Tire management device, method, and system

Abstract

We will improve the technology used to analyze vehicle driving conditions. [Solution] The tire management device 20 stores the vehicle's scheduled operation data set for the user ID in its storage unit. Next, the tire management device 20 acquires the scheduled operation data and the vehicle's actual operation data associated with the user ID. Then, the tire management device 20 determines the degree of tire wear of the vehicle by determining whether the actual operation data for a predetermined period falls within the range of the scheduled operation data.

Description

Technical Field

[0001] The present disclosure relates to a tire management device, method, and system.

Background Art

[0002] Conventionally, techniques for analyzing the driving conditions of a vehicle are known. For example, Patent Document 1 discloses an invention that provides a driving analysis method or the like that can output the driving characteristics of a specific driver.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] There has been room for improvement in the technology for analyzing the driving conditions of a vehicle.

[0005] In view of such circumstances, an object of the present disclosure is to improve the technology for analyzing the driving conditions of a vehicle.

Means for Solving the Problems

[0006] A tire management device according to an embodiment of the present disclosure includes a storage unit that stores operation schedule data of a vehicle set for a user ID, and acquires the operation schedule data and operation result data of the vehicle associated with the user ID, and determines whether the operation result data within a predetermined period is within the range of the operation schedule data, and a control unit that determines the wear degree of the tire of the vehicle. With this configuration, it is determined whether the vehicle's operating record is within the range of the planned operation, and based on that, the degree of tire wear of the vehicle is determined. Therefore, for example, a tire replacement service provider can notice if the tires are more worn than expected, and by replacing the tires earlier than planned, the probability of ensuring the safety of the vehicle's operation increases. On the other hand, if the tires are less worn than expected, the tire replacement service provider can postpone the tire replacement, contributing to reducing the environmental impact and potentially leading to a reduction in the cost of the service. Thus, by determining the degree of tire wear of a vehicle, the probability of ensuring the safety of the vehicle's operation increases, it can contribute to reducing the environmental impact, and it can also lead to a reduction in the cost of the service, thus improving the technology for analyzing the vehicle's operating conditions.

[0007] In one embodiment of the present disclosure, the tire management device includes, in the planned operation data, a first driving distance which is the distance the vehicle is expected to travel, or a first driving time which is the time the vehicle is expected to travel; in the actual operation data, a second driving distance which is the distance the vehicle actually traveled, or a second driving time which is the time the vehicle actually traveled; and the control unit may use the first driving distance or the first driving time and the second driving distance or the second driving time to determine whether the actual operation data for a predetermined period falls within the range of the planned operation data. With this configuration, the driving distance or driving time, which has a close relationship with tire wear, is used to determine the degree of tire wear. Therefore, the probability of improving the accuracy of the determination can be increased.

[0008] In one embodiment of the tire management device of this disclosure, the control unit may receive the second mileage or the second mileage from the vehicle's onboard device. With this configuration, using the second mileage or second mileage received from the vehicle's onboard device increases the likelihood of improving the accuracy of determining the degree of tire wear.

[0009] In one embodiment of the present disclosure, the tire management device may have a control unit that calculates the second mileage over a predetermined period based on the total mileage and date / time data of the vehicle received from a first terminal device used by a worker performing tire replacement services. With such a configuration, the accuracy of determining the degree of tire wear can be improved by using vehicle data examined by the worker performing the tire replacement service during the service.

[0010] In one embodiment of the present disclosure, the tire management device further includes a first load, which is the predicted load of the vehicle, in the planned operation data, and a second load, which is the actual load of the vehicle, in the actual operation data. The control unit may further use the first load and the second load to determine whether the actual operation data for a predetermined period falls within the range of the planned operation data. With such a configuration, using data relating to the vehicle load, which is related to tire wear, increases the likelihood of improving the accuracy of the determination of the degree of tire wear.

[0011] In one embodiment of the present disclosure, the tire management device includes planned use of expressways as the planned operation data, and actual use of expressways as the actual operation data. The control unit may use the planned use of expressways and the actual use of expressways to determine whether the actual operation data for a predetermined period falls within the range of the planned operation data. With such a configuration, using the distance traveled on expressways, which is related to tire wear, increases the likelihood of improving the accuracy of the determination of the degree of tire wear.

