Mounting angle correction device, mounting angle correction system, in-vehicle device, server, and mounting angle correction program

Abstract

To automatically correct a mounting angle setting even when the in-vehicle device is not optimally set due to an improper installation such as the inclination of the mounting location or an unbalanced load of the vehicle when the in-vehicle device is installed in the vehicle.SOLUTION: A mounting angle correction device 40 includes: a correction unit 17 configured to correct a mounting angle setting of an in-vehicle device 10 for detecting the acceleration of a vehicle, using a correction value; a calculation unit 33 for calculating the correction value on the basis of an aggregated acceleration value extracted from operation data including at least time-series data of acceleration; and a determination unit 18 for determining whether to update the correction value on the basis of the comparison result between the current correction value and the calculated correction value. When the determination unit 18 determines to update the correction value, the correction unit 17 corrects the mounting angle setting using the calculated correction value.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to an installation angle correction device, an installation angle correction system, an in-vehicle device, a server, and an installation angle correction program. [Background technology]

[0002] In-vehicle devices such as drive recorders that record vehicle driving records and footage of the area around the vehicle detect and record vehicle behavior, capture accidents and clarify their details, and are used for awareness-raising activities to prevent accidents.

[0003] The on-board unit is equipped with an acceleration sensor that acquires the vehicle's acceleration, and captures events such as sudden starts, sharp turns, and sudden deceleration of the vehicle, in addition to impacts to the vehicle. In order for the acceleration sensor to accurately detect the vehicle's acceleration, the on-board unit is subjected to so-called zero-point correction in a reference position where it is mounted vertically or horizontally relative to the vehicle. Zero-point correction is a correction for setting the acceleration detected in the reference position to a reference acceleration. As a highly functional safety management device, the on-board unit requires a precise mounting position, i.e., a precise mounting angle, relative to the vehicle in order to acquire accurate acceleration.

[0004] The mounting angle of the on-board unit on the vehicle may shift from the initial reference position over time. Correcting the deviation in the mounting angle requires special operations and skills. Generally, a worker with such special skills visits the garage of the transportation company that manages the vehicle and reinstalls the on-board unit, but this work is quite burdensome.

[0005] Patent Documents 1 and 2 disclose techniques for correcting the tilt of an in-vehicle device based on the difference between the tilt and gravity using the output of an acceleration sensor. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Japanese Patent Application Laid-Open No. 2010-286278 [Patent Document 2] Japanese Patent Application Laid-Open No. 2015-182646 Summary of the Invention [Problem to be solved by the invention]

[0007] However, the above-mentioned correction technique may not be able to accurately correct the installation angle if the vehicle is not horizontal but tilted due to the inclination of the road surface, etc., depending on the location where the vehicle is stopped when installing the on-board device. In this case, the measured G-value may be biased to be larger or smaller than the actual value.

[0008] The present invention provides an installation angle correction device, an installation angle correction system, an on-board device, a server, and an installation angle correction program that can automatically correct the installation angle setting of an on-board device. [Means for solving the problem]

[0009] In order to achieve the above-mentioned object, the mounting angle correction device according to the present invention has the following features. a correction unit that corrects a mounting angle setting of an on-board device that detects acceleration of the vehicle with respect to the vehicle using a correction value; a calculation unit that calculates the correction value based on a total value of the acceleration extracted from operation data that includes at least time-series data of the acceleration; a determination unit that determines whether to update the correction value based on a comparison result between the current correction value and the calculated correction value, The correction unit corrects the mounting angle setting using the calculated correction value when the determination unit determines that the correction value should be updated. Mounting angle correction device.

[0010] In order to achieve the above-mentioned object, the mounting angle correction system according to the present invention has the following features. An installation angle correction system including an in-vehicle device and a server, the vehicle-mounted device detects the acceleration of the vehicle and corrects the mounting angle setting with respect to the vehicle using a correction value; the server receives operation data including at least time-series data of the acceleration from the in-vehicle device, and calculates the correction value based on a total value of the acceleration extracted from the operation data; The in-vehicle device determines whether to update the correction value based on a comparison result between the current correction value and the calculated correction value received from the server, and when it is determined that the correction value should be updated, corrects the mounting angle setting using the calculated correction value. Mounting angle correction system.

[0011] In order to achieve the above-mentioned object, the vehicle-mounted device according to the present invention has the following features. an acceleration detection unit that detects the acceleration of the vehicle; a correction unit that corrects the mounting angle setting with respect to the vehicle using a correction value; a calculation unit that calculates the correction value based on a total value of the acceleration extracted from operation data that includes at least time-series data of the acceleration; a determination unit that determines whether to update the correction value based on a comparison result between the current correction value and the calculated correction value, The correction unit corrects the mounting angle setting using the calculated correction value when the determination unit determines that the correction value should be updated. Onboard equipment.

