JP4185038B2 - Overload history storage device and method thereof - Google Patents

Description

  The present invention relates to an overload determination apparatus and method that can determine whether or not an overload has occurred in a vehicle.

  A vehicle evaluation test is performed for quality assurance and quality improvement of the vehicle. The evaluation test is, for example, a running test or a defect reproduction test in the market.

  In these tests, an electronic control unit (hereinafter referred to as ECU) is used as means for detecting an abnormal state of a vehicle component. A plurality of ECUs are provided in the vehicle and control components of each part of the vehicle. Each ECU is provided with a self-diagnosis function, and monitors a component to be controlled to detect an abnormal state. When the ECU detects an abnormality, the ECU notifies the abnormality by turning on a warning light.

  In the test, in addition to detection by the ECU, the driver may detect an abnormality based on his / her own experience.

  The cause of the detected abnormality is analyzed based on the self-diagnosis result of the ECU, the input / output signal to each ECU, and the situation explanation of the driver.

  In order to facilitate cause analysis, a technique for recording the position and time of occurrence of an abnormality using a GPS (Global Positioning System) is known (see, for example, Patent Document 1).

When the detected value of the ECU instantaneously exceeds the threshold due to a sudden factor such as a collision, there is no time difference between the time when the abnormality occurs and the time when the abnormality is detected. Therefore, the cause of the occurrence of the abnormality can be investigated by grasping the situation such as the position and time of the vehicle at the time of detecting the abnormality.
JP-A-10-160642

  However, as described above, the time when an abnormality is detected does not always coincide with the time when the abnormality occurs. An overload that is not detected as abnormal occurs, and as time passes, the overload accumulates and sometimes exceeds a threshold value and is determined to be abnormal.

  In this case, a time difference occurs between the time when the overload occurs and the time when it is determined to be abnormal. Therefore, it is impossible to specify the overload occurrence time point or the like only by grasping the abnormality occurrence position and time point by GPS.

  In this case, when a failure occurs, it is not known whether there is an overload, and it is impossible to determine when an overload has occurred. After all, in order to investigate the cause, there is a problem that a great deal of analysis and reproduction experiments have to be repeated, which takes a lot of time.

  In addition, after a vehicle is put on the market, it is usually not known how the vehicle is used. Considering only the situation when an abnormality is detected, it is difficult to elucidate the cause if an overload has occurred in the past.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an overload determination device and a method for determining whether or not an overload has occurred in a vehicle.

An overload determination device according to the present invention includes an environment information acquisition unit that acquires environment information about an environment in which a vehicle is placed, a state information acquisition unit that acquires state information about a state of a component of the vehicle, the environment information, Recording means for recording the state information; and judgment means for judging whether or not the component is overloaded based on the environment information and the state information. The environment information includes the vehicle And the state information includes side brake state information, and the determining means calculates the vehicle inclination angle based on the vehicle position, and Determining whether or not the vehicle is in a stopped state, the inclination angle of the vehicle is greater than or equal to a predetermined angle, the vehicle is in a stopped state, the side brake is in a non-braking state, and the stop time of the vehicle is greater than or equal to a predetermined time In case It is determined that the overload.
The overload determination device of the present invention includes an environment information acquisition unit that acquires environment information about an environment in which the vehicle is placed, a state information acquisition unit that acquires state information about a state of a component of the vehicle, and the environment Recording means for recording information and the state information, and judgment means for judging whether or not the component is overloaded based on the environmental information and the state information. The vehicle position information and vehicle outside air temperature information are included, and the state information includes information on the steering angle, steering speed, operation frequency, and temperature of the vehicle steering. Based on the position, it is determined whether or not the vehicle is in a stopped state, the vehicle is in a stopped state, the outside air temperature is a predetermined temperature or higher, the steering angle is a predetermined angle or higher, the steering speed is a predetermined speed or higher, and the operation frequency is increased. There predetermined number of times or more, and the steering of the temperature of the vehicle is not less than the predetermined temperature, determines an overload.