[0012] In one embodiment of the present disclosure, the tire management device may transmit the determined degree of tire wear to a first terminal device used by a worker performing tire replacement services or to a second terminal device used by the manager of the tire replacement services. With this configuration, the determination result of the degree of tire wear is sent to the worker or manager of the tire replacement services. Therefore, it becomes unnecessary to contact the worker separately. Furthermore, it is possible to prevent situations where the contact is forgotten.

[0013] A method according to one embodiment of this disclosure is: The system includes storing the vehicle's scheduled operation data set for the user ID in a storage unit, acquiring the scheduled operation data and the vehicle's actual operation data associated with the user ID, and determining the degree of tire wear of the vehicle by determining whether the actual operation data for a predetermined period falls within the range of the scheduled operation data. With this configuration, it is determined whether the vehicle's operating record is within the range of the planned operation, and based on that, the degree of tire wear of the vehicle is determined. Therefore, for example, a tire replacement service provider can notice that the tires are more worn than expected, and by replacing the tires earlier than planned, the probability of ensuring the safety of the vehicle's operation increases. On the other hand, if the tires are less worn than expected, the tire replacement service provider can postpone the tire replacement, contributing to reducing the environmental impact and potentially leading to a reduction in the cost of the service. Thus, by determining the degree of tire wear of a vehicle, the probability of ensuring the safety of the vehicle's operation increases, it can contribute to reducing the environmental impact, and it can also lead to a reduction in the cost of the service, thus improving the technology for analyzing the vehicle's operating conditions.

[0014] A system according to one embodiment of this disclosure is A system equipped with a tire management device, wherein the tire management device stores vehicle operation schedule data set for a user ID in a storage unit, retrieves the operation schedule data and the vehicle operation record data associated with the user ID, and determines whether the operation record data for a predetermined period falls within the range of the operation schedule data, thereby determining the degree of tire wear of the vehicle. With this configuration, it is determined whether the vehicle's operating record is within the range of the planned operation, and based on that, the degree of tire wear of the vehicle is determined. Therefore, for example, a tire replacement service provider can notice that the tires are more worn than expected, and by replacing the tires earlier than planned, the probability of ensuring the safety of the vehicle's operation increases. On the other hand, if the tires are less worn than expected, the tire replacement service provider can postpone the tire replacement, contributing to reducing the environmental impact and potentially leading to a reduction in the cost of the service. Thus, by determining the degree of tire wear of a vehicle, the probability of ensuring the safety of the vehicle's operation increases, it can contribute to reducing the environmental impact, and it can also lead to a reduction in the cost of the service, thus improving the technology for analyzing the vehicle's operating conditions. [Effects of the Invention]

[0015] According to one embodiment of this disclosure, the technology for analyzing the driving conditions of a vehicle is improved. [Brief explanation of the drawing]

[0016] [Figure 1] This block diagram shows a schematic configuration of a system according to one embodiment of the present disclosure. [Figure 2] This is a block diagram showing the schematic configuration of the terminal device. [Figure 3] This is a diagram illustrating the schematic configuration of a tire management system. [Figure 4] This is a flowchart showing the operation of the tire management system. [Modes for carrying out the invention]

[0017] Hereinafter, embodiments of the present disclosure will be described.

[0018] (Overview of Embodiment) Referring to FIG. 1, an overview of the system 1 according to an embodiment of the present disclosure will be described. The system 1 includes a terminal device 10 and a tire management device 20. The terminal device 10 and the tire management device 20 are communicably connected to a network 30 including, for example, the Internet or the like.

[0019] The terminal device 10 is a computer such as a PC (Personal Computer), a smartphone, or a tablet terminal. In the present embodiment, the terminal device 10 is used by an operator and a manager of a tire replacement service, and the usage purposes are different between the operator and the manager. Therefore, the terminal device 10 used by the operator is referred to as the first terminal device 10A, and the terminal device 10 used by the manager is referred to as the second terminal device 10B.

[0020] The tire management device 20 is, for example, a server device, but is not limited thereto and may be any computer. The tire management device 20 can communicate with the terminal device 10 via the network 30.

