CN113442851A - Vehicle control device and vehicle management system - Google Patents
Vehicle control device and vehicle management system Download PDFInfo
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- CN113442851A CN113442851A CN202110263267.XA CN202110263267A CN113442851A CN 113442851 A CN113442851 A CN 113442851A CN 202110263267 A CN202110263267 A CN 202110263267A CN 113442851 A CN113442851 A CN 113442851A
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- 238000005259 measurement Methods 0.000 claims abstract description 10
- 238000012423 maintenance Methods 0.000 claims description 9
- 230000006866 deterioration Effects 0.000 abstract description 10
- 238000010586 diagram Methods 0.000 description 19
- 230000007246 mechanism Effects 0.000 description 19
- 239000003921 oil Substances 0.000 description 14
- 230000005540 biological transmission Effects 0.000 description 10
- 238000004891 communication Methods 0.000 description 9
- 230000001133 acceleration Effects 0.000 description 7
- 230000015556 catabolic process Effects 0.000 description 7
- 238000006731 degradation reaction Methods 0.000 description 6
- 239000000446 fuel Substances 0.000 description 4
- 239000000203 mixture Substances 0.000 description 4
- 230000007704 transition Effects 0.000 description 4
- 238000002485 combustion reaction Methods 0.000 description 3
- 239000010720 hydraulic oil Substances 0.000 description 3
- 230000001629 suppression Effects 0.000 description 3
- 230000003044 adaptive effect Effects 0.000 description 2
- 230000008859 change Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 239000000470 constituent Substances 0.000 description 1
- 230000002950 deficient Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 238000010295 mobile communication Methods 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000008439 repair process Effects 0.000 description 1
- 230000008458 response to injury Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
- B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
- B60R16/0232—Circuits relating to the driving or the functioning of the vehicle for measuring vehicle parameters and indicating critical, abnormal or dangerous conditions
- B60R16/0234—Circuits relating to the driving or the functioning of the vehicle for measuring vehicle parameters and indicating critical, abnormal or dangerous conditions related to maintenance or repairing of vehicles
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- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
- Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
Abstract
The present invention relates to a vehicle control device and a vehicle management system. The present invention can more appropriately determine the deterioration of a device or a component of a vehicle, and thus can maintain the vehicle in a safer state for a long period of time. A vehicle control apparatus comprising: a damage calculation unit that calculates damage to the component based on a measurement value obtained by a sensor provided in the vehicle; and a control unit that performs control for restricting the operation of the vehicle when the damage has reached a predetermined threshold value or more. The vehicle control device further includes a program storage unit that stores a program for performing the control for each of the parts, and the control unit executes the program corresponding to the part in which the damage has reached the threshold value or more.
Description
Technical Field
The present invention relates to a vehicle control device and a vehicle management system.
Background
Conventionally, as shown in patent document 1, for example, a sensor is disposed in an automobile vehicle to recognize the state of the vehicle. Conventionally, a deterioration state of a vehicle is determined based on a travel distance of the vehicle, and the vehicle is evaluated or a necessary maintenance is recommended based on the deterioration state.
[ Prior art documents ]
[ patent document ]
[ patent document 1] Japanese patent laid-open No. 2016-31123
Disclosure of Invention
[ problems to be solved by the invention ]
However, the deterioration of the device mounted on the vehicle or its component parts tends to be as follows: the driving method of the vehicle is greatly different depending on not only the driving distance of the vehicle but also the driving manner of the vehicle, the road condition of the vehicle, and the like. Therefore, regarding the deterioration of the devices or parts mounted on the vehicle, the distance or period in which the vehicle can safely travel differs among vehicles in practice, and the deterioration of the devices or parts caused by factors of the vehicles has not been considered so far. Further, since the deterioration of the devices and parts of each vehicle due to factors is not taken into consideration, appropriate measures such as issuing an alarm to the user of the vehicle accompanying the deterioration of the devices and parts of the vehicle are not taken.
