JP2021156347A - Vehicle control device and vehicle management system - Google Patents

Abstract

To enable a vehicle to be maintained in an enhanced safe state for a long period by determining deterioration of a device and a component of a vehicle with improved appropriateness.SOLUTION: A vehicle control device comprises: a damage calculation section which calculates damage to a component on the basis of a measurement value of a sensor installed on a vehicle; and a control section which performs control to limit performance of the vehicle when the damage becomes equal to or higher than a predetermined threshold. The vehicle control device also has a program storage section which stores a program to perform the control for each component. The control section executes the program corresponding to the component having the damage equal to or higher than the threshold.SELECTED DRAWING: Figure 4

Description

The present invention relates to a vehicle control device and a vehicle management system.

Conventionally, as shown in Patent Document 1, for example, a sensor is arranged on an automobile vehicle to grasp the state of the vehicle. Further, conventionally, the deterioration state of the vehicle is determined based on the mileage of the vehicle, the vehicle is evaluated based on the deterioration state, and the necessary maintenance is recommended.

Japanese Unexamined Patent Publication No. 2016-31123

However, the deterioration of the device mounted on the vehicle and its components tends to vary greatly depending on factors such as not only the mileage of the vehicle but also the driving method of the vehicle and the road conditions on which the vehicle travels. Therefore, regarding the deterioration of the equipment and parts mounted on the vehicle, the distance and period during which the vehicle can safely travel differ from vehicle to vehicle, but the deterioration of the equipment and parts due to factors of each vehicle has been considered so far. It wasn't done. In addition, since deterioration of devices and parts due to factors of each vehicle was not taken into consideration, appropriate measures such as issuing an alert to the user of the vehicle due to deterioration of the devices and parts of the vehicle were not taken.

The present invention has been made in view of such a background, and the vehicle can be kept in a safer state for a long period of time by making it possible to more appropriately determine the deterioration of the device and parts of the vehicle. The purpose is to provide technology.

In order to solve the above problems, the vehicle control device according to the present invention includes a damage calculation unit (111) that calculates damage to parts based on a value measured by a sensor (101) provided in the vehicle (1), and the damage. Is provided with a control unit (114) that controls the operation of the vehicle when the value exceeds a predetermined threshold value.

Further, the vehicle control device further includes a program storage unit (117) for storing a program for performing the control for each of the parts, and the control unit (114) is said to have the damage equal to or higher than the threshold value. The program corresponding to the component may be executed.

Further, in this vehicle control device, the damage calculation unit (111) uses a map for determining the degree of damage according to the measured value set for each part, and the degree of load on the parts. The damage may be calculated based on the degree of the load and the degree of use of the component.

Further, the vehicle control device may further include an alert output unit (112) that outputs an alert when the damage exceeds the threshold value.

Further, the vehicle management system according to the present invention is configured to include the vehicle control device and the server (2), and the vehicle control device calculates damage to parts based on the measured values by sensors provided in the vehicle. The server (2) includes a damage calculation unit (111) for performing the damage calculation unit and a control unit (114) for controlling the operation of the vehicle when the damage exceeds a predetermined threshold value. It is characterized by including a program transmission unit (213) that provides the vehicle control device with a program for controlling the operation of the vehicle according to the parts.

Further, in this vehicle management system, the server (2) includes a state information receiving unit (211) that acquires the damage from the vehicle control device, a state storage unit (214) that stores the history of the damage, and the above. A message transmitting unit (212) for transmitting a message to the dealer that maintenance is required may be provided according to the elapsed time from the time when the damage becomes equal to or higher than the threshold value.

Other problems disclosed in the present application and solutions thereof will be clarified in the columns and drawings of the embodiments of the invention.

According to the present invention, it is possible to keep the vehicle in a safer state for a long period of time by making it possible to more appropriately determine the deterioration of the device and parts of the vehicle.

It is a figure which shows the configuration example of the vehicle management system of this embodiment. It is the schematic which shows the structure of the vehicle provided with the vehicle control device which concerns on this embodiment as a whole. It is a figure which shows the outline of the hardware configuration of the vehicle management system of this embodiment. It is a figure which shows the outline of the software structure of the vehicle management system of this embodiment. It is a figure which shows an example of the calculation of the damage about a shaft. It is a figure which shows an example of the calculation of the damage of a lockup clutch (LC). This is an example of a graph showing the transition of damage. It is a figure explaining the suppression of the maximum acceleration in ACC. This is an example of a graph showing the time when an alert is output. It is a figure explaining the operation of the vehicle management system of this embodiment. It is a figure explaining the damage when the safe mode is used.

