JP4265334B2 - Tire wear warning device - Google Patents

Description

  The present invention relates to a tire wear warning device.

Patent Document 1 listed below describes a tire wear warning device that notifies a driver of a tire wear state using a display or the like installed in a passenger compartment. In this tire wear warning device, first, the travel distance of the vehicle is determined based on signals from the vehicle speed sensor and the gyro sensor, and the linear distance between GPS positionings is determined based on information from the GPS receiver. Next, a ratio between the travel distance of the vehicle and the linear distance between GPS positionings is obtained, and this ratio is set as a tire correction coefficient corresponding to the tire diameter. Then, by comparing this tire correction coefficient with a predetermined tire correction coefficient when tire replacement is required, a warning that the tire is worn out is given to the driver.
Japanese Patent Laid-Open No. 7-164830 (second page, FIG. 1)

  However, in this tire wear warning device, it is essential to include a gyro sensor for determining the travel distance of the vehicle and a GPS receiver for determining the linear distance between GPS positioning.

  The present invention has been made to solve the above problems, and provides a tire wear warning device that can easily and accurately warn about tire wear without adding a gyro sensor or a GPS receiver. The purpose is to provide.

  The tire wear warning device according to the present invention divides a tire into a plurality of parts, wear life distance predicting means for predicting the wear life distance for each of the plurality of parts, and integrating the actual travel distance of the vehicle to calculate the accumulated travel distance. The travel distance integrating means to be obtained, and warning means for warning the driver by comparing the wear life distance predicted for each of the plurality of portions and the accumulated travel distance are provided.

  According to the tire wear warning device according to the present invention, since the warning is performed by comparing the predicted wear life distance and the accumulated travel distance, it is not necessary to detect an actual wear state or the like, and the tire can be easily obtained. Warnings about wear can be made. Further, since the tire is divided into a plurality of portions and the wear life distance is predicted for each portion, even when the wear state is different in each portion of the tire, a warning can be given with high accuracy.

  The tire wear warning device according to the present invention further includes data update means for updating groove depth data in accordance with the groove depth of the tire to be mounted when the tire is changed, and when the tire is changed. The wear life distance prediction means predicts the wear life distance based on the groove depth data updated by the data update means, and the warning means compares the predicted wear life distance with the accumulated travel distance after tire replacement. It is preferable to warn the driver by doing so.

  When a tire change is made, the tire groove depth data is updated according to the groove depth of the newly installed tire, and the wear life distance predicted based on the updated groove depth data A warning is made by comparing the accumulated travel distance after tire replacement. Therefore, even when the tire is changed, it is possible to issue a warning easily and with high accuracy without performing complicated work.

  The tire wear warning device according to the present invention further includes a groove depth calculating means for calculating a groove depth of the tire at the time of replacing the mounting position when the tire mounting position is replaced, and the tire mounting position is replaced. The data updating means updates the groove depth data according to the groove depth calculated by the groove depth calculating means for the tire whose mounting position has been changed, and the wear life distance predicting means is the data updating means. The wear life distance is predicted based on the groove depth data updated by the warning means, and the warning means warns the driver by comparing the predicted wear life distance with the accumulated travel distance after changing the mounting position. Is preferred.

  When the mounting position of the tire is changed, the remaining groove depth of the tire at the time of replacing the mounting position is calculated, and the groove depth data is updated according to the calculated remaining groove depth. Then, the wear life distance predicted based on the updated tire groove depth data is compared with the accumulated travel distance after the mounting position is changed, and a warning is given. Therefore, even when the tire mounting position is changed, it is possible to issue a warning simply and with high accuracy without performing a complicated operation.

  In the tire wear warning device according to the present invention, the wear life distance prediction means predicts the wear life distance for each tire of the front wheel and the rear wheel, and the warning means operates for each tire of the front wheel and the rear wheel. It is preferable to warn the person.