The present invention has been made in view of such a background, and an object thereof is to provide a technique capable of more appropriately determining deterioration of a device or a component of a vehicle, thereby maintaining the vehicle in a safer state for a long period of time.
[ means for solving problems ]
In order to solve the above problem, a vehicle control device according to the present invention includes: a damage calculation unit 111 that calculates damage to the component based on a measurement value obtained by the sensor 101 provided in the vehicle 1; and a control unit 114 that performs control to restrict the operation of the vehicle when the damage is equal to or greater than a predetermined threshold value.
Further, the vehicle control device may further include a program storage unit 117, wherein the program storage unit 117 stores a program for performing the control for each of the parts, and the control unit 114 executes the program corresponding to the part in which the damage has reached the threshold value or more.
In the vehicle control device, the damage calculating unit 111 may determine a degree of load on the component using a map set for each component to determine the degree of damage in accordance with the measurement value, and may calculate the damage based on the degree of load and the degree of use of the component.
In addition, the vehicle control device may further include an alarm output unit 112, and the alarm output unit 112 may output an alarm when the damage is equal to or greater than the threshold value.
Further, a vehicle management system of the present invention is characterized in that: the vehicle control device is configured to include the vehicle control device and a server 2, and the vehicle control device includes: a damage calculation unit 111 that calculates damage to the component based on a measurement value obtained by the sensor 101 provided in the vehicle 1; and a control unit 114 that performs control for limiting the operation of the vehicle when the damage is equal to or greater than a predetermined threshold value; the server 2 includes a program transmitting portion 213, and the program transmitting portion 213 provides the vehicle control device with a program for controlling the operation of the vehicle corresponding to the part.
In the vehicle management system, the server 2 may include: a state information receiving portion 211 that acquires the damage from the vehicle control device; a state storage section 214 that stores the history of the damage; and a message transmitting unit 212 for transmitting a message to the dealer that maintenance is required in accordance with the elapsed time from when the damage becomes equal to or more than the threshold value.
Other problems disclosed in the present application and other solutions to the problems are apparent from the column of the first embodiment of the invention and the accompanying drawings.
[ Effect of the invention ]
According to the present invention, it is possible to maintain a vehicle in a safer state for a long period of time by making it possible to more appropriately determine deterioration of devices or parts of the vehicle.
Drawings
Fig. 1 is a diagram showing a configuration example of a vehicle management system according to the present embodiment.
Fig. 2 is a schematic diagram showing a structure of a vehicle including the vehicle control device of the present embodiment as a whole.
Fig. 3 is a diagram showing an outline of a hardware configuration of the vehicle management system according to the present embodiment.
Fig. 4 is a diagram showing an outline of a software configuration of the vehicle management system according to the present embodiment.
Fig. 5 is a diagram showing an example of calculation of damage on the shaft.
Fig. 6 is a diagram showing an example of calculation of the breakage of the Lock-up Clutch (LC).
Fig. 7 is an example of a graph showing the transition of the damage.
Fig. 8 is a diagram illustrating suppression of maximum acceleration in Adaptive Cruise Control (ACC).
Fig. 9 is an example of a graph showing the time when the alarm is being output.
Fig. 10 is a diagram for explaining the operation of the vehicle management system according to the present embodiment.
Fig. 11 is a diagram illustrating damage when the security mode is utilized.
[ description of symbols ]
1: vehicle with a steering wheel
2: server
3: dealer terminal
4: communication network
111: damage calculating section
112: alarm output unit
113: status information transmitting unit
114: driving mode setting unit (control unit)
115: program updating part
116: defective memory unit
117: program storage unit
211: status information receiving unit
212: message sending part
213: program transmitting unit
214: state storage unit
311: message receiving part
312: message output unit
Detailed Description
Hereinafter, a vehicle management system according to an embodiment of the present invention will be described with reference to the drawings.