Hereinafter, a vehicle management system according to an embodiment of the present invention will be described with reference to the drawings.
<System overview>
The vehicle management system of the present embodiment tries to keep the vehicle as safe as possible by shifting the vehicle to the safe mode according to the damage of the parts of the automobile vehicle. Safe mode is to limit the functions so as to reduce the load on the parts. In safe mode, for example, in order to reduce shaft stress, the maximum acceleration generated in the vehicle in ACC (Adaptive Cruise Control) is suppressed, the driving force and acceleration are reduced, and the map for controlling the transmission etc. is changed. And so on. The contents of the safe mode can be set for each device mounted on the vehicle and its components.

FIG. 1 is a diagram showing a configuration example of the vehicle management system of 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 to each other via the communication network 4. The communication network 4 is, for example, the Internet, and is constructed by, for example, a public telephone line network, a mobile phone line network, a wireless communication path, Ethernet (registered trademark), or the like. The server 2 is also communicably connected to the dealer terminal 3 of the dealer of the vehicle 1 via the communication network 4.

The vehicle 1 includes a shift controller (TCU; Transmisson Control Unit; corresponding to the vehicle control device of the present invention) 90 for controlling a transmission (transmission) and the like. In the present embodiment, the shift controller 90 can calculate the damage of each component such as the transmission, and shift to the safe mode according to the calculated damage. Further, the shift controller 90 can transmit the calculated damage and the mileage of the vehicle 1 to the server 2. The parts referred to here include consumables such as oil. For example, a minor rule can be used to calculate the damage of parts, and an Arrhenius model can be used to calculate the damage (degree of deterioration) of oil. The server 2 can accumulate the transition of damage. Further, the server 2 can make a maintenance proposal to the dealer terminal 3 according to the elapsed time after the damage becomes equal to or higher than a predetermined threshold value.

<Vehicle configuration>
FIG. 2 is a schematic view showing the overall configuration of the vehicle 1 provided with the vehicle control device according to the present embodiment. In FIG. 2, reference numeral 10 indicates an engine (internal combustion engine (drive source)). The engine 10 is mounted on the vehicle 1 provided with the drive wheels 12.

The throttle valve (not shown) arranged in the intake system of the engine 10 is mechanically disconnected from the accelerator pedal 16 arranged on the floor surface of the driver's seat of the vehicle, and is a DBW (Drive By Wire) composed of an actuator such as an electric motor. ) It is connected to the mechanism 18 and opened and closed by the DBW mechanism 18.

The intake air metered by the throttle valve flows through the intake chamber and mixes with the fuel injected from the injector 20 near the intake port of each cylinder to form an air-fuel mixture. It flows into the combustion chamber of the cylinder. In the combustion chamber, the air-fuel mixture is ignited by a spark plug and burned, and after driving the piston to rotate the crankshaft 22, it becomes exhaust and is discharged to the outside of the engine 10.

The rotation of the crankshaft 22 is input to the continuously variable transmission (hereinafter referred to as "CVT") 26 via the torque converter 24. That is, the rotation of the output shaft of the engine 10 determined by the throttle opening degree adjusted by the operation of the accelerator pedal 16 of the driver by the DBW mechanism 18 is input to the CVT 26 via the torque converter 24.

The crankshaft 22 of the engine 10 is connected to the pump impeller 24a of the torque converter 24, while the turbine runner 24b, which is arranged to face the pump impeller 24a and receives the fluid (hydraulic oil), is connected to the main shaft (input shaft) MS. .. The torque converter 24 includes a lockup clutch 24c.

The CVT 26 is parallel to the input pulley (drive (DR) pulley) 26a arranged on the main shaft MS and the output pulley arranged on the counter shaft (output shaft) CS connected to the drive wheels 12 while being parallel to the main shaft MS. It consists of a (driven (DN) pulley) 26b and an endless transmission element hung between them, for example a metal belt 26c.

The CVT 26 is connected to the engine 10 via the forward / backward switching mechanism 28. The forward / backward switching mechanism 28 includes a forward clutch 28a that enables the vehicle 1 to travel in the forward direction, a reverse brake clutch 28b that enables the vehicle 1 to travel in the reverse direction, and a planetary gear mechanism 28c arranged between them. ..

