Tire management device, tire, and tire management method

Abstract

A tire management device (10) manages the condition of a tire fitted to a vehicle, including the remaining groove depth of the tire. The tire management device (10) includes an acquiring unit (131) for acquiring tire management data, which is data relating to the condition of the tire, measurement data obtained by measuring the remaining groove depth of the tire, and image data of marks associated with the measured groove, and a determining unit (132) for identifying the position of the measured groove on the basis of the marks, updating the tire management data using the remaining groove depth associated with the identified position of the groove, and determining the condition of the tire using the remaining groove depth associated with the identified position of the groove, wherein there are a plurality of marks, which are attached to a groove bottom portion, groove wall surface, or side wall portion of the tire, and which can be distinguished from each other.

Description

Tire management device, tire, and tire management method

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

[0002] Tire grooves have a significant impact on the grip of a vehicle during driving. From the perspective of safe driving, it is important to monitor the degree of reduction in groove depth so that danger does not occur due to excessively reduced groove depth caused by tire wear. For example, Patent Document 1 discloses a tire structure equipped with a groove depth indicator. In the technology of Patent Document 1, when the tread wears during driving, a mark, for example, shown with the number "8", disappears, indicating that the remaining groove depth (remaining groove depth) is no longer 8 mm.

[0003] Japanese Patent Application Laid-Open No. 2001-30721

[0004] In recent years, it has become common to individually identify tires and manage information such as the remaining tread depth and thermal history of each tire. The managed information is used, for example, to predict the durability or replacement time of the tire.

[0005] It is also known that tire wear occurs unevenly. For example, when managing the remaining tread depth, it is difficult to distinguish between circumferential positions on the tire, and conventionally, it has been common for measurers to measure the tread depth at different positions each time they measure. As a result, in conventional technology, the influence of uneven wear has made it difficult to accurately grasp the remaining tread depth, which can reduce the accuracy of predicting tire durability or replacement timing. In particular, when measuring large tires such as OR (off-the-road) tires, the size of the tire may exceed the height of the measurer, and the measurer may only be able to measure the tread depth at a position on the tire close to the ground. The circumferential position at which the tire comes into contact with the ground when it stops is random each time the vehicle stops, and the tread depth measurement position also varies each time.

[0006] The purpose of the present disclosure, made in consideration of the above circumstances, is to provide a tire management device, a tire, and a tire management method that enable the circumferential position of a tire to be identified and enable accurate management of the tire condition.

[0007] (1) A tire management device according to one embodiment of the present disclosure is a tire management device that manages the condition of a tire mounted on a vehicle, including the remaining tread depth of the tire, and includes: an acquisition unit that acquires tire management data, which is data related to the condition of the tire, measurement data measuring the remaining tread depth of the tire, and image data of marks associated with the measured grooves; and a determination unit that identifies the position of the measured groove based on the marks, updates the tire management data using the remaining tread depth linked to the identified groove position, and determines the condition of the tire using the remaining tread depth linked to the identified groove position, and the marks are multiple and attached to the groove bottom, groove wall surface, or sidewall of the tire, and are distinguishable from one another.

[0008] (2) As one embodiment of the present disclosure, in (1), the mark has a two-dimensional or three-dimensional shape.

[0009] (3) As one embodiment of the present disclosure, in (1), the marks have different shapes or colors.

[0010] (4) As one embodiment of the present disclosure, in (1), the mark is a one-dimensional or two-dimensional barcode.

[0011] (5) As one embodiment of the present disclosure, in (1), the marks have different binary codes.

[0012] (6) The condition of a tire according to an embodiment of the present disclosure is managed by a tire management device according to any one of (1) to (5).

[0013] (7) As one embodiment of the present disclosure, in (6), the mark is provided for each groove.

[0014] (8) A tire management method according to one embodiment of the present disclosure is a tire management method executed by a tire management device that manages the condition of a tire mounted on a vehicle, including the remaining tread depth of the tire, and includes: acquiring tire management data that is data regarding the condition of the tire, measurement data that measures the remaining tread depth of the tire, and image data of a mark associated with the measured groove; identifying the position of the measured groove based on the mark, updating the tire management data using the remaining tread depth linked to the identified groove position, and determining the condition of the tire using the remaining tread depth linked to the identified groove position; and the marks are multiple and are attached to the groove bottom, groove wall surface, or sidewall portion of the tire, and are distinguishable from one another.

[0015] According to the present disclosure, it is possible to provide a tire management device, a tire, and a tire management method that are capable of identifying the circumferential position of a tire and enabling accurate management of the tire condition.