[0012] In order to achieve the above-mentioned object, the server according to the present invention has the following features. a correction unit that corrects a mounting angle setting of an on-board device that detects acceleration of the vehicle with respect to the vehicle using a correction value; a calculation unit that calculates the correction value based on a total value of the acceleration extracted from operation data that includes at least time-series data of the acceleration; a determination unit that determines whether to update the correction value based on a comparison result between the current correction value and the calculated correction value, The correction unit corrects the mounting angle setting using the calculated correction value when the determination unit determines that the correction value should be updated. server.

[0013] In order to achieve the above-mentioned object, the mounting angle correction program according to the present invention has the following features. a step of correcting an installation angle setting of an on-board device that detects acceleration of the vehicle with respect to the vehicle using the correction value; calculating the correction value based on an aggregate value of the acceleration extracted from operation data including at least time-series data of the acceleration; determining whether to update the correction value based on a comparison result between the current correction value and the calculated correction value; When it is determined that the correction value is to be updated, correcting the mounting angle setting using the calculated correction value; An installation angle correction program that causes a computer to execute the above. [Effects of the Invention]

[0014] According to the present invention, the mounting angle setting of the vehicle-mounted device relative to the vehicle can be automatically corrected.

[0015] The present invention has been briefly described above. The details of the present invention will become clearer by reading the following detailed description of the invention (hereinafter referred to as "embodiments") with reference to the accompanying drawings. [Brief explanation of the drawings]

[0016] [Figure 1] FIG. 1 is a system configuration diagram of an installation angle correction system according to one embodiment of the present invention. [Figure 2] FIG. 2 is a block diagram showing an example of the configuration of the vehicle-mounted device and the server according to one embodiment of the present invention. [Figure 3] FIG. 3 is a flowchart showing an example of the operation of the vehicle-mounted device. [Figure 4] FIG. 4 is a flowchart (part 1) showing an example of the operation of the server. [Figure 5] FIG. 5 is a flowchart (part 2) illustrating an example of the operation of the server. [Figure 6] FIG. 6 is a graph showing the bias of the aggregated acceleration values. DETAILED DESCRIPTION OF THE INVENTION

[0017] Specific embodiments of the present invention will be described below with reference to the accompanying drawings.

[0018] 1, the mounting angle correction system 1 according to the embodiment includes an in-vehicle device 10 mounted on a vehicle 3 and a server 30, and is a system for setting the attitude of the in-vehicle device 10 with respect to the vehicle 3, i.e., the mounting angle of the in-vehicle device 10 with respect to the vehicle 3. The mounting angle correction system 1 is operated by a service provider whose customers are businesses that manage the operation of vehicles 3 such as trucks and taxis.

[0019] The in-vehicle device 10 is a device that functions as a so-called drive recorder and a digital tachograph. The in-vehicle device 10 is mounted on a vehicle 3 such as a truck, and collects and records video of the vehicle 3's surroundings, as well as operational data such as the time of entry and exit from a depot, mileage, driving time, driving speed, overspeeding, over-revving the engine, sudden starts, sudden acceleration, and sudden deceleration. The operational data, including the vehicle 3's driving status, is used to create a daily report based on, for example, a day's worth of operational information. Specifically, the in-vehicle device 10 records not only the vehicle 3's driving speed, driving time, and driving distance, but also the acceleration acting on the vehicle 3. The in-vehicle device 10 can be wirelessly connected to a network 7 such as the Internet via a base station 5, for example, by wireless communication.

[0020] The server 30 is a computer device that can communicate with the vehicle-mounted device 10 via the network 7 and exchanges operational data of the vehicle 3 with the vehicle-mounted device 10. The server 30 is installed, for example, by a service provider. A terminal (office PC) installed, for example, by a business operator (e.g., a transport company) that operates the vehicle 3 is connected to the network 7.

[0021] 2 is a block diagram showing an example of the configuration of an in-vehicle device 10 and a server 30 according to an embodiment of the present invention. The in-vehicle device 10 includes a control device 11, a communication unit 12, an acceleration acquisition unit 13, a speed acquisition unit 14, a position information acquisition unit 15, an engine rotation speed acquisition unit 16, a correction unit 17, a determination unit 18, an output unit 19, and a storage unit 20. The in-vehicle device 10 can be operated not only by a communication method in which operation data of the vehicle 3 is provided to an office via wireless communication, but also by a card method in which operation data of the vehicle 3 is provided to an office PC via a recording medium such as a memory card.

[0022] The control device 11 is a computer that has, for example, a processor that performs various calculations, an input / output unit that controls input and output of data between the inside and outside of the control device 11, and the like, and that controls the entire in-vehicle device 10. The control device 11 reads out an in-vehicle device program stored in, for example, a storage unit 20 described below, and causes each unit of the in-vehicle device 10 to execute predetermined processing. The control device 11 receives peripheral images from a camera attached to the vehicle 3 and can perform image recognition on the input images.