< overview of the System >
The vehicle management system of the present embodiment is a system that attempts to change a vehicle to a safe mode in response to damage of parts of the automobile vehicle, thereby maintaining the vehicle in a state as safe as possible. The safe mode is a mode in which the function is restricted so as to reduce the load on the parts. In the safe mode, for example, the maximum acceleration generated in the vehicle is suppressed in ACC (adaptive cruise control) in order to reduce the axle stress, or the driving force or acceleration is reduced, and a map for controlling the transmission or the like is changed. The contents of the safety mode can be set for each device mounted on the vehicle or its constituent parts.
Fig. 1 is a diagram showing a configuration example of a vehicle management system according to the present embodiment. The vehicle management system of the present embodiment includes a vehicle 1 and a server 2. The vehicle 1 and the server 2 are communicably connected via a communication network 4. The communication network 4 is, for example, the internet, and is constructed by, for example, a public telephone network, a mobile telephone network, a wireless communication line, an ethernet (registered trademark), or the like. Further, the server 2 is also communicably connected to a dealer terminal 3 of a dealer of the vehicle 1 via a communication network 4.
The vehicle 1 includes a shift controller (Transmission Control Unit (TCU); a vehicle Control device corresponding to the present invention) 90 for controlling a Transmission (Transmission). In the present embodiment, the shift controller 90 can calculate the damage of each component such as the transmission and perform the transition to the safe mode in response to the calculated damage. In addition, the shift controller 90 may transmit the calculated travel distance of the damage from the vehicle 1 to the server 2. The parts described herein also include consumables such as oil. For example, the meiner's theorem (Miner's rule) can be used for the damage calculation of the part, and an arrhenius model (arrhenius model) can be used for the damage (degradation degree) calculation of the oil. The server 2 may accumulate the lapse of the damage. The server 2 may recommend the dealer terminal 3 for maintenance in accordance with the elapsed time from when the damage becomes equal to or more than a predetermined threshold value.
< Structure of vehicle >
Fig. 2 is a schematic diagram showing the overall configuration of a vehicle 1 including the vehicle management device according to the present embodiment. In fig. 2, reference numeral 10 denotes an engine (internal combustion engine (drive source)). The engine 10 is mounted on the vehicle 1 including the drive wheels 12.
A throttle valve (not shown) disposed in an intake system of the engine 10 is mechanically disconnected from an accelerator pedal 16 disposed on a floor surface of a driver's seat of the vehicle, is connected to a Drive By Wire (DBW) mechanism 18 including an actuator such as an electric motor, and is opened and closed By the DBW mechanism 18.
The intake air adjusted in amount by the throttle valve flows through the intake manifold, is mixed with the fuel injected from the injector 20 in the vicinity of the intake port of each cylinder to form an air-fuel mixture, and when the intake valve has been opened, the air-fuel mixture flows into the combustion chamber of the cylinder. In the combustion chamber, the mixture is ignited by the spark plug and burned, and after driving the piston to rotate the crankshaft 22, the mixture becomes exhaust gas and is discharged to the outside of the engine 10.
The rotation of the crankshaft 22 is input to a Continuously Variable Transmission (hereinafter referred to as "CVT") 26 via a torque converter 24. That is, the rotation of the output shaft of the engine 10 determined by the throttle opening degree adjusted in accordance with the operation of the accelerator pedal 16 by the DBW mechanism 18 is input to the CVT 26 via the torque converter 24.
A crankshaft 22 of the engine 10 is connected to a pump impeller (pump impeller)24a of a torque converter 24, and a turbine runner (turbine runner)24b that is disposed opposite thereto and that accommodates fluid (working oil) is connected to a main shaft (input shaft) MS. The torque converter 24 includes a lock-up clutch 24 c.
The CVT 26 includes: an input pulley (Drive pulley) 26a disposed on the main shaft MS, an output pulley (Driven pulley) 26b disposed on a counter shaft (output shaft) CS parallel to the main shaft MS and coupled to the Drive wheels 12, and an endless transmission element, for example, a metal belt 26c, wound therebetween.