  When the load distribution between the front and rear wheels is different or when the driving method is different, the state of wear may be different between the front tire and the rear tire. According to the tire wear warning device according to the present invention, the wear life distance is predicted for each tire of the front wheel and the rear wheel. Therefore, even when the wear state differs between the front wheel tire and the rear wheel tire, the warning is performed with high accuracy. be able to.

  The plurality of portions are preferably an outer shoulder portion, a tread portion, and an inner shoulder portion of the tire.

  In this way, even when wheel alignment is set so that uneven wear occurs in the tire, for example, a toe is added, a warning can be given with high accuracy.

  According to the present invention, the wear life distance is predicted by calculation for each part of the tire, and the warning is performed by comparing the wear life distance with the accumulated travel distance. Without adding a machine, warning about tire wear can be performed easily and with high accuracy.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the description of the drawings, the same elements are denoted by the same reference numerals, and redundant description is omitted.

(First embodiment)
First, the overall configuration of the tire wear warning device 1 according to the present embodiment will be described with reference to FIG. FIG. 1 is a diagram showing an overall configuration of a tire wear warning device 1.

  A vehicle speed sensor 10 that outputs a vehicle speed pulse corresponding to the rotational speed of a wheel is attached to a vehicle equipped with the tire wear warning device 1. The vehicle speed sensor 10 is connected to an electronic control unit (hereinafter referred to as “ECU”) 20.

  The ECU 20 includes a microprocessor that performs calculations, a ROM that stores programs and data for causing the microprocessor to execute each process, a RAM that stores various data such as calculation results, and a 12V battery. Has a backup RAM or the like.

  With the above configuration, the ECU 20 includes a travel distance integration unit 22 that calculates an integrated travel distance by counting and integrating vehicle speed pulses from the vehicle speed sensor 10, vehicle specification data, tire single data, market Based on the storage unit 24 for storing the driving mode data and the market conversion coefficient data, and the data stored in the storage unit 24, the tire tread portion, the outer shoulder portion, and the inner shoulder portion are worn. The wear life distance prediction unit 26 that predicts the travel distance (hereinafter referred to as “wear life distance”) that reaches the end of the life, the accumulated travel distance calculated by the travel distance accumulation unit 22, and the wear predicted by the wear life distance prediction unit 26 A calculation unit 28 for comparing the life distance is constructed. That is, the ECU 20 functions as a travel distance integrating means and a wear life distance predicting means.

  The calculation result in the calculation unit 28 is output to the warning display device 30. The warning display device 30 warns the driver about tire wear according to the input calculation result. That is, the ECU 20 and the warning display device 30 function as warning means. As the warning display device 30, for example, a display device such as a liquid crystal is used. In addition, as a warning about tire wear, a display that the tire is worn and needs to be replaced is displayed, and a remaining life of the tire, that is, a distance that can be traveled before the tire is replaced is displayed.

  Next, the operation of the tire wear warning device 1 will be described with reference to FIGS. Here, FIG. 2 is a flowchart showing a processing procedure of tire wear warning processing by the tire wear warning device 1. 3 to 5 are flowcharts showing the processing procedures of the wear warning process for the tread portion, the outer shoulder portion, and the inner shoulder portion in the tire wear life warning process.

  This tire wear warning process is executed for each tire of the front wheel and the rear wheel of the vehicle. Since the processing procedure for the front wheel tire and the processing procedure for the rear wheel tire are the same or similar, only the processing procedure for the front wheel tire will be described here, and the description of the processing procedure for the rear wheel tire will be omitted.

  The tire wear warning process shown in FIG. 2 is started when the ignition switch of the vehicle is turned on and the ECU 20 is turned on, and is repeatedly executed every predetermined time.

  In step S100, vehicle specification data affecting tire wear is read. As vehicle specification data, vehicle weight, wheel alignment, LSD, Ackermann rate, suspension characteristics, driving force distribution, braking force distribution, and the like are used.

  Next, in step S102, market travel mode data is read. The market travel mode data is travel mode (acceleration frequency) data obtained from an average travel pattern in each market such as Japan, the United States, and Europe, and is set for each market.

