the procedure of the tire pressure monitoring process executed by the control unit 11 will be described with reference to FIG.

[0129] <Step S21> First, in step S21, the control unit 11 determines whether or not the air pressure of each tire 2 has been acquired. That is, the control unit 11 determines whether or not the process of step S12 of the air pressure acquisition process has been executed.

[0130] Here, if the control unit 11 determines that the air pressure of each tire 2 has been acquired (Yes in S21), it shifts the process to step S22. On the other hand, if the air pressure of each tire 2 has not been acquired (No in S21), the control unit 11 waits for the air pressure of each tire 2 to be acquired in step S21.

[0131] <Step S22> In step S22, the control unit 11 determines whether or not any one or more of the acquired air pressures of the tires 2 are less than the threshold value.

[0132] If the control unit 11 determines that one or more of the acquired air pressures of the tires 2 are less than the threshold value (Yes in S22), the control unit 11 shifts the process to step S23. If none of the acquired air pressures of the tires 2 are less than the threshold value (No in S22), the control unit 11 shifts the process to step S21.

[0133] <Step S23> In step S23, the control unit 11 executes a first notification process to notify the user of the vehicle 1 that the air pressure of any one or more tires 2 is below the threshold. The process of step S23 is executed by the first notification processing unit 74 of the control unit 11.

[0134] For example, in the first notification process, a message indicating that the tire 2 is depressurized and the position of the tire 2 with depressurization (front left, front right, rear left, or rear right) is displayed on the operation display unit 12. Also, in the first notification process, the warning sound is generated. This allows the user of the vehicle 1 to recognize the depressurized state of the tire 2 and take action to resolve the depressurized state of the tire 2 (adjust the air pressure of the tire 2 or replace the tire 2).

[0135] [Status determination process] Next, an example of the procedure of the state determination process executed by the control unit 11 and the control unit 51 will be described with reference to FIG.

[0136] <Step S31> First, in step S31, the control unit 11 determines whether or not a predetermined first determination timing has arrived.

[0137] For example, when the process of step S13 of the air pressure acquisition process is executed, the control unit 11 determines that the first determination timing has arrived.

[0138] Here, if the control unit 11 determines that the first determination timing has arrived (Yes in S31), it shifts the process to step S32. On the other hand, if the first determination timing has not arrived (No in S31), the control unit 11 waits for the arrival of the first determination timing in step S31.

[0139] <Step S32> In step S32, the control unit 11 determines, based on the air pressure of the tire 2 acquired by the air pressure acquisition process, whether the tire 2 is in the specific mounting state in which the tire 2 is mounted on the wheel having a rim width that exceeds the specific range corresponding to the tire width (cross-sectional width) of the tire 2. The process of step S32 is an example of a determination step of the present disclosure, and is executed by the first determination processing unit 73 of the control unit 11.

[0140] Specifically, the control unit 11 determines whether or not all of the first condition, the second condition, the third condition, and the fourth condition are satisfied for each tire 2 based on the air pressure data stored in the specific memory area 41 and the detection results by the first detection processing unit 72.

[0141] More specifically, the control unit 11 determines that the tire 2 is in the specific mounting state when the rate at which the air pressure of the tire 2 decreases temporarily increases after the air pressure of the tire 2 exceeds the specific value, and an impact to the tire 2 is detected at the time of the temporary increase in the rate at which the air pressure of the tire 2 decreases, and when the rate at which the air pressure of the tire 2 decreases until the rate at which the air pressure of the tire 2 decreases temporarily increases exceeds the reference speed.

[0142] Here, if the control unit 11 determines that any one or more tires 2 are in the specific mounting state (Yes in S32), it shifts the process to step S33. On the other hand, if none of the tires 2 are in the specific mounting state (No in S32), the control unit 11 shifts the process to step S31.

[0143] <Step S33> In step S33, the control unit 11 sets a state flag to ON, which indicates whether or not the vehicle 1 includes a tire 2 in the specific mounting state.