[0016] Fig. 1 is a diagram illustrating a configuration example of a tire management device according to an embodiment of the present disclosure. Fig. 2 is a diagram illustrating a configuration example of a tire management system including the tire management device of Fig. 1. Fig. 3 is a diagram for explaining tire management data. Fig. 4 is a flowchart illustrating processing of a tire management method according to an embodiment of the present disclosure. Fig. 5 is a diagram illustrating a positional relationship between marks and grooves on a tire.

[0017] A tire management device 10 (see FIG. 1 ), a tire, and a tire management method according to one embodiment of the present disclosure will be described below with reference to the drawings. In each drawing, identical or corresponding parts are designated by the same reference numerals. In the description of this embodiment, the description of identical or corresponding parts will be omitted or simplified as appropriate.

[0018] FIG. 1 shows an example configuration of a tire management device 10 according to the present embodiment. FIG. 2 shows an example configuration of a tire management system including the tire management device 10 of FIG. 1. FIG. 2 also shows an example configuration of tires whose status is managed by the tire management device 10. The tire management device 10 manages the status of tires mounted on vehicles. The tire status is a status quantity or measurement quantity related to the degree of tire deterioration, including at least the remaining tread depth of the tire, but is not limited to the remaining tread depth. For example, the tire status may further include thermal history, 3D data indicating the tire shape, and the like. Furthermore, the tire is not limited to a specific type, but particularly large tires such as bus tires, truck tires, or OR tires are targeted. Large tires are at least 20 inches or larger. In this embodiment, the tires managed by the tire management device 10 are described as OR tires mounted on mining vehicles. The OR tires described below are assumed to be 49 inches or larger. Furthermore, the mining vehicle, for example, operates autonomously and temporarily stops between tasks for tire management. During the pause, a measurer quickly measures the tire tread depth and other parameters.

[0019] OR tires are generally expensive, and securing and delivering replacements can take time. Therefore, accurately predicting the replacement timing, especially for OR tires, is important. For example, the tire management device 10 can calculate the degree of wear and the degree of tread depth reduction based on the condition data of the managed tires and predict the appropriate replacement timing (or tire life) using known prediction methods. However, tire wear is known to occur unevenly depending on the circumferential position. It is particularly difficult to distinguish between circumferential positions on circular tires, and conventionally, measurers measure tread depth at different positions each time they measure. As a result, in conventional techniques, uneven wear can make it difficult to accurately determine the remaining tread depth, reducing the accuracy of tire durability or replacement timing predictions. Particularly when dealing with OR tires, the size of the tire may exceed the height of the measurer, and the measurer may only be able to measure tread depth at a position close to the ground. The circumferential position at which the tire contacts the ground when stopping is random each time the vehicle stops. Furthermore, for thermal history and the like, although the measurement location is different each time, comparing time-series data measured at the same location makes it possible to grasp changes more accurately. The tire management device 10 according to this embodiment has the configuration described below, and by executing the processing of the tire management method described below, it is possible to identify the circumferential position of the tire. Therefore, it is possible to grasp changes more accurately than with conventional technology. Hereinafter, OR tires will be referred to simply as tires unless there is a need to distinguish them from other types of tires. Furthermore, mining vehicles will be referred to simply as vehicles unless there is a need to distinguish them from other types of vehicles.

[0020] The tire management device 10 includes a communication unit 11, a storage unit 12, and a control unit 13. The control unit 13 includes an acquisition unit 131, a determination unit 132, and an output unit 133. The tire management device 10 may have a hardware configuration such as a computer. The components of the tire management device 10 will be described in detail below.

[0021] In this embodiment, the tire management device 10 is a computer at a location where tires are replaced and inspected. The tire management device 10 also stores information on tires to be replaced and inspected (tires to be managed). The tire management device 10, together with at least a reading unit 70, constitutes a tire management system. The reading unit 70 and the tire management device 10 are connected via a network 40, enabling transmission and reception of information. The network 40 is, for example, the Internet. The network 40 may also be configured to include, for example, a local area network (LAN) in part.

[0022] The reading unit 70 is a device used by a measurer who performs measurements at or near a work site (mine). The reading unit 70 has at least an imaging function, captures an image of the mark 31 on the tire, and outputs the image data. The reading unit 70 may also have a measurement function or a data input function. For example, the reading unit 70 may measure the tire tread depth (remaining tread depth) according to the measurer's operation and output the measurement value and the measurement time as measurement data. The reading unit 70 may measure the remaining tread depth of the tire using a known method, such as laser measurement or image-based measurement. The reading unit 70 may also input measurement values ​​obtained by the measurer using, for example, a tire gauge, using its data input function. The reading unit 70 may output the input measurement values ​​as measurement data. The reading unit 70 may also input the temperature detected by a temperature sensor provided in the tire using its data input function. The reading unit 70 may also output the input temperature information as measurement data. The reading unit 70 outputs the measurement data and image data to the tire management device 10 via the network 40 .