[0023] The communication unit 12 functions as a transmitting unit that transmits operation data of the vehicle 3 linked to time information, etc. to the server 30 via the network 7, for example at any predetermined time interval, and also functions as a receiving unit that receives correction values, etc., described below, from the server 30.

[0024] The acceleration acquisition unit 13 is composed of an acceleration sensor and the like that detects the acceleration of the vehicle 3. The acceleration sensor detects the magnitude of acceleration in various directions applied to the vehicle 3 on which the in-vehicle device 10 is mounted, such as the magnitude of acceleration in the front-rear direction, the left-right direction, and the up-down direction of the vehicle 3 (front-rear G, right-left G, up-down G).

[0025] The speed acquisition unit 14 has a function of acquiring the speed of the vehicle 3 from a vehicle speed pulse signal output by a vehicle speed sensor mounted on the vehicle 3 .

[0026] The location information acquisition unit 15 has, for example, an antenna for receiving radio waves from a GPS (Global Positioning System) satellite, and can calculate and obtain location information representing the current location of the vehicle 3 based on the received signal. The location information acquisition unit 15 can detect the movement of the vehicle using the location information based on the received signal. The location information acquisition unit 15 may also obtain time information based on the received signal.

[0027] The engine rotation speed acquisition unit 16 has a function of acquiring the engine rotation speed of the vehicle 3 from an engine rotation pulse signal output from the vehicle 3 side.

[0028] The vehicle-mounted device 10 acquires the acceleration of the vehicle 3 from the acceleration acquisition unit 13, and captures events such as impacts to the vehicle 3, sudden starts, sudden turns, and sudden deceleration of the vehicle 3. In order to accurately detect the acceleration of the vehicle 3, the vehicle-mounted device 10 is subjected to so-called zero-point correction in a reference posture in which it is mounted vertically or horizontally relative to the vehicle 3. The zero-point correction is a correction for setting the acceleration detected in the reference posture to a reference acceleration. As a highly functional safety management device, the vehicle-mounted device 10 requires an accurate mounting posture, i.e., an accurate mounting angle, relative to the vehicle 3 in order to acquire accurate acceleration.

[0029] However, the mounting angle of the on-board device 10 to the vehicle 3 may deviate from the initially set reference position due to various factors, such as external forces acting on the on-board device 10. When such a deviation occurs, the mounting angle must be corrected, but this requires special operations and techniques. In practice, a worker with such special skills would go to the vehicle's parking lot and perform work such as re-mounting the on-board device to make the correction, but this work is time-consuming and cost-intensive.

[0030] The correction unit 17 and the determination unit 18 in this embodiment, as well as a calculation unit 33 of the server 30 described later, are configured to automatically correct the mounting angle of the in-vehicle device described above. The correction unit 17 corrects the mounting angle setting of the in-vehicle device 10 relative to the vehicle 3 using a correction value. In this embodiment, the server 30 described later calculates the correction value every moment, and transmits the calculated correction value to the in-vehicle device 10.

[0031] The determination unit 18 determines whether or not to update the correction value based on a comparison result between the correction value currently set in the in-vehicle device and the correction value calculated by the server 30. Then, when the determination unit 18 determines to update the correction value, the correction unit 17 corrects the mounting angle setting using the calculated correction value.

[0032] The storage unit 20 is a memory that stores various programs, data, etc. The storage unit 20 stores, for example, a program for realizing the above-described correction unit 17 and determination unit 18, and the control device 11 reads and executes this program to realize the correction unit 17 and the determination unit 18. In other words, the correction unit 17 and the determination unit 18 may be software or an application that executes the respective functions described above.

[0033] The server 30 includes a control device 31, a communication unit 32, a calculation unit 33, and a storage unit .

[0034] The control device 31 is a computer that has, for example, a processor that performs various calculations, an input / output unit that controls input and output of data between the inside and outside of the control device 31, and the like, and that controls the entire server 30. The control device 31 reads out a server program stored in, for example, a storage unit 34 described later, and causes each unit of the server 30 to execute a predetermined process.

[0035] The communication unit 32 functions as a transmitting unit that transmits correction values, etc. calculated by the calculation unit 33 described later to the vehicle-mounted device 10 via the network 7, and also functions as a receiving unit that receives operation data, etc. from the vehicle-mounted device 10.

[0036] The calculation unit 33 calculates the correction value based on the aggregated value of acceleration extracted from the operation data received from the vehicle-mounted device 10, which includes at least time-series data of acceleration.

[0037] The storage unit 34 is a memory that stores various programs, data, etc. The storage unit 34 stores, for example, a program for realizing the above-mentioned calculation unit 33, and the control device 31 reads and executes this program to realize the calculation unit 33. In other words, the calculation unit 33 may be software or an application that executes each of the above-mentioned functions.