[0144] <Step S34> In step S34, the control unit 11 changes the threshold value to a higher value. The process of step S34 is executed by the change processing unit 75 of the control unit 11.

[0145] Specifically, the control unit 11 changes the threshold value to 80 percent of the specific value, thereby making it possible to notify the user of the vehicle 1 that the tire 2 is decompressed at an earlier timing.

[0146] <Step S35> In step S35, the control unit 51 executes a third notification process to notify the first notification destination that the tire 2 has been determined to be in the specific mounting state. The process of step S35 is executed by the third notification processing unit 81 of the control unit 51.

[0147] Specifically, the control unit 51 displays a message indicating that the tire 2 has been determined to be in the specific mounting state, and information about the user of the vehicle 1, on a display unit of the information processing device corresponding to the first notification destination. As a result, if the first notification destination is the insurance company, it can consider increasing the insurance premium, etc. Furthermore, if the first notification destination is the rental company, it can consider increasing the rental fee for the vehicle 1, etc.

[0148] <Step S36> In step S36, the control unit 51 acquires the wheel identification information used to identify the wheel. The process of step S36 is executed by the second acquisition processing unit 83 of the control unit 51.

[0149] For example, the control unit 51 displays the input screen on the operation display unit 12 of the vehicle 1. Then, the control unit 51 acquires, as the wheel identification information, information input by operation of the user of the vehicle 1 on the input screen. The control unit 51 also stores the acquired wheel identification information in the storage unit 54.

[0150] <Step S37> In step S37, the control unit 11 determines whether or not a predetermined second determination timing has arrived.

[0151] For example, when the process of step S13 of the air pressure acquisition process is executed, the control unit 11 determines that the second determination timing has arrived.

[0152] Here, if the control unit 11 determines that the second determination timing has arrived (Yes in S37), it shifts the process to step S38. On the other hand, if the second determination timing has not arrived (No in S37), the control unit 11 waits for the arrival of the second determination timing in step S37.

[0153] <Step S38> In step S38, the control unit 11 determines whether the specific mounting state has been resolved based on the air pressure of the tire 2 acquired by the air pressure acquisition process. The process of step S38 is executed by the third determination processing unit 78 of the control unit 11.

[0154] Specifically, the control unit 11 determines whether or not the specific mounting state has been resolved for each tire 2 that has been determined to be in the specific mounting state.

[0155] Furthermore, the control unit 11 determines that the specific mounting state has been resolved when the average value of the rate of decrease in the air pressure of the tire 2 during the determination period is equal to or less than the reference rate.

[0156] Here, if the control unit 11 determines that the specific mounting state has been resolved for all of the tires 2 that were determined to be in the specific mounting state (Yes in S38), it shifts the process to step S39. On the other hand, if the specific mounting state has not been resolved for all of the tires 2 that were determined to be in the specific mounting state (No in S38), it shifts the process to step S37.

[0157] <Step S39> In step S39, the control unit 11 sets the status flag to OFF.

[0158] <Step S40> In step S40, the control unit 11 changes the threshold value to the value before the process of step S34 was executed.

[0159] When the status flag is set to OFF, the control unit 51 may discard the wheel identification information acquired in the process of step S36.

[0160] [Specific area monitoring processing] Next, an example of the procedure of the specific area monitoring process executed by the control unit 11 will be described with reference to Fig. 7. The specific area monitoring process is executed when the status flag is set to ON and the vehicle 1 is traveling.

[0161] <Step S51> First, in step S51, the control unit 11 determines whether or not a predetermined third determination timing has arrived.

[0162] For example, the third determination timing is a timing that arrives at a predetermined time interval, such as one minute, from when the vehicle 1 starts traveling.

[0163] Here, if the control unit 11 determines that the third determination timing has arrived (Yes in S51), it shifts the process to step S52. On the other hand, if the third determination timing has not arrived (No in S51), the control unit 11 waits for the arrival of the third determination timing in step S51.