The rotation of the counter shaft CS is transmitted from the secondary shaft (intermediate shaft) SS to the drive wheels 12 via gears. That is, the rotation of the counter shaft CS is transmitted to the secondary shaft SS via the gears 30a and 30b, and the rotation is transmitted from the differential mechanism (differential mechanism) 32 to the left and right via the drive shaft (drive shaft) 34 via the gear 30c. It is transmitted to the drive wheel (shown only on the right side) 12 of.

Disc brakes 36 are arranged near the four wheels consisting of driving wheels (front wheels) 12 and driven wheels (rear wheels, not shown), and brake pedals 40 are arranged on the floor of the driver's seat of the vehicle. ..

In the forward / backward switching mechanism 28, the forward clutch 28a and the reverse brake clutch 28b are switched by the driver operating a range selector 44 provided in the driver's seat of the vehicle to select one of the ranges such as P, R, N, and D. It is done by selecting. The range selection by the operation of the range selector 44 by the driver is transmitted to the manual valve of the hydraulic supply mechanism 46.

Although not shown, the hydraulic supply mechanism 46 includes a hydraulic pump driven by the engine 10 to pump hydraulic oil from the reservoir and discharge it to the oil passage, and various control valves and electromagnetic valves arranged in the oil passage. The hydraulic pressure obtained by adjusting the pressure of the hydraulic oil is supplied to the lockup clutch 24c of the torque converter 24, and the lockup clutch 24c is engaged and released.

Further, the oil pressure supply mechanism 46 supplies the oil 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 gear ratio (ratio) that transmits the rotation of the engine 10 to the drive wheels 12 is steplessly changed.

Further, the oil pressure supply mechanism 46 supplies the oil pressure to the piston chamber of the forward clutch 28a or the reverse brake clutch 28b of the forward / backward switching mechanism 28 via a manual valve that operates according to the position of the range selector 44 operated by the driver. , The vehicle 1 can travel in the forward direction or the reverse direction.

A crank angle sensor 50 is provided at an appropriate position such as near the camshaft (not shown) of the engine 10, and outputs a signal indicating the engine rotation speed NE at each predetermined crank angle position of the piston. An absolute pressure sensor 52 is provided at an appropriate position downstream of the throttle valve in the intake system, and outputs a signal proportional to the absolute pressure (engine load) PBA in the intake pipe.

The actuator of the DBW mechanism 18 is provided with a throttle opening sensor 54, and outputs a signal proportional to the opening TH of the throttle valve through the amount of rotation of the actuator.

Further, an accelerator opening sensor 60 is provided near the accelerator pedal 16 to output a signal proportional to the accelerator opening AP corresponding to the amount of depression (accelerator pedal operation amount) by the driver of the accelerator pedal 16 and to brake. A brake switch 62 is provided near the pedal 40 to output an on signal according to the operation of the brake pedal 40 by the driver.

The output of the crank angle sensor 50 and the like described above is sent to the engine controller 66. The engine controller 66 includes a microcomputer including a CPU, ROM, RAM, I / O, etc., controls the operation of the DBW mechanism 18 based on the sensor outputs, and determines the fuel injection timing by the injector 20 and the ignition timing by the spark plug or the like. Control.

The main shaft MS is provided with an NT sensor (rotation speed sensor) 70, and the rotation speed of the turbine runner 24b, specifically the rotation speed NT of the main shaft MS, more specifically, the transmission input shaft rotation speed (and A pulse signal indicating the input shaft rotation speed of the forward clutch 28a) is output.

An NDR sensor (rotation speed sensor) 72 is provided at an appropriate position near the input pulley 26a of the CVT 26 to output a pulse signal corresponding to the rotation speed NDR of the input pulley 26a, in other words, the output shaft rotation speed of the forward clutch 28a. do.

An NDN sensor (rotation speed sensor) 74 is provided at an appropriate position near the output pulley 26b, and the rotation speed NDN of the output pulley 26b, specifically the rotation speed of the counter shaft CS, more specifically, the transmission output shaft. Outputs a pulse signal indicating the number of revolutions.

A vehicle speed sensor (rotation speed sensor) 76 is provided near the gear 30b of the secondary shaft SS to output a pulse signal indicating the rotation speed and rotation direction of the secondary shaft SS (specifically, a pulse signal indicating the vehicle speed V). do.