[0038] 2, in this embodiment, the correction unit 17 and determination unit 18 of the in-vehicle device 10 and the calculation unit 33 of the server 30 realize the mounting angle correction device 40. The mounting angle correction device 40 updates the correction value of the mounting angle setting of the in-vehicle device 10 based on the aggregated value of acceleration included in the operation data of the in-vehicle device 10. Therefore, even if the mounting angle of the in-vehicle device 10 is not optimally set, the mounting angle setting can be automatically corrected without requiring any special operation for setting the mounting angle as in the conventional technology.

[0039] Therefore, when installing the vehicle-mounted device 10 in the vehicle 3, even if the optimal setting is not achieved due to improper installation such as an inclination of the installation location (the location where the vehicle-mounted device 10 is installed) or an unbalanced load on the vehicle 3, the installation angle setting can be automatically corrected. Specific processing will be described below.

[0040] 3 is a flowchart showing an example of the operation of the vehicle-mounted device 10. When the vehicle 3 leaves the garage, the control device 11 of the vehicle-mounted device 10 starts recording operation data in the storage unit 20 (step S1). The operation data includes time-series data in which values ​​of the vehicle 3's acceleration data, speed data, position data, engine speed, etc. are recorded in time series, and is data obtained from the acceleration acquisition unit 13, speed acquisition unit 14, position information acquisition unit 15, and engine speed acquisition unit 16. During recording, the control device 11 continues to determine whether the vehicle 3 has entered the garage based on the speed data, position data, etc. (step S2).

[0041] When the vehicle 3 enters the warehouse (Yes in step S2), the control device 11 stops recording the operation data (step S3), and the communication unit 12 transmits the recorded operation data to the server 30 (step S4).

[0042] Thereafter, the control device 11 determines whether the vehicle 3 has transitioned to preparation for leaving the vehicle 3 (step S5), and if it has transitioned to preparation for leaving the vehicle 3 (Yes in step S5), the processing ends. If the vehicle 3 has not transitioned to preparation for leaving the vehicle 3 (No in step S5), the control device 11 determines whether it has received a newly calculated correction value for the mounting angle of the in-vehicle device 10 from the server 30 (step S6).

[0043] If a new correction value has not been received (No in step S6), the control device 11 continues to determine whether the vehicle 3 has transitioned to preparation for leaving the warehouse. If a new correction value has been received (Yes in step S6), the control device 11 again determines whether the vehicle 3 is stopped (step S7). If the vehicle 3 is not stopped (No in step S7), the control device 11 continues to determine whether the vehicle 3 has transitioned to preparation for leaving the warehouse. If the vehicle 3 is stopped (Yes in step S7), the determination unit 18 compares the correction value currently stored in the storage unit 20 with the new correction value received from the server 30 (step S8).

[0044] If the determination unit 18 determines that the difference between the current correction value and the new correction value is equal to or greater than a predetermined value (Yes in step S9), the determination unit 18 determines that the current correction value should be updated, and updates the correction value (step S10).If the determination unit 18 determines that the difference between the current correction value and the new correction value is smaller than a predetermined value (No in step S9), the process ends.

[0045] The correction unit 17 corrects the mounting angle setting using the updated correction value (step S11).

[0046] 4 and 5 are flowcharts showing an example of the operation of the server 30. The communication unit 32 of the server 30 receives the operation data transmitted from the in-vehicle device 10 in step S1 of FIG. 3 (step S31). The calculation unit 33 starts processing the operation data (step S32). The calculation unit 33 determines whether the speed of the vehicle 3 is within a predetermined range with respect to a predetermined management speed (step S33). The management speed is, for example, 60 km / h for ordinary roads and 80 km / h for expressways.

[0047] If the speed of the vehicle 3 is within a predetermined range with respect to the predetermined management speed (Yes in step S33), the calculation unit 33 starts counting the record numbers of the operation data to be processed from j=0 (step S34). The calculation unit 33 determines whether the engine speed in the operation data of interest is equal to or less than a predetermined value (step S35). If the engine speed is not equal to or less than the predetermined value (greater than the predetermined value) (No in step S35), the operation data is excluded from the processing targets, and the process returns to step S32, where the calculation unit 33 starts processing the operation data again.

[0048] If the engine speed is equal to or lower than the predetermined value (Yes in step S35), the calculation unit 33 increments the record number of the operation data to be processed by one, i.e., j=j+1 (step S36). The calculation unit 33 determines whether the number j of operation data to be processed exceeds a predetermined number (e.g., j=120) (step S37).

[0049] If the number j of operation data to be processed does not exceed the predetermined number (No in step S37), the process returns to step S32, and the calculation unit 33 starts processing the operation data again. If the number j of operation data to be processed exceeds the predetermined number (Yes in step S37), the calculation unit 33 resets the number j of operation data to be processed, which is stored in the storage unit 34, to 0 (step S38).

[0050] The calculation unit 33, in accordance with the determination in step S33, collects operational data while traveling at the management speed (a speed within a predetermined range from the management speed), and calculates, for example, the average value of acceleration of all the collected operational data (step S39).