[0164] <Step S52> In step S52, the control unit 11 determines whether or not the specific area exists in the traveling direction of the vehicle 1. The processing of step S52 is executed by the second determination processing unit 76 of the control unit 11.

[0165] Specifically, the control unit 11 determines that the specific area is located in the direction of travel of the vehicle 1 if the specific area is located within a semicircular area within a 5-kilometer radius from the current position of the vehicle 1 in the direction of travel of the vehicle 1.

[0166] Here, if the control unit 11 determines that the specific area exists in the traveling direction of the vehicle 1 (Yes in S52), the control unit 11 shifts the processing to step S53. On the other hand, if the specific area does not exist in the traveling direction of the vehicle 1 (No in S52), the control unit 11 shifts the processing to step S51.

[0167] <Step S53> In step S53, the control unit 11 notifies the user of the vehicle 1 that it has been determined that the specific area exists. The process of step S53 is executed by the second notification processing unit 77 of the control unit 11.

[0168] Specifically, the control unit 11 displays on the operation display unit 12 a message indicating that the specific area exists in the direction of travel of the vehicle 1 and recommending that the vehicle 1 detour around the specific area, along with a map showing the location of the specific area. This makes it possible to make the user of the vehicle 1 aware that the specific area that is dangerous for the traction tire is nearby.

[0169] [Benefit granting process] Next, an example of the procedure of the bonus granting process executed by the control unit 51 will be described with reference to Fig. 8. The bonus granting process is executed when the status flag is set from on to off (when the process of step S39 of the status determination process is executed).

[0170] <Step S61> First, in step S61, the control unit 51 determines whether or not the status flag is set to ON.

[0171] Here, if the control unit 51 determines that the status flag is set to ON (Yes in S61), it ends the benefit granting process. On the other hand, if the status flag is not set to ON (No in S61), the control unit 51 shifts the process to step S62.

[0172] <Step S62> In step S62, the control unit 51 determines whether or not the specific time has elapsed since the start of the benefit providing process.

[0173] If the control unit 51 determines that the specific time has elapsed since the start of the benefit granting process (Yes in S62), the control unit 51 shifts the process to step S63. If the specific time has not elapsed since the start of the benefit granting process (No in S62), the control unit 51 shifts the process to step S61.

[0174] <Step S63> In step S63, the control unit 51 grants the benefit to the user of the vehicle 1. The process of step S63 is executed by the benefit granting processing unit 82 of the control unit 51.

[0175] Specifically, the control unit 51 sends an email containing the discount coupon to the email address of the user of the vehicle 1. This makes it possible to motivate the user of the vehicle 1 not to re-install the pulled tire.

[0176] [Theft monitoring processing] Next, an example of the procedure of the theft monitoring process executed by the control unit 11 and the control unit 51 will be described with reference to FIG.

[0177] <Step S71> First, in step S71, the control unit 11 determines whether or not the theft of the wheel has been detected. The process of step S71 is executed by the second detection processing unit 79 of the control unit 11.

[0178] Specifically, if the next second status data is not transmitted from any of the air pressure detection devices 13 within a predetermined time period since the last transmission of the second status data from that air pressure detection device 13, the control unit 11 determines that theft of the wheel including that air pressure detection device 13 has been detected.

[0179] Here, if the control unit 11 determines that the theft of the wheel has been detected (Yes in S71), it shifts the process to step S72. On the other hand, if the theft of the wheel has not been detected (No in S71), the control unit 11 waits for the detection of the theft of the wheel in step S71.

[0180] <Step S72> In step S72, the control unit 51 determines whether the wheel identification information has been acquired.

[0181] If the control unit 51 determines that the wheel identification information has been acquired (Yes in S72), the control unit 51 proceeds to step S73. If the wheel identification information has not been acquired (No in S72), the control unit 51 proceeds to step S74.