[0021] First, an overview of the present embodiment will be described, and details will be described later. The tire management device 20 stores operation schedule data of a vehicle set for a user ID in a storage unit. Next, the tire management device 20 acquires the operation schedule data and the operation result data of the vehicle associated with the user ID. Then, the tire management device 20 determines the degree of wear of the vehicle's tires by determining whether the operation result data within a predetermined period is within the range of the operation schedule data.

[0022] As described above, according to this embodiment, it is determined whether the vehicle's operating record is within the range of the planned operation, and based on that, the degree of tire wear of the vehicle is determined. Therefore, for example, a tire replacement service provider can notice that the tires are more worn than expected, and by replacing the tires earlier than planned, the probability of ensuring the safety of the vehicle's operation increases. On the other hand, if the tires are less worn than expected, the tire replacement service provider can postpone the tire replacement, thereby contributing to reducing the environmental impact and potentially lowering the cost of the service. Thus, by determining the degree of tire wear of a vehicle, the probability of ensuring the safety of the vehicle's operation increases, it can contribute to reducing the environmental impact, and it can also lead to a reduction in the cost of the service, thus improving the technology for analyzing the vehicle's operating conditions.

[0023] Next, we will describe each component of System 1 in detail.

[0024] (Terminal device configuration) As shown in Figure 2, the terminal device 10 includes a communication unit 11, an output unit 12, an input unit 13, a storage unit 14, and a control unit 15.

[0025] The communication unit 11 includes one or more communication interfaces connected to the network 30. These communication interfaces support, for example, mobile communication standards such as 4G (4th Generation) or 5G (5th Generation), wired LAN (Local Area Network) standards, or wireless LAN standards, but are not limited to these and may support any communication standard.

[0026] The output unit 12 may include one or more output devices that output information to notify the user. Such output devices are, for example, a display that outputs information as video, or a speaker that outputs information as sound, but are not limited to these. The output unit 12 may also include an interface for connecting an external output device.

[0027] The input unit 13 may include one or more input devices for detecting user input. These input devices may be, but are not limited to, physical keys, capacitive keys, a touchscreen integrated with a display, a microphone for receiving voice input, or a camera. The input unit 13 may also include an interface for connecting external input devices.

[0028] The storage unit 14 includes one or more memories. The memories are, for example, semiconductor memories, magnetic memories, or optical memories, but are not limited to these. Each memory included in the storage unit 14 may function as, for example, a main memory, an auxiliary memory, or a cache memory. The storage unit 14 stores any information used for the operation of the terminal device 10. For example, the storage unit 14 may store system programs, application programs, and embedded software.

[0029] The control unit 15 includes one or more processors, one or more programmable circuits, one or more dedicated circuits, or a combination thereof. The processor is, for example, a general-purpose processor such as a CPU (Central Processing Unit) or a GPU (Graphics Processing Unit), or a dedicated processor specialized for a specific process, but is not limited to these. The programmable circuit is, for example, an FPGA (Field-Programmable Gate Array), but is not limited to this. The dedicated circuit is, for example, an ASIC (Application Specific Integrated Circuit), but is not limited to this. The control unit 15 controls the operation of the entire terminal device 10.

[0030] (Configuration of the tire management system) As shown in Figure 3, the tire management device 20 comprises a communication unit 21, a storage unit 22, and a control unit 23.

[0031] The communication unit 21 includes one or more communication interfaces connected to the network 30. These communication interfaces may support, for example, mobile communication standards, wired LAN standards, or wireless LAN standards, but are not limited to these, and may support any communication standard. In this embodiment, the tire management device 20 communicates with the terminal device 10 via the communication unit 21 and the network 30.

[0032] The storage unit 22 includes one or more memories. Each memory included in the storage unit 22 may function as, for example, a main memory, an auxiliary memory, or a cache memory. The storage unit 22 stores any information used for the operation of the tire management device 20. For example, the storage unit 22 may store a system program, an application program, and a database. In this embodiment, the storage unit 22 stores a user ID and the vehicle operation schedule data set for the user ID.