The rotation of the counter shaft CS is transmitted from the secondary shaft (intermediate shaft) SS toward the drive wheels 12 via gears. That is, the rotation of the counter shaft CS is transmitted to the secondary shaft SS via the gear 30a and the gear 30b, and the rotation is transmitted to the left and right drive wheels (only right side shown) 12 from the differential mechanism (differential mechanism)32 via the gear 30c and the drive shaft (drive shaft) 34.
A disc brake 36 is disposed near four wheels including a drive wheel (front wheel) 12 and a driven wheel (rear wheel, not shown), and a brake pedal 40 is disposed on a floor of a driver's seat of the vehicle.
In the forward/reverse switching mechanism 28, the forward clutch 28a and the reverse brake clutch 28b are switched by a driver operating a range selector 44 provided in a vehicle seat to select, for example, any one of P, R, N, D constant speed ratio ranges. The range selection of the speed ratio by the driver operating the range selector 44 is transmitted to the manual valve of the oil pressure supply mechanism 46.
Although not shown, the hydraulic pressure supply mechanism 46 includes a hydraulic pump that is driven by the engine 10 and pumps up the hydraulic oil from a reservoir and discharges the hydraulic oil to an oil passage, and various control valves and solenoid valves disposed in the oil passage, and supplies the hydraulic pressure obtained by adjusting the pressure of the discharged hydraulic oil to the lock-up clutch 24c of the torque converter 24 to engage and disengage the lock-up clutch 24 c.
The hydraulic pressure supply mechanism 46 supplies hydraulic pressure to the piston chambers of the pulleys 26a and 26b of the CVT 26. As a result, the pulley width between the pulleys 26a and 26b changes, the winding radius of the belt 26c changes, and the speed ratio (ratio) for transmitting the rotation of the engine 10 to the drive wheels 12 changes steplessly.
Further, the hydraulic pressure supply mechanism 46 supplies hydraulic pressure to the piston chamber of the forward clutch 28a or the reverse brake clutch 28b of the forward/reverse switching mechanism 28 via a manual valve operated in accordance with the position of the speed ratio range selector 44 operated by the driver, and the vehicle 1 can be made to travel in the forward direction or the reverse direction.
A crank angle sensor 50 is provided at an appropriate position such as near a camshaft (not shown) of the engine 10, and a signal indicating the engine speed NE is output at each predetermined crank angle position of the piston. In the intake system, an absolute pressure sensor 52 is provided at an appropriate position downstream of the throttle valve, and outputs a signal proportional to an absolute pressure (engine load) PBA in the intake pipe.
A throttle opening sensor 54 is provided to an actuator of the DBW mechanism 18, and a signal proportional to the opening TH of the throttle valve is output via the rotation amount of the actuator.
An accelerator opening sensor 60 is provided in the vicinity of the accelerator pedal 16 to output a signal proportional to an accelerator opening AP corresponding to a depression amount (accelerator pedal operation amount) of the accelerator pedal 16 by the driver, and a brake switch 62 is provided in the vicinity of the brake pedal 40 to output an on signal corresponding to an operation of the brake pedal 40 by the driver.
The output of the crank angle sensor 50 and the like is sent to the engine controller 66. The engine controller 66 includes a microcomputer including a Central Processing Unit (CPU), a Read Only Memory (ROM), a Random Access Memory (RAM), an Input/Output (I/O interface), and the like, controls the operation of the DBW mechanism 18 based on the sensor Output, and controls fuel injection by the injector 20 and ignition timing by a spark plug, and the like.
The main shaft MS is provided with an NT sensor (rotation speed sensor) 70, which outputs a pulse signal indicating the rotation speed of the turbine rotor 24b, specifically, the rotation speed NT of the main shaft MS, more specifically, the rotation speed of the transmission input shaft (and the rotation speed of the input shaft of the forward clutch 28 a).
An NDR sensor (rotational speed sensor) 72 is provided at an appropriate position in the vicinity of the input pulley 26a of the CVT 26, and outputs a pulse signal corresponding to the rotational speed NDR of the input pulley 26a, in other words, the rotational speed of the output shaft of the forward clutch 28 a.