[0182] <Step S73> In step S73, the control unit 51 executes a fourth notification process to notify the second notification destination that the theft of the wheel has been detected and the wheel identification information. The process of step S73 is executed by the fourth notification process unit 84 of the control unit 51.

[0183] Specifically, the control unit 51 displays a message indicating that the wheel has been stolen and the wheel identification information on the display unit of the information processing device corresponding to the second notification destination, thereby making it possible to provide the second notification destination with information about the stolen wheel when the wheel is stolen.

[0184] <Step S74> In step S74, the control unit 51 executes a fifth notification process to notify the second notification destination that the theft of the wheel has been detected. The process of step S74 is executed by the fourth notification processing unit 84 of the control unit 51.

[0185] Specifically, the control unit 51 causes the display unit of the information processing device corresponding to the second notification destination to display a message indicating that the theft of the wheel has been detected.

[0186] In this way, the pneumatic tire management system 100 can determine whether the tire 2 mounted on the vehicle 1 is in the specific mounting state.

[0187] The control unit 11 of the vehicle 1 may include some or all of the third notification processing unit 81, the benefit granting processing unit 82, the second acquisition processing unit 83, and the fourth notification processing unit 84.

[0188] The above-described embodiments of the present disclosure include the following disclosure items (1) to (14).

[0189] Disclosed item (1) is a pneumatic tire management system that includes a first acquisition processing unit that acquires the air pressure of a pneumatic tire mounted on a vehicle, and a first judgment processing unit that determines, based on the air pressure acquired by the first acquisition processing unit, whether the pneumatic tire is in a specific mounting state in which it is mounted on a wheel having a rim width that exceeds a specific range corresponding to the tire width of the pneumatic tire.

[0190] This system makes it possible to determine whether the pneumatic tire mounted on the vehicle is in the specific mounting state.

[0191] Disclosed item (2) is a pneumatic tire management system described in disclosed item (1), in which the first judgment processing unit determines that the specific mounting state is present when the air pressure acquired by the first acquisition processing unit exceeds a predetermined specific value.

[0192] According to this system, when a high air pressure characteristic of a stretched tire is detected, the system determines that the pneumatic tire is in the specific mounting state, thereby improving the accuracy of determining whether the pneumatic tire is in the specific mounting state.

[0193] Disclosed item (3) is a pneumatic tire management system described in disclosed item (1), in which the first judgment processing unit determines that the specific mounting state is present when the rate of decrease in the air pressure temporarily increases after the air pressure acquired by the first acquisition processing unit exceeds a predetermined specific value.

[0194] According to this system, when both a high air pressure, which is characteristic of a stretched tire, and a temporary increase in the rate of decrease in air pressure are detected, the system determines that the pneumatic tire is in the specific mounting state. Therefore, compared to the configuration of disclosed matter (2), it is possible to further increase the accuracy of determining whether the pneumatic tire is in the specific mounting state.

[0195] Disclosed item (4) is a pneumatic tire management system described in disclosed item (1), in which the first judgment processing unit determines that the specific mounting state is present when the air pressure acquired by the first acquisition processing unit exceeds a predetermined specific value and the rate at which the air pressure decreases exceeds a predetermined reference rate.

[0196] According to this system, when both a high air pressure and a rapid decrease in air pressure, which are characteristics of a stretched tire, are detected, the system determines that the pneumatic tire is in the specified mounting state. Therefore, compared to the configuration of disclosed matter (2), it is possible to further increase the accuracy of determining whether the pneumatic tire is in the specified mounting state.

[0197] Disclosed item (5) is the pneumatic tire management system described in disclosed item (1), in which the first judgment processing unit determines that the specific mounting state is present when the rate of decrease in the air pressure temporarily increases after the air pressure acquired by the first acquisition processing unit exceeds a predetermined specific value, and the rate of decrease in the air pressure until the rate of decrease in the air pressure temporarily increases exceeds a predetermined reference rate.