The overload determination method of the present invention includes a step of acquiring environmental information regarding an environment in which a vehicle is placed, a step of acquiring state information regarding the state of the components of the vehicle, and an overload when determined to be overload. A step of recording a condition when it is determined to be a load, and when an abnormality occurs in the vehicle, the environmental information and the state information before the occurrence of the abnormality are compared with a predetermined condition to determine whether or not the vehicle is overloaded And a step of identifying a time point and a factor to be recognized as an overload , the environmental information includes information on the position and stop time of the vehicle, and the state information includes information on a state of a side brake. In determining whether the vehicle is overloaded, the vehicle inclination angle is calculated based on the position of the vehicle, and whether the vehicle is in a stopped state is determined. More than a predetermined angle, the vehicle is stopped, Serial emergency brake when a non-braking state, and stopping time of the vehicle is longer than a predetermined time, it is determined that the overload.
Further, the overload determination method of the present invention includes a step of acquiring environmental information regarding an environment in which the vehicle is placed, a step of acquiring state information regarding the state of the components of the vehicle, and an overload. A step of recording a condition when it is determined that the vehicle is overloaded; and when an abnormality occurs in the vehicle, the environmental information and the state information before the abnormality is compared with a predetermined condition to determine whether the vehicle is overloaded. And identifying the time point and factor that the overload is recognized, and the environmental information includes information on the position of the vehicle and the outside air temperature of the vehicle, and the state information includes information on the vehicle Information on the steering angle, steering speed, operation frequency, and temperature of the steering wheel is included. In determining whether the vehicle is overloaded, it is determined whether the vehicle is stopped based on the position of the vehicle. Stop state, outside air temperature Predetermined temperature or higher, the steering angle is greater than a predetermined angle, the steering speed is higher than a predetermined speed, the operation frequency is a predetermined number of times or more, and the steering of the temperature of the vehicle is not less than the predetermined temperature, determines an overload.

  According to the overload determination device of the present invention, it is possible to record environmental information and state information and determine whether or not the component is overloaded based on the environmental information and state information. Therefore, when a failure such as a failure occurs in a component, an overload of the component that caused the failure can be detected based on the storage of the recording device. Based on this detection result, it is possible to confirm the component that caused the failure and the cause of the failure and further improve it.

  According to the overload determination method of the present invention, environmental information and state information are recorded, and when an abnormality occurs in the vehicle, the environmental information and state information are compared with predetermined conditions to determine whether or not there is an overload. it can. Therefore, when an abnormality occurs in the vehicle, it is possible to detect the overload of the component that caused the failure based on the recording of the recording device. Based on this detection result, it is possible to confirm the component that caused the failure and the cause of the failure and further improve it.

  Embodiments of the present invention will be described below with reference to the drawings.

  The overload determination device is mounted on the vehicle. The overload determination device according to the present embodiment determines that an overload has been applied to a vehicle component.

  FIG. 1 is a block diagram showing the configuration of the overload determination device.

  As illustrated in FIG. 1, the overload determination device 10 includes an environment information acquisition device 20, a state information acquisition device 30, and a determination device 40. The environment information acquisition device 20, the state information acquisition device 30, and the determination device 40 are connected to the in-vehicle network 50 and transmit / receive data and signals to / from each other. Each part will be described in detail.

(Environmental information acquisition device 20)
The environmental information acquisition device 20 acquires environmental information regarding the environment where the vehicle is placed. The environmental information acquisition device 20 includes a GPS 22 and an air conditioner (A / C) 24.

  The GPS 22 is a device that measures the position of a vehicle based on distances from a plurality of satellites. The GPS 22 sequentially detects the position of the vehicle. Further, the GPS 22 also acquires accurate time information from the satellite. The GPS 22 transmits vehicle position information and time information to a navigation ECU 32 described later via the network 50. In the present embodiment, GPS is used to specify the position of the vehicle. However, any device other than GPS can be applied as long as the position of the vehicle can be specified.

  The air conditioner 24 is a device that adjusts the air conditioning in the vehicle. In the present embodiment, the air conditioner 24 plays a role of detecting indoor and outdoor temperatures. The air conditioner 24 transmits indoor / outdoor temperature information to an air conditioner ECU 33 described later.

  As described above, the environment information acquisition apparatus 20 transmits vehicle position information, time information, and indoor / outdoor temperature information as environment information.