An NDN sensor (rotation speed sensor) 74 is provided at an appropriate position in the vicinity of the output pulley 26b, and outputs a pulse signal indicating the rotation speed NDN of the output pulley 26b, specifically the rotation speed of the counter shaft CS, more specifically the rotation speed of the transmission output shaft.
A vehicle speed sensor (rotation speed sensor) 76 is provided in the vicinity of the gear 30b of the secondary shaft SS, and outputs a pulse signal indicating the rotation speed and the rotation direction of the secondary shaft SS (specifically, a pulse signal indicating the vehicle speed V).
A speed ratio range selector switch 80 is provided in the vicinity of the speed ratio range selector 44, and outputs a signal corresponding to the R, N, D constant speed ratio range selected by the driver.
A hydraulic sensor 82 is disposed in an oil passage of the hydraulic supply mechanism 46, and outputs a signal corresponding to the hydraulic pressure supplied to the output pulley 26 b. An oil temperature sensor 84 is disposed in the reservoir and outputs a signal corresponding to the oil temperature.
The output of the NT sensor 70 and the like is sent to the shift controller 90. The shift controller 90 also includes a microcomputer including a CPU, ROM, RAM, I/O interface, and the like, and is configured to freely communicate with the engine controller 66. The shift controller 90 is connected to the communication device 91, and can communicate with an external device via the communication device 91.
The shift controller 90 controls the forward/reverse switching mechanism 28, the CVT 26, and the torque converter 24 by exciting/deexciting the solenoid valve of the hydraulic pressure supply mechanism 46 based on the detection value.
< System hardware >
Fig. 3 is a diagram showing an outline of a hardware configuration of the vehicle management system according to the present embodiment. As described above, the vehicle 1 includes various sensors 101 (including the crank angle sensor 50, the absolute pressure sensor 52, the accelerator opening sensor 60, the NT sensor 70, the NDR sensor 72, the NDN sensor 74, the vehicle speed sensor 76, the oil pressure sensor 82, the oil temperature sensor 84, and any other sensors not shown), the shift controller 90, and the communicator 91, and the shift controller 90 includes the CPU 901, the ROM 902, the RAM 903, and the I/O interface 904. The server 2 includes a CPU 201, a memory 202, a storage device 203, and a communicator 204, and the dealer terminal 3 includes a CPU 301, a memory 302, a storage device 303, a communicator 304, an input device 305, and an output device 306. The communicators 91, 204, and 304 are, for example, an adapter for connecting to an ethernet (registered trademark), a modem for connecting to a public telephone network, a wireless communicator for performing wireless communication, a Universal Serial Bus (USB) connector for Serial communication, an RS232C connector, or the like.
< System software >
Fig. 4 is a diagram showing an outline of a software configuration of the vehicle management system according to the present embodiment.
The shift controller 90 includes: damage calculating unit 111, alarm outputting unit 112, state information transmitting unit 113, driving mode setting unit (control unit) 114, program updating unit 115, damage storage unit 116, and program storage unit 117.
The damage storage unit 116 stores a record containing a damage (hereinafter referred to as damage information). The damage information includes a date and time when the damage was calculated, a part Identifier (ID) identifying the part (including oil), a travel distance, and the calculated damage.
The program storage section 117 stores a program for shifting to the security mode. The safety mode can be set for each component, and the program storage unit 117 stores a program for each component. The shift controller 90 executes the program already stored in the program storage portion 117, whereby it is possible to realize, for example, suppression of the maximum acceleration in the ACC for reducing the shaft stress, reduction of the driving force or acceleration, change of the map for controlling parts, and the like.
The damage calculation section 111 calculates damage based on the measurement value that has been acquired from the sensor 101. The damage calculation unit 111 can calculate the damage of each component such as a gear, a bearing, a differential case, and a belt using the meiner's theorem. In addition, the damage calculating section 111 may calculate the damage of the oil using an arrhenius model. The damage calculation unit 111 stores the calculated damage in the damage storage unit 116 together with the travel distance of the vehicle 1 for each component (including oil). The travel distance may be acquired from the sensor 101. The damage calculation unit 111 may periodically (for example, every 1 minute, 5 minutes, 1 hour, or any other time) acquire a measurement value from the sensor 101 and calculate damage.
