JP2023095164A - Vehicle management system - Google Patents

Abstract

To urge a user to perform component replacement which can extend the shortest service life of a plurality of components mounted on a vehicle and suppress the variations of the service life between the components.SOLUTION: A vehicle management system calculates the service life for each component on the basis of the first load factor and the load accumulation degree for each component, calculates the service life after replacement being the service life for each component of a first vehicle after at least one of the plurality of components is replaced with a corresponding replaceable component on the basis of the load accumulation degree for each component and the second load factor for each replaceable component, and performs notification to recommend component replacement between the first vehicle and the second vehicle in a case where the second shortest service life that is shortest in the service life after replacement for each component is long in comparison to the first shortest service life shortest in the service life for each component, and the second service life difference being the difference between the second longest service life that is longest in the service life after replacement for each component and the second shortest service life is small in comparison to the first service life difference being the difference between the first shortest service life and the first longest service life longest in the first service life for each component.SELECTED DRAWING: Figure 3

Description

TECHNICAL FIELD The present invention relates to a vehicle management system, and more particularly, a vehicle management system that manages a first vehicle equipped with a plurality of parts and a second vehicle equipped with a plurality of replaceable parts replaceable with the plurality of parts. Regarding.

Conventionally, as this type of vehicle management system, there has been proposed a system that calculates the degree of fatigue damage of a specific one component (suspension) out of a plurality of vehicle components (see, for example, Patent Document 1). In this system, a cumulative value obtained by accumulating an input correlation value that correlates with the magnitude of the input applied to the vehicle while the vehicle is running is stored. and calculate the fatigue damage degree of a specific part based on . Then, when the calculated degree of fatigue damage is greater than the warning threshold value, it is notified that the time for replacement of the part is approaching. Such notification enables the user to replace a specific part at an appropriate time.

JP 2013-79920 A

However, in the vehicle management system described above, the service life of a vehicle is determined by the service life of the component with the shortest service life. Even if it is replaced, the service life of the vehicle may not be extended. In addition, if the service life of a specific part that has been replaced becomes excessively longer than that of other parts that have not been replaced, and if there is variation in the service life of each part, the variation in replacement timing between parts will increase, and replacement work will become more difficult. becomes complicated. Therefore, it is desirable to prompt the user to replace parts that can extend the shortest life of a plurality of parts mounted on a vehicle and suppress variations in life between parts.

The main purpose of the vehicle management system of the present invention is to prompt a user to replace a part that can extend the shortest life of a plurality of parts mounted on a vehicle and suppress variations in the life of the parts.

The vehicle management system of the present invention employs the following means in order to achieve the above main object.

The vehicle management system of the present invention is
A vehicle management system for managing a first vehicle mounted with a plurality of parts and a second vehicle mounted with a plurality of replaceable parts replaceable with the plurality of parts,
For each of the parts mounted on the first vehicle, a first load factor that is a ratio of the load accumulated on the part to the allowable load allowed on the part; Calculate the load accumulation degree, which is the load factor of the part,
calculating a second load factor, which is a ratio of a load accumulated on the replaceable part to an allowable load allowed on the replaceable part, for each of the replaceable parts mounted on the second vehicle;
calculating a service life for each part based on the first load factor and the load accumulation degree for each part;
Based on the load accumulation degree for each of the parts and the second load factor for each of the replaceable parts, after at least one of the parts is replaced with the corresponding replaceable part, the first Calculate the life after replacement, which is the life of each part of one vehicle,
A second shortest life of the post-replacement lives of the parts is longer than a first shortest life of the parts, and a first longest life of the parts is longer than a first shortest life of the parts. A second life span, which is the difference between the second longest life span and the second shortest span, which is the longest among the post-replacement life spans of each of the parts, compared to the first life span difference, which is the difference between the life span and the first shortest life span. The gist of the invention is that, when the difference is small, a notification is made to the effect that replacement of parts between the first vehicle and the second vehicle is recommended.