[0033] The "User ID" is an ID that can uniquely identify a user who uses the service on which the tire management device 20 is used. For example, the User ID may be an ID that uniquely identifies a user who has contracted for a tire replacement service. The User ID may be represented by alphanumeric characters and symbols, an email address, or Japanese characters such as kanji and hiragana, but is not limited to these and may be represented by any other expression.

[0034] The user ID may also be a vehicle ID that uniquely identifies the vehicle covered by the tire change service contract. If the user is a person, it may become unclear which vehicle the scheduled operation data is for if that person owns multiple vehicles. Therefore, by using the vehicle ID as the user ID, it becomes clear which vehicle the scheduled operation data is for, even in such cases.

[0035] The control unit 23 includes one or more processors, one or more programmable circuits, one or more dedicated circuits, or a combination thereof. The control unit 23 controls the operation of the entire tire management device 20.

[0036] (Operation flow of the tire management device) Referring to Figure 4, the operation of the tire management device 20 according to this embodiment will be described.

[0037] S100: The control unit 23 of the tire management device 20 stores the vehicle operation schedule data set for the user ID in the storage unit 22.

[0038] "Scheduled operation data" is any data predicted regarding the operation of a vehicle. For example, scheduled operation data may include a first travel distance, which is the distance the vehicle is predicted to travel, or a first travel time, which is the time the vehicle is predicted to travel. Scheduled operation data may also include a first load, which is the predicted load on the vehicle, or a planned highway usage distance, which is the distance the vehicle is expected to travel on a highway. Scheduled operation data may also be any data assumed to be the timing for changing tires. Scheduled operation data may also be a sum or an average value. For example, the first travel distance may be the sum or an average of the distances the vehicle is predicted to travel. Scheduled operation data may also be any data predicted regarding the operation of a vehicle over a predetermined period.

[0039] For example, the control unit 23 may receive the operational schedule data entered using the first terminal device 10A or the second terminal device 10B via the network 30 and the communication unit 21, and store it in the storage unit 22. In this case, the person in charge of the service in which the tire management device 20 is used, for example, the tire change service, may enter the operational schedule data.

[0040] Alternatively, for example, the control unit 23 may store the scheduled operation data calculated by the control unit 23 itself or another server in the storage unit 22. In this case, the scheduled operation data may be calculated based on past data such as the actual distance or time traveled, and / or the durability of the tires.

[0041] S101: The control unit 23 acquires the scheduled operation data and the actual operation data of the vehicle linked to the user ID.

[0042] Specifically, for example, the control unit 23 may initiate S101 when a person such as a tire change service provider operates the system provided by the tire management device 20. Alternatively, for example, the control unit 23 may initiate S101 at predetermined intervals. The predetermined interval may be any interval, such as daily, weekly, or monthly, or it may be in real time. Alternatively, for example, the control unit 23 may initiate S101 when it receives operational performance data transmitted from an in-vehicle device or the first terminal device 10A mounted on the vehicle via the network 30 and the communication unit 21.

[0043] For example, if S101 is started by a system operation, the user ID used may be the user ID specified during the system operation. Alternatively, for example, if S101 is started at predetermined intervals, the user ID used may be the user ID specified by the tire change service staff, etc., before S101 is started. Or, for example, if S101 is started by receiving operational performance data transmitted from an in-vehicle device or the first terminal device 10A, the user ID used may be the user ID associated with the received operational performance data. The control unit 23 then obtains the vehicle operation schedule data set for that user ID from the storage unit 22.

[0044] The acquisition of vehicle operation performance data linked to a user ID may be performed, for example, by receiving it from the on-board device of the vehicle linked to the user ID, as described above. In this case, the operation performance data may include the second mileage, which is the distance actually traveled by the vehicle, or the second mileage, which is the time actually traveled by the vehicle. By using the second mileage or second mileage received from the vehicle's on-board device in this way, the accuracy of determining the degree of tire wear can be improved. The on-board device may be, for example, a device that can record data such as driving time, mileage, and speed during vehicle operation in real time, such as a digital tachograph. Furthermore, the data from the vehicle's on-board device may be, for example, data confirmed by a worker performing a tire change service and entered using the first terminal device 10A.

[0045] "Operational performance data" refers to any data relating to the operation of a vehicle. For example, operational performance data may include the second driving distance or the second driving time mentioned above. Furthermore, operational performance data may include the second load, which is the actual load on the vehicle, or the highway usage record, which is the actual distance traveled on highways.