The damage calculation unit 111 may determine the degree of load on the device or component using a map set for each device or component to determine the degree of load on the device or component in accordance with the measurement value obtained by the sensor 101, and calculate damage based on the determined degree of load and the degree of use of the device or component.
Fig. 5 is a diagram showing an example of calculation of damage to the shaft of the CVT 26. The damage calculating unit 111 acquires measured values such as torque, gear ratio, and shaft thrust from the sensor 101, determines shaft stress corresponding to the measured values from a stress map set in advance, and calculates damage to the shaft by multiplying the determined shaft stress by the rotation speed of the pulley. The damage is stored in the damage storage section 116. The damage calculation unit 111 determines the axial stress using the stress table and calculates the instantaneous damage of the axis at predetermined time intervals such as 10 ms.
Fig. 6 is a diagram showing an example of calculation of the breakdown of the Lockup Clutch (LC)24 c. The damage calculating unit 111 may acquire the temperature of the LC panel from the sensor 101, determine the LC degradation degree corresponding to the temperature of the LC panel from a preset LC degradation degree (damage degree) table, acquire the time during which the LC slip occurs from the sensor 101, and calculate the instantaneous damage of the LC by multiplying the time by the degradation degree. The transient damage is also accumulated in the damage storage section 116. The damage calculation unit 111 determines the LC degradation degree using the LC degradation degree table and calculates the instantaneous damage of the LC at predetermined time intervals such as 10 ms.
Returning to fig. 4, when the damage is equal to or greater than a predetermined threshold value, the alarm output unit 112 outputs an alarm. The alarm output unit 112 may display an alarm by a lamp or the like, output an alarm by sound from a speaker, or display a message on a display, for example.
The status information transmitting unit 113 transmits the damage and the output status of the alarm (hereinafter, referred to as status information) to the server 2. The state information transmitting portion 113 can read the damage information that has been stored in the damage storage portion 116, and transmits the vehicle ID indicating the vehicle 1 and the user ID indicating the user of the vehicle 1, and information indicating whether the alarm output portion 112 is outputting the alarm, to the server 2, including the read damage information. The status information transmitting unit 113 may periodically transmit status information. The status information transmitting unit 113 may transmit all the damage information already stored in the damage storage unit 116, or may transmit only a part of the damage information. Further, the state information transmitting unit 113 may delete the damage information transmitted to the server 2 from the damage storage unit 116.
The driving mode setting unit 114 switches between the safe mode and the normal mode. When the damage of the device or the component is equal to or more than a predetermined threshold value, the driving mode setting unit 114 may read out a program corresponding to the device or the component from the program storage unit 117 and execute the program, thereby changing to the safety mode. Fig. 7 is an example of a graph showing the transition of the damage. As shown in fig. 7, the driving mode setting portion 114 transitions to the safety mode when the damage of the device or the part has reached a prescribed threshold value. Fig. 8 is a diagram illustrating suppression of maximum acceleration in the ACC. In the case where the damage of the axle has reached the threshold value, the driving mode setting portion 114 executes the program corresponding to the axle, thereby suppressing the maximum acceleration of the vehicle 1 in the ACC from G2 to G1 in the example of fig. 8 (G2 > G1). This can suppress the shaft stress, effectively reduce the possibility of failure of the shaft, and keep the vehicle 1 as safe as possible.
The program updating unit 115 updates the program stored in the program storage unit 117. The program update section 115 may receive The program from The server 2 by so-called Over The Air (OTA) to update The program storage section 116. The object to be rewritten by OTA is not limited to a program, and various diagrams may be changed.
As shown in fig. 4, the server 2 includes: status information receiving unit 211, message transmitting unit 212, program transmitting unit 213, and status storing unit 214.