(Status information acquisition device 30)
The status information acquisition device 30 acquires status information regarding the status of the components of the vehicle. The state information acquisition device 30 includes a plurality of electronic control units (ECUs) 31 to 36. Each of the ECUs 31 to 36 controls a vehicle component and detects various states of the component. In the present embodiment, the state information acquisition device 30 includes a steering ECU 31, a navigation ECU 32, an air conditioner ECU 33, a brake ECU 34, a meter ECU 35, and a transmission ECU 36.

  The steering ECU 31 controls a steering device that performs steering of the vehicle. At the same time, the steering ECU 31 detects the angle at which the steering is rotated, that is, the steering angle. The steering ECU 31 also detects the speed at which the steering is rotated, that is, the steering speed. Further, the steering ECU 31 detects the temperature of a motor provided in the steering. The steering ECU 31 sequentially transmits information on the detected steering angle, steering speed, and steering temperature to the determination device 40. Here, the steering temperature is specifically the temperature of the steering motor.

  The navigation ECU 32 controls the car navigation system that instructs the driver in the traveling direction of the vehicle. The navigation ECU 32 informs the driver of the current position based on the position information and time information received from the GPS 22 and instructs the traveling direction. The navigation ECU 32 sequentially transfers position information and time information from the GPS 22 to the determination device 40.

  The air conditioner ECU 33 controls the air conditioner 24 based on the indoor / outdoor temperature information transmitted from the air conditioner 24 for air conditioning in the vehicle. The air conditioner ECU 33 sequentially transfers information on the outside air temperature from the air conditioner 24 to the determination device 40.

  The brake ECU 34 controls a brake for stopping the vehicle. The brake ECU 34 detects the speed of the vehicle and determines whether or not the vehicle is stopped. The brake ECU 34 sequentially transmits the detected vehicle speed to the determination device 40.

  The meter ECU 35 controls various meters displayed to the driver. For example, it detects whether the side brake is in a braking state or a non-braking state, and turns on a lamp indicating that the side brake is being applied when the side brake is in a braking state. The meter ECU 35 sequentially transmits information indicating whether the side brake is in a braking state or a non-braking state to the determination device 40.

  The transmission ECU 36 controls the transmission of the vehicle. The transmission ECU 36 detects the state of the gear ratio of the transmission such as parking or first speed, for example. The transmission ECU 36 sequentially transmits information on the gear ratio state to the determination device 40.

  As described above, the state information acquisition device 30 includes, as the state information, the steering angle, the steering speed, the steering motor temperature, the position information, the time information, the outside air temperature information, the vehicle speed, and whether the side brake is in a braking state or not. Information indicating the state and information on the state of the gear ratio are transmitted.

(Judgment device 40)
Based on the various environment information transmitted from the environment information acquisition device 20 via the state information acquisition device 30 and the various state information transmitted from the state information acquisition device 30, the determination device 40 determines whether the component is Determine if it is overloaded. The detailed configuration of the determination device 40 will be described with reference to FIG.

  FIG. 2 is a block diagram illustrating a configuration of the determination apparatus.

  The determination device 40 includes a communication interface (I / F) 41, a CPU 42, a memory 43, an input device 44, and a display device 45.

  The interface 41 is connected to the network 50 and receives environment information and status information. A CPU 42 is connected to the interface 41.

  The CPU 42 controls each unit of the determination device 40. Further, the CPU 42 calculates whether or not the vehicle component is overloaded based on the environmental information and the state information. A memory 43, an input device 44 and a display device 45 are connected to the CPU 42.

  In the memory 43, a program for the CPU 42 to determine an overload of the vehicle and a program for collecting information are recorded in advance. Furthermore, environmental information and status information are sequentially recorded in the memory 43.

  The input device 44 is used not only to input the start and end of data collection by the driver, but also to input abnormalities experienced by the driver.

  The display device 45 can display the occurrence of an abnormality, the values of collected environmental information and state information, and the determination result as to whether or not there is an overload. The display device 45 can further display the component name, time, and the like determined to be overloaded by the CPU 42.

(Function)
Next, the operation of the overload determination device 10 will be described.

  FIG. 3 is a flowchart showing processing when an abnormality occurs, and FIG. 4 is a diagram for explaining logic for detecting the occurrence of the abnormality.