[0051] The calculation unit 33 calculates a new correction value for the mounting angle setting of the vehicle-mounted device 10 based on the calculated average value of the acceleration, i.e., the aggregated value of the acceleration (step S40). The average value of the acceleration of all the aggregated operation data may be cleared.

[0052] FIG. 6 is a graph showing an example of a bias in the aggregated acceleration value. While the acceleration should be zero while the vehicle 3 is stopped, in this example the aggregated value is biased toward the positive side. If this bias is too large, it is considered that the in-vehicle device 10 is significantly deviated from the correct mounting angle. Therefore, if this bias is equal to or greater than a predetermined threshold (e.g., 0.01 G), the calculation unit 33 adds the bias to the correction value currently set on the in-vehicle device 10 side to calculate a new correction value. For example, if the bias is 0.01 G, the correction value of -0.01 G currently set on the in-vehicle device 10 side is updated to a correction value of 0.

[0053] The calculation unit 33 determines whether or not there is a record of the next operation data (step S41). If there is next operation data (record) (No in step S41), the process returns to step S32, and the calculation unit 33 starts processing the operation data again. If there is no next operation data (Yes in step S41), the communication unit 32 transmits the calculated new correction value to the in-vehicle device 10 (step S42). In step S6 of FIG. 3, the in-vehicle device 10 determines whether or not the newly calculated correction value has been received.

[0054] On the other hand, if the speed of the vehicle 3 is not within the predetermined range of the predetermined management speed in step S33 (No in step S33), the calculation unit 33 starts counting the record number of the operation data to be processed from i=0 (step S43). In the operation data of interest, the control device 11 determines whether the vehicle 3 is stopped and the speed is zero (step S44).

[0055] If the speed is not zero (No in step S44), the operation data is excluded from the processing target, and the process returns to step S32, where the calculation unit 33 starts processing the operation data again. If the speed is zero (Yes in step S44), the calculation unit 33 determines whether the vehicle 3 is in a horizontal position at the stopping location (step S45). The calculation unit 33 can determine whether the vehicle 3 is in a horizontal position at the stopping location based on the position data included in the operation data. If the vehicle 3 is not horizontal (No in step S45), the operation data is excluded from the processing target, and the process returns to step S32, where the calculation unit 33 starts processing the operation data again.

[0056] If the vehicle 3 is horizontal (Yes in step S45), the calculation unit 33 assigns a predetermined weight to the data (step S46). For example, the acceleration of the data is double-counted and weighted.

[0057] The calculation unit 33 increments the order of the operation data to be processed by one, i=i+1 (step S47), and determines whether the number i of operation data to be processed exceeds a predetermined number (e.g., i=120) (step S48).

[0058] If the number i of operation data to be processed does not exceed the predetermined number (No in step S48), the process returns to step S32, and the calculation unit 33 starts processing the operation data again. If the number i of operation data to be processed exceeds the predetermined number (Yes in step S48), the calculation unit 33 resets the number i of operation data to be processed, which is stored in the storage unit 34, to 0 (step S49).

[0059] The calculation unit 33 compiles operational data during travel at speeds outside the management speed (speeds within a predetermined range from the management speed) in accordance with the determination in step S33, and calculates, for example, the average value of acceleration for all the compiled operational data (step S50). Thereafter, the calculation unit 33 performs the processes from step S40 onwards.

[0060] In the above example, the operation data includes time-series data of the acceleration of the vehicle 3. The calculation unit 33 can calculate the correction value based on the aggregated value extracted from the time-series data of the acceleration detected while the vehicle 3 is stopped (Yes in step S44).

[0061] When the vehicle 3 is stopped, the vehicle 3 is likely to be in a horizontal position, which increases the possibility of obtaining an accurate mounting angle of the vehicle-mounted device 10 relative to the vehicle 3, and as a result, increases the possibility of obtaining a correct correction value.

[0062] The operation data also includes time-series data on the position of the vehicle 3. The calculation unit 33 can weight the aggregated value according to the stopping location of the vehicle 3 (steps S45 and S46). Specifically, the calculation unit 33 can weight the aggregated value in the position data of a horizontal location.

[0063] The closer the vehicle 3 is stopped to a horizontal position, the more likely it is that an accurate mounting angle of the vehicle-mounted device 10 relative to the vehicle 3 can be obtained. Therefore, by weighting the aggregated acceleration values ​​obtained at stopping locations where the vehicle is stopped to a horizontal position more heavily, the more likely it is that a correct correction value can be obtained.

[0064] The operation data also includes time-series data of the speed of the vehicle 3. The calculation unit 33 can calculate the correction value based on an aggregate value extracted from the time-series data of the speed detected while the vehicle 3 is traveling at a constant speed (in this example, the management speed) (Yes in step S33).

