Bridgestone Corporation

Kabushiki Kaisha Bridgestone

Nsk Corporation

The University of Tokyo

Ntn Corporation

Yasumichi Wakao

Yasushi Hanatsuka

Keizo Akutagawa

Osamu Shimizu

Hiroshi Fujimoto

Daisuke Gunji

Isao Kuwayama

Hiroshi Morinaga

Toru Takahashi

Shinya Tsuchida

Nobuo Masaki

Ryo Sakurai

Masashi Nishida

Kentaro Nishikawa

Hiroshi Kato

Hiroki Sawada

Go Nagaya

Kazuma Nakazawa

Satoru Kawamata

Akira Kobayakawa

Keita Ishii

Takahisa Kamikura

Takehiro Imura

Masayuki Nishii

Yasuo Oosawa

Tomonori Ohiro

Katsuhiro Hata

A wireless power reception systemincludes: a power reception deviceincluding a power reception coilthat receives power supplied wirelessly from a power transmission coilof a power transmission deviceinstalled in a road surface, at least a portion of the power reception coilbeing housed in a wheelof a moving body; and a driving devicewhich is installed in the wheeland which drives the wheelwith power received by the power reception device, wherein the power reception deviceis provided with a converterand an inverter, at least a portion of the converterand at least a portion of the inverterare housed in the wheel, the converteris positioned vertically above the power reception coil, and the inverteris positioned vertically above the converter

Wireless power reception system, moving body, and wheel

A wireless power reception systemincludes: a power reception deviceincluding a power reception coilthat receives power supplied wirelessly from a power transmission coilof a power transmission deviceinstalled in a road surface, at least a portion of the power reception coilbeing housed in a wheelof a moving body; and an onboard devicewhich is installed in the moving bodyand which is electrically connected to the power reception device, wherein the power reception devicecan transmit received power to the onboard device, and the power reception coilincludes a stacked plurality of spiral coil layersand

A wireless power receiving system includes: a power receiving device having a power receiving coil configured to receive electric power supplied wirelessly from a power transmission coil of a power transmission device installed on a road surface, at least part of the power receiving coil being contained in a vehicle wheel; and in-vehicle devices installed in a mobile object, the in-vehicle devices being energizably connected to the power receiving device. The power receiving device transmits the received electric power to the in-vehicle devices.

Wireless power receiving system, mobile object, and vehicle wheel

A non-pneumatic tire has an inner annular body centered on a rotation axis portion, an outer annular body provided radially outward of the inner annular body, a wheel portion including a connecting member elastically deforming and for connecting the inner annular body and the outer annular body, and a tread portion provided radially outward of the outer annular body and in contact with a road. The non-pneumatic tire is provided with an electrode portion which is in contact with the tread portion and is provided on the radially inner side of tread portion, and a wiring portion which connects the electrode portion and the inner annular body and is formed of a conductor. A part of the wheel portion is formed of a nonmetallic material, and the electrode portion is formed of a conductor having a prescribed width in tire width direction and a prescribed length in tire circumferential direction.

Non-pneumatic tire, mobile power supply device and mobile

A tire state detection device that includes: a temperature sensor that detects a temperature in a tire air chamber; an acceleration sensor that detects acceleration associated with rotation of a tire; a pressure sensor that detects pressure in the tire air chamber; a storage unit that stores a plurality of maps for calculating a fatigue state of the tire on the basis of the detected temperature, the detected acceleration and the detected pressure; and a tire fatigue index calculation unit that calculates, by referring to each of the plurality of maps, a tire fatigue index from the detected acceleration, the detected temperature, and the detected pressure.

