TIRE CONDITION DETERMINATION SYSTEM, TIRE CONDITION DETERMINATION DEVICE, TIRE CONDITION DETERMINATION METHOD, AND PROGRAM

Abstract

To provide a tire state determination system, a tire state determination device, a tire state determination method and a program which can determine whether a non-pneumatic tire whose service life is over can be reused as a base tire for a retread or not.SOLUTION: A tire state determination system 100 obtains, from a vehicle 50, state data including various information which may influence deterioration of a base body part of a tire 1, calculates an evaluation value S showing a state of the base body part of the tire 1 on the basis of the obtained state data, and determines whether the tire 1 can be reused, on the basis of the evaluation value S.SELECTED DRAWING: Figure 7

Description

[Technical field]

[0001] The present disclosure relates to a tire condition determination system capable of determining the condition of a base portion of a non-pneumatic tire used for vehicle travel. [Background technology]

[0002] Non-pneumatic tires that do not require filling with air are known (see Patent Document 1). Like pneumatic tires, non-pneumatic tires have a tread portion that comes into contact with the road surface on which the tire is traveling. The tread portion of a non-pneumatic tire is also called a tread ring. When the tread rubber that constitutes the tread portion of a non-pneumatic tire wears down and the thickness of the tread portion falls below a standard value, the life of the non-pneumatic tire ends. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2015-217717 A Summary of the Invention [Problem to be solved by the invention]

[0004] Incidentally, even when the tread portion has worn away and the life of a non-pneumatic tire has ended, if the base portion of the non-pneumatic tire (a portion other than the tread portion) is not damaged, it is possible to reuse the base portion by retreading the tread portion. However, non-pneumatic tires have only recently begun to be put into practical use and have not yet become widespread, and since they are completely different in structure and material from conventional pneumatic tires, there are no established inspection standards for whether the base portion of a non-pneumatic tire can be reused, and inspectors are unable to perform accurate inspections. Even if a non-pneumatic tire is inspected using the conventional inspection method applied to pneumatic tires, there is a risk that accurate inspection results will not be obtained.

[0005] An object of the present disclosure is to provide a tire condition determination system, a tire condition determination device, a tire condition determination method, and a program that are capable of determining whether a non-pneumatic tire that is in use or a non-pneumatic tire that has reached the end of its life can be reused as the base part of a retread tire. [Means for solving the problem]

[0006] A tire condition determination system according to one aspect of the present disclosure is configured to determine the condition of a non-pneumatic tire used for traveling on a vehicle, the tire condition determination system including an acquisition unit that acquires tire-related information that may affect deterioration of a base portion excluding a tread portion of the non-pneumatic tire, and a reuse determination unit that performs a determination process to determine whether the base portion can be reused based on the tire-related information.

[0007] Since the tire condition determination system according to the present disclosure is configured in this manner, it is possible to determine whether or not a non-pneumatic tire can be reused for retreading. Furthermore, when an inspector uses the system, the result of the determination as to whether or not the tire can be reused can be obtained in advance before the inspector performs a primary inspection such as a visual inspection or a palpation inspection, or a secondary inspection such as a high-voltage inspection or a shearography inspection. Therefore, the inspector can exclude non-pneumatic tires in poor condition that have been determined to be unsuitable from the inspection targets before performing the primary inspection or the secondary inspection. This can reduce the inspection burden and the inspection costs.

[0008] In addition, when a vehicle owner uses the system, the owner can know in advance the judgment results (possibility of reuse) of the base part of the non-pneumatic tire fitted to the vehicle. Effect of the Invention

[0009] According to the present disclosure, it is possible to determine whether a non-pneumatic tire that is in use or that has reached the end of its life can be reused as a base portion of a retread tire. [Brief description of the drawings]

[0010] [Figure 1] FIG. 1 is a block diagram showing the configuration of a tire condition determination system. [Diagram 2] FIG. 2 is a schematic diagram showing an example of a vehicle. [Diagram 3] FIG. 3 is a perspective view showing the configuration of a tire mounted on a vehicle. [Figure 4] FIG. 4 is an axial cross-sectional view of the tire. [Diagram 5] FIG. 5 is a block diagram showing the configuration of a vehicle. [Figure 6] FIG. 6 is a block diagram showing the configuration of a condition determining device included in the tire condition determining system. [Figure 7] FIG. 7 is a flowchart showing an example of a procedure of a conformity determination process executed in the tire condition determination system. [Figure 8] FIG. 8 is a flowchart showing another example of the procedure of the conformity determination process executed in the tire condition determination system. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

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

[0012] Fig. 1 is a block diagram showing the configuration of a tire condition determination system 100 (hereinafter simply referred to as determination system 100) according to an embodiment of the present disclosure. The determination system 100 is an example of a tire condition determination system according to the present disclosure, and is configured to be able to determine the condition of a base portion of a tire 1 (see Fig. 2 or Fig. 3) used for traveling on a vehicle 50. In this embodiment, the determination system 100 determines whether or not the base portion of the tire 1 can be reused as a retread tire. In other words, the determination system 100 determines whether or not the base portion of the tire 1 can be used as a base portion (so-called casing tire) of a retread tire.

[0013] Here, the tire 1 is a so-called non-pneumatic tire that is not filled with compressed air. The base portion of the tire 1 is a portion of the tire 1 excluding a tread ring 2 (see FIG. 3) described below, and is also called a tire base. The retread tire is a tire in which the tread ring 2 (a portion equivalent to the tread portion of a pneumatic tire) of a non-pneumatic tire that has reached the end of its life is replaced with a new tread ring 2 to restore tire function.

[0014] [Configuration of tire condition determination system 100] 1, the determination system 100 includes a condition determination device 10 (one example of a tire condition determination device of the present disclosure), an information terminal 20, a database 30, and a communication device 40, which are communicatively connected via a wired or wireless communication network. The communication network is, for example, a wired communication network connected by a LAN or the like, or a wireless communication network such as a dedicated line or public line.

[0015] The condition determination device 10 is one element constituting the determination system 100. The condition determination device 10 executes a compatibility determination process (see FIG. 7 ) described below using condition data (an example of tire-related information in the present disclosure) described below transmitted from the vehicle 50, a predetermined calculation formula (see formula (1)), and the like. In this way, the condition determination device 10 determines whether the base portion of the tire 1 can be used as a base portion of a retread tire, and outputs the determination result to an external device such as an information terminal 20.

[0016] The state determination device 10 is an information processing device or a server device capable of executing various types of arithmetic processing, and specifically, a computer such as a server computer, a cloud server, or a personal computer connected to the communication network. Note that the state determination device 10 is not limited to a single computer, and may be a computer system in which multiple computers work in cooperation, or a cloud computing system. Also, various types of processing executed by the state determination device 10 may be executed in a distributed manner by one or multiple processors. A program or computer software for operating the determination system 100 is installed in the state determination device 10.

[0017] The information terminal 20 is an information processing device or terminal device used by the owner of the tire 1 to be judged or an inspection implementer (inspector) who inspects the condition of the tire 1. The information terminal 20 is a so-called desktop personal computer or notebook computer, or a portable terminal such as a smartphone or tablet terminal that can be carried around. The information terminal 20 may also be an in-vehicle terminal or display device mounted on the vehicle 50. In addition, when the vehicle 50 is a so-called connected car that has a function as an ICT terminal, the vehicle 50 itself can also be regarded as the information terminal 20.

[0018] The information terminal 20 is equipped with a display unit such as a liquid crystal display. When the information terminal 20 receives the determination result output from the status determination device 10, the information terminal 20 displays the determination result on the display screen of the display unit. Therefore, a program or computer software is installed in the information terminal 20 for transmitting the various information to the status determination device 10 in cooperation with the determination system 100 and displaying the determination result on the display screen.

[0019] The database 30 is a storage device such as an HDD or SSD communicatively connected to the communication network. Various data handled in the determination system 100 is stored in the database 30. The database 30 is configured as an external device such as another server device or another storage device capable of data communication with the state determination device 10. The database 30 may be a so-called cloud storage connected via the Internet. The database 30 may be a storage device provided in the state determination device 10, or may be an external storage device connected to the state determination device 10 via a local network.

[0020] The communication device 40 communicates with the vehicle 50 and receives status data (described below) output from the vehicle 50. When the communication device 40 receives the status data from the vehicle 50, it transmits the received status data to the status determination device 10. The communication device 40 includes an antenna 41. The antenna 41 is used for wireless communication with a communication unit 63 (see FIG. 5 ) included in a control unit 60 of the vehicle 50. The communication device 40 is capable of wireless communication with the communication unit 63 when the vehicle 50 enters a communication range defined by a predetermined wireless communication standard.

[0021] [Vehicle 50] A vehicle 50 equipped with the tire 1 will be described below with reference to Fig. 2 to Fig. 5. Fig. 2 is a schematic diagram showing an example of the vehicle 50. Fig. 3 is a perspective view showing the configuration of the tire 1 equipped on the vehicle 50, and Fig. 4 is a cross-sectional view of the tire 1 in the axial direction. Fig. 5 is a block diagram showing the configuration of the vehicle 50.

[0022] As shown in FIG. 2, the vehicle 50 is, for example, a passenger vehicle with front-wheel steering and has a total of four wheels, front and rear. Tires 1 are attached to each wheel of the vehicle 50. In this embodiment, the vehicle 50 is, for example, a front engine, front drive vehicle (FF vehicle). Tires 1F attached to the front wheels of the vehicle 50 are driving tires, and tires 1R attached to the rear wheels are driven tires. The driving system and steering system of the vehicle 50 are not particularly limited, and the vehicle 50 may have a driving system different from that of a FF vehicle, and may have a steering system different from a front-wheel steering system.

[0023] In addition, vehicle 50 is not limited to a four-wheeled passenger car, but may be a passenger car other than four-wheeled vehicles, large vehicles such as trucks and buses, motorcycles, racing vehicles, industrial vehicles, special vehicles, load-carrying vehicles such as trailers and carts, etc.