In the vehicle management system of the present invention, for each part mounted on the first vehicle, a first load factor, which is a ratio of the load accumulated on the part to the allowable load allowed on the part, and the unit A load accumulation degree, which is a load factor of the parts per travel distance, is calculated, and is accumulated in the replaceable parts with respect to the allowable load allowed for the replaceable parts for each replaceable part mounted on the second vehicle. A second load factor, which is the load ratio, is calculated. Also, based on the first load factor and the load accumulation degree for each part, the life of each part is calculated, and based on the load accumulation degree for each part and the second load factor for each replaceable part, the plurality of parts A post-replacement service life, which is a service life of each part of the first vehicle after replacing at least one of the parts with a corresponding replaceable part, is calculated. A second shortest life span, which is the shortest among the life spans after replacement of the parts, is longer than a first shortest life span, which is the shortest among the life spans of the parts, and a first longest life span, which is the longest among the life spans of the parts. When the second life difference, which is the difference between the second longest life and the second shortest life among the lives after replacement of each component, is smaller than the first life difference, which is the difference from the first shortest life, A notification is made to the effect that replacement of parts between the first vehicle and the second vehicle is recommended. When parts are exchanged between the first vehicle and the second vehicle, the shortest life, which is the life of the component with the shortest life among the plurality of parts mounted on the first vehicle, can be extended compared to when the parts are not exchanged. In addition, when the variation in service life between the parts can be suppressed, the notification is given, so that the user can obtain a part that can extend the shortest service life of the plurality of parts mounted on the vehicle and suppress the variation in service life among the parts. exchange can be encouraged.

In the vehicle management system of the present invention, the service life after replacement is obtained by dividing a value obtained by subtracting the second load factor from 1 by the load accumulation degree of the corresponding part, and calculating the load accumulation degree. and the travel distance of the first vehicle at that time.

Moreover, in the vehicle management system of the present invention, the parts and the replaceable parts may be a plurality of bearings supporting a plurality of rotating shafts of the first and second vehicles. In this way, it is possible to prompt the user to replace parts that can extend the shortest life of the plurality of bearings and suppress variations in the life of the bearings.

The vehicle management method of the present invention includes:
A vehicle management method for managing a first vehicle mounted with a plurality of parts and a second vehicle mounted with a plurality of replaceable parts replaceable with the plurality of parts, the vehicle management method comprising:
For each of the parts mounted on the first vehicle, a first load factor that is a ratio of the load accumulated on the part to the allowable load allowed on the part; Calculate the load accumulation degree, which is the load factor of the part,
calculating a second load factor, which is a ratio of a load accumulated on the second replaceable part to an allowable load allowed on the replaceable part, for each of the replaceable parts mounted on the second vehicle;
calculating a service life for each part based on the first load factor and the load accumulation degree for each part;
Based on the load accumulation degree for each of the parts and the second load factor for each of the replaceable parts, after at least one of the parts is replaced with the corresponding replaceable part, the first Calculate the life after replacement, which is the life of each part of one vehicle,
A second shortest life of the post-replacement lives of the parts is longer than a first shortest life of the parts, and a first longest life of the parts is longer than a first shortest life of the parts. A second life span, which is the difference between the second longest life span and the second shortest span, which is the longest among the post-replacement life spans of each of the parts, compared to the first life span difference, which is the difference between the life span and the first shortest life span. The gist of the invention is that, when the difference is small, a notification is made to the effect that replacement of parts between the first vehicle and the second vehicle is recommended.