Further, a range selector switch 80 is provided in the vicinity of the range selector 44 described above, and outputs signals according to a range such as R, N, D selected by the driver.

A oil pressure sensor 82 is arranged in the oil passage of the oil pressure supply mechanism 46 to output a signal corresponding to the oil pressure supplied to the output pulley 26b. An oil temperature sensor 84 is arranged in the reservoir to output a signal according to the oil temperature.

The output of the NT sensor 70 or the like described above is sent to the shift controller 90. The shift controller 90 also includes a microcomputer including a CPU, ROM, RAM, I / O, etc., and is configured to be freely communicative with the engine controller 66. Further, the shift controller 90 is connected to the communication device 91 and can communicate with the external device via the communication device 91.

The shift controller 90 can control the forward / backward switching mechanism 28, the CVT 26, and the torque converter 24 by exciting / non-exciting the solenoid valve of the hydraulic supply mechanism 46 based on these detected values.

<System hardware>
FIG. 3 is a diagram showing an outline of the hardware configuration of the vehicle management system of the present embodiment. As described above, the vehicle 1 has various sensors 101 (crank angle sensor 50, absolute pressure sensor 52, accelerator opening sensor 60, NT sensor 70, NDR sensor 72, NDN sensor 74, vehicle speed sensor 76, hydraulic sensor 82, oil. It includes a temperature sensor 84 and other optional sensors (not shown), a shift controller 90, and a communication device 91. The shift controller 90 includes a CPU 901, a ROM 902, a RAM 903, and an I / O 904. The server 2 includes a CPU 201, a memory 202, a storage device 203, and a communication device 204, and the dealer terminal 3 includes a CPU 301, a memory 302, a storage device 303, a communication device 304, an input device 305, and an output device 306. The communication devices 91, 204, and 304 include, for example, an adapter for connecting to Ethernet (registered trademark), a modem for connecting to a public telephone network, a wireless communication device for wireless communication, and a USB for serial communication. Universal Serial Bus) connector, RS232C connector, etc.

<System software>
FIG. 4 is a diagram showing an outline of the software configuration of the vehicle management system of the present embodiment.

== Shift controller 90 ==
The shift controller 90 includes a damage calculation unit 111, an alert output unit 112, a state information transmission unit 113, an operation mode setting unit (control unit) 114, a program update unit 115, a damage storage unit 116, and a program storage unit 117.

The damage storage unit 116 stores a record including damage (hereinafter, referred to as damage information). The damage information includes the date and time when the damage was calculated, the part ID that identifies the part (including oil), the mileage, and the calculated damage.

The program storage unit 117 stores a program for shifting to the safe mode. The safe mode can be set for each component, and the program storage unit 117 stores the program for each component. By executing the program stored in the program storage unit 117 by the shift controller 90, for example, the maximum acceleration in the ACC is suppressed in order to reduce the shaft stress, the driving force and the acceleration are reduced, and the component control is performed. It is possible to change the map for.

The damage calculation unit 111 calculates the damage based on the measured value 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 according to a minor rule. Further, the damage calculation unit 111 can calculate the oil damage by the Arrhenius model. The damage calculation unit 111 stores the calculated damage for each part (including oil) in the damage storage unit 116 together with the mileage of the vehicle 1. It is assumed that the mileage can also be obtained from the measured value of the sensor 101. The damage calculation unit 111 can calculate the damage by acquiring the measured value from the sensor 101 on a regular basis (for example, every 1 minute, 5 minutes, 1 hour, etc.).

The damage calculation unit 111 determines the degree of load on the device or component by using a map set for each device or component to determine the degree of load on the device or component according to the value measured by the sensor 101. , The damage can be calculated based on the determined load degree and the usage degree of the device or parts.

FIG. 5 is a diagram showing an example of calculation of damage related to the shaft of CVT26. The damage calculation unit 111 acquires measured values such as torque, ratio, and axial thrust from the sensor 101, determines the shaft stress corresponding to these measured values from a preset stress map, and rotates the pulley. You can multiply the number to calculate the damage to the shaft. This damage is accumulated in the damage storage unit 116. The damage calculation unit 111 can determine the shaft stress using the stress map and calculate the instantaneous damage of the shaft at predetermined time intervals such as 10 ms.