  First, in the overload determination device 10, environmental information and state information are sequentially recorded (step S1). Here, as described above, the CPU 42 of the determination device 40 acquires the environment information from the environment information acquisition device 20 and the state information from the state information acquisition device 30, and the information is recorded in the memory 43. Since the environment information includes time information from GPS, it is recorded together with the time information.

  It is determined whether or not an abnormality has occurred (step S2). The ECUs 31 to 36 determine whether an abnormality has occurred. Each of the ECUs 31 to 36 measures a component as a self-diagnosis, and determines that it is abnormal when the measured value exceeds a predetermined threshold. For example, as shown in FIG. 4, when a measured value that does not exceed the threshold value in the normal state exceeds the threshold value, the ECUs 31 to 36 determine that there is an abnormality. The measured value is, for example, the temperature of the steering motor or the steering angle in the steering ECU 31. As shown in FIG. 4, even if an overload is applied, if the threshold does not exceed at that time, it is not determined that there is an abnormality.

  If it is not determined that an abnormality has occurred (step S2: NO), the process of step S1 is repeated.

  When any of the ECUs 31 to 36 determines that an abnormality has occurred (step S2: YES), the CPU 42 reads out environmental information and state information before the occurrence of the abnormality from the memory 43 and compares them with predetermined conditions. Then, it is determined whether or not an overload occurs (step S3). Details will be described later with reference to FIGS. 5 and 6.

  Subsequently, the CPU 42 estimates that there is a defect in the component determined to be overloaded (step S4).

  The component estimated to be defective is reproduced by the tester in the same situation as when it is determined as an overload (step S5). If a similar failure occurs as a result of reproduction, the tester specifies that the occurrence of the overload is the cause of the failure, and specifies that there is a problem with the component in which the failure occurred (step S6).

  In this way, when a failure occurs, it is possible to identify the component that caused the failure and the cause of the overload that triggered the failure. If the durability and the like of the component parts are improved based on these specifications, it is possible to provide a vehicle in which no failure occurs due to the same cause.

  Next, details of the procedure for determining the overload of the component in step S3 will be described.

  FIG. 5 is a flowchart showing processing for determining overload. The procedure shown in FIG. 5 is executed by the CPU 42.

  First, it is determined whether or not the vehicle is parked (step S11). Here, the CPU 42 acquires vehicle position information from the navigation ECU 32. Then, the speed of the vehicle is calculated based on the position information of the vehicle. If the vehicle speed is 0 km / h, it is determined that the vehicle is parked, and if it is other than 0 km / h, it is determined that the vehicle is traveling. Note that the vehicle speed information transmitted from the brake ECU 34 may be used for the vehicle speed.

  If the vehicle is not parked (step S11: NO), the overload determination process shown in FIG. 5 is temporarily terminated. And the determination process from step S11 is repeated continuously or after predetermined time progress.

  When the vehicle is parked (step S11: YES), it is determined whether the side brake is non-braking (step S12). Here, the CPU 42 acquires information indicating whether the side brake is non-braking or braking from the meter ECU 35.

  If the side brake is braking (step S12: NO), the overload determination process shown in FIG. 5 is temporarily terminated.

  When the side brake is not braked (step S12: YES), it is determined whether or not the vehicle inclination angle is equal to or greater than a predetermined angle. Here, the CPU 42 acquires vehicle position information and map information from the navigation ECU, and calculates the inclination angle of the current position of the vehicle in accordance with the gradient information included in the map information. Then, it is determined whether the calculated inclination angle is a predetermined angle, for example, 20 degrees or more. Here, the predetermined angle is usually determined based on an angle at which the vehicle is not considered to be parked.

  When the vehicle inclination angle is less than the predetermined angle (step S13: NO), the overload determination process shown in FIG. 5 is temporarily terminated.

  If the vehicle tilt angle is equal to or greater than the predetermined angle (step S13: YES), it is determined whether the vehicle parking time is equal to or greater than the predetermined time (step S14). Here, the CPU 42 acquires time information from the navigation ECU, and measures the time from when the vehicle speed becomes 0 km / h. Then, it is determined whether the measured time is a predetermined time, for example, 40 hours or more. Here, the predetermined time is determined on the basis of an angle that is not normally parked under the above conditions.