  In subsequent step S104, the tire single data is read. The tire unit data includes the wear resistance coefficient C, the consumed friction energy E, and the effective groove depth D. Here, these data will be described.

  The wear resistance coefficient C is obtained by expressing the difficulty of scraping rubber as an index with respect to the reference rubber under conditions equivalent to the running conditions in the market, and is obtained by the following equation (1).

ここで、Ｗ₀は基準ゴムの摩耗速度、Ｗは供試ゴムの摩耗速度、ｅＷ₀ ^*は基準ゴムの摩擦エネルギー、ｅＷ^*は供試ゴムの摩擦エネルギーである。また、ｅＷ^*＝Ｆ×Ｓである。ここで、Ｆはせん断力、Ｓはスリップ率である。

Here, W ₀ is the wear rate of the reference rubber, W is the wear rate of the test rubber, eW ₀ ^* is the friction energy of the reference rubber, and eW ^* is the friction energy of the test rubber. EW ^* = F × S. Here, F is a shear force and S is a slip ratio.

  The frictional energy E consumed during normal driving is calculated based on the frequency of driving, braking and turning, and the frictional energy in the tread is proportional to the square of the input load (Shallach theory). It is calculated by the following formula in consideration of change and ground load change.

ここで、Ｅｆは転動時の摩擦エネルギー、Ｅｄは駆動時の摩擦エネルギー、Ｅｂは制動時の摩擦エネルギー、Ｅｃは旋回時の摩擦エネルギーである。また、Ｘは走行時の加速度頻度、ｍは加速度分割数、ｎは測定点数である。添え字ｄは駆動モード、添え字ｂは制動モード、添え字ｃは旋回モードを示す。なお、消費摩擦エネルギーＥは、外側ショルダー部、トレッド部及び内側ショルダー部それぞれについて求められる。

Here, Ef is the frictional energy during rolling, Ed is the frictional energy during driving, Eb is the frictional energy during braking, and Ec is the frictional energy during turning. X is the acceleration frequency during traveling, m is the number of acceleration divisions, and n is the number of measurement points. The subscript d indicates the driving mode, the subscript b indicates the braking mode, and the subscript c indicates the turning mode. In addition, the consumption friction energy E is calculated | required about each of an outer side shoulder part, a tread part, and an inner side shoulder part.

  Moreover, the effective groove depth D is calculated | required by following Formula (3).

なお、有効溝深さＤは、外側ショルダー部、トレッド部及び内側ショルダー部それぞれについて求められる。

In addition, the effective groove depth D is calculated | required about each of an outer side shoulder part, a tread part, and an inner side shoulder part.

  In step S106, the market corresponding conversion coefficient A is read. The market correspondence conversion coefficient A is a correction coefficient for making the calculated wear life distance correspond to the market, and is obtained by the following equation (4).

さらに、ステップＳ１０８では、走行距離積算部２２により算出された積算走行距離ＯＤＤが読み込まれる。

Further, in step S108, the accumulated traveling distance ODD calculated by the traveling distance integrating unit 22 is read.

  Subsequently, in steps S110, S112, and S114, wear warning processing for the tread portion, the outer shoulder portion, and the inner shoulder portion is performed. First, in step S110, a wear warning process for the tread portion is performed. FIG. 3 is a flowchart showing a specific processing procedure of the tread portion wear warning processing. Next, the tread portion wear warning process will be described with reference to FIG.

  In step S200, the wear life distance LIFEt of the tread portion is calculated by the following equation (5).

ここで、Ｅｔはトレッド部の消費摩擦エネルギー、Ｄｔはトレッド部の有効溝深さである。

Here, Et is the consumed friction energy of the tread portion, and Dt is the effective groove depth of the tread portion.

  In the subsequent step S202, it is determined whether or not a value “LIFEt−Lerr + Ls” obtained by subtracting the life prediction error Lerr from the tread wear life distance LIFEt and the life margin Ls is equal to or greater than the accumulated travel distance ODD. . Here, when step S202 is affirmed, that is, when there is a margin in the remaining life of the tread portion, the process exits from the tread portion wear warning processing and proceeds to step S112 in FIG.