[0023] As described above, particularly when targeting OR tires, the measurer can only measure the tread depth and other parameters at a position close to the ground. The circumferential position of the tire that contacts the ground at each stop is random each time the vehicle stops. The reading unit 70 can also measure tires stacked in piles (see FIG. 2 ). However, measuring while checking the circumferential positions of randomly stacked tires is laborious and unrealistic. Therefore, it is not possible to determine the circumferential position of the tire at which the measured tread depth and temperature were measured from the measurement data alone. In this embodiment, the image data output by the reading unit 70 includes an image of the mark 31 associated with the measured tread. The image data also includes an image of the mark 31 associated with the position of the measured temperature. Therefore, it is possible to determine the circumferential position of the tire at which the measured tread depth and temperature were measured based on the image data.

[0024] To enable determination of the measurement position, multiple marks 31 are provided on the groove bottom, groove wall, or sidewall of the tire, and are distinguishable from one another. That is, the multiple marks 31 are different from one another. In the example of Fig. 2, the marks 31 are provided on the sidewall. Here, if it is desired to photograph the marks 31 by photographing the tire tread from the front (photographing from a viewpoint along the vehicle's traveling direction), it is preferable that the marks 31 be provided on the groove bottom or groove wall.

[0025] The marks 31 may be configured to have different shapes or colors. In this case, the marks 31 can be attached to the tire by, for example, printing, making the processing of the marks 31 easier. The marks 31 may also be configured to have two-dimensional or three-dimensional shapes. In this case, the shapes of the marks 31 can be made significantly different, making it easier to identify each mark 31. The marks 31 may also be one-dimensional or two-dimensional barcodes. By using a barcode, the amount of information contained in the marks 31 can be increased. However, the amount of information can also be increased without using a barcode. As another example, the marks 31 may be configured to have different binary codes.

[0026] Here, the tire management device 10 manages multiple tires. In this embodiment, tire ID information is used to individually identify tires. The mark 31 may include the tire ID information. Furthermore, the tire ID information may be obtained not from the mark 31 but from an RFID tag or the like provided on the tire separately from the mark 31. In this case, the reading unit 70 also functions as an RFID tag reader device. The RFID tag exchanges information with the reader device through short-range (several centimeters to several meters) wireless communication using an electromagnetic field, radio waves, or the like.

[0027] The components of the tire management device 10 will be described in detail below. The communication unit 11 is configured to include one or more communication modules connected to the network 40. The communication unit 11 may include a communication module compatible with mobile communication standards such as 4G (4th Generation) and 5G (5th Generation). The communication unit 11 may include a communication module compatible with a wired or wireless LAN standard, for example.

[0028] The storage unit 12 is one or more memories. The memory may be, for example, a semiconductor memory, a magnetic memory, an optical memory, or the like, but is not limited to these, and may be any memory. The storage unit 12 is, for example, built into the tire management device 10, but may also be configured to be accessed from outside by the tire management device 10 via any interface.

[0029] The storage unit 12 stores various data used in various calculations performed by the control unit 13. The storage unit 12 may also store results and intermediate data of various calculations performed by the control unit 13.

[0030] In this embodiment, the memory unit 12 stores tire management data, which is data related to the condition of the tires. The tire management data includes at least the measurement value of the remaining tread depth (tread depth) of the tire and the position of the measured tread depth (measurement position). As shown in FIG. 3 , the tire management data may include data indicating the condition of the tire other than the remaining tread depth (e.g., thermal history). In the tire management data, data indicating the condition of the tire is associated with tire ID information, which is identification information unique to each tire. The tire management data may further include information such as the tire model number and serial number.

[0031] In this embodiment, the storage unit 12 also stores position management data that associates the marks 31 affixed to the tire with the circumferential positions of the tire.

[0032] The control unit 13 is one or more processors. The processor may be, for example, a general-purpose processor or a dedicated processor specialized for a specific process, but is not limited to these and may be any processor. The control unit 13 controls the overall operation of the tire management device 10.

[0033] Here, the tire management device 10 may have the following software configuration: One or more programs used to control the operation of the tire management device 10 are stored in the storage unit 12. When the program stored in the storage unit 12 is read by the processor of the control unit 13, it causes the processor to function as an acquisition unit 131, a determination unit 132, and an output unit 133.