[0198] According to this system, when all of the following characteristics of a stretched tire are detected: high air pressure, a temporary increase in the rate of air pressure loss, and a rapid rate of air pressure loss, the system determines that the pneumatic tire is in the specified mounting state. Therefore, compared to the configurations of disclosed matters (3) and (4), it is possible to further increase the accuracy of determining whether the pneumatic tire is in the specified mounting state.

[0199] Disclosed item (6) is a pneumatic tire management system as described in disclosed item (1), which includes a first detection processing unit that detects an impact on the pneumatic tire, and the first judgment processing unit determines that the specific mounting state is present when the rate of decrease of the air pressure temporarily increases after the air pressure acquired by the first acquisition processing unit exceeds a predetermined specific value, and the impact is detected by the first detection processing unit during the temporary increase in the rate of decrease of the air pressure.

[0200] According to this system, if a temporary increase in the rate of decrease in air pressure occurs due to an impact to the pneumatic tire, the system determines that the pneumatic tire is in the specified mounting state. Therefore, compared to the configuration of disclosed matter (3), it is possible to further increase the accuracy of determining whether the pneumatic tire is in the specified mounting state.

[0201] Disclosed item (7) is a pneumatic tire management system as described in disclosed item (1), which includes a first detection processing unit that detects an impact on the pneumatic tire, and the first judgment processing unit determines that the specific mounting state is present when the rate of decrease in the air pressure temporarily increases after the air pressure acquired by the first acquisition processing unit exceeds a predetermined specific value, and the impact is detected by the first detection processing unit at the time of the temporary increase in the rate of decrease in the air pressure, and when the rate of decrease in the air pressure until the rate of decrease in the air pressure temporarily increases exceeds a predetermined reference speed.

[0202] According to this system, if a temporary increase in the rate of decrease in air pressure occurs due to an impact to the pneumatic tire, the system determines that the pneumatic tire is in the specified mounting state. Therefore, compared to the configuration of disclosed matter (5), it is possible to further increase the accuracy of determining whether the pneumatic tire is in the specified mounting state.

[0203] Disclosed item (8) is a pneumatic tire management system according to any one of disclosed items (1) to (7), comprising a first notification processing unit that notifies a user when the air pressure acquired by the first acquisition processing unit is less than a predetermined threshold, and a change processing unit that changes the threshold to a higher value when the first determination processing unit determines that the specific mounting state is present.

[0204] According to this system, when the pneumatic tire is in the specific mounting state, it is possible to notify the user of the vehicle that the pneumatic tire is depressurized at an earlier timing.

[0205] Disclosed item (9) is a pneumatic tire management system according to any one of disclosed items (1) to (8), comprising a second judgment processing unit that determines whether a predetermined specific area exists in the direction of travel of the vehicle after the first judgment processing unit determines that the specific mounting state is present, and a second notification processing unit that notifies a user of the vehicle when the second judgment processing unit determines that the specific area exists.

[0206] According to this system, when the pneumatic tire is in the specific mounting state, it is possible to notify the user of the vehicle of the specific area that exists in the direction of travel of the vehicle.

[0207] Disclosed item (10) is a pneumatic tire management system described in any of disclosed items (1) to (9), which includes a third notification processing unit that, when the first judgment processing unit determines that the specific mounting state is present, notifies a predetermined first notification destination of that fact.

[0208] According to this system, when the pneumatic tire is in the specific mounting state, it is possible to notify the first notification destination of this fact.

[0209] Disclosed item (11) is a pneumatic tire management system according to any one of disclosed items (1) to (10), comprising a third determination processing unit that determines whether the specific mounting state has been resolved based on the air pressure acquired by the first acquisition processing unit after the first determination processing unit has determined that the specific mounting state has been resolved, and a benefit granting processing unit that grants a predetermined benefit to the user of the vehicle if the first determination processing unit does not determine that the specific mounting state has been resolved within a predetermined period of time since the third determination processing unit determined that the specific mounting state has been resolved.