  On the other hand, if step S202 is negative, that is, if it is determined that there is no room in the remaining life of the tread portion, the process proceeds to step S204.

  In step S204, the warning display device 30 displays a display indicating that there is no room in the remaining life of the tire and the remaining life of the tire, that is, the distance that can be traveled before the tire is replaced.

  Next, in step S206, it is determined whether or not a value “LIFEt−Lerr” obtained by subtracting the life prediction error Lerr from the tread wear life distance LIFEt is equal to or greater than the accumulated travel distance ODD. Here, when step S206 is affirmed, that is, when the tread portion has not reached the wear life, the process exits from the tread portion wear warning processing and proceeds to step S112 in FIG.

  On the other hand, if step S206 is negative, that is, if it is determined that the tread portion has reached the wear life, the process proceeds to step S208.

  In step S208, the warning display device 30 displays that the tire is worn and needs to be replaced. After the display, the process ends.

  When step S202 or S206 is affirmed, an outer shoulder wear warning process is performed in step S112 of FIG. FIG. 4 is a flowchart showing a specific processing procedure of the outer shoulder wear warning process. Next, the outer shoulder wear warning process will be described with reference to FIG.

  In step S300, the wear life distance LIFEos of the outer shoulder portion is calculated by the following equation (6).

ここで、Ｅｏｓは外側ショルダー部の消費摩擦エネルギー、Ｄｏｓは外側ショルダー部の有効溝深さである。

Here, Eos is the consumed friction energy of the outer shoulder portion, and Dos is the effective groove depth of the outer shoulder portion.

  In subsequent step S302, it is determined whether or not a value “LIFEos−Lerr + Ls” obtained by subtracting the life prediction error Lerr from the outer shoulder wear life distance LIFEos and adding the life margin Ls is equal to or greater than the accumulated travel distance ODD. Is called. Here, when step S302 is affirmed, that is, when there is a margin in the remaining life of the outer shoulder portion, the process exits from the outer shoulder wear warning processing and proceeds to step S114 in FIG.

  On the other hand, if step S302 is negative, that is, if it is determined that there is no room in the remaining life of the outer shoulder, the process proceeds to step S304.

  In step S304, a determination is made as to whether the ratio “LIFEt / LIFEos” of the tread wear life distance LIFEt to the outer shoulder wear life distance LIFEos is equal to or greater than a predetermined value Shr. Here, when step S304 is affirmed, the process goes to step S114 in FIG. 1 without the outer shoulder wear warning process. On the other hand, if step S304 is negative, the process proceeds to step S306.

  In step S306, the warning display device 30 displays a display indicating that there is no room in the remaining life of the tire and the remaining life of the tire, that is, a distance that can be traveled until the tire is replaced.

  Next, in step S308, it is determined whether or not a value “LIFEos−Lerr” obtained by subtracting the life prediction error Lerr from the outer shoulder wear life distance LIFEos is equal to or greater than the accumulated travel distance ODD. Here, when step S308 is affirmed, that is, when the outer shoulder portion has not reached the wear life, the process exits from the outer shoulder wear warning processing and proceeds to step S114 in FIG.

On the other hand, if step S308 is negative, that is, if it is determined that the outer shoulder portion has reached the wear life, the process proceeds to step S312 .

  In step S312, the warning display device 30 displays that the tire is worn and needs to be replaced. After the display, the process ends.

  When the above step S302, S304, S308 or S310 is affirmed, a wear warning process for the inner shoulder portion is performed in step S114 of FIG. FIG. 5 is a flowchart showing a specific processing procedure of the inner shoulder wear warning processing. Next, the inner shoulder wear warning process will be described with reference to FIG.

  In step S400, the wear life distance LIFEis of the inner shoulder portion is calculated by the following equation (7).