[0024] The tire 1 is a non-pneumatic tire used for these various vehicles. In this embodiment, as shown in Fig. 3 and Fig. 4, a tire 1 for a passenger car is illustrated. The tire 1 includes a cylindrical tread ring 2 (an example of a tread portion of the present disclosure) having a tread surface 2S that comes into contact with a road surface, a hub 3 disposed radially inside the tread ring 2, and spokes 4.

[0025] The tread ring 2 is a portion corresponding to the tread portion of a pneumatic tire, and has a tread rubber 2A forming a tread surface 2S, and a reinforcing cord layer 2B disposed radially inwardly thereof.

[0026] The tread rubber 2A is preferably a rubber composition having excellent frictional force against the ground and excellent abrasion resistance. Moreover, tread grooves (not shown) of various patterns are formed on a tread surface 2S of the surface portion of the tread rubber 2A.

[0027] The reinforcing cord layer 2B is composed of multiple layers, and has an outer breaker 5 arranged on the radially outer side, an inner breaker 6 arranged on the radially inner side, and a shear rubber layer 7 made of highly elastic rubber arranged between them.

[0028] The outer breaker 5 is composed of a plurality of (for example, two) outer plies. The outer plies are cord layers in which highly elastic reinforcing cords such as steel cords are arranged at an angle of 5 degrees to 85 degrees, preferably 10 degrees to 35 degrees, relative to the tire circumferential direction. The reinforcing cords in each outer ply are arranged so as to cross each other.

[0029] The inner breaker 6 is composed of one or more inner plies in which a highly elastic reinforcing cord such as a steel cord is spirally wound in the tire circumferential direction. The shear rubber layer 7 is composed of a highly elastic rubber having a complex elastic modulus E* of preferably 70 MPa or more, more preferably 90 MPa or more.

[0030] The reinforcing cord layer 2B has a sandwich structure in which a shear rubber layer 7 made of highly elastic rubber is sandwiched from both radial sides by an outer breaker 5 and an inner breaker 6. This significantly increases the rigidity of the tread ring 2, and ensures high rolling performance of the tire 1.

[0031] The hub 3 corresponds to a tire wheel and is a part fixed to the axle J (see FIG. 4) of the vehicle 50. The hub 3 has a disk-shaped disk portion 3A fixed to the axle J and a cylindrical spoke attachment portion 3B formed integrally with the radially outer end of the disk portion 3A. A hub hole 3A1 is formed in the center of the disk portion 3A, through which the front end Ja of the axle J is inserted. In addition, a plurality of bolt insertion holes 3A2 are formed around the hub hole 3A1 in the disk portion 3A, through which the bolt portions Jb of the axle J are inserted. The hub 3 is made of a metal material such as steel, aluminum alloy, magnesium alloy, etc., like the tire wheel. Of course, the hub 3 may be made of a polymer material such as a synthetic resin having the same rigidity and strength as the above-mentioned metal material.

[0032] The spokes 4 connect the tread ring 2 and the hub 3, and are made of a polymeric material such as synthetic resin. The spokes 4 are molded integrally with the tread ring 2 and the hub 3 by cast molding using the polymeric material. As the polymeric material, thermoplastic resin, thermosetting resin, etc. are suitable, and from the viewpoint of safety, thermosetting resins such as epoxy resin, phenol resin, urethane resin, silicone resin, polyimide resin, and melamine resin are suitable, and in particular, urethane resin, which has excellent elastic properties, is more suitable.

[0033] The spoke 4 has a tread side annular portion 8 joined to the inner surface of the tread ring 2, a hub side annular portion 9 joined to the outer surface of the hub 3, and a plurality of spoke plates 4A extending in the radial direction of the tire from the hub side annular portion 9 to the tread side annular portion 8.

[0034] In this embodiment, the tire 1 mounted on the vehicle 50 is exemplified by a non-pneumatic tire having the above-mentioned configuration, but the tire 1 may be any non-pneumatic type tire that is not filled with air, and is not limited to the above-mentioned configuration. For example, the tire 1 may not have spokes 4, and the portion from the hub 3 to the tread ring 2 may be made of tread rubber that includes a rubber component (rubber material) such as natural rubber (NR) or SBR (styrene butadiene rubber).

[0035] 5, a vehicle 50 is provided with various sensors such as a wheel speed sensor 51, a lateral acceleration sensor 52, a vibration sensor 53, a temperature sensor 54, a thickness sensor 55, a steering angle sensor 56, a brake sensor 57, and a tread surface sensor 58. The sensors 51 to 55 are fixed to the hub 3, spokes 4, etc. of the tire 1 via mounting members (not shown).

[0036] The wheel speed sensor 51 detects a wheel speed signal (rotation speed information) of the tire 1 during running. The control section 61 of the control unit 60 calculates the number of rotations and the rotation speed of the tire 1 based on the wheel speed signal.

[0037] The lateral acceleration sensor 52 is attached to the hub-side annular portion 9. The lateral acceleration sensor 52 detects lateral acceleration (lateral acceleration) applied to the tire 1 during running.

[0038] The vibration sensors 53 are attached to the spoke plates 4A of the spokes 4 of the tire 1 and to the spoke attachment parts 3B of the hub 3. The vibration sensors 53 detect vibrations occurring in the tire 1 when the vehicle 50 is traveling, specifically, vibrations occurring in the spoke plates 4A and the spoke attachment parts 3B. In this embodiment, each vibration sensor 53 detects a vibration value occurring in the spoke plates 4A and the spoke attachment parts 3B when the vehicle 50 is traveling at a predetermined set speed. Here, the set speed is, for example, a low speed range (30 to 60 km / h).

[0039] The temperature sensor 54 detects the temperature of the tread ring 2 of the tire 1. It is provided in the tread side annular portion 8 of each tire 1, and detects the temperature transmitted from the tread ring 2 to the tread side annular portion 8.

[0040] The thickness sensor 55 detects the thickness (thickness from the reinforcing cord layer 2B to the tread surface 2S) of the tread ring 2 of the tire 1. Two thickness sensors 55 are provided in the tread side annular portion 8 of each tire 1, and are attached at a predetermined interval in the width direction of the tire 1.

[0041] Each of the sensors 51-55 is connected to a transmitter (not shown) provided on the tire 1, and the detection value of each of the sensors 51-55 is transmitted to the control unit 60 via the transmitter. Each of the sensors 51-55 may have any configuration as long as it can output the detection value of the detection target or a signal indicating the detection value, and there is no particular limitation on the mounting position or detection method. Note that when each of the sensors 51-55 is connected to the control unit 60 wirelessly or via wire so as to be able to communicate with the control unit 60, the detection value may be transmitted from each of the sensors 51-55 to the control unit 60 individually.

[0042] Steering angle sensor 56 detects the steering angle, which is the rotation angle of steering wheel 503. Steering angle sensor 56 is provided, for example, on a steering shaft of steering wheel 503. Steering angle sensor 56 is connected to control unit 60 wirelessly or via wire so as to be able to communicate with control unit 60, and the steering angle (detected value) detected by steering angle sensor 56 is transmitted to control unit 60. Steering angle sensor 56 may have any configuration as long as it can detect the steering angle of steering wheel 503, and there is no particular limitation on its mounting position or detection method.

[0043] When the driver operates the brakes, the brake sensor 57 detects whether or not the brakes are operated and the amount of depression (amount of operation). The brake sensor 57 is, for example, a rotary encoder or a potentiometer provided on the brake pedal. The brake sensor 57 is connected to the control unit 60 wirelessly or via a wire so as to be able to communicate with the control unit 60, and the presence or absence of operation (detected value) and the amount of depression (detected value) detected by the brake sensor 57 are transmitted to the control unit 60. The brake sensor 57 may have any configuration as long as it can detect a detection value related to the brake operation, and there is no particular limitation on the mounting position or detection method.

[0044] The tread surface sensor 58 detects information for measuring the presence or absence of the tread grooves on the tread surface 2S on the surface of the tread ring 2 of the tire 1 and the depth of the tread grooves. For example, a scanning type optical distance sensor provided on the inner surface of a tire house (not shown) of the vehicle 50 can be used as the tread surface sensor 58. The optical distance sensor measures the distance to the tread surface 2S to be detected by emitting a laser beam that scans the tread surface 2S in the tire width direction and receiving the reflected light reflected by the tread surface 2S. In addition, the optical distance sensor generates and outputs trace data that traces the uneven shape in the width direction of the tread surface 2S. Therefore, the control unit 61 of the control unit 60 can measure the presence or absence of the tread grooves on the tread surface 2S and the depth of the tread grooves based on the trace data. It is also possible to use a reflective type photointerrupter (also called a photoreflector) arranged in a plurality along the width direction on the inner surface of the tire house instead of the optical distance sensor. Moreover, instead of the optical distance sensor, a camera that captures an image of the tread surface 2S, a line sensor that can detect the shape in the tire width direction, or the like can be applied.

[0045] The vehicle 50 is also provided with an operation switch 59. The operation switch 59 is a switch member that is operated by a driver or the like. When the operation switch 59 is operated, an operation signal is transmitted to the control unit 60.

[0046] Furthermore, the tire 1 is provided with a memory 67 (an example of a storage unit in the present disclosure) in which identification information of the tire 1 is stored. The memory 67 is a non-volatile storage device. The identification information may be any information that can distinguish the tire 1 from other tires, and is an ID number assigned to each tire. The identification information may also include the size of the tire 1, the manufacturer's name, the model number, the product name, the date of manufacture, etc. When the tire 1 is mounted on the vehicle 50, the identification information is transmitted to the control unit 60 and stored in the storage unit 62.