In the vehicle management method of the present invention, for each part mounted on the first vehicle, a first load factor, which is a ratio of the load accumulated on the part to the allowable load allowed on the part, and the unit A load accumulation degree, which is the load factor of the part per mileage, is calculated, and for each replaceable part mounted on the second vehicle, the allowable load allowed for the replaceable part is accumulated in the second replaceable part. A second load factor, which is the ratio of the load that is Also, based on the first load factor and the load accumulation degree for each part, the life of each part is calculated, and based on the load accumulation degree for each part and the second load factor for each replaceable part, the plurality of parts A post-replacement service life, which is a service life of each part of the first vehicle after replacing at least one of the parts with a corresponding replaceable part, is calculated. A second shortest life span, which is the shortest among the life spans after replacement of the parts, is longer than a first shortest life span, which is the shortest among the life spans of the parts, and a first longest life span, which is the longest among the life spans of the parts. When the second life difference, which is the difference between the second longest life and the second shortest life among the lives after replacement of each component, is smaller than the first life difference, which is the difference from the first shortest life, A notification is made to the effect that replacement of parts between the first vehicle and the second vehicle is recommended. When parts are exchanged between the first vehicle and the second vehicle, the shortest life, which is the life of the component with the shortest life among the plurality of parts mounted on the first vehicle, can be extended compared to when the parts are not exchanged. In addition, when the variation in service life between the parts can be suppressed, the notification is given, so that the user can obtain a part that can extend the shortest service life of the plurality of parts mounted on the vehicle and suppress the variation in service life among the parts. exchange can be encouraged.

1 is a configuration diagram showing an outline of the configuration of a vehicle management system 10 as one embodiment of the present invention; FIG. 1 is a configuration diagram showing a schematic configuration of automobiles 20A and 20B in a vehicle management system 10 of an embodiment; FIG. It is a flow chart which shows an example of an information processing routine. FIG. 10 is an explanatory diagram for explaining an example of the relationship between the traveling distance Lt of the automobile 20A and the first load factors F1a and F2a when the bearing of the automobile 20A is used without being replaced with the bearing of the automobile 20B. The travel distance Lt of the automobile 20A and the second load factors F1b and F2b when the bearing 94a of the automobile 20A is replaced with the bearing 94a of the automobile 20B at the current travel distance Lta and the bearing 94b is not replaced with the bearing 94b of the automobile 20B. It is an explanatory view for explaining an example of the relationship of. To explain an example of the relationship between the travel distance Lt of the automobile 20A and the second load factors F1b and F2b when the bearings 94a and 94b of the automobile 20A are replaced with the bearings 94a and 94b of the automobile 20B at the current travel distance Lta. is an explanatory diagram of .

Next, a mode for carrying out the present invention will be described using examples.

FIG. 1 is a configuration diagram showing the outline of the configuration of a vehicle management system 10 as one embodiment of the present invention. FIG. 2 is a schematic diagram showing the configuration of the vehicles 20A and 20B in the vehicle management system 10 of the embodiment. As illustrated, the vehicle management system 10 of the embodiment includes a hybrid electronic control unit (hereinafter referred to as "HVECU") mounted on automobiles 20A and 20B (first and second vehicles) communicably connected via a network 12. ) 30 and a management server 120 arranged in the vehicle management center.

As shown in FIG. 2, automobiles 20A and 20B include an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, and a hybrid electronic control unit (hereinafter referred to as "HVECU"). 70 and.

The engine 22 is configured as an internal combustion engine driven by a hydrocarbon fuel such as gasoline or light oil. The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24 .

The planetary gear 30 is configured as a single-pinion planetary gear mechanism. The sun gear, ring gear, and carrier are connected to the rotor and driving wheels 38a and 38b of the motor MG1 via differential gears 37, respectively, and are connected to the motor MG2. The drive shaft 36 to which the rotor of the engine 22 is connected is connected to the crankshaft 26 of the engine 22 .

Motors MG1 and MG2 are configured as, for example, synchronous generator motors, and inverters 41 and 42 are connected to battery 50 via power line 54 . The motors MG1 and MG2 are rotationally driven by controlling the switching of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as a “motor ECU”) 40 . The battery 50 is configured as, for example, a lithium-ion secondary battery or a nickel-hydrogen secondary battery. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52 .