FIG. 6 is a diagram showing an example of calculation of damage of the lockup clutch (LC) 24c. The damage calculation unit 111 acquires the temperature of the LC plate from the sensor 101, determines the LC deterioration degree corresponding to the temperature of the LC plate from the preset LC deterioration degree (damage degree) map, and also determines the LC deterioration degree corresponding to the temperature of the LC plate from the sensor 101. It is possible to obtain the time when the LC slip occurs and multiply this by the degree of deterioration to calculate the instantaneous damage of the LC. This momentary damage is also accumulated in the damage storage unit 116. The damage calculation unit 111 can determine the LC deterioration degree using the LC deterioration degree map and calculate the instantaneous damage of the LC at predetermined time intervals such as 10 ms.

Returning to FIG. 4, the alert output unit 112 outputs an alert when the damage exceeds a predetermined threshold value. The alert output unit 112 can display an alert by, for example, a lamp or the like, output an alert by sound from a speaker, or display a message on a display.

The status information transmission unit 113 transmits the damage and alert output status (hereinafter referred to as status information) to the server 2. The state information transmission unit 113 reads the damage information stored in the damage storage unit 116, and the read damage information is alerted by the vehicle ID indicating the vehicle 1, the user ID indicating the user of the vehicle 1, and the alert output unit 112. Can be transmitted to the server 2 including information indicating whether or not is output. The state information transmission unit 113 can periodically transmit the state information. Further, the state information transmitting unit 113 may transmit all the damage information stored in the damage storage unit 116, or may transmit only a part of the damage information. Further, the state information transmission unit 113 may delete the damage information transmitted to the server 2 from the damage storage unit 116.

The operation mode setting unit 114 switches between the safe mode and the normal mode. When the damage of the device or component becomes equal to or higher than a predetermined threshold value, the operation mode setting unit 114 can shift to the safe mode by reading the program corresponding to the device or component from the program storage unit 117 and executing the program. .. FIG. 7 is an example of a graph showing the transition of damage. As shown in FIG. 7, when the damage of the device or the component reaches a predetermined threshold value, the operation mode setting unit 114 shifts to the safe mode. FIG. 8 is a diagram illustrating suppression of maximum acceleration in ACC. When the damage of the shaft reaches the threshold value, the operation mode setting unit 114 executes the program corresponding to the shaft to increase the maximum acceleration of the vehicle 1 in the ACC, and in the example of FIG. 8, G2 to G1 (G2> G1). ) Is suppressed. As a result, the shaft stress is suppressed, the possibility of shaft failure is effectively reduced, and the vehicle 1 can be kept in a safe state as much as possible.

The program update unit 115 updates the program stored in the program storage unit 117. The program update unit 115 can receive a program from the server 2 by so-called OTA (Over The Air) and update the program storage unit 116. The target of rewriting by OTA is not limited to the program, and may be changes of various maps.

== Server 2 ==
As shown in FIG. 4, the server 2 includes a state information receiving unit 211, a message transmitting unit 212, a program transmitting unit 213, and a state storage unit 214.

The state information receiving unit 211 receives the state information from the vehicle 1. The state information receiving unit 211 registers the received state information in the state storage unit 214.

The state storage unit 214 stores state information. The state information includes a vehicle ID indicating vehicle 1, a user ID indicating a user of vehicle 1, a date and time, a part ID indicating a device or part, a mileage of vehicle 1, damage calculated for the device or part, and an alert. Contains information indicating whether or not it has been output.

The message transmitting unit 212 transmits a message proposing maintenance of the device or component according to the damage. In the present embodiment, the message transmitting unit 212 transmits the message to the dealer terminal 3, but transmits the message to the user terminal of the vehicle 1 or the user of the vehicle 1 (such as a mobile communication terminal owned by the user). May be good. The message transmitting unit 212 may transmit a message when receiving state information including damage equal to or more than a predetermined threshold value, or may transmit a message when the time during which an alert is output exceeds a predetermined threshold value. May be sent. FIG. 9 is an example of a graph showing the time when the warning (alert) is output. As shown in FIG. 9, the period (day) during which the warning (alert) is output is shown for each user (vehicle 1), and in the example of the same figure, about Mr. X whose period is 100 days or more. , The message will be sent to the dealer terminal 3.

== Dealer terminal 3 ==
As shown in FIG. 4, the dealer terminal 3 includes a message receiving unit 311 and a message output unit 312.