[0047] 5, the vehicle 50 includes a control unit 60 that controls the vehicle 50. The control unit 60 is an information processing device that can execute various types of arithmetic processing. The control unit 60 includes a control unit 61, a storage unit 62, a communication unit 63, a GPS receiving unit 64, an output unit 65, an input unit 66, and the like.

[0048] The communication section 63 is a communication interface for wirelessly connecting the control unit 60 to a predetermined communication network and for executing data communication with an external device such as the communication device 40 via the communication network in accordance with a predetermined communication protocol.

[0049] The GPS receiver 64 acquires position information on the traveling position of the vehicle 50. The GPS receiver 64 receives signals from GPS satellites and performs a predetermined arithmetic processing to detect the position of the vehicle 50 on the earth. The detected position information is transmitted to the control unit 61 and used for arithmetic processing such as processing to identify the traveling position of the vehicle 50 and processing to identify the traveling route of the vehicle 50.

[0050] The storage unit 62 is a non-volatile storage medium or storage device such as a flash memory that stores various information. For example, the storage unit 62 stores a control program for causing the control unit 61 to execute various processes. The control program is stored in an external storage device such as a server device or external storage that can be communicatively connected to the communication unit 63, and is read from the external storage device and copied to the storage unit 62. Alternatively, the control program may be non-temporarily recorded on a computer-readable recording medium such as a CD or DVD, and is read by a reading device (not shown) electrically connected to the control unit 60 and copied to the storage unit 62.

[0051] In addition, the memory unit 62 stores detection values ​​and data transmitted from each of the sensors 51-58, various information (such as tire rotation speed and driving speed) converted or generated based on the detection values ​​and data, information on the driving position of the vehicle 50 detected by the GPS receiving unit 64 (driving position information), and various information (driving route, etc.) converted or generated based on the driving position information.

[0052] The output unit 65 is an interface that outputs the results of various processes executed by the control unit 61. For example, an instrument unit 501 and a display device 502 mounted on the vehicle 50 are connected to the output unit 65. The control unit 61 outputs, for example, speed information to the instrument unit 501, and also outputs various information to the display device 502 in response to a display request from the driver or the like.

[0053] The input unit 66 is an interface that is connected wirelessly or by wire to the various sensors 51-58 and the operation switch 59 provided in the vehicle 50. To the input unit 66, signals output from the sensors 51-58, the operation switch 59, etc. are input.

[0054] The control unit 61 has control devices such as a CPU, a ROM, and a RAM. The CPU is a processor that executes various arithmetic processing. The ROM is a non-volatile memory in which control programs such as a BIOS and an OS for causing the CPU to execute various processing are stored in advance. The RAM is a volatile or non-volatile memory that stores various information, and is used as a temporary storage memory (work area) for various processing executed by the CPU. The control unit 61 executes the various control programs stored in advance in the ROM or the storage unit 42 by the CPU, thereby executing the compatibility determination processing described below.

[0055] The control unit 61 includes various processing units such as a conversion processing unit 611 and a display processing unit 612. The control unit 61 functions as the various processing units by executing various processes according to the control program with the CPU. Note that some or all of the processing units included in the control unit 61 may be configured with electronic circuits. Furthermore, each process described below performed by the conversion processing unit 611 may be executed by a separate processing unit. Furthermore, the control program may be a program for causing a plurality of processors to function as the various processing units.

[0056] The conversion processing unit 611 performs a process of converting the detection values ​​and data inputted from the various sensors 51 to 58 to the input unit 66 into status data related to the detection values ​​and the data. The conversion processing unit 611 also performs a process of generating status data related to the detection values ​​and the data based on the detection values ​​and the data. Here, the status data is an example of tire-related information of the present disclosure, and includes, for example, the number of rotations of the tire 1 (the number of tire rotations), the running speed of the vehicle 50, the acceleration of the vehicle 50, the lateral acceleration applied to the tire 1, the temperature of the tire 1 (the tire temperature), the depth of the tread groove of the tread surface 2S of the tire 1, the wear amount or wear rate of the tread ring 2 of the tire 1, the uneven wear amount of the tread ring 2, the steering angle of the vehicle 50, the number of braking operations, the amount of brake application, and the vibration value generated in the tire 1 (for example, the spoke plate 4A or the spoke attachment portion 3B) when the vehicle 50 is running. The status data also includes the average value, maximum value, and minimum value of each of these elements. Regarding the number of tire revolutions and the number of brakes, the status data may include the number of revolutions or the number of times per specified travel distance. These status data are information on causes that may directly or indirectly affect the deterioration of the base portion of the tire 1 while the vehicle 50 is traveling.

[0057] The tire rotation speed, the traveling speed, and the acceleration can be converted or generated based on the detection value (wheel speed signal) of the wheel speed sensor 51. The lateral acceleration can be converted or generated based on the detection value of the lateral acceleration sensor 52. The vibration value of the tire 1 can be converted or generated based on the detection value of the vibration sensor 53. The tire temperature can be converted or generated based on the detection value of the temperature sensor 54.

[0058] The tread groove depth of the tread surface 2S can be converted or generated based on the data output from the tread surface sensor 58.

[0059] The amount of wear can be converted or generated based on the detection value of the thickness sensor 55. The amount of uneven wear indicates the degree of uneven wear in the tread ring 2 of the tire 1. One specific example of the amount of uneven wear is, for example, the difference in thickness between both ends of the tread ring 2 in the width direction, and the amount of uneven wear can be converted or generated based on the difference in detection values ​​of a pair of thickness sensors 55 provided on the inner surface of the tire 1 at a distance from each other in the width direction.

[0060] The uneven wear occurring on the tread ring 2 of the tire 1 includes so-called side wear (outer wear, inner wear), shoulder wear, center wear, toe-in wear, toe-out wear, localized wear, wavy wear, pit-like wear, sawtooth wear (heel and toe wear), etc. The presence or absence of these uneven wear and the degree of the uneven wear (amount of uneven wear) can be determined and measured by appropriately adjusting the number and positions of the thickness sensors 55 attached to the tire 1.

[0061] The steering angle can be converted or generated based on a detection value of the steering angle sensor 56. The number of braking operations and the amount of brake depression can be converted or generated based on a detection value of the brake sensor 57.

[0062] The condition data including the above-mentioned various information obtained by the conversion processing unit 611 is stored in the storage unit 62 for each identification information of the tire 1. In addition, the condition data stored in the storage unit 62 is transferred to the memory 67 of each tire 1 and stored in the memory 67 as well, for example, when the vehicle 50 is stopped and the key is turned off. Therefore, even if the tire 1 is removed from the vehicle 50 and mounted on another vehicle 50 as a used tire, the condition data of the tire 1 can be inherited on the other vehicle 50.

[0063] Of the condition data, the tire rotation count is accumulated and stored in the memory unit 62 as the cumulative number of rotations of the tire 1 while the vehicle 50 is traveling. The traveling speed is stored in the memory unit 62 as an average value (average speed) of the traveling speed detected while traveling. The acceleration is accumulated and stored in the memory unit 62 as the number of occurrences of excessive acceleration exceeding a predetermined threshold (predetermined value). The lateral acceleration is accumulated and stored in the memory unit 62 as the number of occurrences (occurrence frequency) of excessive lateral acceleration exceeding a predetermined threshold (predetermined value).

[0064] The vibration value generated in the tire 1 is stored in the memory unit 62 as the average value (average vibration value) of the vibration values ​​detected by each vibration sensor 53 when the vehicle 50 runs at the set speed, and the number of occurrences of upper limit vibration values ​​exceeding a predetermined upper threshold. When the vehicle 50 runs on a rough road surface, a large load may be applied to the tire 1, and in this case, the vibration value detected by the vibration sensor 53 becomes larger than the vibration value when running on a normal flat road surface. The upper limit vibration value is set to a value that can determine that a larger load is applied to the tire 1 than during normal running.

[0065] The tire temperature is stored in the memory unit 62 as an average value (average temperature) of temperatures detected by the temperature sensor 54 while the vehicle 50 is traveling. The wear amount and the uneven wear amount are stored in the memory unit 62 as raw numerical values. The steering angle is accumulated and stored in the memory unit 62 as the number of occurrences of an over-steering angle exceeding a predetermined threshold (predetermined angle). The number of braking events is accumulated and stored in the memory unit 62 as a cumulative number. The depression amount is accumulated and stored in the memory unit 62 as the number of occurrences of an excessive depression amount (over-depression amount) exceeding a predetermined threshold (predetermined amount).

[0066] Each of these pieces of information (condition data) stored in the memory unit 62 is information relating to causes that may affect the deterioration of the base portion of the tire 1. In other words, it is believed that the larger the value of each of the above-mentioned pieces of information (tire rotation speed, average speed, number of occurrences, etc.), the greater the load on the tire 1, and the more likely it is that the deterioration or wear of the base portion will be accelerated. Conversely, it is believed that the smaller the value of each of the above-mentioned pieces of information, the smaller the load on the tire 1, and the less likely the base portion will deteriorate or wear. These pieces of information are used in the compatibility determination process (see FIG. 7) described below.

[0067] Furthermore, among the condition data, the tread groove depth is stored as is in the storage unit 62 as a numerical value. The tread groove depth is information on causes that may affect the deterioration of the base portion of the tire 1, and it is considered that the smaller the numerical value, the lower the grip performance of the tire 1 and the greater the load that the tire 1 receives, accelerating the deterioration or wear of the base portion. Conversely, it is considered that the larger the numerical value of the tread groove depth, the higher the grip performance of the tire 1, and therefore the smaller the load that the tire 1 receives, making the base portion less susceptible to deterioration and wear. The tread groove depth is used in the compatibility determination process (see FIG. 7) described below.