[0065] If the aggregated values ​​are obtained only when the vehicle 3 is stopped, there is a risk that the number of data on which the aggregated values ​​are based will be insufficient, and the accuracy of the aggregated values ​​may be questionable. If the vehicle is traveling at a constant speed, it is highly likely that the vehicle is maintaining a horizontal position. Therefore, the reliability of the aggregated values ​​can be improved by calculating the aggregated values ​​using time-series data of the speed detected while the vehicle is traveling.

[0066] The operation data also includes time-series data on the engine rotation speed of the vehicle 3. The calculation unit 33 can exclude from the counted value the acceleration when the engine rotation speed is equal to or greater than a predetermined value (No in step S35).

[0067] If the engine speed is equal to or greater than a predetermined value, it is highly likely that the vehicle 3 is traveling on a slope that includes both uphill and downhill sections and is tilted. Data from such travel can be excluded from the aggregated values, allowing for accurate correction values ​​to be calculated.

[0068] When the determination unit 18 determines that the correction value should be updated, the output unit 19 of the in-vehicle device 10 outputs a signal indicating that the correction value should be updated. Specifically, the output unit 19 may be a display device or the like that displays the signal indicating that the correction value should be updated.

[0069] When the correction value is updated, the output unit 19 outputs a signal indicating that the correction value has been updated. If the mounting angle of the in-vehicle device 10 was appropriate at the time of installation or the correction value was optimized, and a defect in the vehicle 3 occurs during subsequent operation, such as a drop in tire air pressure or deterioration of the suspension over time, the output of this signal makes it possible to detect the occurrence of tilting of the vehicle 3 itself. This is therefore useful for notifying maintenance and preventing accidents.

[0070] In the above-described embodiment, the mounting angle correction device 40 is realized in the mounting angle correction system 1, and as shown in Fig. 2, the in-vehicle device 10 and the server 30 each constitute a part of the mounting angle correction device 40. However, when the in-vehicle device 10 also has the function of the calculation unit 33, the in-vehicle device 10 functions as the mounting angle correction device 40, and the in-vehicle device 10 alone can automatically correct the mounting angle. Furthermore, when the server 30 also has the functions of the correction unit 17 and the determination unit 18, the server 30 functions as the mounting angle correction device 40, and the server 30 alone can automatically correct the mounting angle of the in-vehicle device 10.

[0071] Here, the features of the embodiments of the mounting angle correction device, mounting angle correction system, vehicle-mounted device, server, and mounting angle correction program according to the present invention will be briefly summarized and listed below in [1] to

[10] .

[0072] [1] A correction unit (17) that corrects an installation angle setting of an on-board device (10) with respect to a vehicle (3) using a correction value, the on-board device (10) detecting the acceleration of the vehicle (3); a calculation unit (calculation unit 33 of the server 30) that calculates the correction value based on the aggregated value of the acceleration extracted from operation data that includes at least the time-series data of the acceleration; a determination unit (18) that determines whether to update the correction value based on a comparison result between the current correction value and the calculated correction value, The correction unit corrects the mounting angle setting using the calculated correction value when the determination unit determines that the correction value should be updated. Mounting angle correction device (40).

[0073] According to the mounting angle correction device having the configuration [1] above, the correction value of the mounting angle setting of the on-board unit is updated based on the aggregated value of acceleration included in the operation data. Therefore, even if the mounting angle of the on-board unit is not optimally set, the mounting angle setting can be automatically corrected without requiring any special operation for setting the mounting angle as in the past. Therefore, even if the optimal setting is not achieved when the on-board unit is installed in the vehicle due to poor installation such as an inclination of the installation location (the location where the on-board unit is installed) or an unbalanced load on the vehicle, the mounting angle setting can be automatically corrected.

[0074] [2] The operation data includes time series data of the acceleration of the vehicle, the calculation unit calculates the correction value based on the aggregated value extracted from time-series data of the acceleration detected while the vehicle is stopped. The mounting angle correction device according to [1] above.

[0075] According to the mounting angle correction device having the configuration [2] above, since the vehicle is likely to be in a horizontal position while stopped, there is a high possibility that the accurate mounting angle of the on-board unit relative to the vehicle can be obtained, and as a result, there is a high possibility that a correct correction value can be obtained.

[0076] [3] The operation data includes time-series data of the position of the vehicle, The calculation unit weights the aggregated value depending on a stopping location of the vehicle. The mounting angle correction device according to [2] above.

[0077] For example, the closer the vehicle is stopped to a horizontal position, the more likely it is that an accurate mounting angle of the on-board unit relative to the vehicle can be obtained. According to the mounting angle correction device configured as in [3] above, for example, by weighting the aggregated acceleration value obtained at a stopping location where the vehicle is stopped to a horizontal position more heavily, the more likely it is that a correct correction value can be obtained.

[0078] [4] The operation data includes time series data of the speed of the vehicle, the calculation unit calculates the correction value based on the aggregate value extracted from time-series data of the speed detected while the vehicle is traveling at a constant speed. The mounting angle correction device according to [1] above.