Each rotary shaft such as the crankshaft 26, the drive shaft 36, and the rotary shafts connected to the rotors of the motors MG1 and MG2 are supported by bearings (eg, bearings 94a to 94d).

The HVECU 70 is a microcomputer mainly composed of a CPU 72. In addition to the CPU 72, the HVECU 70 includes a ROM 74 for storing programs and the like, a RAM 76 for temporarily storing data, and an input/output port (not shown).

Signals from various sensors are input to the HVECU 70 through input ports. Signals input to the HVECU 70 via the input port include an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the position of a shift lever 81, and an accelerator pedal 83 that detects the amount of depression of an accelerator pedal 83. The accelerator opening Acc from the pedal position sensor 86, the brake position BP from the brake pedal position sensor 84 that detects the depression amount of the brake pedal 85, and the like can be mentioned. Further, the vehicle speed V from the vehicle speed sensor 88, the traveling distance Lt from the odometer 89, various information from the communication device 92 that controls communication with the management server 120 via the network 12, and the like can be used.

Various control signals are output from the HVECU 70 through an output port. The control signal output from the HVECU 70 via the output port includes a display control signal to the display device 90, a communication control signal to the communication device 92, and the like.

The HVECU 70 calculates load factors F1 to Fn (n is the number of parts) of each mounted part at predetermined intervals (for example, at intervals of several milliseconds). The load factors F1 to Fn are calculated by dividing the load integrated values SUM1 to SUMn, which are the loads accumulated on the bearings (for example, the bearings 94a to 94d) that support the respective rotating shafts, by the respective allowable loads SUMmax1 to SUMmaxn. (Fm=SUMm/SUMmaxn, where m is a natural number from 1 to n). The integrated load values SUM1 to SUMn are values obtained by accumulating the torque of the rotating shafts (for example, the crankshaft 26, the drive shaft 36, the rotating shafts of the motors MG1 and MG2, etc.) that apply loads to the bearings. The permissible loads SUMmax1 to SUMmaxn are values determined in advance by experiments or analysis by AI (artificial intelligence) as the integrated load values SUM1 to SUMn at which each bearing fails. In addition, the HVECU 70 divides the load factors F1 to Fn by the travel distance Lt at predetermined time intervals (for example, every several milliseconds), and calculates load accumulation degrees ΔF1 to ΔFn (ΔFm=Fm/Lt) as load factors per unit travel distance. , m are natural numbers from value 1 to value n). The HVECU 70 transmits the calculated load factors F1 to Fn and load accumulative degrees ΔF1 to ΔFn to the management server 120 via the communication device 92 and the network 12 .

The automobiles 20A and 20B configured in this manner are configured such that the parts mounted thereon are replaceable.

The management server 120 includes a customer information storage unit 122 , an exchange notification unit 124 and a communication device 126 . The customer information storage unit 122 is a functional block, and includes vehicle identification information for each vehicle, vehicle configuration data such as vehicle type, model, and parts, customer data such as customer name and customer address, dealers who sold the vehicle, and information about past events. It stores failure-related data such as failures and repair details. The replacement notification unit 124 is a functional block that performs notification processing for notifying whether replacement of parts between two automobiles 20 should be recommended. The notification processing will be described later. Communication device 126 manages communication with vehicles 20A and 20B via network 12 .

Next, the operation of the vehicle management system 10 configured in this way, in particular, the operation when the management server 120 notifies the vehicle 20A of the recommendation to replace parts (replacement of bearings in the embodiment) will be described. FIG. 3 is a flow chart showing an example of a notification processing routine. This routine is repeatedly executed by the replacement notification unit 124 of the management server 120 at predetermined intervals (for example, once a month).

