JP6926758B2 - Estimator and estimation method - Google Patents

Description

The present invention relates to an estimation device and an estimation method, and more particularly to an estimation of the degree of fatigue damage of a power transmission element of a vehicle equipped with a manual clutch device.

Conventionally, various technologies have been proposed for predicting the life of various parts mounted on a vehicle and appropriately informing the driver that the parts need to be replaced when there is a possibility that the parts are damaged. (See, for example, Patent Documents 1, 2, etc.).

Japanese Unexamined Patent Publication No. 2013-231673 Japanese Unexamined Patent Publication No. 2002-92137

By the way, in a vehicle equipped with a manual clutch device, when the driver suddenly connects the clutch when switching the clutch device from disconnection to contact, an excessive shock torque due to an inertial moment larger than the maximum output torque of the engine causes the clutch. It may be transmitted to a power transmission element downstream of the device. If such an excessive shock torque is repeatedly input to the transmission, the propeller shaft, the differential gear, or the like, these power transmission elements may be damaged, which may eventually cause a road failure of the vehicle.

An object of the present disclosure technique is to prevent road failure of a vehicle by effectively predicting the degree of fatigue damage of a power transmission element according to a connection operation of a clutch device.

The device of the present disclosure is a vehicle estimation device having a power transmission path in which the power of the drive source is input from the manual clutch device to the transmission, the propeller shaft and the differential gear, and acquires the input rotation speed of the manual clutch device. When the input rotation speed acquisition means, the output rotation speed acquisition means for acquiring the output rotation speed of the manual clutch device, and the manual clutch device are connected, at least the rotation between the input rotation speed and the output rotation speed is performed. An input torque calculation means that calculates an input torque transmitted to a power transmission element downstream of the manual clutch device based on a number difference, and a cumulative fatigue damage degree of the power transmission element based on at least the input torque. It is characterized by comprising an estimation means for estimating.

Further, it is preferable that the input torque calculation means corrects the input torque according to the degree of increase in the output rotation speed when the manual clutch device is connected.

Further, the power transmission element is the propeller shaft, and further includes a connection number counting means for counting the connection number of the manual clutch device.
It is preferable that the estimation means estimates the cumulative fatigue damage degree of the propeller shaft according to the minor rule or the modified minor rule based on the number of connections and the input torque.

Further, the power transmission element is a drive pinion gear of the differential gear and a ring gear that meshes with the drive pinion gear, and further includes a meshing number counting means for counting the number of meshes between the drive pinion gear and the ring gear, and the estimation means. Is preferably based on the number of meshes and the input torque, and estimates the cumulative fatigue damage of the drive pinion gear and the ring gear according to the minor rule or the modified minor rule.

Further, it is preferable to further provide a warning means for notifying the driver of the information when the cumulative fatigue damage degree reaches a predetermined threshold value indicating the possibility of breakage.

The method of the present disclosure is a method of estimating a vehicle including a power transmission path in which the power of the drive source is input from the manual clutch device to the transmission, the propeller shaft and the differential gear, and when the manual clutch device is connected. , At least based on the difference in rotation speed between the input rotation speed of the manual clutch device and the output rotation speed of the manual clutch device, the input torque transmitted to the power transmission element on the downstream side of the manual clutch device is calculated. It is characterized in that the cumulative fatigue damage degree of the power transmission element is estimated based on at least the input torque.

According to the technique of the present disclosure, it is possible to prevent a vehicle road failure by effectively predicting the degree of fatigue damage of the power transmission element according to the connection operation of the clutch device.