[0046] Alternatively, the acquisition of vehicle operation data linked to a user ID may be performed, for example, by receiving it from the first terminal device 10A as described above. In this case, for example, the control unit 23 may calculate the second mileage for a predetermined period based on the total mileage and date / time data of the vehicle received from the first terminal device 10A. For example, if the predetermined period is two months, the control unit 23 may calculate the second mileage using mileage data from the total mileage data for dates and times, for example, from May 1, 2024 to June 30, 2024. In this way, by using vehicle data examined by the worker performing the tire replacement service during the service, the accuracy of the determination of the degree of tire wear can be improved.

[0047] S102: The control unit 23 determines whether the operational performance data for a predetermined period falls within the range of the operational schedule data.

[0048] Specifically, for example, if the planned operation data includes a first distance traveled and the actual operation data includes a second distance traveled, the control unit 23 may determine whether the data falls within the range of the planned operation data based on whether the second distance traveled is less than the first distance traveled. If the second distance traveled is less than the first distance traveled, the control unit 23 may determine that the data falls within the range of the planned operation data. If the second distance traveled exceeds the first distance traveled, the control unit 23 may determine that the data falls outside the range of the planned operation data. Also, for example, if the planned operation data includes a first travel time and the actual operation data includes a second travel time, the control unit 23 may determine whether the data falls within the range of the planned operation data based on whether the second travel time is less than the first travel time. If the second travel time is less than the first travel time, the control unit 23 may determine that the data falls within the range of the planned operation data. If the second travel time exceeds the first travel time, the control unit 23 may determine that the data falls outside the range of the planned operation data.

[0049] Alternatively, for example, if the planned operation data includes planned use of expressways and the actual operation data includes actual use of expressways, the control unit 23 may use the planned use of expressways and the actual use of expressways to determine whether the actual operation data for a predetermined period falls within the range of the planned operation data. Specifically, the control unit 23 may determine whether the actual use of expressways falls within the range of the planned operation data based on whether the actual use of expressways is less than the planned use of expressways. If the actual use of expressways is less than the planned use of expressways, the control unit 23 may determine that it falls within the range of the planned operation data. If the actual use of expressways exceeds the planned use of expressways, the control unit 23 may determine that it falls outside the range of the planned operation data. Furthermore, if the planned operation data further includes a first driving distance and the actual operation data further includes a second driving distance, the control unit 23 may determine whether the second calculated value, calculated by multiplying the distance of the second driving distance that overlaps with the actual use of expressways by a predetermined ratio, is less than the first calculated value, calculated by multiplying the distance of the first driving distance that overlaps with the planned use of expressways by a predetermined ratio. If the second calculated value is less than the first calculated value, the control unit 23 may determine that it is within the range of the planned operation data. If the second calculated value exceeds the first calculated value, the control unit 23 may determine that it is outside the range of the planned operation data. Note that the calculation methods for the first and second calculated values ​​are not limited to those described above, and any calculation formula can be used. In this way, by using the distance traveled on highways, which is related to tire wear, the accuracy of determining the degree of tire wear can be improved, which is likely to increase.

[0050] Alternatively, if the planned operation data further includes a first load and the actual operation data further includes a second load of the vehicle, the control unit 23 may further use the first load and the second load to determine whether the actual operation data for a predetermined period is within the range of the planned operation data. Specifically, for example, if the planned operation data includes a first mileage and a first load, and the actual operation data further includes a second load of the vehicle, the control unit 23 may determine whether the fourth calculated value, calculated by multiplying the second mileage by the second load, is less than the third calculated value, calculated by multiplying the first mileage by the first load. If the fourth calculated value exceeds the third calculated value, the control unit 23 may determine that it is outside the range of the planned operation data. Note that the calculation methods for the third and fourth calculated values ​​are not limited to those described above, and any calculation formula can be used. In this way, by using data related to the vehicle load, which is related to tire wear, the probability of improving the accuracy of the determination of the degree of tire wear can be increased.

[0051] S103: Based on the results of S102, the control unit 23 determines the degree of wear on the vehicle's tires.