[0210] This system allows the vehicle user to be motivated not to reinstall the pulled tire.

[0211] Disclosed item (12) is a pneumatic tire management system described in any of disclosed items (1) to (11), comprising a second acquisition processing unit that acquires wheel identification information used to identify the wheel when the first determination processing unit determines that the wheel is in the specific mounting state, a second detection processing unit that detects theft of the wheel, and a fourth notification processing unit that, when the theft is detected by the second detection processing unit and the wheel identification information has been acquired by the second acquisition processing unit, notifies a predetermined second notification destination that the theft has been detected and the wheel identification information.

[0212] According to this system, if the wheel is stolen, it is possible to provide information about the stolen item to the second notification destination.

[0213] Disclosed item (13) is a determination method performed by one or more processors, which includes an acquisition step of acquiring the air pressure of a pneumatic tire mounted on a vehicle, and a determination step of determining, based on the air pressure acquired by the acquisition step, whether the pneumatic tire is in a specific mounting state in which it is mounted on a wheel having a rim width that exceeds a specific range corresponding to the tire width of the pneumatic tire.

[0214] According to this method, similar to the system of disclosed item (1), it is possible to determine whether the pneumatic tire mounted on the vehicle is in the specific mounting state.

[0215] Disclosed item (14) is a program for causing one or more processors to execute an acquisition step of acquiring the air pressure of a pneumatic tire mounted on a vehicle, and a determination step of determining, based on the air pressure acquired by the acquisition step, whether the pneumatic tire is in a specific mounting state in which it is mounted on a wheel having a rim width that exceeds a specific range corresponding to the tire width of the pneumatic tire.

[0216] According to this program, similar to the system of disclosed item (1), it is possible to determine whether the pneumatic tire mounted on the vehicle is in the specific mounting state.

[0217] The present disclosure may also be a computer-readable recording medium that non-temporarily records the program of disclosure item (14). [Explanation of symbols]

[0218] 1 vehicle 2. Pneumatic tires 3 Server 4. Communication Network 11 Control section 12 Operation display section 13 Air pressure detection device 14 Communications Department 15 GPS receiver 16 Memory section 21 CPU 22 ROM 23 RAM 31 Pressure Sensor 32 Temperature Sensor 33 Accelerometer 34 Communications Department 41 Specific storage area 51 Control section 52 Operation display section 53 Communications Department 54 Memory section 61 CPU 62 ROM 63 RAM 71 First acquisition processing unit 72 First detection processing section 73 First determination processing unit 74 First notification processing unit 75 Change processing section 76 Second determination processing unit 77 Second notification processing unit 78 Third determination processing unit 79 Second detection processing section 81 Third notification processing unit 82 Benefit granting processing unit 83 Second acquisition processing unit 84 Fourth notification processing unit 100 Pneumatic tire management system

Claims

1. a first acquisition processing unit that acquires the air pressure of a pneumatic tire mounted on a vehicle; a first determination processing unit that determines whether the pneumatic tire is in a specific mounting state in which the pneumatic tire is mounted on a wheel having a rim width that exceeds a specific range corresponding to the tire width of the pneumatic tire, based on the air pressure acquired by the first acquisition processing unit; and A pneumatic tire management system comprising:

2. The first determination processing unit determines that the tire is in the specific mounting state when the air pressure acquired by the first acquisition processing unit exceeds a predetermined specific value. The pneumatic tire management system according to claim 1 .

3. the first determination processing unit determines that the tire is in the specific mounting state when a rate at which the tire air pressure decreases temporarily increases after the tire air pressure acquired by the first acquisition processing unit exceeds a predetermined specific value; The pneumatic tire management system according to claim 1 .

4. the first determination processing unit determines that the tire is in the specific mounting state when the tire air pressure acquired by the first acquisition processing unit exceeds a predetermined specific value and then a rate at which the tire air pressure decreases exceeds a predetermined reference rate; The pneumatic tire management system according to claim 1 .