[0034] The acquisition unit 131 acquires tire management data, measurement data measuring the remaining tread depth of a tire, and image data of marks 31 associated with the measured tread depth. The tire management data is acquired from the storage unit 12. If the measurement data also includes temperature, the marks 31 in the image data are associated with the positions of the measured temperatures. Here, if the tire management data includes data on multiple tires (see FIG. 3 ), the acquisition unit 131 also acquires tire ID information read by the reading unit 70. The acquisition unit 131 also acquires position management data from the storage unit 12 along with the tire management data.

[0035] The determination unit 132 identifies the measured groove position based on the mark 31, updates the tire management data using the remaining groove amount linked to the identified groove position, and determines the condition of the tire using the remaining groove amount linked to the identified groove position.

[0036] The determination unit 132 extracts from the image data an image of the mark 31 associated with the measured groove, and identifies the circumferential position of the tire associated with the mark 31 based on the position management data. The position management data may be configured, for example, as a list linking each mark 31 with the circumferential position of the tire. The circumferential position of the tire may be indicated by an angle from a reference position, or may be indicated by a groove number assigned in order of proximity to the reference position. In this way, the determination unit 132 identifies the measured groove position via the mark 31.

[0037] Here, as in the case of indicating the groove numbers described above, the marks 31 may be provided for each groove. By providing a one-to-one correspondence between the marks 31 and the tire grooves, it becomes possible to strictly manage the remaining groove depth of the tire. Furthermore, even if there is not a one-to-one correspondence between the marks 31 and the tire grooves, as long as there are a sufficient number of marks 31 provided relative to the number of tire grooves (for example, if there is a one-to-two or one-to-three correspondence between the marks 31 and the tire grooves), it is possible to perform fairly strict management.

[0038] However, the unevenness of tire wear is often not so great that, for example, the remaining groove depth differs significantly between adjacent grooves. Therefore, it is not necessary to provide a mark 31 for each groove, and it is not necessary to provide a large number of marks 31 relative to the number of grooves. FIG. 5 is a diagram illustrating an example of the positional relationship between marks 31 and grooves on a tire. In the example of FIG. 5, the determination unit 132 identifies the circumferential position of the tire associated with the mark 31 using a rough classification of A to F. The determination unit 132 may, for example, identify the circumferential position of the tire as approximately position A. Alternatively, the determination unit 132 may identify the circumferential position of the tire as, for example, a position between A and B.

[0039] The determination unit 132 updates the tire management data by linking the identified groove position with the measurement data of the remaining groove amount and adding the data to the tire management data. In the example of Fig. 3, the determination unit 132 links the measured groove depth "d3" with the identified groove position "a" and adds the data to the tire management data together with the measurement time, thereby updating the tire management data.

[0040] The determination unit 132 may use the updated tire management data to, for example, calculate the amount of change in the remaining tread depth (the rate at which the tread depth decreases) to predict the time until the remaining tread depth reaches the end of the wear life. The remaining tread depth at the end of the wear life is, for example, 1.6 mm. Here, the determination unit 132 extracts data from the tire management data with the same or similar measurement position to use when calculating the amount of change in the remaining tread depth. In the example of Figure 3, the determination unit 132 calculates the amount of change in the remaining tread depth using only data with groove position "a" (excluding data with groove position "b"). By selecting data based on the measurement position in this way, the effects of uneven wear can be eliminated. This enables accurate management of the tire condition.

[0041] Similarly, the determination unit 132 identifies the measurement location for thermal history and updates the tire management data. The determination unit 132 can then accurately calculate the amount of change in thermal history by comparing time-series data measured at the same location. Here, the thermal history is calculated by integrating the measured temperature over the driving time. The determination unit 132 may obtain the driving history stored in the vehicle manager's database via the network 40 and calculate the driving time from the driving history. Furthermore, when the target is a mining vehicle that performs work by autonomous driving, the determination unit 132 may treat the average operating time of the mining vehicle as the driving time.

[0042] The output unit 133 outputs the results determined by the determination unit 132 (e.g., a prediction of the tire replacement time) to a display device or the like. For example, if the tire management device 10 is a computer, a display connected to the computer can function as the display device that displays the results. Also, the display of a device such as a laptop, smartphone, or tablet used by the tire manager or the worker who performs the tire replacement can function as the display device that displays the results. The tire manager or worker can confirm the appropriate tire replacement time based on the results determined by the determination unit 132 and create a tire replacement plan.

[0043] Fig. 4 is a flowchart illustrating the process of the tire management method executed by the tire management device 10. In the example of Fig. 4, the remaining tread depth of the tire is managed as the tire condition.