  If the parking time is less than the predetermined time (step S14: NO), the overload determination process shown in FIG. 5 is temporarily terminated.

  If the parking time is equal to or longer than the predetermined time (step S14: YES), it is determined that the transmission is overloaded (step S15). If all of the above conditions are met, the side brake will not be applied on the inclined surface with a high inclination angle and the vehicle will be parked for a long time, and all the force to stop the vehicle will be applied to the transmission. is there. Especially when the transmission is in the parking position, the transmission is loaded.

  Then, the transmission is displayed as a defective component on the display device 45 together with the occurrence time of the overload (step S16). In addition, the conditions when the overload is determined, that is, the conditions of steps S11 to S14 are also displayed on the display device 45 (step S17).

(effect)
As described above, in this embodiment, environment information and state information are recorded in advance. Then, when a failure occurs, it is determined retroactively from that point in time that a plurality of conditions under which a load is applied to the component parts overlap. Therefore, it is possible to detect the overload that caused the failure. Based on this detection result, it is possible to confirm the component that caused the failure and the cause of the failure and further improve it.

  In addition, since the environmental information and the state information are recorded together with the GPS time, the time when the overload occurs can be specified when it is determined that the load is overloaded. The specification of the time is useful for investigating the cause of the failure.

  Further, when an abnormality occurs in the vehicle, the environmental information and the state information recorded in the past are examined retrospectively, and the time point and factor that is recognized as overload are specified. Therefore, the cause of the failure can be pursued based on the past record as well as the situation at the time of the vehicle failure.

  The CPU 42 calculates the tilt angle of the vehicle based on the position of the vehicle, and further determines whether or not the vehicle is stopped. Then, the CPU 42 determines that the vehicle is overloaded when the vehicle inclination angle is equal to or greater than a predetermined angle, the vehicle is in a stopped state, the side brake is not braked, and the vehicle stop time is equal to or longer than a predetermined time. Therefore, when situations that cannot normally occur overlap, this can be determined later as an overload. It can be seen that it is necessary to create a component that can withstand such an overload. Future service can be improved by creating components that can withstand overload. If the above conditions are not satisfied, it will be understood that no component that satisfies the conditions is required. The cost is not increased due to the improvement of the components.

  Note that, under the above conditions, transmission overload is determined, but the present invention is not limited to this. With respect to other components of the vehicle, too, it can be determined that the load is applied when a plurality of conditions under which the load is applied overlap.

  For example, the overload of other components can be determined by the process shown in FIG.

  FIG. 6 is a flowchart showing a process for determining an overload of another component. The process shown in FIG. 6 is executed simultaneously or continuously with the process shown in FIG. Thereby, it is possible to detect an overload other than the transmission.

  First, it is determined whether or not the steering is in progress (step S21). Here, the CPU 42 acquires information on the steering angle of the steering from the steering ECU 31. If the steering angle is, for example, 10 degrees or more, the CPU 42 determines that the steering is being performed. In this embodiment, it is determined that the steering angle is less than 10 degrees, but the present invention is not limited to this.

  If the steering is not being steered (step S21: NO), the overload determination process shown in FIG. 6 is temporarily terminated. The determination process from step S21 is repeated continuously or after a predetermined time has elapsed.

  When the steering is being steered (step S21: YES), it is determined whether or not the steering speed of the steering is equal to or higher than a predetermined speed (step S22). Here, the CPU 42 acquires information on the steering speed of the steering from the steering ECU 31. The CPU 42 determines whether or not the steering speed is equal to or higher than a predetermined speed, for example, 360 ° / second or higher. Here, the predetermined speed is determined based on an angle at which a load is applied to the steering.

  If the steering speed is not 360 ° / second or higher (step S22: NO), the overload determination process shown in FIG. 6 is temporarily terminated.

  When the steering speed is 360 ° / second or more (step S22: YES), it is determined whether the steering angle is a predetermined angle or more (step S23). Here, the CPU 42 determines whether or not the steering angle is a predetermined angle or more, for example, 360 ° or more.

  If the steering angle is not 360 ° or more (step S23: NO), the overload determination process shown in FIG. 6 is temporarily terminated.