[0068] The tire temperature tends to rise when the running load is high, such as when the vehicle 50 is running at high speed or on a road with many curves. In addition, even when damage such as cracks or peeling occurs inside the tread ring 2, which is difficult to visually recognize from the outside, the tire temperature tends to be higher than when no such damage occurs. This is thought to be because when the tread surface 2S of the tire 1 comes into contact with the road surface with the above-mentioned damage occurring inside the tread ring 2, the tread ring 2 and spokes 4 of the tire 1 are excessively deformed, and the deformation and restoration when not in contact with the road are repeated, causing the temperature to rise higher than usual.

[0069] In addition, the conversion processing unit 611 performs a process of generating a driving route of the vehicle 50 from the position information based on the position information of the vehicle 50 input from the GPS receiving unit 64 to the input unit 66, and a process of calculating a driving distance for each type of driving route. The driving route is included in the state data. For example, the driving distance for each type of driving route can be considered as the information of the driving route. Specifically, as the information of the driving route, a distance traveled on a flat road (flat road driving distance), a distance traveled on a mountain road (mountain road driving distance), a distance traveled on a road in a city (city driving distance), a distance traveled on a highway (highway driving distance), and the like are accumulated and stored in the storage unit 62. These pieces of information are also information about causes that may affect the deterioration of the base part of the tire 1. In other words, it is considered that the higher the ratio of the mountain road driving distance or the highway driving distance to the total driving distance traveled by the tire 1, the greater the load that the tire 1 receives, and the deterioration or wear of the base part is accelerated. Conversely, it is considered that the higher the ratio of the flat road driving distance and the city driving distance, the smaller the load on the tire 1, and the less likely the base part will deteriorate and wear out. The information on the driving distance is used in the compatibility determination process (see FIG. 7) described later. The flat roads, mountain roads, city roads, and expressways are examples of the types of driving routes described above.

[0070] The display processing unit 612 performs processing to display various information on the display device 502. For example, when a result (determination result) of a conformity determination process described below is transmitted from the state determination device 10, the display processing unit 612 can display the determination result on the display screen of the display device 502.

[0071] [Database 30] A condition data storage unit 31 is allocated to the database 30 as a storage area. In the condition data storage unit 31, the condition data acquired by the condition determination device 10 from the vehicle 50 is stored separately for each piece of identification information of the tire 1. The identification information is assigned to the tire 1, and the condition data for each piece of identification information is stored in the condition data storage unit 31. Therefore, even if the tire 1 is removed from the vehicle 50 and mounted on another vehicle 50 as a used tire, the previous condition data can be inherited and the condition data can be updated with newly detected information or data.

[0072] [State determination device 10] A specific configuration of the state determination device 10 will be described below with reference to Fig. 6. Fig. 6 is a block diagram showing the configuration of the state determination device 10.

[0073] The condition determination device 10 is for realizing the determination system 100 of this embodiment, and as shown in FIG. 6, includes a control unit 11, a memory unit 12, a communication unit 13, a display unit 14, and an operation unit 15.

[0074] The communication unit 13 is a communication interface for connecting the state determining device 10 to the communication network and for executing data communication with the information terminal 20 and the database 30 connected to the communication network in accordance with a predetermined communication protocol.

[0075] The storage unit 12 is a non-volatile storage medium such as an HDD or SSD that stores various information. The storage unit 12 stores a control program for executing various processes by the control unit 11, data and thresholds used in the various processes, and a calculation formula (described later) for calculating an evaluation value used in a compatibility determination process (described later).

[0076] The evaluation value is an index for judging the state of the base portion of the tire 1, and is an index for judging whether the base portion of the tire 1 can be used as a base portion of a retread tire. 1, the average speed is x 2 , the number of occurrences of the over-acceleration is x 3 , the number of occurrences of excessive lateral acceleration is x 4 , the average vibration value is x 5 The number of occurrences of the upper limit vibration value is x 6 , the average temperature is x 7 , the wear amount is x 8 The uneven wear amount is x 9 The number of occurrences of the over-steering angle is x 10 , the number of braking times is x 11 The number of occurrences of the over-depression amount is x 12 , the reciprocal of the depth of the tread groove of the tire 1 is x 13 The evaluation value of the new tire 1 (hereinafter referred to as the reference evaluation value) is S 0 In this case, the evaluation value S can be calculated by the following formula (1) using the numerical values ​​of the above-mentioned state data.

[0077]

number

[0078] Here, the coefficient t in equation (1) k (t 1 ,t 2 ,t 3 ,t 13 ) is each numerical value x of the state data k (x 1 ,x 2 ,x 3 ,···,x 13 ) is the weighting factor assigned to each number x kThe coefficient h is a weighting coefficient that is applied according to the travel route traveled by the tire 1. For example, when the ratio of the mountain road travel distance or the highway travel distance to the total travel distance is higher than a predetermined reference ratio, the coefficient h is set to a value greater than 1 determined according to the difference (excess amount) from the reference ratio. When the coefficient h is applied, the evaluation value S is larger than when the coefficient h is not applied. When the ratio of the flat road travel distance or the city travel distance to the total travel distance is higher than the reference ratio, the coefficient h is set to a value smaller than 1 determined according to the difference (excess amount) from the reference ratio. In this case, the evaluation value S is smaller than when the coefficient h is not applied. When the ratio of the mountain road travel distance or the highway travel distance is less than the reference ratio and the ratio of the flat road travel distance or the city travel distance is less than the reference ratio, the coefficient h is set to "1".

[0079] As can be understood from the above formula, the evaluation value S is calculated by 0 to number t k x k and the sum of the evaluation values ​​S and S. Therefore, it is considered that the smaller the evaluation value S, the greater the load on the tire 1 during running, and the greater the possibility that damage such as cracks, breaks, distortion, peeling, etc. has occurred in the base portion of the tire 1. Also, it is considered that the larger the evaluation value S, the smaller the load on the tire 1 during running, and the less likely that damage such as cracks, breaks, distortion, peeling, etc. has occurred in the base portion of the tire 1. In other words, the evaluation value S is an index showing the degree of condition of the base portion of the tire 1, and the larger the numerical value, the less deterioration has progressed and the better the condition, and the smaller the numerical value, the more deterioration has progressed and the worse the condition.

[0080] The display unit 14 is a display device such as a liquid crystal display that displays various information. The operation unit 15 is an input device such as a mouse, a keyboard, or a touch panel that receives operations by an operator.

[0081] The control unit 11 controls the state determination device 10. The control unit 11 has control devices such as a CPU, a ROM, and a RAM. The CPU is a processor that executes various arithmetic processing. The ROM is a non-volatile storage medium in which control programs such as a BIOS and an OS for causing the CPU to execute various arithmetic processing are stored in advance. The RAM is a volatile or non-volatile storage medium that stores various information, and is used as a temporary storage memory (work area) for various arithmetic processing executed by the CPU. The control unit 11 controls the state determination device 10 by the CPU executing various control programs stored in advance in the ROM or the storage unit 12.

[0082] As shown in FIG. 6, the control unit 11 includes various processing units such as a state data acquisition unit 111 (an example of an acquisition unit of the present disclosure), a recording processing unit 112 (an example of a recording unit of the present disclosure), a conformity determination unit 114 (an example of a reuse determination unit of the present disclosure), a value determination unit 116 (an example of a value determination unit of the present disclosure), a tread structure determination unit 117 (an example of a tread structure determination unit of the present disclosure), and an output processing unit 115 (an example of an output processing unit of the present disclosure). The control unit 11 functions as the various processing units by the CPU executing various arithmetic processing according to the control program. The control unit 11 or the CPU is an example of a computer or processor that executes the control program. Note that some or all of the processing units included in the control unit 11 may be configured with electronic circuits. The control program may also be a program for causing a plurality of processors to function as the various processing units.

[0083] The condition data acquisition unit 111 performs a process of acquiring the condition data related to causes that may affect deterioration of the base portion of the tire 1. Specifically, when communication between the communication device 40 and the vehicle 50 is established, the condition data acquisition unit 111 performs a process of acquiring the condition data from the vehicle 50. The condition data acquisition unit 111 also performs a process of acquiring the identification information of the tire 1 from the vehicle 50. In this embodiment, the condition data acquisition unit 111 transmits a data acquisition request to the vehicle 50. When the control unit 61 of the vehicle 50 receives the data acquisition request, it reads out the identification information and the condition data corresponding to this identification information from the storage unit 62 in response to the data acquisition request, and transmits them to the condition determination device 10.

[0084] The recording processing unit 112 performs a process of recording the state data acquired by the state data acquisition unit 111 in the state data storage unit 31 (storage medium) of the database 30. Specifically, when the state data storage unit 31 does not contain state data corresponding to the identification information, the recording processing unit 112 stores the state data in the state data storage unit 31 together with the identification information and linked to the identification information. In addition, when the state data storage unit 31 contains state data corresponding to the identification information, the recording processing unit 112 updates the state data corresponding to the identification information with the state data acquired by the state data acquisition unit 111.

[0085] The suitability determination unit 114 performs a determination process to determine whether the base portion of the tire 1 is reusable or not, based on the condition data acquired by the condition data acquisition unit 111.

[0086] In this embodiment, the conformity determination unit 114 calculates the evaluation value S, which indicates the degree of the condition of the base part of the tire 1 corresponding to the identification information, based on the condition data. Specifically, the conformity determination unit 114 uses each numerical value included in the condition data and predetermined coefficients h, t in a calculation formula shown in Equation (1). k The evaluation value S is calculated by applying the above.

[0087] As described above, the smaller the evaluation value S, the higher the possibility that damage such as cracks, breaks, distortions, peeling, etc. has occurred in the base portion of the tire 1, and the larger the evaluation value S, the lower the possibility that such damage has occurred in the base portion of the tire 1. For this reason, the evaluation value S indicates the degree of the condition of the base portion of the tire 1, in other words, it is an index that indicates the quality of the condition of the base portion.