ここで、Ｅｉｓは内側ショルダー部の消費摩擦エネルギー、Ｄｉｓは内側ショルダー部の有効溝深さである。

Here, Eis is the consumed friction energy of the inner shoulder portion, and Dis is the effective groove depth of the inner shoulder portion.

  In the subsequent step S402, it is determined whether or not the value “LIFEis−Lerr + Ls” obtained by subtracting the life prediction error Lerr from the inner shoulder wear life distance LIFEis and the life margin Ls is equal to or greater than the accumulated travel distance ODD. Is called. Here, when step S402 is affirmed, that is, when there is a margin in the remaining life of the inner shoulder portion, the process exits from the inner shoulder wear warning processing and proceeds to step S108 in FIG. In this case, the integrated travel distance ODD is read again after a predetermined time, and the tire wear warning process is executed.

  On the other hand, if step S402 is negative, that is, if it is determined that there is no room for the remaining life of the inner shoulder portion, the process proceeds to step S404.

  In step S404, a determination is made as to whether or not the ratio “LIFEt / LIFEis” of the tread wear life distance LIFEt to the inner shoulder wear life distance LIFEis is equal to or greater than a predetermined value Shr. Here, when step S404 is affirmed, the process shifts from the inner shoulder wear warning process to step S108 in FIG. On the other hand, if step S404 is negative, the process proceeds to step S406.

  In step S406, the warning display device 30 displays a display indicating that there is no margin in the remaining life of the tire and the remaining life of the tire, that is, the distance that can be traveled before the tire is replaced.

  Next, in step S408, it is determined whether or not a value “LIFEos−Lerr” obtained by subtracting the life prediction error Lerr from the inner shoulder wear life distance LIFEis is equal to or greater than the cumulative travel distance ODD. Here, when step S408 is affirmed, that is, when the inner shoulder part has not reached the wear life, the process exits from the inner shoulder part wear warning process and proceeds to step S108 in FIG. In this case, the integrated travel distance ODD is read again after a predetermined time, and the tire wear warning process is executed.

On the other hand, if step S408 is negative, that is, if it is determined that the inner shoulder portion has reached the wear life, the process proceeds to step S412 .

  In step S412, the warning display device 30 displays that the tire is worn and needs to be replaced. After the display, the process ends.

  Thus, according to the tire wear warning device 1, since the wear life distance LIFE of the tire is predicted by calculation, it is not necessary to detect an actual wear state or the like, and a warning regarding tire wear can be easily performed. . In addition, since the wear life distance LIFE is predicted for each of the front wheel tire and the rear wheel tire, even when the wear state is different between the front wheel tire and the rear wheel tire, a warning can be given with high accuracy. Furthermore, since the tire is divided into a tread portion, an outer shoulder portion, and an inner shoulder portion, and the wear life distance LIFE is predicted for each portion, the wheel alignment is set so that uneven wear occurs in the tire, etc. But it can give warnings with high accuracy.

(Second Embodiment)
Next, the configuration of the tire wear warning device 2 according to the second embodiment will be described with reference to FIG. FIG. 6 is a diagram showing an overall configuration of the tire wear warning device 2. In FIG. 6, the same or equivalent components as those in the first embodiment are denoted by the same reference numerals.

  The tire wear warning device 2 is different from the tire wear warning device 1 in the following points. That is, a front vehicle height sensor 11 that is disposed in front of the vehicle and measures the vehicle height at the front of the vehicle, a rear vehicle height sensor 12 that is disposed at the rear of the vehicle and measures the vehicle height at the rear of the vehicle, and acceleration in the lateral direction of the vehicle. A lateral acceleration sensor 13 that outputs a corresponding signal and a longitudinal acceleration sensor 14 that outputs a signal corresponding to the longitudinal acceleration of the vehicle are further provided. The front vehicle height sensor 11, the rear vehicle height sensor 12, the lateral acceleration sensor 13 and the longitudinal acceleration sensor 14 are each connected to the ECU 20.