  When the steering angle is 360 ° or more (step S23: YES), it is determined whether or not the vehicle is parked (step S24). Here, the CPU 42 acquires vehicle position information from the navigation ECU 32. Then, the speed of the vehicle is calculated based on the position information of the vehicle. If the vehicle speed is 0 km / h, it is determined that the vehicle is parked, and if it is other than 0 km / h, it is determined that the vehicle is traveling.

  If the vehicle is not parked (step S24: NO), the overload determination process shown in FIG. 6 is temporarily terminated.

  When the vehicle is parked (step S24: YES), it is determined whether the steering is repeatedly operated (step S25). Here, the CPU 42 acquires time information from the navigation ECU 32. Then, based on the information on the steering angle and the time information, the CPU 42 determines that the operation is a continuous operation if, for example, the steering is turned back in the opposite direction 10 times or more continuously within 30 seconds.

  If the steering is not repeatedly operated (step S25: NO), the overload determination process shown in FIG. 6 is temporarily terminated.

  When the steering is repeatedly operated (step S25: YES), it is determined whether or not the steering motor temperature is equal to or higher than a predetermined temperature (step S26). Here, the CPU 42 acquires the motor temperature of the steering from the steering ECU 31. CPU42 judges whether the acquired temperature is 60 degrees or more, for example. The predetermined temperature is normally set to such a temperature that the steering motor does not reach, but reaches the abnormal temperature.

  If the motor temperature is not equal to or greater than the predetermined angle (step S26: NO), the overload determination process shown in FIG. 6 is temporarily terminated.

  When the motor temperature is equal to or higher than the predetermined angle (step S26: YES), it is determined whether or not the outside air temperature is equal to or higher than the predetermined temperature (step S27). Here, the CPU 42 acquires the outside air temperature from the air conditioner ECU 33. CPU42 judges whether the acquired outside temperature is 45 degrees or more, for example.

  If the outside air temperature is not 45 ° or higher (step S27: NO), the overload determination process shown in FIG. 6 is temporarily terminated.

  If the outside air temperature is 45 ° or higher (step S27: YES), it is determined that an overload is generated in the steering and suspension (step S28). This is because if the above conditions overlap, the steering of the stopped vehicle is vigorously moved under a high temperature condition, and a load is applied to the steering and the suspension each time the steering is moved.

  Then, the steering device and the suspension are displayed on the display device 45 together with the occurrence time of the overload as a defective component (step S29). In addition, the conditions when the overload is determined, that is, the conditions of steps S21 to S27 are also displayed on the display device 45 (step S30).

  The CPU 42 determines whether or not the vehicle is stopped based on the position of the vehicle. Then, the CPU 42 is in a state where the vehicle is stopped, the outside air temperature is a predetermined temperature or more, the steering angle is a predetermined angle or more, the steering speed is a predetermined speed or more, the operation frequency is a predetermined number of times or more, and the vehicle steering temperature is a predetermined temperature or more. Therefore, it is judged as an overload.

  Therefore, when situations that cannot normally occur overlap, this can be determined later as an overload. It can be seen that it is necessary to create a component that can withstand such an overload. Future service can be improved by creating components that can withstand overload. If the above conditions are not satisfied, it will be understood that a component that satisfies the conditions is not necessary. The cost is not increased due to the improvement of the components.

It is a block diagram which shows the structure of an overload determination apparatus. It is a block diagram which shows the structure of a judgment apparatus. It is a flowchart which shows the process at the time of abnormality occurrence. It is a figure for demonstrating the logic which detects abnormality occurrence. It is a flowchart which shows the process which judges an overload. It is a flowchart which shows the process which judges the overload of another component.

Explanation of symbols

10: Overload determination device,
20 ... Environmental information acquisition device,
22 ... GPS,
24 ... air conditioner,
30 ... Status information acquisition device,
31 ... Steering ECU,
32 ... Navigation ECU,
33 ... Air conditioner ECU,
34 ... Brake ECU,
35 ... Meter ECU,
36 ... Transmission ECU,
40 ... judgment device,
41 ... interface,
42 ... CPU,
43 ... Memory,
44 ... input device,
45. Display device,
50 ... Network.