In the notification process, first, the travel distance Lta, the first load factors F1a to Fna, the second load factors F1b to Fnb, and the load accumulative degrees ΔF1a to ΔFna are input (step S100). The travel distance Lta is the travel distance Lt detected by the odometer 89 of the automobile 20A and is input by communication via the network 12. FIG. The first load factors F1a to Fna are the load factors F1 to Fn calculated by the automobile 20A, and are input by communication via the network 12. FIG. The second load factors F1b to Fnb are the load factors F1 to Fn calculated by the automobile 20B, and are input by communication via the network 12. FIG. The load accumulative degrees ΔF1a to ΔFna are the load accumulative degrees ΔF1 to ΔFn calculated by the automobile 20A, and are input by communication via the network 12. FIG.

Subsequently, it is determined whether or not the automobile 20A is equipped with a bearing having a large load factor (step S110). Here, when at least one of the first load factors F1a to Fna input in step S100 exceeds a predetermined factor dFref, it is determined that the automobile 20A is equipped with a bearing having a large load factor. The predetermined rate dFref is a load rate that serves as a guideline for bearing replacement, and is set to a value of 0.5, 0.6, 0.7, or the like, for example. Therefore, step S110 is a process of determining whether or not there is a part that should be considered for replacement in the automobile 20A.

If it is determined in step S110 that the vehicle 20A is not equipped with a bearing having a large load factor, it is determined that there is no part in the vehicle 20A that should be considered for replacement, and this routine ends.

In step S110, when a bearing with a large load factor is mounted on the automobile 20A, it is determined that there are parts in the automobile 20A that should be considered for replacement. component lives L1 to Ln (step S120). The lifespans L1 to Ln of the parts are travel distances Lta at which the first load factors F1a to Fna of the respective bearings are 1. FIG. 4 is an explanatory diagram for explaining an example of the relationship between the traveling distance Lt of the vehicle 20A and the first load factors F1a and F2a when the bearings of the vehicle 20A are used as they are without being replaced with the bearings of the vehicle 20B. is. In the figure, the solid line indicates the relationship between the traveling distance Lta and the first load factor F1a. A dashed line indicates the relationship between the travel distance Lta and the second load factor F2a. The first load factors F1a and F2a are proportional to the traveling distance Lt as shown. Since the load applied to each bearing differs depending on how the user uses the automobile 20A, the slope of the straight line in FIG. 4 differs depending on how the user uses the automobile 20A. In the embodiment, the bearing 94a has a larger inclination than the bearing 94b and ends its life earlier.

Subsequently, the shortest one of the calculated part lives L1 to Ln is set as the first shortest life L1min, and the longest part life L1 to Ln is set as the first longest life L1max (step S130), A first life difference ΔL1 is calculated by subtracting the first shortest life L1min from the first longest life L1max (step S140).

Next, post-replacement lives L1new to Lmnew are set as the lives of the bearings in the automobile 20A after the specific bearing selected from the plurality of bearings in the automobile 20A is replaced with the corresponding bearing in the automobile 20B (step S150). . Here, as the bearing to be replaced, a bearing exceeding a predetermined rate dFref among the first load factors F1a to Fna can be selected. The number of bearings to be replaced may be one or plural.