[0088] The suitability determination unit 114 determines whether or not the base portion of the tire 1 is reusable based on the evaluation value S calculated using the calculation formula. Specifically, the suitability determination unit 114 determines whether or not the base portion of the tire 1 is applicable as a base portion of a retread tire. In this embodiment, when the evaluation value S is equal to or greater than a predetermined reference value, the suitability determination unit 114 determines that the tire is applicable as a retread tire. Furthermore, when the evaluation value S is less than the reference value, the suitability determination unit 114 determines that the tire is not applicable as a retread tire.

[0089] The standard value can be set to the largest evaluation value S among the tires 1 that have been judged to be suitable as the base part of a retread tire after undergoing a primary inspection such as a visual inspection or a palpation inspection, a secondary inspection such as a high-voltage inspection or a shearography inspection using ultrasound to detect the presence or absence of damage inside the tire 1, such as cracks, breaks, distortions, and peeling, and a disassembly inspection in which the tire 1 is cut and the presence or absence of internal damage, on a large number of tires 1 that have reached the end of their life.

[0090] When the suitability determination unit 114 determines that the base portion of the tire 1 is reusable, the value determination unit 116 performs a process of determining the value of the tire 1 based on the evaluation value S. When the suitability determination unit 114 determines that the base portion of the tire 1 is applicable as a base portion of a retread tire, the value determination unit 116 performs a process of determining the value of the tire 1 based on the evaluation value S. The determination process is performed on the tire 1 when the suitability determination unit 114 determines that the base portion of the tire 1 is applicable as a base portion of a retread tire.

[0091] In this embodiment, the value determination unit 116 determines the durability of the base part based on the evaluation value S, and determines the value of the tire 1 based on the durability. Here, the durability is a difference value obtained by subtracting the reference value from the evaluation value S when the evaluation value S is equal to or greater than the reference value. The greater the difference value, the greater the durability of the tire 1, and the smaller the difference value, the smaller the durability. The value determined by the value determination unit 116 may be, for example, the market value of a used tire 1 used for a retreaded application, such as the purchase price or selling price of the tire 1. Alternatively, the value may be an index corresponding to price information such as the purchase price or selling price.

[0092] When the value is the market price, the value determination unit 116 can calculate it by multiplying the new price of the tire 1 by a ratio corresponding to the difference value. Note that the new prices of various types of tires 1 can be stored in advance in the storage unit 12 or the database 30, or can be obtained from tire sales sites on the Internet operated by tire sales companies.

[0093] In addition, when the value is the index, the value determining unit 116 may set a standard score for a new tire 1 to 100 points, and calculate a relative score for the standard score by multiplying the standard score by a ratio according to the difference value. The value determining unit 116 may also calculate a score or rank indicating the condition of the tire 1.

[0094] The value determination unit 116 may determine the value of only the base portion of the tire 1, rather than the value of the tire 1 itself, or may determine both the value of the tire 1 and the value of the base portion.

[0095] When the compatibility determination unit 114 determines that the substrate portion of the tire 1 can be reused as the base portion of a tread tire, the tread structure determination unit 117 performs a process of determining the structure (tread structure) of a new tread ring 2 to be replaced when retreading. Specifically, the tread structure determination unit 117 determines the shape (one example of a tread structure) of the tread pattern of the tread ring 2 corresponding to the condition data acquired by the condition data acquisition unit 111, and the material (one example of a tread structure) of the tread rubber of the tread ring 2 corresponding to the condition data. Note that the shape and the material determined by the tread structure determination unit 117 are merely examples, and the tread structure determination unit 117 may determine the internal structure of the tread ring 2, the blending ratio of the material of the tread rubber, and the like.

[0096] The tread structure determination unit 117 compares one or more of the tire rotation speed, the average value of the driving speed (average speed), the average value of the acceleration (average acceleration), the average value of the lateral acceleration (average lateral acceleration), the average value of the tire temperature (average tire temperature), the groove depth of the tread groove, the wear amount of the tread ring 2, the wear rate of the tread ring 2, the amount of uneven wear on the tread ring 2, the average value of the steering angle (average steering angle), the number of braking operations, the average amount of the brake application (average application amount), and the average value of the vibration value (average vibration value) contained in the condition data with predetermined reference values ​​set for each of these elements, and determines the shape of the tread ring 2 corresponding to the comparison result.

[0097] For example, when each element such as the average speed, the average acceleration, the average lateral acceleration, the average steering angle, the number of braking operations, and the average amount of pedaling are smaller than the reference values, the running load of the tire 1 is considered to be small. Therefore, the tread structure determination unit 117 determines a tread pattern having good performance such as straight-line stability, rolling performance, ride comfort, quietness, and dry performance, and also determines the material of the tread rubber having good performance. On the other hand, when each of the above elements is larger than the reference value, the running load of the tire 1 is considered to be large. Therefore, the tread structure determination unit 117 determines a tread pattern having good performance such as grip performance and wet performance, and also determines the material of the tread rubber having good performance. Regarding the information of the tread pattern and material to be determined, information corresponding to each numerical value of each of the above elements is stored in the storage unit 12 in advance, and the tread structure determination unit 117 can extract information such as the tread pattern and the material of the tread rubber corresponding to each numerical value of each element from the storage unit 12 by referring to the information in the storage unit 12.

[0098] In addition, when each element such as the tire average temperature, the reduction in the groove depth of the tread groove, the wear amount of the tread ring 2, the wear rate of the tread ring 2 (wear amount per specified distance), and the uneven wear amount of the tread ring 2 are smaller than the reference values, it is considered that the wear resistance is sufficient. Therefore, the tread structure determination unit 117 determines a tread structure (an example of a structure of the tread portion after reuse) in which fuel efficiency performance and the like are improved by reducing the thickness of the tread ring 2, etc. On the other hand, when each element is larger than the reference value, it is considered that the wear resistance is insufficient. Therefore, the tread structure determination unit 117 determines a tread structure (an example of a structure of the tread portion after reuse) in which wear resistance is improved by increasing the thickness of the tread ring 2 or increasing the hardness of the tread rubber of the tread ring 2, etc. With regard to the information on the tread structure to be determined, information corresponding to each numerical value of each of the above-mentioned elements is pre-stored in the memory unit 12, and the tread structure determination unit 117 can refer to the information in the memory unit 12 and extract from the memory unit 12 the information on the tread structure corresponding to each numerical value of each element.

[0099] Also, when the average vibration value is smaller than the reference value, it is considered that the ride comfort performance is sufficient. Therefore, the tread structure determination unit 117 determines a tread structure (an example of a structure of a tread portion after reuse) in which the steering stability performance is improved by increasing the hardness of the tread rubber of the tread ring 2, etc. On the other hand, when the average vibration value is larger than the reference value, it is considered that the ride comfort performance is insufficient. Therefore, the tread structure determination unit 117 determines a tread structure (an example of a structure of a tread portion after reuse) in which the ride comfort performance is improved by increasing the thickness of the tread ring 2 or reducing the hardness of the tread rubber of the tread ring 2. Note that, in this case as well, as for the information of the tread structure to be determined, information corresponding to each numerical value of the average vibration value is stored in the storage unit 12 in advance, and the tread structure determination unit 117 can extract information of the tread structure corresponding to the average vibration value from the storage unit 12 by referring to the information in the storage unit 12.

[0100] The determination result by the tread structure determination unit 117 is output to the instrument unit 501 or display device 502 of the vehicle 50, or the information terminal 20, etc. This allows the owner of the vehicle 50 or the tire 1 to receive from the determination system 100 a proposal for a tread structure after retreading that is suitable for the condition data of the tire 1. As a result, when retreading the tire 1, the owner can easily grasp the tread ring 2 having a tread structure that is suitable for the condition data.

[0101] The output processing unit 115 performs a process of outputting the results of various processes executed in the judgment system 100. In this embodiment, the output processing unit 115 performs a process of outputting the evaluation value S calculated by the conformity judgment unit 114, the judgment result (conformity or non-conformity) judged by the conformity judgment unit 114, information indicating the value of the tire 1 judged by the value judgment unit 116 (value information), or the tread structure judged by the tread structure judgment unit 117. In this embodiment, the output processing unit 115 performs a process of displaying the evaluation value S, the judgment result, the value information, and the information on the tread structure on the display unit 14. In addition, when a transfer request is made from the vehicle 50 or the information terminal 20, the output processing unit 115 may output the evaluation value S, the judgment result, the value information, and the information on the tread structure to the vehicle 50 or the information terminal 20 in response to the transfer request. In addition, when a transfer request is made from a server device that controls the tire sales site on the Internet, the output processing unit 115 may output the above-mentioned information to the server device of the tire sales site that is the transfer source in response to the transfer request. The evaluation value S, the judgment result, the value information, and the tread structure information are examples of judgment information of the present disclosure.

[0102] [Compatibility determination process] 7, the tire condition determination method of the present disclosure will be described along with an example of the procedure of the conformity determination process executed in the determination system 100. The conformity determination process executed by the control unit 11 of the condition determination device 10 will be described below. Here, the conformity determination process includes a process of calculating the evaluation value S indicating the condition of the base portion of the tire 1 to be inspected, a process of determining whether the base portion can be used as a base portion of a retread tire based on the evaluation value S, and a process of determining the value of the tire 1.

[0103] 7, in step S101, the control unit 11 of the state determination device 10 determines whether or not a determination request has been input. Here, the determination request is a command signal input via the operation unit 15 by a user operating the state determination device 10. Note that the determination request may be input to the state determination device 10 from, for example, an information terminal 20 operated by the user. Also, the determination request may be input from the vehicle 50 to the state determination device 10 by a user aboard the vehicle 50 operating an in-vehicle terminal.

[0104] Upon receiving the determination request, the control unit 11 determines whether communication between the communication device 40 and the vehicle 50 has been established (S102), and when communication with the vehicle 50 becomes possible, transmits the data transfer request to the vehicle 50 (S103). The data transfer request is a command signal for requesting transmission of the status data. Upon receiving the data transfer request, the control unit 61 of the vehicle 50 reads out the identification information and the status data in the storage unit 62 and transmits them to the status determination device 10. Note that steps S102 and S103 are examples of the acquisition steps of the present disclosure.