Claims (8)

Environmental information acquisition means for acquiring environmental information about the environment in which the vehicle is placed;
Status information acquisition means for acquiring status information regarding the status of the components of the vehicle;
Recording means for recording the environmental information and the state information;
Determining means for determining whether or not the component is overloaded based on the environmental information and the state information;
Have
The environmental information includes information on the position and stop time of the vehicle,
The state information includes side brake state information,
The determination means includes
Calculate the tilt angle of the vehicle based on the position of the vehicle, further determine whether the vehicle is in a stopped state,
An overload determination device that determines an overload when the vehicle inclination angle is equal to or greater than a predetermined angle, the vehicle is in a stopped state, the side brake is in a non-braking state, and the vehicle stop time is equal to or greater than a predetermined time . The environmental information acquisition means includes a GPS that detects the position and stop time of the vehicle,
The state information acquisition means includes a meter control device that detects a braking state of the side brake,
The overload determination device according to claim 1, wherein the determination unit obtains the inclination of the position from map information based on the position detected by the GPS . Environmental information acquisition means for acquiring environmental information about the environment in which the vehicle is placed;
Status information acquisition means for acquiring status information regarding the status of the components of the vehicle;
Recording means for recording the environmental information and the state information;
Determining means for determining whether or not the component is overloaded based on the environmental information and the state information;
Have
The environmental information includes information on the position of the vehicle and the outside air temperature of the vehicle,
The state information includes information on the steering angle, steering speed, operation frequency, and temperature of the vehicle steering,
The determination means includes
Based on the position of the vehicle, determine whether the vehicle is in a stopped state,
The vehicle is in a stopped state, the outside air temperature is a predetermined temperature or more, the steering angle is a predetermined angle or more, the steering speed is a predetermined speed or more, the operation frequency is a predetermined number of times or more, and the steering temperature of the vehicle is a predetermined temperature or more. An overload determination device that determines overload in the case . The environmental information acquisition means includes a GPS that detects the position of the vehicle, and a temperature sensor that detects the temperature of the vehicle steering,
The overload determination device according to claim 3, wherein the state information acquisition unit includes a steering control device that detects a steering state of the steering . The overload determination device according to claim 1, wherein the recording unit records the environment information and the state information together with time . When the abnormality occurs in the vehicle, the determination unit reads out the environmental information and the state information before the occurrence of the abnormality from the recording unit, and compares the predetermined information with a predetermined condition to determine whether it is overloaded, The overload determination device according to any one of claims 1 to 5, wherein a time point and a cause that are recognized as overload are specified . Obtaining environmental information about the environment in which the vehicle is placed;
Obtaining status information relating to the status of the components of the vehicle;
A step of recording a condition when the overload is determined when the overload is determined;
When the abnormality occurs in the vehicle, the environmental information and the state information before the occurrence of the abnormality are compared with a predetermined condition to determine whether or not there is an overload, and to identify the time point and factor that is recognized as an overload When,
Including
The environmental information includes information on the position and stop time of the vehicle,
The state information includes side brake state information,
In determining whether it is overloaded,
Calculate the tilt angle of the vehicle based on the position of the vehicle, further determine whether the vehicle is in a stopped state,
An overload determination method for determining an overload when the vehicle inclination angle is a predetermined angle or more, the vehicle is in a stopped state, the side brake is in an unbraking state, and the vehicle is stopped for a predetermined time or more. Obtaining environmental information about the environment in which the vehicle is placed;
Obtaining status information relating to the status of the components of the vehicle;
A step of recording a condition when the overload is determined when the overload is determined;
When the abnormality occurs in the vehicle, the environmental information and the state information before the occurrence of the abnormality are compared with a predetermined condition to determine whether or not there is an overload, and to identify the time point and factor that is recognized as an overload When,
Including
The environmental information includes information on the position of the vehicle and the outside air temperature of the vehicle,
The state information includes information on the steering angle, steering speed, operation frequency, and temperature of the vehicle steering,
In determining whether it is overloaded,
Based on the position of the vehicle, determine whether the vehicle is in a stopped state,
The vehicle is in a stopped state, the outside air temperature is a predetermined temperature or more, the steering angle is a predetermined angle or more, the steering speed is a predetermined speed or more, the operation frequency is a predetermined number of times or more, and the steering temperature of the vehicle is a predetermined temperature or more. An overload determination method that determines that an overload occurs .

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