Tire state detection device for detecting a state of a tire of a mine transportation vehicle

A method which includes obtaining a plurality of images of tires that differ from one another in either one of or both of a tire type and a tire condition, the obtained images being regarded as teacher images; converting the teacher images into a size of a predetermined number of pixels; learning by a convolutional neural network using data of the plurality of converted teacher images as learning images, and setting parameters of the convolutional neural network; obtaining a tire image of a recognition-target tire and converting the obtained tire image into a size identical to that of the teacher images; and inputting the converted tire image of the recognition-target tire to the convolutional neural network and determining either one of or both of the type and the condition of the recognition-target tire.

Tire image recognition method and tire image recognition device

A tire contact state estimation method includes: an information acquisition step of acquiring information of the tire; a correlation strength calculation step of calculating a first correlation strength between the rotational velocity and the braking and driving force, and also calculating a second correlation strength between the slip angle and the generated lateral force; a change detection step of detecting whether the first correlation strength has increased or decreased by a first threshold or more with respect to a predetermined first reference value, and also detecting whether the second correlation strength has increased or decreased by a second threshold or more with respect to a predetermined second reference value; and an estimation step of estimating at least two of the following: a condition of a road surface in contact with the tire, a tire internal pressure state, and a tire abrasion state.

Tire contact state estimation method

The invention provides an apparatus, program, and method for controlling the automatic spraying of an antifreezing agent that can reduce the cost of the antifreezing agent and the impact of salt damages caused by the antifreezing agent. This is accomplished by reducing the amount of antifreezing agent to be sprayed automatically according to road surface condition and reducing the amount of the antifreezing agent left unused on completion of the spray operation by grasping in advance the total spray amount of the antifreezing agent. Thus, the antifreezing agent automatic spray control apparatus comprises a spray section setting unit for setting a spray section, a road surface condition data acquiring unit for acquiring road surface condition data, a spay condition data acquiring unit for acquiring spray condition data, a spray condition determining unit for determining the spay conditions for each of unit sections, a total spray amount advance calculating unit for calculating in advance the total spray amount of antifreezing agent to be sprayed for the spray section, a current position data acquiring unit for acquiring current position data, a unit section identifying unit for identifying a unit section corresponding to the current position, and a spray condition outputting unit for outputting the spray conditions for each of the unit sections to an antifreezing agent spraying unit.

Apparatus, program, and method for controlling automatic spray of antifreezing agent

A wear amount detection device to detect that a tire is in a worn state, during running, without a special sensor. The device includes a rotation sensor detecting rotation of a wheel to measure a speed of an automobile; a signal processing extracting rotation speed fluctuations synchronized with rotation, from a rotation signal detected by the rotation sensor, and obtain a rotation speed fluctuation pattern synchronized with rotation, from rotation speed fluctuations over a plurality of rotations; and a wear state determination configured to obtain, from the obtained pattern, a value of a component induced by a characteristic embodied in a tire of the wheel, the value varying in accordance with a wear state of the tire, to estimate a wear state of the tire, and to output the state.

Wear amount detection device for automobile tires

A method capable of estimating a snowy road surface condition during vehicular travel in finer classification. In this method, tire vibrations in the circumferential direction, road surface temperature (T), and tire-generated sound are detected by an acceleration sensor, a road surface thermometer, and a microphone, respectively. Then band values P, Pand Pfor a pre-leading-edge region (R), band values P, Pand Pfor a leading-edge region (R), band values P, Pand Pfor a pre-trailing-edge region (R), band values Pand Pfor a trailing-edge region (R), and band values P, Pand Pfor a post-trailing-edge region (R) are calculated from the tire vibration data. A sound pressure level ratio (Q)=(P/P), which is the ratio of a band power value (P) of a low frequency band to a band power value (P) of a high frequency band, is calculated from data on the tire-generated sound. And a road surface condition is estimated, using the band values (P), road surface temperature data (T), sound pressure level ratio (Q), and wheel speed data.