[0105] In step S104, when the identification information and the state data transmitted from the vehicle 50 are acquired, the control unit 11 performs a process of calculating the evaluation value S using the calculation formula shown in Equation (1) and the state data (S105). After that, in the next step S106, the control unit 11 performs a process of determining whether the base part of the tire 1 can be reused, that is, a process of determining whether the base part is suitable as a base part of a retread tire. Specifically, the control unit 11 determines whether the base part of the tire 1 can be reused as a base part of a retread tire based on the evaluation value S calculated in step S105. In this embodiment, in step S106, the control unit 11 determines whether the evaluation value S is equal to or greater than the predetermined reference value. Note that step S106 is an example of a determination step in the present disclosure.

[0106] If the evaluation value S is equal to or greater than the threshold value, the control unit 11 determines that the base portion of the tire 1 is reusable (Yes in S106). That is, the control unit 11 determines that the base portion of the tire 1 is suitable as a base portion of a retread tire. In this case, in the next step S107, the control unit 11 determines the value of the tire 1. The value determined here is, for example, the market price (the purchase price, the selling price, etc.) or the index (the relative score, etc.) of the tire 1 as the use of the base portion of a retread tire.

[0107] In the next step S1071, based on the condition data acquired by the condition data acquisition unit 111, the control unit 11 determines the tread structure (the shape of the tread pattern, the material of the tread ring 2, etc.) of the tread ring 2 corresponding to the condition data.

[0108] Thereafter, the control unit 11 outputs suitability information (determination result) indicating suitability as the base part and the evaluation value S to the display unit 14, and causes the display unit 14 to display them (S108). Furthermore, when the control unit 11 has executed the processes of steps S107 and S1071, it outputs value information indicating the value of the tire 1 determined in step S107 and the information on the tread structure determined in step S1071 to the display unit 14, and causes the display unit 14 to display them (S108).

[0109] On the other hand, if the evaluation value S is less than the threshold value, the control unit 11 determines that the base portion of the tire 1 is not reusable (No in S106). That is, the control unit 11 determines that the base portion of the tire 1 is unsuitable as a base portion of a retread tire. In this case, the control unit 11 outputs unsuitability information (determination result) indicating unsuitability as the base portion and the evaluation value S to the display unit 14, and causes the display unit 14 to display them (S109).

[0110] When the requester of the judgment request is a vehicle 50, the control unit 11 may transmit each piece of information such as the value information, the compatibility information, the evaluation value S, etc. to the vehicle 50. When the requester of the judgment request is an information terminal 20, the control unit 11 may transmit each piece of information such as the value information, the compatibility information, the evaluation value S, etc. to the information terminal 20. When the requester of the judgment request is a server device that controls the tire sales site on the Internet, the control unit 11 may transmit each piece of information such as the value information, the compatibility information, the evaluation value S, etc. to the server device of the tire sales site that is the transfer source.

[0111] Furthermore, if a transfer request for requesting the transfer of the judgment result (the conformity information or the non-conformity information) by the conformity judgment unit 114, the evaluation value S, etc. is received (S110), the control unit 11 transmits each piece of information such as the judgment result, the value information, and the evaluation value S to the source of the transfer request (S111), and the series of processes ends. Furthermore, if the transfer request is not received, the series of processes ends after the output process of step S108 or step S109.

[0112] As another example of the conformity determination process executed in the determination system 100, each process may be executed according to the procedure shown in the flowchart in Fig. 8. For example, as described above, when the processes of steps S101 to S103 are performed and the identification information and the condition data are acquired in the subsequent step S104, the control unit 11 determines in step S121 whether or not the tread groove is present on the tread surface 2S of the tire 1. The determination process in step S121 is performed based on information on the depth of the tread groove included in the condition data. Specifically, the control unit 11 determines that the tread groove is not present on the tread surface 2S of the tire 1 when the tread groove depth is zero or a value that can be evaluated as zero.

[0113] If the tread groove is not present on the tread surface 2S of the tire 1 at the time the user inputs the determination request, it is highly likely that the vehicle 50 has been traveling without the tread groove. In this case, it is considered that an excessive load has been applied to the tire 1, and it is highly likely that the base portion of the tire 1 has been damaged. Therefore, if it is determined in step S121 that the tread groove is not present on the tread surface 2S of the tire 1, the control unit 11 determines that the base portion of the tire 1 is not suitable as a base portion of a retread tire without performing the processes in and after step S105, and shifts the process to step S109 (see FIG. 7). On the other hand, if it is determined in step S121 that the tread groove is present, the control unit 11 shifts the process to step S105 and performs the processes in and after step S105.

[0114] In addition, if a camera that captures an image of the tread surface of the tire 1 is provided on the inner surface of the tire house of the vehicle 50, for example, the control unit 11 may acquire image data captured by the camera together with the condition data, and determine whether or not a foreign object such as a nail or a metal piece is stuck in the tread ring 2 of the tire 1 based on the image data. If such a foreign object is stuck in the tread ring 2 of the tire 1, the damage to the base part of the tire 1 is also significant, and the base part of the tire 1 is not suitable as a base part of a retread tire. Therefore, when it is determined that the foreign object is stuck in the tread ring 2 of the tire 1, the control unit 11 may shift the process to step S109 (see FIG. 7) without performing the processes in and after step S105.

[0115] As described above, in the determination system 100 of this embodiment, the evaluation value S indicating the condition of the base portion of the tire 1 is calculated based on the condition data including various information on each cause that may affect the deterioration of the base portion of the tire 1. Then, based on the evaluation value S, it is determined whether or not the base portion of the tire 1 can be reused as a base portion of a retread tire. Therefore, a user who uses the determination system 100 can grasp the usability of the base portion of the tire 1 mounted on the vehicle 50 without performing a primary inspection such as a visual inspection or a palpation inspection, or a secondary inspection such as a high-voltage inspection or a shearography inspection.

[0116] Furthermore, if the user of the determination system 100 is an inspector who inspects suitability as the base part of a retread tire, he or she can ascertain whether the base part of the tire 1 can be reused as the base part of a retread tire before performing the primary inspection or the secondary inspection. This allows the inspector to reduce the inspection burden by excluding tires 1 in poor condition from the inspection target, and also reduces the inspection cost.

[0117] In addition, if the user using the judgment system 100 is the owner of the vehicle 50, the owner can understand the current condition of the base portion of the tire 1 mounted on the vehicle 50, that is, whether or not the base portion of the tire 1 can be reused as the base part of a retread tire.

[0118] In the above embodiment, the conformity determination unit 114 determines the tire rotation speed x 1 , the average speed x 2 , the number of occurrences of the over-acceleration x 3 , the number of occurrences of excessive lateral acceleration x 4 , the average vibration value is x 5 The number of occurrences of the upper limit vibration value is x 6 , the average temperature is x 7 , the wear amount is x 8 The uneven wear amount is x 9 The number of occurrences of the over-steering angle is x 10 , the number of braking times is x 11The number of occurrences of the over-pressure is x 12 , the reciprocal of the depth of the tread groove of the tire 1 is x 13 , coefficient t k , coefficient h, the reference evaluation value S 0 Although an example of calculating the evaluation value S using the calculation formula (1) has been described, the present disclosure is not limited to such a calculation example. For example, 0 And each value of each item above x k The evaluation value S may be calculated using one or more of the following coefficients: k , and the reference evaluation value S 0 From each number x k The evaluation value S may be determined by subtracting the sum of the above. 0 Without using k The reciprocal of the sum of these may be used as the evaluation value S.

[0119] Furthermore, if the number of times the tire 1 has been retreaded in the past (the number of times the tread ring 2 has been replaced) is stored in the memory 67 of the tire 1, the number of times the tire has been retreaded may be included in the condition data. In this case, the conformity determination unit 114 calculates the evaluation value S by further taking into consideration the number of times the tire 1 has been retreaded. For example, if the tire 1 is a retread tire in which the tread ring 2 has already been replaced and the number of times the tire has been retreaded in the past is stored in the memory 67, a weighting coefficient according to the number of times the tire 1 has been retreaded is set, and the weighting coefficient is used as each numerical value x k The evaluation value S may be calculated by multiplying the total sum of the above. It is considered that the more the number of retreads, the greater the burden on the tire 1 and the more likely the base portion is to deteriorate. Therefore, the weighting coefficient in this case is set to a value greater than 1 that is determined according to the number of retreads.

[0120] In addition, as the state data, each of the above-mentioned numerical values ​​x k In addition to the above information, for example, road surface information indicating the state of the road surface on which the vehicle 50 runs (road surface condition), the weather during running, the temperature during running, the load applied to the tire 1 during running, etc. may be applied.

[0121] The road surface information is, for example, an index indicating the degree of road surface unevenness that may affect the wear of the tread ring 2 of the tire 1. The condition of the road surface on which the vehicle 50 runs is various and differs depending on the construction method of the pavement. For example, asphalt, concrete, concrete blocks, tiles, natural stones, crushed stones, wood chips, wood blocks, soil, etc. are used as pavement materials applied to the surface of the road, and the degree of influence of each of these materials on the wear of the tread ring 2 is different. In addition, even if the pavement materials are of the same type, the grain size varies depending on various purposes and uses, and the mixtures added are also different, and the influence on the wear of the tread ring 2 is also different. For example, it is considered that the higher the unevenness of the road surface condition, the easier the tread ring 2 will wear and the easier the base part will deteriorate. On the other hand, it is considered that the lower the unevenness of the road surface condition, the harder the tread ring 2 will wear and the harder the base part will deteriorate. The road surface information can be obtained by the control unit 11 based on a road surface image captured by a camera mounted on the vehicle 50. For example, the control unit 11 can determine the road surface condition on which the vehicle is traveling by performing image processing on the road surface image, and obtain the road surface information by selecting the index corresponding to the determined road surface condition from table data including the indexes predetermined for each of various road surface conditions.