  Further, in the ECU 20, a weight for determining the vehicle weight at the time of use based on the vehicle height at the front of the vehicle measured by the front vehicle height sensor 11 and the vehicle height at the rear of the vehicle measured by the rear vehicle height sensor 12. Detection unit 25, a traveling state detection unit that detects a traveling state (acceleration frequency) during actual traveling based on the lateral acceleration detected by the lateral acceleration sensor 13 and the longitudinal acceleration detected by the longitudinal acceleration sensor 14. 27. When a tire mounting position is changed (hereinafter referred to as “tire rotation”), a groove depth calculation unit 21 that calculates the remaining groove depth of the tire at the time of tire rotation and tire replacement or tire rotation A data update unit 23 is further constructed that updates the effective groove depth D stored in the storage unit 24 when implemented.

  The front vehicle height sensor 11, the rear vehicle height sensor 12, and the weight detection unit 25 function as weight detection means, and the lateral acceleration sensor 13, the longitudinal acceleration sensor 14, and the travel state detection unit 27 function as travel state detection means. The groove depth calculation unit 21 functions as a groove depth calculation unit, and the data update unit 23 functions as a data update unit.

  Further, the ECU 20 subtracts the accumulated travel distance ODD * at the time of tire replacement or tire rotation from the accumulated travel distance ODD accumulated by the travel distance accumulating unit 22 so that the accumulated travel after the tire replacement or tire rotation is performed. A calculation unit 29 for calculating the distance is constructed.

  The other configuration is the same as or similar to that of the tire wear warning device 1 and will not be described here.

  Next, the operation of the tire wear warning device 2 will be described with reference to FIG. FIG. 7 is a flowchart showing a processing procedure of tire wear warning processing by the tire wear warning device 2. This tire wear warning process is started when the ignition switch of the vehicle is turned on and the power of the ECU 20 is turned on, and is repeatedly executed every predetermined time.

  Since the processing content in steps S500 to S506 is the same as the processing content in steps S100 to S106 in the tire wear warning processing by the tire wear warning device 1, description thereof is omitted here.

  In subsequent step S508, the vehicle height at the front of the vehicle, the vehicle height at the rear of the vehicle, the lateral acceleration, and the longitudinal acceleration are sampled. This sampling is performed every predetermined traveling distance Lex (Km).

  Next, in step S510, an averaging process is performed for each of the vehicle height at the front portion of the vehicle and the vehicle height at the rear portion of the vehicle sampled for each predetermined travel distance Lex (Km). Further, frequency processing of each of the lateral acceleration and the longitudinal acceleration sampled for each predetermined travel distance Lex (Km) is performed. This averaging process and frequency process are performed for each predetermined travel distance Lt (Km). The travel distance Lt> the travel distance Lex. Further, in step S510, the average vehicle height at the time of use is obtained according to the average vehicle height at the front and rear of the vehicle, and the average vehicle height and a reference vehicle stored in advance in the ROM of the ECU 20 or the like. The vehicle weight Wave at the time of use is obtained based on the difference from the height. Further, travel mode (acceleration frequency) data LGave in actual travel is obtained based on the frequency-processed lateral acceleration and longitudinal acceleration.

  In step S512, the accumulated traveling distance ODD calculated by the traveling distance integrating unit 22 is read.

  Next, in step S514, a determination is made as to whether tire replacement has been performed. Here, whether or not tire replacement has been performed is determined based on whether or not a switch signal or the like indicating that tire replacement has been performed is input to the ECU 20, for example. Further, information that the tire has been changed is stored in a backup RAM or the like of the ECU 20.

  When step S514 is affirmed, that is, when tire replacement is performed, the process proceeds to step S516. On the other hand, if step S514 is negative, that is, if tire replacement has not been performed, the process proceeds to step S520.

  When step S514 is affirmed, in step 516, the accumulated travel distance ODD * at the time of tire replacement is subtracted from the accumulated travel distance ODD, and the subtraction result is set to the accumulated travel distance ODD after tire replacement. The accumulated travel distance ODD * at the time of tire replacement is stored in a backup RAM or the like of the ECU 20.