The status information receiving unit 211 receives status information from the vehicle 1. The status information receiving unit 211 registers the received status information in the status storage unit 214.
The state storage unit 214 stores state information. The status information includes a vehicle ID indicating the vehicle 1, a user ID indicating a user of the vehicle 1, a date and time, a part ID indicating a device or a part, a travel distance of the vehicle 1, damage calculated for the device or the part, and information indicating whether an alarm is being output.
The message transmitting unit 212 transmits a message for recommending maintenance of the device or the component in response to the damage. In the present embodiment, the message transmitting unit 212 transmits the message to the dealer terminal 3, but may transmit the message to the vehicle 1 or a user terminal of a user of the vehicle 1 (a mobile communication terminal or the like owned by the user). The message transmission unit 212 may transmit the message when the state information including the damage equal to or more than the predetermined threshold value is received, or may transmit the message when the time during which the alarm is being output has reached the predetermined threshold value or more. Fig. 9 is an example of a graph showing the time when the warning (alarm) has been output. As shown in fig. 9, a period (day) during which a warning (alarm) is being output to each user (vehicle 1) is shown, and a message is sent to the dealer terminal 3 for mr/woman X whose period has reached 100 days or more in the example of this figure.
The dealer terminal 3 is a terminal for a dealer
As shown in fig. 4, the dealer terminal 3 includes a message receiving section 311, a message output section 312.
The message receiving section 311 receives an alarm or a message from the server 2.
The message output section 312 outputs the alarm or the message received by the message receiving section 311.
< operation >
Fig. 10 is a diagram for explaining the operation of the vehicle management system according to the present embodiment.
The shift controller 90 calculates the damage of each component in the vehicle 1 (S501), and when the calculated damage has reached a predetermined threshold value or more (YES in S502), outputs an alarm (S503), and shifts to the safe mode (S504). The shift controller 90 transmits status information including the time at which the damage and the alarm are being output (elapsed time from when the damage reaches the threshold) to the server 2 (S505).
When the alarm output time is equal to or longer than the predetermined threshold value (yes in S506), the server 2 transmits a message indicating that maintenance is required to the dealer terminal 3 (S507).
As described above, in the vehicle management system according to the present embodiment, since the vehicle 1 can be switched to the safe mode when the device or the component of the vehicle 1 is damaged to a certain extent or more, the vehicle 1 can be kept as safe as possible. Fig. 11 is a diagram illustrating damage when the security mode is utilized. As shown in fig. 11, the time and the travel distance before the damage of the level at which the failure such as the breakage occurs in the component can be extended by switching to the safety mode at the time point when the damage reaches the threshold value.
In the vehicle management system according to the present embodiment, the dealer can be urged to perform maintenance on the vehicle 1 for which the alarm is output for a long time. As shown in fig. 11, by replacing parts, damage to the parts is naturally reduced, and the period of safe riding can be extended. Therefore, for example, even when the vehicle 1 is used over a durability guarantee distance, it is expected that maintenance for repair and replacement is performed by the dealer's lead before a failure situation occurs in the vehicle 1, and thus the user can ride the vehicle 1 for a long time.
The present embodiment has been described above, but the embodiment is for easy understanding of the present invention, and is not to be construed as limiting the present invention. The present invention may be modified and improved without departing from the gist thereof, and equivalents thereof are also included in the present invention.
For example, in the present embodiment, the server 2 transmits only a message for prompting maintenance to the dealer terminal 3, but the date and time of access to the dealer by the user of the vehicle 1 may be reserved. In this case, the server 2 may set the date and time of the appointment on the user's schedule, for example.
In the present embodiment, the threshold for warning damage is fixed, but the threshold may be updated, for example, by OTA.
Claims (6)
1. A vehicle control apparatus characterized by comprising:
a damage calculation unit that calculates damage to the component based on a measurement value obtained by a sensor provided in the vehicle; and
and a control unit that performs control to restrict the operation of the vehicle when the damage is equal to or greater than a predetermined threshold value.