[0122] Regarding the weather and temperature during driving, weather information and temperature information for the driving location can be obtained from a specified website via the Internet. For example, the better the weather, the more ultraviolet rays that reach the ground, and the more likely the base part is to deteriorate due to irradiation with ultraviolet rays, and the worse the weather, the less ultraviolet rays there are, and the more likely the base part is to be prevented from deterioration due to ultraviolet rays. Also, the higher the air temperature, the more likely the temperature of the tire 1 is to rise, which promotes wear and therefore the more likely the base part is to deteriorate, and the lower the air temperature, the less likely the temperature of the tire 1 is to rise, which promotes wear and therefore the more likely the base part is to deteriorate.

[0123] In addition, the load applied to the tire 1 can be estimated, for example, by providing a strain sensor on the inner cavity surface of the tire 1, measuring the contact area from the time (contact time) from when the strain sensor touches the ground to when it leaves the ground based on the output signal of the strain sensor, and estimating the load based on the contact area, the air pressure, and the weight of the vehicle 50. For example, it is considered that the greater the load, the more likely the base portion is to deteriorate, and the smaller the load, the less likely the base portion is to deteriorate.

[0124] Also, when the manufacturing date of the tire 1 is stored in the memory 67, the number of years that have passed since the manufacturing date of the tire 1 until the present may be included in the condition data, and the evaluation value S may be calculated using the calculation formula (1). That is, a weighting factor according to the number of years that have passed may be set, and the evaluation value S may be calculated using the weighting factor in the formula (1). Also, when there is an error between the travel distance calculated from the position information of the GPS receiver 64 and the travel distance calculated from the rotation speed of the tire 1, the larger the error, the smaller the outer diameter size of the tire 1 during driving is compared to the specified size, and it is considered that the tire 1 may be damaged. Therefore, the error may be included in the condition data, and the evaluation value S may be calculated using the calculation formula (1). That is, a weighting factor according to the error may be set, and the evaluation value S may be calculated using the weighting factor in the formula (1).

[0125] In the above embodiment, the state data including various information on each cause that may affect the deterioration of the base part of the tire 1 is acquired, and the evaluation value S indicating the state of the base part is calculated based on the state data. However, the evaluation value S may be calculated by taking into account each element such as the profile (information indicating the outline of the tire 1) of the tire 1 to be judged, the tire structure, the tread pattern, the material of the tire 1, and the blending information of each material. The evaluation value S may also be calculated by taking into account the drive system (FF, FR, 4WD, etc.) of the vehicle 50. The evaluation value S may also be calculated by taking into account the adjustment value of the wheel alignment. Specifically, a weighting factor is determined according to each of the above elements, and a calculation method is considered in which the weighting factor is used in formula (1) to calculate the evaluation value S. The information and numerical values ​​indicating each of the above elements, the weighting factor, etc. are stored in advance in the memory 67 provided in the tire 1, the storage unit 12 of the state judgment device 10, etc.

[0126] In the above embodiment, the configuration in which the state data acquisition unit 111, the recording processing unit 112, the conformity determination unit 114, the value determination unit 116, the tread structure determination unit 117, and the output processing unit 115 are realized by the control unit 11 of the state determination device 10 has been exemplified, but all or a part of these processing units may be realized by the control unit 61 of the control unit 60 of the vehicle 50, a processor in an in-vehicle terminal equipped in the vehicle 50, or a control unit of the information terminal 20. In other words, the processing of each step of the flowchart shown in FIG. 7 may be executed by any of the state determination device 10, the vehicle 50, or the information terminal 20. In addition, the conversion processing unit 611 realized by the control unit 61 of the control unit 60 may be realized by the control unit 11 of the state determination device 10 or the control unit of the information terminal 20.

[0127] In the above embodiment, an example of a process for determining whether or not the base part of the tire 1 mounted on the vehicle 50 can be used as a base part of a retread tire has been described, but the present disclosure is not limited to this configuration. For example, even if the tire 1 removed from the vehicle 50 is brought to an inspection site, it is possible to calculate the evaluation value S indicating the condition of the tire 1, and it is possible to determine whether or not the base part of the tire 1 can be used as a base part of a retread tire based on the evaluation value S. In this case, it is preferable that the memory 67 provided in the tire 1 is a storage device that can be read and written in a contactless manner compatible with RFID or the like, and the communication device 40 is a reader / writer that can communicate with this storage device. This allows the communication device 40 to read the identification information and the condition data in the memory 67, and the condition determination device 10 introduced to the inspection site to execute each of the above-mentioned processes.

[0128] The process example in which the evaluation value S is calculated using the formula (1) and the reusability of the tire 1 is determined is merely an example. Other process examples of the compatibility determination process by the compatibility determination unit 114 will be described below. The compatibility determination unit 114 may calculate the evaluation value S and determine the reusability of the tire 1 using a determination model constructed based on previously prepared teacher data. Here, the teacher data is information used to generate the determination model, and is stored in a memory area allocated to the database 30. Moreover, the determination model is stored in the memory unit 12 of the condition determination device 10.

[0129] The training data is a data set that includes, for a large number of used tires 1 that have reached the end of their life, numerical values ​​of the condition data that are causally related to damage to the tires 1, such as cracks, breaks, distortions, and peeling, and evaluation scores that inspectors have given to the inspection results of each inspection, such as the primary inspection, the secondary inspection, and the overhaul inspection.

[0130] The judgment model is a trained model used in the suitability judgment process by the suitability judgment unit 114, and calculates an evaluation value indicating the state of the base part of the tire 1 to be judged. When the condition data of the tire 1 is input to an input unit, the judgment model judges the evaluation value indicating the state of the base part and outputs the evaluation value from an output unit. The judgment model is generated by machine learning by the control unit 11 based on the teacher data stored in the database 30 and a predetermined algorithm.

[0131] When the evaluation value is calculated using the judgment model, the state data may be, for example, historical information of the detection values ​​detected by the sensors 51-58 while the vehicle 50 is traveling, that is, historical data of the rotational speed of the tire 1, historical data of the lateral acceleration, historical data of the air pressure of the tire 1, historical data of the temperature of the tire 1, historical data of the wear amount of the tread ring 2, historical data of the steering angle, historical data of the amount of brake application, etc. In addition, the state data may be various historical data such as historical data of the traveling position measured by the GPS receiving unit 64, historical data of the traveling speed and acceleration of the vehicle 50, retread history, the number of years since the manufacture of the tire 1, information on the manufacturer's name, etc.

[0132] By calculating the evaluation value using such a judgment model and comparing the evaluation value with the reference value, it is possible to judge whether the tire 1 is suitable as a base part of a retread tire. This further improves the accuracy of the evaluation value, and as a result, the accuracy of the judgment process by the suitability judgment unit 114 is further improved.

[0133] The above-described embodiments of the present disclosure include the following disclosure items (1) to (14).

[0134] A tire condition determination system according to one aspect of the present disclosure (1) is configured to determine the condition of a non-pneumatic tire used for traveling on a vehicle. The tire condition determination system includes an acquisition unit that acquires tire-related information that may affect deterioration of a base portion excluding a tread portion of the non-pneumatic tire, and a reuse determination unit that performs a determination process to determine whether the base portion can be reused or not based on the tire-related information.

[0135] Since the condition determination system according to the present disclosure is configured in this manner, it is possible to determine whether or not a non-pneumatic tire can be reused for retreading. Furthermore, when an inspector uses the system, the result of the determination as to whether or not the tire can be reused can be obtained in advance before the inspector performs a primary inspection such as a visual inspection or a palpation inspection, or a secondary inspection such as a high-voltage inspection or a shearography inspection. Therefore, the inspector can exclude non-pneumatic tires in poor condition that have been determined to be unusable from the inspection targets before performing the primary inspection or the secondary inspection. This can reduce the inspection burden and the inspection costs.

[0136] In addition, when a vehicle owner uses the system, the owner can know in advance the judgment results (possibility of reuse) of the base part of the non-pneumatic tire fitted to the vehicle.

[0137] The present disclosure (2) is directed to a tire condition determination system according to the present disclosure (1), wherein the tire-related information is at least one or more of the temperature of the tread portion of the non-pneumatic tire, the rotation speed of the non-pneumatic tire, the acceleration of the non-pneumatic tire, the frequency at which acceleration equal to or greater than a predetermined value occurs in the non-pneumatic tire, the amount of wear of the tread portion of the non-pneumatic tire, the vehicle travel speed, the acceleration of the vehicle, the steering angle of the vehicle, the number of braking operations, the amount of brake operation, the vehicle travel route, the vehicle travel distance, the condition of the traveled road surface, the weather when the vehicle is traveling, the air temperature when the vehicle is traveling, the load applied to the non-pneumatic tire while the vehicle is traveling, the vibration value generated in the non-pneumatic tire while the vehicle is traveling, and the number of times the tread portion of the non-pneumatic tire has been replaced.

[0138] When the tire-related information includes the above-mentioned plurality of pieces of information, the accuracy of determination by the reuse determination unit can be improved.

[0139] The present disclosure (3) is the tire condition determination system of the present disclosure (2), wherein the acquisition unit acquires a degree of uneven wear in the non-pneumatic tire. In this case, the reuse determination unit performs the determination process on the base portion based on the uneven wear.

[0140] In this manner, the reusability of the base portion is determined taking into consideration the degree of uneven wear, so that the accuracy of determination by the reuse determination portion can be further improved.

[0141] The present disclosure (4) is the tire condition determination system according to the present disclosure (2) or (3), wherein the acquisition unit acquires the travel distance for each type of the travel route. In this case, the reuse determination unit performs the determination process on the base unit based on the travel distance for each type of the travel route.