  In subsequent step S518, the effective groove depth D is calculated by subtracting the remaining groove depth at the time of complete wear from the groove depth of the replaced tire. Then, the effective groove depth data stored in the storage unit 24 is updated to the newly calculated effective groove depth D. Thereafter, the process proceeds to step S528.

  If step S514 is negative, that is, if tire replacement has not been performed, in step S520, a determination is made as to whether tire rotation has been performed. Here, whether or not tire rotation has been performed is determined based on whether or not a switch signal indicating that tire rotation has been performed is input to the ECU 20, for example. Information that tire rotation has been performed is stored in a backup RAM or the like of the ECU 20.

  If step S520 is positive, that is, if tire rotation is performed, the process proceeds to step S522. On the other hand, if step S520 is negative, that is, if tire rotation is not performed, the process proceeds to step S528.

  When step S520 is affirmed, in step S522, the cumulative travel distance ODD * during tire rotation is subtracted from the cumulative travel distance ODD, and the subtraction result is set as the cumulative travel distance ODD after tire rotation. The accumulated travel distance ODD * at the time of tire rotation is stored in a backup RAM or the like of the ECU 20.

  Next, in step S524, the remaining groove depth of each tire at the time of tire rotation is obtained. In subsequent step S526, the effective groove depth D is calculated by subtracting the remaining groove depth at the time of complete wear from the remaining groove depth of the tire at the time of tire rotation. In the tire arrangement after rotation, the effective groove depth data of each tire stored in the storage unit 24 is updated to the newly calculated effective groove depth D of each tire. Thereafter, the process proceeds to step S528.

  In step S528, it is determined whether or not the accumulated travel distance ODD is equal to or less than a travel distance L0 (for example, 5000 km) that does not affect tire wear. Here, if the integrated travel distance ODD is equal to or less than the travel distance L0, the process proceeds to step S538. On the other hand, if the integrated travel distance ODD exceeds the travel distance L0, the process proceeds to step S530.

  In step S530, it is determined whether or not the absolute value “| W0−Wave |” of the deviation between the initial set vehicle weight W0 and the vehicle weight Wave in use calculated in step S510 is equal to or less than a predetermined value δW. Is called. If | W0−Wave | is equal to or smaller than the predetermined value δW, the process proceeds to step S534.

  On the other hand, if | W0−Wave | is larger than the predetermined value δW, the initial set vehicle weight W0 stored in the storage unit 24 is replaced with the vehicle weight Wave in use in step S532. Thereafter, the process proceeds to step S534.

  In step S534, the absolute value “| LG0−LGave |” of the deviation between the initial setting value LG0 of the driving mode (acceleration frequency) data and the driving mode data LGave based on the actual driving calculated in step S510 is equal to or less than the predetermined value δLG. A determination is made as to whether or not. If | LG0−LGave | is equal to or smaller than the predetermined value δLG, the process proceeds to step S538.

  On the other hand, if | LG0−LGave | is larger than the predetermined value δLG, the initial set value LG0 of the travel mode data stored in the storage unit 24 is replaced with the travel mode data LGave in actual travel in step S536. Thereafter, the process proceeds to step S538.

  In steps S538, S540, and S542, wear warning processing for the tread portion, the outer shoulder portion, and the inner shoulder portion is performed. The wear warning processing of the tread portion, the outer shoulder portion, and the inner shoulder portion is the same as the wear warning processing by the tire wear warning device 1. Accordingly, the processing contents in steps S538, S540, and S542 are the same as the processing contents in steps S110 to S114, and thus the description thereof is omitted here.

  As described above, according to the tire wear warning device 2, the wear life distance LIFE is predicted from the vehicle weight Wave in use and the running mode (acceleration frequency) data LGave based on the actual running, so that the warning is performed with higher accuracy. Can do.

  When the tire is replaced, the effective groove depth D is obtained according to the groove depth of the newly mounted tire, and the wear life distance LIFE predicted based on the effective groove depth D is obtained. Is compared with the accumulated travel distance ODD after the tire change, and a warning is issued. Therefore, even when tire replacement is performed, a warning can be performed easily and with high accuracy.