Method for estimating road surface condition

The condition of a road surface on which a vehicle is traveling is estimated accurately, using a tire having a general variable-pitch tire pattern for detection of a road surface condition. The tire for detection of a road surface condition has rows of blocks, the total number N of the circumferentially disposed blocks being 10 or more and the number n of lug grooves, each provided with a joining section connecting circumferentially adjacent blocks, being in the range of (N/2)&#x2266;n&#x2266;(N&#x2212;5). The vibrations of the tire are detected by an acceleration sensor and are subjected to a rotational order ratio analysis by a rotational order ratio analyzing unit. And the road surface condition is estimated by comparing the amplitude P of the rotational order component of the tire vibrations extracted by a rotational order component extracting unit with a predetermined threshold value K.

Road surface condition estimating method, vehicle control method, and road surface condition estimating apparatus

The invention provides a method and apparatus capable of accurately estimating a road surface condition under a traveling vehicle using unsprung acceleration and wheel speed data. The unsprung fore-aft acceleration (Gx) is detected by an acceleration sensor () attached to a knuckle () which is an unsprung component of a vehicle. At the same time, the wheel speed (Vw) is detected and the variation (&#x394;Vw) in wheel speed is calculated. Then the fluctuation range (&#x3c3;(&#x394;Vw)) of the variation in wheel speed and the fluctuation range (&#x3c3;(Gx)) of the unsprung fore-aft acceleration are calculated. And whether the road surface is a rough road surface with some bumpiness or a flat (smooth) road surface is estimated from a relationship between the fluctuation range (&#x3c3;(&#x394;Vw)) of the variation in wheel speed and the fluctuation range (&#x3c3;(Gx)) of the unsprung fore-aft acceleration.

Road surface condition estimation method, and road surface condition estimation apparatus

A simple method and apparatus for accurately estimating the contact patch shape of a moving tire. The vibration waveforms of a tire () with sipe rows (A,B) formed at the respective pitches (P, P) in the left and right shoulder lands () are detected by an acceleration sensor attached to a knuckle of the vehicle. Rotational order spectrums are obtained by performing a rotational order analysis on the vibration waveforms. The peak height (Z) of the rotational order (n) corresponding to the pitch (P) and the peak height (Z) of the rotational order (n) corresponding to the pitch (P) are extracted from the rotational order spectrums. The peak height (Z) is compared with the threshold value (K) to estimate whether the contact patch shape of the tire is longer than the contact patch length (L) of the tire contact patch shape (F) set as the use limit due to internal pressure drop or load increase, and the peak height (Z) is compared with the threshold value (K) to estimate whether it is shorter than the contact patch length (L) of the tire contact patch shape (F) set as the use limit due to internal pressure rise or load decrease.

Method and apparatus for estimating contact patch shape of tire

There is provided a method for determining a road surface state which can accurately estimate the road surface state on which a vehicle is running at one of finely classified road surface states based on a sound detection signal from a ground contact surface sound detection unit for detecting a sound in the vicinity of the ground contact surface of the tire of the running vehicle. The method calculates a wave profile of frequency dispersion by executing a 1/N octave analysis of a detected sound signal from a sound detection unitfor estimating a road surface state. The state of the road surface on which the vehicle is running is determined whether the calculated wave profile of frequency dispersion satisfies predetermined determination conditions of the respective road surface states. A microphone housed in a container is used to detect said sound, and the determining step is adapted to apply the determination conditions to the measured wave profile including a resonance caused by the container.

Method for estimating road surface state

A vehicle velocity detectoris provided, velocity V is detected from position data of the vehicle calculated by using signal from satellites, which is received by a GPS receiverinstalled to a vehicle body, wheel rotation velocity Vdetected by a wheel velocity sensoris corrected in accordance with tire inner pressure detected by a pressure sensorso as to obtain wheel rotation velocity (correction value) V, velocity ratio R=(V/V), which is ratio of the corrected wheel rotation velocity Vand the detected wheel velocity V, is calculated and tire wear amount is estimated in accordance with velocity ratio R so that tire wear amount can be measured precisely without processing the tire tread portion.

Growing community of inventors

Tokyo, Japan

Yasumichi Wakao