In step S150, for the bearings that have not been replaced with the bearings of the automobile 20B among the plurality of bearings of the automobile 20A, post-replacement life Lmnew (m is a natural number from value 1 to value n) is changed to part life Lm (m is a value natural number from 1 to n). Regarding the bearings replaced with the bearings of the automobile 20B among the bearings of the automobile 20A, the post-replacement life Lmnew (m is a natural number from the value 1 to the value n), the second load factor Fmb (m is the value 1 to the value A natural number of n), load accumulation degree ΔFma (m is a natural number from value 1 to value n), and travel distance Lta are set using the following equation (1). FIG. 5 shows the travel distance Lt of the automobile 20A and the second load factor when the bearing 94a of the automobile 20A is replaced with the bearing 94a of the automobile 20B at the current travel distance Lta, and the bearing 94b is not replaced with the bearing 94b of the automobile 20B. It is an explanatory view for explaining an example of relation between F1b and F2b. FIG. 6 is an example of the relationship between the travel distance Lt of the automobile 20A and the second load factors F1b and F2b when the bearings 94a and 94b of the automobile 20A are replaced with the bearings 94a and 94b of the automobile 20B at the current travel distance Lta. It is an explanatory view for explaining. 5 and 6, solid lines indicate the relationship between the travel distance Lta and the first and second load factors F1a and F1b. A dashed line indicates the relationship between the travel distance Lta and the first and second load factors F2a and F2b. A dashed line shows an example of the relationship between the traveling distance Lt of the vehicle 20A and the first load factors F1a and F2a when the bearings 94a and 94b are not replaced. 5 and 6, the first load factor F1a and the second load factor F1b are discontinuous. In FIG. 6, the first load factor F2a and the second load factor F2b are discontinuous. This is because the automobile 20A and the automobile 20B are used in different vehicle usage conditions by users. This is based on the difference between (F1a, F1b) and the load factors F1, F2 of the bearings 94a, 94b mounted on the automobile 20B. After the replacement, the second load factors F1b and F2b of the bearings 94a and 94b increase with load accumulation degrees ΔF1 and ΔF2 according to the user's use of the automobile 20A. Equation (1) can be easily obtained from the relationship between the travel distance Lt and the first load factors F1a, F2a and the second load factors F1b, F2b.

Lmnew=(1-Fmb)/ΔFma+Lta ・・・(m=1～n) ・・・(1)

Subsequently, the shortest one of the calculated post-replacement lives L1new to Lnnew is set as the second shortest life L2min, and the longest one of the post-replacement lives L1new to Lnnew is set as the second longest life L2max (step S160). ), a second life difference ΔL2 is calculated by subtracting the second shortest life L2min from the second longest life L2max (step S170).

Then, it is determined whether or not the second shortest life L2min is longer than the first shortest life L1min (step S180). The life of the automobile 20A is determined by the life of the component with the shortest life. Therefore, the first shortest life L1min corresponds to the life of the automobile 20A when not all parts are replaced, and the second shortest life L2min corresponds to the life of the automobile 20A after the selected parts have been replaced. Therefore, step S180 determines whether the service life of the vehicle 20A is longer when the selected part is replaced than when it is not replaced, i.e., whether replacing at least one part will extend the service life of the vehicle 20A. It is a process of judging

If it is determined in step S180 that the second shortest life L2min is equal to or shorter than the first shortest life L1min, it is determined that the life of the automobile 20A will not be extended even if parts are replaced, and this routine ends.

When the second shortest life L2min is longer than the first shortest life L1min in step S180, it is determined that the life of the automobile 20A will be extended by replacing the parts, and then whether the second life difference ΔL2 is smaller than the first life difference ΔL1. is determined (step S190). Since the first life difference ΔL1 is a value obtained by subtracting the first shortest life L1min from the first longest life L1max, it is a value reflecting variations in the life of each bearing of the automobile 20A when the bearings are not replaced. ing. Since the second life difference ΔL2 is a value obtained by subtracting the second shortest life L2min from the second longest life L2max, it is a value reflecting variations in the life of each bearing of the automobile 20A after part replacement. Therefore, step S190 is a process of determining whether or not the variation in the service life of each bearing of the automobile 20A after replacement is reduced.

In step S190, when the second life difference .DELTA.L2 is equal to or greater than the first life difference .DELTA.L1, it is determined that the life of each bearing of the vehicle 20A will vary greatly if parts are replaced, and this routine ends.