  Furthermore, when tire rotation is performed, the remaining groove depth of the tire at the time of tire rotation is calculated, and the effective groove depth D is obtained according to the calculated remaining groove depth. Then, the wear life distance predicted based on the effective groove depth D is compared with the accumulated travel distance after the tire rotation, and a warning is given. Therefore, even when tire rotation is performed, warning can be performed easily and with high accuracy.

  As mentioned above, although embodiment of this invention was described in detail, this invention is not limited to the said embodiment, A various deformation | transformation is possible. For example, the wear life distance prediction unit 26 may be constructed in a computer system outside the vehicle, and the wear life distance LIFE calculated by the computer system may be stored in the storage unit 24. In addition, in the calculation of the integrated travel distance ODD, vehicle speed pulses from a VSC (Vehicle Stability Control) ECU or ABS (Antilock Break System) ECU can be used instead of the vehicle speed pulse from the vehicle speed sensor 10.

It is a figure showing the whole tire wear warning device composition concerning the 1st form. It is a flowchart which shows the process sequence of the tire wear warning process by the tire wear warning apparatus which concerns on a 1st form. It is a flowchart which shows the process sequence of the wear warning process of the tread part in a tire wear life warning process. It is a flowchart which shows the process sequence of the wear warning process of the outer side shoulder part in a tire wear life warning process. It is a flowchart which shows the process sequence of the wear warning process of the inner side shoulder part in a tire wear life warning process. It is a figure which shows the whole structure of the tire wear warning apparatus which concerns on a 2nd form. It is a flowchart which shows the process sequence of the tire wear warning process by the tire wear warning apparatus which concerns on a 2nd form.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1, 2 ... Tire wear warning apparatus, 11 ... Front vehicle height sensor, 12 ... Rear vehicle height sensor, 13 ... Lateral acceleration sensor, 14 ... Longitudinal acceleration sensor, 20 ... ECU, 21 ... Groove depth calculation part, 22 ... Running Distance accumulating unit, 23 ... data updating unit, 24 ... storage unit, 25 ... weight detecting unit, 26 ... wear life distance predicting unit, 27 ... running state detecting unit, 30 ... warning display device.

Claims (5)

Wear life distance prediction means for dividing the tire into a plurality of parts and predicting the wear life distance for each of the plurality of parts;
Mileage accumulating means for accumulating the actual mileage of the vehicle to obtain an accumulated mileage;
Warning means for warning the driver by comparing the wear life distance predicted for each of the plurality of portions and the accumulated travel distance;
A tire wear warning device comprising:   When tire replacement is performed, it further comprises data update means for updating the groove depth data according to the groove depth of the tire to be installed,
  When tire replacement is performed, the wear life distance prediction means predicts the wear life distance based on the groove depth data updated by the data update means,
  2. The tire wear warning device according to claim 1, wherein the warning means warns a driver by comparing the predicted wear life distance with an accumulated travel distance after tire replacement. 3.   When the mounting position of the tire is exchanged, further comprising a groove depth calculation means for calculating the groove depth of the tire at the time of mounting position exchange,
  When the mounting position of the tire is replaced, the data update unit updates the groove depth data according to the groove depth calculated by the groove depth calculation unit for the tire whose mounting position is replaced,
  The wear life distance prediction means predicts the wear life distance based on the groove depth data updated by the data update means,
  3. The tire wear warning device according to claim 2, wherein the warning means warns the driver by comparing the predicted wear life distance with an accumulated travel distance after changing the mounting position.   The wear life distance prediction means predicts the wear life distance for each tire of the front wheel and the rear wheel,
  The tire wear warning device according to any one of claims 1 to 3, wherein the warning means warns a driver for each tire of the front wheel and the rear wheel.   The tire wear warning device according to any one of claims 1 to 4, wherein the plurality of portions are an outer shoulder portion, a tread portion, and an inner shoulder portion.

Images