[0052] Specifically, if S102 determines that the vehicle is outside the range of the planned operation data, the control unit 23 may determine the degree of tire wear to be "at a level where tire replacement is necessary." If S102 determines that the vehicle is within the range of the planned operation data, the control unit 23 may determine the degree of tire wear to be "at a level where the tires can be used as is." Also, if S102 determines that the vehicle is outside the range of the planned operation data, the control unit 23 may raise an alert to terminal device 10A or terminal device 10B. With this configuration, the tire replacement service worker or manager can understand that the degree of tire wear has decreased more than initially expected.

[0053] Alternatively, the control unit 23 may determine the degree of tire wear of the vehicle by further determining the difference between the actual operation data and the planned operation data in S102. Specifically, for example, if the planned operation data includes a first mileage, the actual operation data includes a second mileage, and the second mileage is more than twice the first mileage, the control unit 23 may determine the degree of tire wear of the vehicle to be at a level where "tire replacement is urgently needed." Also, for example, if the planned operation data includes a first mileage, the actual operation data includes a second mileage, and the second mileage does not exceed the first mileage, but the difference is only about 100m, the control unit 23 may determine the degree of tire wear of the vehicle to be at a level where "tire replacement is necessary." In this way, by further determining the difference between the actual operation data and the planned operation data, the accuracy of determining the degree of tire wear of the vehicle can be improved.

[0054] "Tire wear level" indicates the degree to which a tire is worn. Tire wear level may be indicated by the words mentioned above, or by a number such as 1 to 5, but is not limited to these and may be indicated by any other expression.

[0055] As described above, the tire management device 20 stores the vehicle's scheduled operation data, which is set to the user ID, in the storage unit 22. Next, the tire management device 20 acquires the scheduled operation data and the vehicle's actual operation data, which is linked to the user ID. Then, the tire management device 20 determines the degree of tire wear of the vehicle by determining whether the actual operation data for a predetermined period falls within the range of the scheduled operation data.

[0056] With this configuration, it is determined whether the vehicle's operating record is within the range of the planned operation, and based on that, the degree of tire wear of the vehicle is determined. Therefore, for example, a tire replacement service provider can notice if the tires are more worn than expected, and by replacing the tires earlier than planned, the probability of ensuring the safety of the vehicle's operation increases. On the other hand, if the tires are less worn than expected, the tire replacement service provider can postpone the tire replacement, contributing to reducing the environmental impact and potentially leading to a reduction in the cost of the service. Thus, by determining the degree of tire wear of a vehicle, the probability of ensuring the safety of the vehicle's operation increases, it can contribute to reducing the environmental impact, and it can also lead to a reduction in the cost of the service, thus improving the technology for analyzing the vehicle's operating conditions.

[0057] While this disclosure has been described based on the drawings and embodiments, it should be noted that those skilled in the art may make various modifications and alterations based on this disclosure. Therefore, it should be noted that these modifications and alterations are within the scope of this disclosure. For example, the functions, etc., included in each component or step can be rearranged in a logically consistent manner, and multiple components or steps can be combined into one or divided into two.

[0058] For example, in the embodiment described above, a modification is also possible in which the configuration and operation of the tire management device 20 are distributed among multiple computers that can communicate with each other. Alternatively, for example, a modification is also possible in which the terminal device 10 performs some or all of the operations of the tire management device 20.

[0059] In the embodiment described above, the control unit 23 may also transmit the degree of tire wear determined in S103 to the first terminal device 10A or the second terminal device 10B.

[0060] Specifically, for example, if the wear level of user A's tires (S103) is determined to be "at a level where tire replacement is necessary," the control unit 23 transmits this information to the first terminal device 10A or the second terminal device 10B via the communication unit 21 and the network 30. The control unit 15 of the first terminal device 10A or the second terminal device 10B receives this information via the network 30 and the communication unit 11, and may display a message on the output unit 12's display such as "User A's tires need to be replaced." With this configuration, the tire wear level determination result is sent to the tire replacement service worker or manager. Therefore, there is no need to contact the worker separately. This also reduces the chance of forgetting to contact them. Furthermore, the control unit 23 may change the destination depending on the tire wear level. For example, if the wear level of user A's tires (S103) is determined to be "at a level where the tires can be used as is," the control unit 23 may transmit this information to the first terminal device 10A. For example, if S103 determines that the degree of wear on user A's tires is at a level where "immediate tire replacement is necessary," the control unit 23 may transmit this information to the first terminal device 10A and the second terminal device 10B. With this configuration, it is possible to transmit information to the appropriate party depending on the degree of tire wear.