In step S190, when the second life difference .DELTA.L2 is less than the first life difference .DELTA.L1, the communication device 126 determines that if the part is replaced, the variation in the life of each bearing of the automobile 20A will be reduced, and the communication device 126 recommends the replacement. Then, the vehicle 20A is notified via the network 12 (step S200), and the routine ends. The automobile 20A, which has received such information, displays on the display device 90 a message to the effect that replacement of the parts with the vehicle B is recommended. Thus, when the second shortest life L2min is longer than the first shortest life L1min in step S180 and the second life difference ΔL2 is less than the first life difference ΔL1 in step S190, it is recommended to replace the automobile 20A. The notification can prompt the user of the automobile 20A to replace the bearing. As a result, the user can be encouraged to replace parts that can extend the shortest life of the plurality of bearings mounted on the automobile 20A and suppress variation in the life of the bearings.

According to the vehicle management system 10 of the embodiment described above, the first load factors F1a to Fna and the load accumulation degrees ΔF1a to ΔFna are calculated for each bearing of the vehicle 20A, and the second load factor F1b is calculated for each bearing of the vehicle 20B. to Fnb, and based on the calculated first load factors F1a to Fna and load accumulation degrees ΔF1a to Fna, parts life L1 to Ln are calculated, and the load accumulation degrees ΔF1a to ΔFna and the second load factors F1b to Fnb are calculated. and calculate the post-replacement service life L1new to Lnnew based on the second shortest service life L1new to Lnnew, which is the shortest service life L1new to Lnnew. When the life L2min is long and the second life difference ΔL2 is smaller than the first life difference ΔL1, the automobile 20A is notified that it is recommended to replace parts in the automobiles 20A and 20B. It is possible to lengthen the shortest life of the plurality of bearings mounted on 20A and to promote part replacement that can suppress variations in the life of the bearings.

In the vehicle management system 10 of the embodiment, at step S110 of the notification processing routine of FIG. 3, it is determined whether or not the vehicle 20A is equipped with a bearing having a large load factor. However, without executing step S110, step S120 and subsequent steps may be executed after executing step S100.

In the vehicle management system 10 of the embodiment, the HVECU 70 of the automobiles 20A and 20B calculates the load factors F1 to Fn and the load accumulative degrees ΔF1 to ΔFn of the automobiles 20A and 20B. However, the replacement notification unit 124 of the management server 120 may calculate the load factors F1 to Fn and the load accumulative degrees ΔF1 to ΔFn of the automobiles 20A and 20B. In this case, the data necessary for calculating the load factors F1 to Fn and the load accumulative degrees ΔF1 to ΔFn of the automobiles 20A, 20B may be input from the automobiles 20A, 20B via the network 12 through the communication device 126.

In the vehicle management system 10 of the embodiment, the automobile 20A is informed that parts replacement is recommended for the automobiles 20A and 20B. However, only when the notification process illustrated in FIG. 3 is applied to both the vehicle 20A and the vehicle 20B and the notification to recommend the replacement of both the vehicles 20A and 20B can be made, the management server 120 can replace both the vehicles 20A and 20B. You may perform the notification which recommends. That is, as described above, the first load factors F1a to Fna and the load accumulative degrees ΔF1a to ΔFna are calculated for each part of the automobile 20A, and the second load factors F1b to Fnb are calculated for each part of the automobile 20B. Based on the first load factors F1a to Fna and the load accumulative degrees ΔF1a to Fna, the lifespans L1 to Ln of the parts are calculated, and replacement after replacement is performed based on the load accumulative degrees ΔF1a to ΔFna and the second load factors F1b to Fnb. Post-replacement lives L1new to Lnnew are calculated, and a second shortest life L2min, which is the shortest among post-replacement lives L1new to Lnnew, is longer than a first shortest life L1min, which is the shortest among component lives L1 to Ln, and When the second life difference ΔL2 is smaller than the first life difference ΔL1, and the first load factors F1a to Fna and the load accumulation degrees ΔF1a to ΔFna are calculated for each part of the automobile 20B, Second load factors F1b to Fnb are calculated for each part, component lives L1 to Ln are calculated based on the calculated first load factors F1a to Fna and load accumulation degrees ΔF1a to Fna, and load accumulation degrees ΔF1a to ΔFna are calculated. Based on the second load factors F1b to Fnb, post-replacement lives L1new to Lnnew are calculated, and the post-replacement life L1new~ after replacement is compared with the shortest first shortest life L1min among the part lives L1 to Ln When the second shortest life L2min, which is the shortest of Lnnew, is long and the second life difference ΔL2 is smaller than the first life difference ΔL1, the automobile 20A notifies the automobile 20A and 20B that parts replacement is recommended. , 20B, parts can be exchanged more appropriately between the automobiles 20A and 20B.