5. The first determination processing unit determines that the tire is in the specific mounting state when the rate at which the tire pressure decreases temporarily increases after the tire pressure acquired by the first acquisition processing unit exceeds a predetermined specific value, and the rate at which the tire pressure decreases until the rate at which the tire pressure decreases temporarily increases exceeds a predetermined reference rate. The pneumatic tire management system according to claim 1 .

6. a first detection processing unit that detects an impact on the pneumatic tire; the first determination processing unit determines that the tire is in the specific wearing state when the rate at which the tire air pressure decreases temporarily increases after the tire air pressure acquired by the first acquisition processing unit exceeds a predetermined specific value, and the impact is detected by the first detection processing unit at the time of the temporary increase in the rate at which the tire air pressure decreases; The pneumatic tire management system according to claim 1 .

7. a first detection processing unit that detects an impact on the pneumatic tire; The first determination processing unit determines that the tire is in the specific mounting state when the rate at which the air pressure is decreasing temporarily increases after the air pressure acquired by the first acquisition processing unit exceeds a predetermined specific value, the impact is detected by the first detection processing unit at the time of the temporary increase in the rate at which the air pressure is decreasing, and the rate at which the air pressure is decreasing until the rate at which the air pressure is decreasing temporarily increases exceeds a predetermined reference rate. The pneumatic tire management system according to claim 1 .

8. a first notification processing unit that notifies a user when the tire pressure acquired by the first acquisition processing unit is less than a predetermined threshold; a change processing unit that changes the threshold value to a higher value when the first determination processing unit determines that the device is in the specific wearing state; and The pneumatic tire management system according to any one of claims 1 to 7, comprising:

9. a second determination processing unit that determines whether a predetermined specific area exists in a traveling direction of the vehicle after the first determination processing unit determines that the specific mounting state is present; and a second notification processing unit that, when the second determination processing unit determines that the specific area exists, notifies a user of the vehicle of that fact; The pneumatic tire management system according to any one of claims 1 to 7, comprising:

10. a third notification processing unit that, when the first determination processing unit determines that the device is in the specific wearing state, notifies a predetermined first notification destination of that fact; The pneumatic tire management system according to any one of claims 1 to 7.

11. a third determination processing unit that determines whether the specific mounting state has been resolved based on the air pressure acquired by the first acquisition processing unit after the first determination processing unit has determined that the specific mounting state exists; and a reward granting processing unit that grants a predetermined reward to a user of the vehicle when the first determination processing unit does not determine that the specific mounting state exists until a predetermined specific time has elapsed since the third determination processing unit determined that the specific mounting state has been resolved; The pneumatic tire management system according to any one of claims 1 to 7, comprising:

12. a second acquisition processing unit that acquires wheel identification information used to identify the wheel when the first determination processing unit determines that the wheel is in the specific mounting state; a second detection processing unit that detects theft of the wheel; a fourth notification processing unit that, when the theft is detected by the second detection processing unit and the wheel identification information is acquired by the second acquisition processing unit, notifies a predetermined second notification destination that the theft has been detected and the wheel identification information; The pneumatic tire management system according to any one of claims 1 to 7, comprising:

13. an acquisition step of acquiring the air pressure of a pneumatic tire mounted on the vehicle; a determination step of determining whether or not the pneumatic tire is in a specific mounting state in which the pneumatic tire is mounted on a wheel having a rim width that exceeds a specific range corresponding to the tire width of the pneumatic tire, based on the air pressure acquired in the acquisition step; and A determination method executed by one or more processors.

14. an acquisition step of acquiring the air pressure of a pneumatic tire mounted on the vehicle; a determination step of determining whether or not the pneumatic tire is in a specific mounting state in which the pneumatic tire is mounted on a wheel having a rim width that exceeds a specific range corresponding to the tire width of the pneumatic tire, based on the air pressure acquired in the acquisition step; and A program for causing one or more processors to execute the above.

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