2. The vehicle control apparatus according to claim 1,
further comprising a program storage unit that stores a program for performing the control for each of the parts,
the control portion executes the program corresponding to the part for which the damage has reached the threshold value or more.
3. The vehicle control apparatus according to claim 1,
the damage calculation unit determines a degree of load on the component using a table set for each of the components for determining the degree of damage in accordance with the measurement value, and calculates the damage based on the degree of load and the degree of use of the component.
4. The vehicle control apparatus according to claim 1,
further comprising an alarm output section that outputs an alarm if the damage has reached the threshold value or more.
5. A vehicle management system, characterized in that,
comprises a vehicle control device and a server,
the vehicle control device includes:
a damage calculation unit that calculates damage to the component based on a measurement value obtained by a sensor provided in the vehicle; and
a control unit that performs control for limiting the operation of the vehicle when the damage is equal to or greater than a predetermined threshold value;
the server includes a program transmitting portion that provides the vehicle control device with a program for controlling an operation of the vehicle in correspondence with the part.
6. The vehicle management system according to claim 5,
the server includes:
a state information receiving portion that acquires the damage from the vehicle control device;
a state storage unit that stores the history of the damage; and
and a message transmitting unit that transmits a message to the dealer that maintenance is required in accordance with an elapsed time from when the damage becomes equal to or more than the threshold value.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2020-056607 | 2020-03-26 | ||
| JP2020056607A JP7390231B2 (en) | 2020-03-26 | 2020-03-26 | Vehicle control device and vehicle management system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113442851A true CN113442851A (en) | 2021-09-28 |
Family
ID=77808935
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110263267.XA Withdrawn CN113442851A (en) | 2020-03-26 | 2021-03-11 | Vehicle control device and vehicle management system |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP7390231B2 (en) |
| CN (1) | CN113442851A (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2010078025A (en) * | 2008-09-25 | 2010-04-08 | Honda Motor Co Ltd | Belt deterioration determining device for continuously variable transmission |
| CN104460647A (en) * | 2013-09-25 | 2015-03-25 | 福特全球技术公司 | Systems and methods for identification of a compromised module |
| JP2016031123A (en) * | 2014-07-30 | 2016-03-07 | 本田技研工業株式会社 | Control device for stepless transmission |
| US20180051637A1 (en) * | 2016-08-16 | 2018-02-22 | Dana Heavy Vehicle Systems Group, Llc | Damage protection for multi-function axle |
| CN108027049A (en) * | 2015-10-02 | 2018-05-11 | 加特可株式会社 | The control device of vehicle |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4252909B2 (en) * | 2004-02-13 | 2009-04-08 | 株式会社日立製作所 | Vehicle diagnostic system |
| JP6900895B2 (en) * | 2017-12-22 | 2021-07-07 | トヨタ自動車株式会社 | Vehicle control device |
-
2020
- 2020-03-26 JP JP2020056607A patent/JP7390231B2/en active Active
-
2021
- 2021-03-11 CN CN202110263267.XA patent/CN113442851A/en not_active Withdrawn
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2010078025A (en) * | 2008-09-25 | 2010-04-08 | Honda Motor Co Ltd | Belt deterioration determining device for continuously variable transmission |
| CN104460647A (en) * | 2013-09-25 | 2015-03-25 | 福特全球技术公司 | Systems and methods for identification of a compromised module |
| JP2016031123A (en) * | 2014-07-30 | 2016-03-07 | 本田技研工業株式会社 | Control device for stepless transmission |
| CN108027049A (en) * | 2015-10-02 | 2018-05-11 | 加特可株式会社 | The control device of vehicle |
| US20180051637A1 (en) * | 2016-08-16 | 2018-02-22 | Dana Heavy Vehicle Systems Group, Llc | Damage protection for multi-function axle |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2021156347A (en) | 2021-10-07 |
| JP7390231B2 (en) | 2023-12-01 |
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Application publication date: 20210928 |
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