In the vehicle management system 10 of the embodiment, the management server 120 executes the notification processing routine illustrated in FIG. However, a part or all of the processing of the notification processing routine of FIG. 3 may be performed by the automobile 20A or the automobile 20B.

In the embodiment, a case is illustrated where the present invention is applied to notification from the management server 120 to the automobile 20A to recommend replacement of bearings as part replacement. However, the parts to be replaced are not limited to the bearings, and may be any parts as long as some load is accumulated as the automobiles 20A and 20B travel.

In the embodiments, the present invention is described as a form of a vehicle management system, but the present invention may be embodied as a vehicle management method shown in FIG.

The correspondence relationship between the main elements of the embodiments and the main elements of the invention described in the column of Means for Solving the Problems will be described. In the embodiment, the HVECU 70 of the automobile 20A and the replacement notification unit 124 of the management server 120 correspond to the "vehicle management system".

Note that the correspondence relationship between the main elements of the examples and the main elements of the invention described in the column of Means for Solving the Problems is the Since it is an example for specifically explaining the mode for solving the problem, it does not limit the elements of the invention described in the column of the means for solving the problem. That is, the interpretation of the invention described in the column of Means to Solve the Problem should be made based on the description in that column, and the Examples are specific examples of the invention described in the column of Means to Solve the Problem. This is just an example.

Although the embodiments for carrying out the present invention have been described above, the present invention is not limited to such embodiments at all, and can be modified in various forms without departing from the scope of the present invention. Of course, it can be implemented.

INDUSTRIAL APPLICABILITY The present invention is applicable to the manufacturing industry of vehicle management systems.

10 vehicle management system, 12 network, 20 automobile, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 40 motor electronics Control unit (motor ECU) 41, 42 Inverter 50 Battery 52 Battery electronic control unit (battery ECU 52) 54 Power line 70 Hybrid electronic control unit (HVECU) 80 Ignition switch 81 Shift lever 82 Shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 89 odometer, MG1, MG2 motor, 90 display device, 92 communication device, 94a-94d bearing, 120 management Server, 122 customer information storage unit, 124 exchange notification unit, 126 communication device.

Claims (1)

A vehicle management system for managing a first vehicle mounted with a plurality of parts and a second vehicle mounted with a plurality of replaceable parts replaceable with the plurality of parts,
For each of the parts mounted on the first vehicle, a first load factor that is a ratio of the load accumulated on the part to the allowable load allowed on the part; Calculate the load accumulation degree, which is the load factor of the part,
calculating a second load factor, which is a ratio of a load accumulated on the replaceable part to an allowable load allowed on the replaceable part, for each of the replaceable parts mounted on the second vehicle;
calculating a service life for each part based on the first load factor and the load accumulation degree for each part;
Based on the load accumulation degree for each of the parts and the second load factor for each of the replaceable parts, after at least one of the parts is replaced with the corresponding replaceable part, the first Calculate the life after replacement, which is the life of each part of one vehicle,
A second shortest life of the post-replacement lives of the parts is longer than a first shortest life of the parts, and a first longest life of the parts is longer than a first shortest life of the parts. A second life span, which is the difference between the second longest life span and the second shortest span, which is the longest among the post-replacement life spans of each of the parts, compared to the first life span difference, which is the difference between the life span and the first shortest life span. A vehicle management system that notifies that replacement of parts between the first vehicle and the second vehicle is recommended when the difference is small.

Images