The message receiving unit 311 receives an alert or a message from the server 2.

The message output unit 312 outputs an alert or message received by the message receiving unit 311.

<Operation>
FIG. 10 is a diagram illustrating the operation of the vehicle management system of the present embodiment.

The shift controller 90 calculates the damage of each part in the vehicle 1 (S501), and when the calculated damage exceeds a predetermined threshold value (S502: YES), outputs an alert (S503) and shifts to the safe mode (S504). ). The shift controller 90 transmits the state information including the time when the damage and the alert are output (the elapsed time after the damage reaches the threshold value) to the server 2 (S505).

When the alert output time exceeds a predetermined threshold value (S506: YES), the server 2 transmits a message to the dealer terminal 3 that maintenance is required (S507).

As described above, in the vehicle management system of the present embodiment, when the device or part of the vehicle 1 is damaged more than a certain amount, the safe mode can be entered, so that the vehicle 1 is kept in a safe state as much as possible. be able to. FIG. 11 is a diagram illustrating damage when the safe mode is used. As shown in FIG. 11, by shifting to the safe mode when the damage reaches the threshold value, it is possible to extend the time and mileage until the damage at the level where a defect such as damage occurs occurs in the parts. ..

Further, in the vehicle management system of the present embodiment, it is possible to urge the dealer to perform maintenance on the vehicle 1 for which the alert is output for a long time. As shown in FIG. 11, by replacing the parts, the damage of the parts is naturally reduced, and the safe riding period is extended. Therefore, for example, even if the vehicle 1 is used beyond the guaranteed durability distance, it is expected that the repair and replacement maintenance will be carried out under the initiative of the dealer before the failure event occurs in the vehicle 1. Can ride on vehicle 1 for a long time.

Although the present embodiment has been described above, the above embodiment is for facilitating the understanding of the present invention, and is not for limiting and interpreting the present invention. The present invention can be modified and improved without departing from the spirit thereof, and the present invention also includes an equivalent thereof.

For example, in the present embodiment, the server 2 only transmits a message prompting maintenance to the dealer terminal 3, but the user of the vehicle 1 may reserve the date and time of the visit to the dealer. In this case, the server 2 may set the reserved date and time in the user's calendar, for example.

Further, in the present embodiment, the threshold value of the damage for alerting is set to be constant, but the threshold value may be updated by, for example, OTA.

1 Vehicle 2 Server 3 Dealer terminal 4 Communication network 111 Damage calculation unit 112 Alert output unit 113 Status information transmission unit 114 Operation mode setting unit (control unit)
115 Program update unit 116 Damage storage unit 117 Program storage unit 211 Status information reception unit 212 Message transmission unit 213 Program transmission unit 214 Status storage unit 311 Message reception unit 312 Message output unit

Claims (6)

A damage calculation unit that calculates damage to parts based on the values measured by sensors installed in the vehicle,
A control unit that controls the operation of the vehicle when the damage exceeds a predetermined threshold value, and a control unit that controls the operation of the vehicle.
A vehicle control device comprising. The vehicle control device according to claim 1.
A program storage unit for storing a program for performing the control for each component is further provided.
The control unit executes the program corresponding to the component whose damage is equal to or higher than the threshold value.
A vehicle control device characterized by. The vehicle control device according to claim 1.
The damage calculation unit determines the degree of load on the part by using a map for determining the degree of damage according to the measured value set for each part, and determines the degree of load and the part. To calculate the damage based on the degree of use of
A vehicle control device characterized by. The vehicle control device according to claim 1.
Further provided with an alert output unit that outputs an alert when the damage exceeds the threshold value.
A vehicle control device characterized by. It is composed of a vehicle control device and a server.
The vehicle control device is
A damage calculation unit that calculates damage to parts based on the values measured by sensors installed in the vehicle,
A control unit that controls the operation of the vehicle when the damage exceeds a predetermined threshold value, and a control unit that controls the operation of the vehicle.
With
The server includes a program transmission unit that provides the vehicle control device with a program for controlling the operation of the vehicle according to the parts.
A vehicle management system featuring. The vehicle management system according to claim 5.
The server
A state information receiving unit that acquires the damage from the vehicle control device, and
A state storage unit that stores the damage history and
A message transmitting unit that sends a message to the dealer that maintenance is required according to the elapsed time since the damage exceeds the threshold value.
A vehicle management system characterized by being equipped with.

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