[0079] The accuracy of the aggregated values ​​obtained only when the vehicle is stopped may be questionable due to an insufficient amount of data on which to base the calculation. If the vehicle is traveling at a constant speed, it is highly likely that the vehicle is maintaining a horizontal posture. According to the mounting angle correction device configured as described above in [4], the reliability of the aggregated values ​​can be improved by calculating the aggregated values ​​using time-series data of the speed detected while traveling.

[0080] [5] The operation data includes time series data of the engine rotation speed of the vehicle, the calculation unit excludes the acceleration when the engine rotation speed is equal to or greater than a predetermined value from the aggregated value. The mounting angle correction device according to [4] above.

[0081] If the engine speed is equal to or greater than a predetermined value, it is highly likely that the vehicle 3 is traveling on a slope, including both uphill and downhill slopes, and is tilted. The mounting angle correction device configured as described above in [5] can exclude from the aggregated value the acceleration when the vehicle is tilted while traveling on a slope, thereby enabling the calculation of a correct correction value.

[0082] [6] An output unit (19) that outputs a signal indicating update of the correction value when the determination unit determines that the correction value should be updated. The mounting angle correction device according to any one of [1] to [5] above.

[0083] According to the mounting angle correction device configured as described above in [6], when the correction value is updated, a signal indicating that the correction value has been updated is output. If the mounting angle of the on-board device was appropriate at the time of installation or the correction value was optimized, and a vehicle defect occurs during subsequent operation, such as a drop in tire air pressure or deterioration of the suspension over time, this signal output can detect the occurrence of tilt in the vehicle itself. This is therefore useful for providing advance notice of maintenance and preventing accidents.

[0084] [7] An installation angle correction system (1) including an in-vehicle device (10) and a server (30), the vehicle-mounted device detects the acceleration of the vehicle and corrects the mounting angle setting with respect to the vehicle using a correction value; the server receives operation data including at least time-series data of the acceleration from the in-vehicle device, and calculates the correction value based on a total value of the acceleration extracted from the operation data; The in-vehicle device determines whether to update the correction value based on a comparison result between the current correction value and the calculated correction value received from the server, and when it is determined that the correction value should be updated, corrects the mounting angle setting using the calculated correction value. Mounting angle correction system.

[0085] According to the mounting angle correction system configured as described above in [7], the correction value of the mounting angle setting of the on-board unit is updated based on the aggregated value of acceleration included in the operation data. Therefore, even if the mounting angle of the on-board unit is not optimally set, the mounting angle setting can be automatically corrected without requiring special operations for setting the mounting angle as in the past. Therefore, even if the optimal setting is not achieved when installing the on-board unit in a vehicle due to poor installation such as an inclination of the installation location (the location where the on-board unit is installed) or an unbalanced load on the vehicle, the mounting angle setting can be automatically corrected.

[0086] [8] An acceleration detection unit that detects the acceleration of the vehicle; a correction unit that corrects the mounting angle setting with respect to the vehicle using a correction value; a calculation unit that calculates the correction value based on a total value of the acceleration extracted from operation data that includes at least time-series data of the acceleration; a determination unit that determines whether to update the correction value based on a comparison result between the current correction value and the calculated correction value, The correction unit corrects the mounting angle setting using the calculated correction value when the determination unit determines that the correction value should be updated. Onboard equipment.

[0087] According to the on-board device of [8] above, the correction value of the on-board device's mounting angle setting is updated based on the aggregated value of acceleration included in the operation data. Therefore, even if the mounting angle of the on-board device is not optimally set, the mounting angle setting can be automatically corrected without requiring special operations for setting the mounting angle as in the past. Therefore, even if the optimal setting is not achieved when the on-board device is installed in the vehicle due to poor installation such as an inclination of the installation location (the location where the on-board device is installed) or an unbalanced load on the vehicle, the mounting angle setting can be automatically corrected.

[0088] [9] A correction unit that corrects an installation angle setting of an on-board device that detects the acceleration of the vehicle with respect to the vehicle using a correction value; a calculation unit that calculates the correction value based on a total value of the acceleration extracted from operation data that includes at least time-series data of the acceleration; a determination unit that determines whether to update the correction value based on a comparison result between the current correction value and the calculated correction value, The correction unit corrects the mounting angle setting using the calculated correction value when the determination unit determines that the correction value should be updated. server.

[0089] According to the server described in [9] above, the correction value of the mounting angle setting of the on-board device is updated based on the aggregated value of acceleration included in the operation data. Therefore, even if the mounting angle of the on-board device is not optimally set, the mounting angle setting can be automatically corrected without requiring special operations for setting the mounting angle as in the past. Therefore, even if the optimal setting is not achieved when installing the on-board device in the vehicle due to poor installation such as an inclination of the installation location (the location where the on-board device is installed) or an unbalanced load on the vehicle, the mounting angle setting can be automatically corrected.