[0061] Furthermore, it is also possible to implement an embodiment in which a general-purpose computer functions as the tire management device 20 according to the above embodiment. Specifically, a program describing the processing content that realizes each function of the tire management device 20 according to the above embodiment is stored in the memory of the general-purpose computer, and the processor reads and executes the program. Therefore, the invention according to this embodiment can also be realized as a program that can be executed by a processor, or as a non-temporary computer-readable medium that stores the program.

[0062] [Contribution to the United Nations-led Sustainable Development Goals (SDGs)] The SDGs have been proposed to realize a sustainable society. One embodiment of this invention is considered to be a technology that can contribute to "No. 9 - Build resilient infrastructure, promote inclusive and sustainable industrialization and foster innovation," among others. [Explanation of symbols]

[0063] 1 System 10 Terminal devices 11 Communications Department 12 Output section 13 Input section 14 Storage section 15 Control Unit 20 Tire Management Device 21 Communications Department 22 Memory section 23 Control Unit 30 Networks

Claims

1. A tire management device, It stores the scheduled operation data of the vehicle set for the user ID. Memory unit and, The aforementioned scheduled operation data and the vehicle operation data linked to the user ID are obtained, The degree of tire wear of the vehicle is determined by determining whether the operational performance data for a predetermined period falls within the range of the planned operational data. Control unit and A tire management device equipped with the following features.

2. A tire management device according to claim 1, The aforementioned scheduled travel data includes a first travel distance, which is the distance the vehicle is expected to travel, or a first travel time, which is the time the vehicle is expected to travel. The aforementioned operational performance data includes a second distance traveled, which is the actual distance traveled by the vehicle, or a second travel time, which is the actual time the vehicle traveled. The control unit, A tire management device that uses the first mileage or the first mileage and the second mileage or the second mileage to determine whether the operational performance data for a predetermined period falls within the range of the operational schedule data.

3. A tire management device according to claim 2, The control unit, A tire management device that receives the second mileage or second mileage from an on-board device of the vehicle.

4. A tire management device according to claim 2, The control unit, A tire management device that calculates the second mileage over a predetermined period based on the total mileage and date / time data of the vehicle received from a first terminal device used by a worker performing tire replacement services.

5. A tire management device according to claim 2, The aforementioned operational schedule data further includes a first load, which is the predicted load on the vehicle. The aforementioned operational performance data further includes a second load, which is the actual load of the vehicle. The control unit, A tire management device that further uses the first load and the second load to determine whether the operational performance data for a predetermined period falls within the range of the operational schedule data.

6. A tire management device according to claim 1, The aforementioned operational schedule data includes planned use of expressways. The aforementioned operational performance data includes highway usage data. The control unit, A tire management device that uses the planned use of the aforementioned expressway and the actual use of the aforementioned expressway to determine whether the operational performance data for the predetermined period falls within the range of the planned use data.

7. A tire management device according to claim 1, The control unit, A tire management device that transmits the determined degree of tire wear to a first terminal device used by a worker performing tire replacement services or to a second terminal device used by the manager of the tire replacement service.

8. A method performed by a tire management device, The system stores the vehicle operation schedule data set for the user ID in the memory unit, To obtain the aforementioned scheduled operation data and the operation history data of the vehicle linked to the aforementioned user ID, The degree of tire wear of the vehicle is determined by determining whether the operational performance data for a predetermined period falls within the range of the planned operational data, Methods that include...

9. A system equipped with a tire management device, The tire management device, The vehicle operation schedule data set for the user ID is stored in the memory unit. The aforementioned scheduled operation data and the vehicle operation data linked to the user ID are obtained, A system that includes a process for determining the degree of tire wear of a vehicle by determining whether the operational performance data for a predetermined period falls within the range of the operational schedule data.

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