[0142] In this way, since the state of the base part is determined taking into consideration the travel distance for each type of travel route, the accuracy of determination by the reuse determination part can be further improved.

[0143] The present disclosure (5) provides a tire condition determination system according to any one of the present disclosures (1) to (4), wherein the reuse determination unit calculates an evaluation value indicating the condition of the base part based on the tire-related information, and determines that the base part is reusable when the evaluation value is equal to or greater than a predetermined threshold value, and determines that the base part is not reusable when the evaluation value is less than the threshold value.

[0144] The present disclosure (6) provides a tire condition determination system according to the present disclosure (5), wherein the non-pneumatic tire has a memory unit in which identification information of the non-pneumatic tire is stored. In this case, the acquisition unit acquires the tire-related information together with the identification information. Also, the reuse determination unit calculates the evaluation value of the non-pneumatic tire corresponding to the identification information.

[0145] The present disclosure (7) relates to the tire condition determination system of the present disclosure (6), further comprising a recording processing unit that performs processing to record the tire-related information in association with the identification information in a predetermined storage medium.

[0146] As a result, for example, even if the non-pneumatic tire is removed from a vehicle and mounted on another vehicle as a used tire and used continuously, the tire-related information when mounted on the previous vehicle can be maintained, and therefore, even when the non-pneumatic tire is used on a next vehicle, the tire-related information from the previous use can be inherited.

[0147] The present disclosure (8) provides a tire condition determination system according to any one of the present disclosures (5) to (7), further comprising a value determination unit that, when the reuse determination unit determines that the base portion is reusable, determines either one or both of a value of the non-pneumatic tire and a value of the base portion based on the evaluation value.

[0148] The value is, for example, the market value of the non-pneumatic tire or its base portion for use in retreading. The value is a purchase price, a selling price, or an index corresponding to these price information. By determining the value, for example, value information indicating the value is shown to parties dealing with the non-pneumatic tire (for example, owners of the non-pneumatic tire, sales intermediaries of the non-pneumatic tire, etc.), allowing the parties to easily grasp the objective utility value of the non-pneumatic tire.

[0149] The present disclosure (9) provides a tire condition judgment system according to the present disclosure (8), wherein the value judgment unit judges the durability of the base portion based on the evaluation value, and performs processing to judge either one or both of the value of the non-pneumatic tire and the value of the base portion based on the durability.

[0150] Here, the service life is, for example, a predicted period until the base portion of the non-pneumatic tire breaks down and becomes unusable. The service life is a factor that is closely related to the life of a retreaded non-pneumatic tire.

[0151] The present disclosure (10) relates to a tire condition determination system according to any one of the present disclosures (1) to (9), further comprising a tread structure determination unit that performs processing to determine a shape of the tread portion after reuse corresponding to the tire-related information when the reuse determination unit determines that the base portion is reusable.

[0152] As a result, for example, the judgment results of the tread structure judgment unit are output to an on-board device of the vehicle or a terminal device held by the vehicle owner, allowing the vehicle owner to easily select a tread portion that is suitable for the tire-related information when retreading tires fitted to the vehicle.

[0153] The present disclosure (11) relates to a tire condition determination system according to any one of the present disclosures (1) to (10), further comprising an output processing unit that performs processing to output determination information relating to a determination result by the reuse determination unit.

[0154] The output processing unit outputs the determination information, for example, to a terminal device or display device within the tire condition determination system, or to an external device or system connected to the tire condition determination system via a communication network.

[0155] A tire condition determination device according to another aspect of the present disclosure (12) is configured to determine the condition of a non-pneumatic tire used for traveling on a vehicle. The tire condition determination device includes an acquisition unit that acquires tire-related information that may affect deterioration of a base portion excluding a tread portion of the non-pneumatic tire, and a reuse determination unit that performs a determination process to determine whether the base portion can be reused or not based on the tire-related information.

[0156] A tire condition determination method according to another aspect of the present disclosure (13) is a method for determining the condition of a non-pneumatic tire used for traveling on a vehicle, the tire condition determination method including: an acquisition step of acquiring tire-related information that may affect deterioration of a base portion excluding a tread portion of the non-pneumatic tire; and a determination step of performing a determination process of determining whether the base portion is reusable or not based on the tire-related information.

[0157] A program according to another aspect of the present disclosure (14) is a program for determining the condition of a non-pneumatic tire used for traveling on a vehicle, the program being for causing one or more processors or computers to execute each step of the tire condition determination method. The present disclosure may be a computer-readable recording medium non-temporarily recording the program. The program is a program for causing one or more processors or computers to execute an acquisition step of acquiring tire-related information that may affect deterioration of a base portion excluding a tread portion of the non-pneumatic tire, and a determination step of performing a determination process of determining whether or not the base portion can be reused based on the tire-related information. [Explanation of symbols]

[0158] 1: tire; 10: state determination device; 11: control unit; 12: Storage section, 13: Communication section, 14: Display section, 15: operation unit, 20: information terminal, 30: database, 31: status data storage unit, 40: communication device, 41: antenna, 42: memory unit, 50: vehicle, 51: wheel speed sensor, 52: lateral acceleration sensor; 53: pressure sensor; 54: temperature sensor; 55: thickness sensor, 56: steering angle sensor, 57: brake sensor, 58: vibration sensor; 59: operation switch; 60: control unit; 61: control unit; 67: memory; 100: tire condition determination system; 111: condition data acquisition unit; 112: Recording processing unit; 114: Conformity determination unit; 115: Output processing unit; 116: value judgment section, 117: tread structure judgment section 611: conversion processing unit, 612: display processing unit

Claims

1. A tire condition determination system for determining a condition of a non-pneumatic tire used for traveling on a vehicle, comprising: An acquisition unit that acquires tire-related information including at least the number of times the tread portion of the non-pneumatic tire has been replaced, which may affect deterioration of a base portion other than the tread portion of the non-pneumatic tire; a reuse determination unit that performs a determination process to determine whether or not the base portion is reusable based on the tire-related information.

2. 2. The tire condition determination system of claim 1, wherein the tire-related information further includes at least one or more of a temperature of the tread portion of the non-pneumatic tire, a rotation speed of the non-pneumatic tire, a lateral acceleration of the non-pneumatic tire, a frequency at which a lateral acceleration equal to or greater than a predetermined value occurs in the non-pneumatic tire, an amount of wear of the tread portion of the non-pneumatic tire, a vehicle travel speed, a vehicle acceleration, a vehicle steering angle, a number of braking operations, an amount of brake operation, a vehicle travel route, a vehicle travel distance, a condition of the traveled road surface, weather when the vehicle is traveling, an air temperature when the vehicle is traveling, a load applied to the non-pneumatic tire while the vehicle is traveling, and a vibration value generated in the non-pneumatic tire while the vehicle is traveling.

3. The acquisition unit acquires a degree of uneven wear in the non-pneumatic tire, The tire condition determination system according to claim 2 , wherein the reuse determination unit performs the determination process on the base portion based on the uneven wear.

4. The acquisition unit acquires the travel distance for each type of the travel route, The tire condition determination system according to claim 2 , wherein the reuse determination unit performs the determination process on the base unit based on the travel distance for each type of travel route.

5. The reuse determination unit Calculating an evaluation value indicating a state of the base portion based on the tire-related information; 5. The tire condition determination system according to claim 1, wherein the base portion is determined to be reusable when the evaluation value is equal to or greater than a predetermined threshold, and the base portion is determined to be non-reusable when the evaluation value is less than the threshold.

6. The non-pneumatic tire has a memory unit in which identification information of the non-pneumatic tire is stored, The acquisition unit acquires the tire-related information together with the identification information, The tire condition determination system according to claim 5 , wherein the reuse determination unit calculates the evaluation value of the non-pneumatic tire corresponding to the identification information.

7. The tire condition determination system according to claim 6 , further comprising a recording processing unit that performs processing for recording the tire-related information in association with the identification information in a predetermined storage medium.

8. 8. The tire condition determination system according to claim 5, further comprising a value determination unit that performs a process of determining either one or both of a value of the non-pneumatic tire and a value of the base portion based on the evaluation value when the reuse determination unit determines that the base portion is reusable.

9. The value determination unit is 9. The tire condition determination system according to claim 8, further comprising: determining a durability of the base portion based on the evaluation value; and determining either or both of a value of the non-pneumatic tire and a value of the base portion based on the durability.

10. 10. The tire condition determination system according to claim 1, further comprising a tread structure determination unit that, when the reuse determination unit determines that the base portion is reusable, performs processing to determine a structure of the tread portion after reuse that corresponds to the tire-related information.

11. The tire condition determination system according to claim 1 , further comprising an output processing unit that performs processing to output determination information relating to a result of the determination by the reuse determination unit.

12. A tire condition determination device for determining a condition of a non-pneumatic tire used for traveling on a vehicle, comprising: An acquisition unit that acquires tire-related information including at least the number of times the tread portion of the non-pneumatic tire has been replaced, which may affect deterioration of a base portion other than the tread portion of the non-pneumatic tire; a reuse determination unit that performs a determination process to determine whether or not the base portion is reusable based on the tire-related information.

13. A tire condition determination method for determining a condition of a non-pneumatic tire used for traveling on a vehicle, comprising: one or more processors, acquiring tire-related information including at least the number of times the tread portion has been replaced, which may affect deterioration of a base portion excluding a tread portion of the non-pneumatic tire; a determining step of performing a determining process for determining whether or not the base portion is reusable based on the tire-related information.

14. A program for determining a state of a non-pneumatic tire used for traveling on a vehicle, comprising: one or more processors, acquiring tire-related information including at least the number of times the tread portion has been replaced, which may affect deterioration of a base portion excluding a tread portion of the non-pneumatic tire; a determination step of performing a determination process of determining whether or not the base portion is reusable based on the tire-related information.

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