[0090]

[10] A step of correcting an installation angle setting of an on-board device that detects acceleration of the vehicle with respect to the vehicle using a correction value; calculating the correction value based on an aggregate value of the acceleration extracted from operation data including at least time-series data of the acceleration; determining whether to update the correction value based on a comparison result between the current correction value and the calculated correction value; When it is determined that the correction value is to be updated, correcting the mounting angle setting using the calculated correction value; An installation angle correction program that causes a computer to execute the above.

[0091] According to the mounting angle correction program described in

[10] above, the correction value of the mounting angle setting of the on-board unit is updated based on the aggregated value of acceleration included in the operation data. Therefore, even if the mounting angle of the on-board unit is not optimally set, the mounting angle setting can be automatically corrected without requiring special operations for setting the mounting angle as in the past. Therefore, even if the optimal setting is not achieved when installing the on-board unit in a vehicle due to poor installation such as an inclination of the installation location (the location where the on-board unit is installed) or an unbalanced load on the vehicle, the mounting angle setting can be automatically corrected. [Explanation of symbols]

[0092] 1. Mounting angle correction system 3 vehicles 5 base station 7 Network 10 Onboard equipment 11 Control device 12 Communications Department 13 Acceleration acquisition section 14 Speed ​​acquisition section 15 Location information acquisition section 16 Engine RPM acquisition unit 17 Correction section 18 Judgment section 19 Output section 20 Memory section 30 servers 31 Control device 32 Communications Department 33 Calculation section 34 Storage section 40 Mounting angle correction device

Claims

1. a correction unit that corrects a mounting angle setting of an on-board device that detects acceleration of the vehicle with respect to the vehicle using a correction value; a calculation unit that calculates the correction value based on a total value of the acceleration extracted from operation data that includes at least time-series data of the acceleration; a determination unit that determines whether to update the correction value based on a comparison result between the current correction value and the calculated correction value, The correction unit corrects the mounting angle setting using the calculated correction value when the determination unit determines that the correction value should be updated. Mounting angle correction device.

2. the operational data includes time-series data of the speed of the vehicle; the calculation unit calculates the correction value based on the aggregated value extracted from time-series data of the acceleration detected while the vehicle is stopped. The mounting angle correction device according to claim 1 .

3. the operational data includes time-series data of the vehicle's position; The calculation unit weights the aggregated value depending on a stopping location of the vehicle. The mounting angle correction device according to claim 2 .

4. the operational data includes time-series data of the speed of the vehicle; the calculation unit calculates the correction value based on the aggregated value extracted from time-series data of the acceleration detected while the vehicle is traveling at a constant speed. The mounting angle correction device according to claim 1 .

5. the operational data includes time-series data of the engine rotation speed of the vehicle; the calculation unit excludes the acceleration when the engine rotation speed is equal to or greater than a predetermined value from the aggregated value. The mounting angle correction device according to claim 4 .

6. an output unit that outputs a signal indicating update of the correction value when the determination unit determines that the correction value should be updated; The mounting angle correction device according to claim 1 .

7. An installation angle correction system including an in-vehicle device and a server, the vehicle-mounted device detects the acceleration of the vehicle and corrects the mounting angle setting with respect to the vehicle using a correction value; the server receives operation data including at least time-series data of the acceleration from the in-vehicle device, and calculates the correction value based on a total value of the acceleration extracted from the operation data; The in-vehicle device determines whether to update the correction value based on a comparison result between the current correction value and the calculated correction value received from the server, and when it is determined that the correction value should be updated, corrects the mounting angle setting using the calculated correction value. Mounting angle correction system.

8. an acceleration detection unit that detects the acceleration of the vehicle; a correction unit that corrects the mounting angle setting with respect to the vehicle using a correction value; a calculation unit that calculates the correction value based on a total value of the acceleration extracted from operation data that includes at least time-series data of the acceleration; a determination unit that determines whether to update the correction value based on a comparison result between the current correction value and the calculated correction value, The correction unit corrects the mounting angle setting using the calculated correction value when the determination unit determines that the correction value should be updated. Onboard equipment.

9. a correction unit that corrects a mounting angle setting of an on-board device that detects acceleration of the vehicle with respect to the vehicle using a correction value; a calculation unit that calculates the correction value based on a total value of the acceleration extracted from operation data that includes at least time-series data of the acceleration; a determination unit that determines whether to update the correction value based on a comparison result between the current correction value and the calculated correction value, The correction unit corrects the mounting angle setting using the calculated correction value when the determination unit determines that the correction value should be updated. server.

10. a step of correcting an installation angle setting of an on-board device that detects acceleration of the vehicle with respect to the vehicle using the correction value; calculating the correction value based on an aggregate value of the acceleration extracted from operation data including at least time-series data of the acceleration; determining whether to update the correction value based on a comparison result between the current correction value and the calculated correction value; When it is determined that the correction value is to be updated, correcting the mounting angle setting using the calculated correction value; An installation angle correction program that causes a computer to execute the above.

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