[0044] The acquisition unit 131 acquires tire management data relating to the state of the tire, measurement data measuring the remaining groove depth of the tire, and image data of the marks 31 associated with the measured grooves (step S1). The acquisition unit 131 also acquires position management data associating the marks 31 with positions in the circumferential direction of the tire.

[0045] The determination unit 132 extracts an image of the mark 31 associated with the measured groove from the image data, and identifies the circumferential position of the tire associated with the mark 31 based on the position management data (step S2).

[0046] The determination unit 132 links the identified groove position with the measurement data of the remaining groove amount and adds them to the tire management data, thereby updating the tire management data (step S3).

[0047] The determination unit 132 determines the condition of the tire using the updated tire management data (step S4). The determination unit 132 may, for example, calculate the amount of change in the remaining tread depth and determine when to replace the tire. The determination unit 132 extracts data measured at the same or similar locations from the tire management data and calculates the amount of change in the remaining tread depth based on the extracted data. This makes it possible to eliminate the effects of uneven wear.

[0048] The output unit 133 outputs the determination result of the determination unit 132 to a display or the like to be viewed by, for example, a tire manager or worker (step S5). For example, the tire manager or worker can create a tire replacement plan based on the determination result.

[0049] As described above, the tire management device 10, tire, and tire management method according to this embodiment are configured as described above to identify the circumferential position of the tire. For example, changes in the remaining tread depth can be accurately determined, excluding the effects of uneven wear, making it possible to accurately predict tire durability or replacement timing based on changes in the remaining tread depth. Furthermore, by comparing time-series data measured at the same position, it is possible to more accurately determine changes in, for example, thermal history. Therefore, the tire management device 10, tire, and tire management method according to this embodiment enable accurate management of the tire's condition.

[0050] Although the embodiments of the present disclosure have been described based on the drawings and examples, it should be noted that those skilled in the art would easily be able to make various modifications or alterations based on the present disclosure. Therefore, it should be noted that these modifications and alterations are included within the scope of the present disclosure. For example, the functions included in each component or step can be rearranged so as not to cause logical inconsistencies, and multiple components or steps can be combined or divided into one. The embodiments of the present disclosure can also be realized as a program executed by a processor included in an apparatus and a storage medium on which the program is recorded. It should be understood that these are also included within the scope of the present disclosure.

[0051] For example, the tire is not limited to a circular shape and may be, for example, a crawler. The state of a crawler having a plurality of marks 31 attached thereto in the circumferential direction can also be managed by the method of the above embodiment. In other words, the above tire also includes a crawler.

[0052] In the above embodiment, the tire management data is described as being stored in the storage unit 12. Here, the tire management device 10 may be configured to store the tire management data in a storage device (a storage device on the cloud) that is on the network 40 as seen from the tire management device 10.

[0053] REFERENCE SIGNS LIST 10 Tire management device 11 Communication unit 12 Storage unit 13 Control unit 31 Mark 40 Network 70 Reading unit 131 Acquisition unit 132 Determination unit 133 Output unit

Claims

1. A tire management device that manages the condition of tires mounted on vehicles, including the remaining tread depth of the tires, comprising: an acquisition unit that acquires tire management data, which is data related to the condition of the tires, measurement data measuring the remaining tread depth of the tires, and image data of marks associated with the measured grooves; and a determination unit that identifies the position of the measured groove based on the marks, updates the tire management data using the remaining tread depth linked to the identified groove position, and determines the condition of the tire using the remaining tread depth linked to the identified groove position, wherein the marks are multiple and are affixed to the groove bottom, groove wall surface, or sidewall of the tire, and are distinguishable from one another.

2. The tire management device according to claim 1, wherein the mark has a two-dimensional or three-dimensional shape.

3. The tire management device according to claim 1, wherein the marks are different in shape or color from one another.

4. The tire management device according to claim 1, wherein the mark is a one-dimensional or two-dimensional bar code.

5. The tire management device of claim 1, wherein the marks have different binary codes.

6. A tire whose condition is managed by a tire management device according to any one of claims 1 to 5.

7. The tire according to claim 6, wherein the markings are provided for each groove.

8. A tire management method executed by a tire management device that manages the condition of tires mounted on vehicles, including the remaining tread depth of the tires, comprising: acquiring tire management data, which is data relating to the condition of the tires, measurement data measuring the remaining tread depth of the tires, and image data of marks associated with the measured grooves; identifying the position of the measured groove based on the marks, updating the tire management data using the remaining tread depth linked to the identified groove position, and determining the condition of the tire using the remaining tread depth linked to the identified groove position; wherein the marks are multiple and are affixed to the groove bottom, groove wall surface, or sidewall portion of the tire, and are distinguishable from one another.

Images