It is a schematic overall block diagram of the vehicle equipped with the estimation device which concerns on one Embodiment of this invention. It is a schematic diagram which shows an example of the manual clutch device and the manual transmission which concerns on one Embodiment of this invention. It is a schematic diagram which shows an example of the differential gear which concerns on one Embodiment of this invention. It is a functional block diagram of the electronic control unit which concerns on one Embodiment of this invention. It is a schematic diagram explaining the count of the number of meshes at the time of clutch connection which concerns on one Embodiment of this invention. It is a schematic diagram explaining the relationship between the torque and the rotation speed according to the operation degree of the clutch pedal which concerns on one Embodiment of this invention. It is a schematic diagram explaining the correction coefficient map which concerns on one Embodiment of this invention. It is a schematic diagram which shows an example of the TN diagram which concerns on one Embodiment of this invention. It is a schematic diagram explaining the rotation speed upper limit transmission torque map which concerns on other embodiment of this invention.

Hereinafter, an estimation device and an estimation method according to an embodiment of the present invention will be described with reference to the accompanying drawings. The same parts have the same reference numerals, and their names and functions are also the same. Therefore, detailed explanations about them will not be repeated.

[First Embodiment]
FIG. 1 is a schematic overall configuration diagram showing a drive system of a vehicle 1 equipped with the estimation device according to the present embodiment. The vehicle 1 is equipped with an engine 10 as a drive source. A manual transmission (hereinafter, simply referred to as a transmission) 40 is detachably connected to the engine 10 via a manual clutch device (hereinafter, simply referred to as a clutch device) 20.

The input end of the propeller shaft 47 is connected to the output shaft 43 of the transmission 40 via a universal joint 48. A drive pinion 82 of the differential gear 80 is connected to the output end of the propeller shaft 47 via a universal joint 49. The left and right drive wheels 15L and R (the right drive wheel 15R is not shown) are connected to the differential gear 80 via the left and right drive shafts 14L and R (the right drive shaft 14R is not shown).

Next, the details of the clutch device 20 and the transmission 40 of the present embodiment will be described with reference to FIG.

The clutch device 20 is, for example, a dry / single plate type clutch device, and an output end of the crankshaft 11 of the engine 10 and an input end of the input shaft 42 of the transmission 40 are arranged in the clutch housing 21. .. In the transmission case 41 of the transmission 40, an input shaft 42, an output shaft 43, a counter shaft 44, a plurality of transmission gear trains 45 provided on these shafts 42 to 44, a synchro mechanism (not shown), and the like are arranged. A clutch disc 22 is provided at the input end of the shaft 42 so as to be movable in the axial direction. The clutch disc 22 includes a damper spring (not shown) and a clutch facing 23.

A flywheel 12 is fixed to the output end of the crankshaft 11, and a clutch cover 24 is provided on the rear side surface of the flywheel 12. A pressure plate 25 and a diaphragm spring 26 are arranged between the flywheel 12 and the clutch cover 24. Further, on the output side of the input shaft 42 with respect to the diaphragm spring 26, a release bearing 27 that abuts on the inner peripheral end of the diaphragm spring 26 is provided so as to be movable in the axial direction.

The release fork 28 is provided so as to be swingable around a fulcrum 19, and one end side housed in the clutch housing 21 is brought into contact with the non-rotating wheel of the release bearing 27. Further, the release fork 28 has the other end side protruding to the outside of the clutch housing 21.

A release cylinder 30 is provided on the outside of the clutch housing 21. The release cylinder 30 has a piston 32 that is movably housed inside the cylinder body 31 to partition the hydraulic chamber, and a push whose base end side is fixed to the piston 32 and whose tip end side is in contact with the release fork 28. It includes a rod 33 and a spring 34 provided in the cylinder body 31 to hold the push rod 33 between the piston 32 and the release fork 28. The release cylinder 30 is connected to the master cylinder 60 via a pipe 35.

The master cylinder 60 includes a reserve tank 61 for storing hydraulic oil, a piston 63 which is movably housed inside the cylinder body 62 to partition a hydraulic chamber, and a base end side fixed to the piston 63 and a tip side. Is provided with a rod 64 connected to the clutch pedal 70 and a return spring 65 provided in the hydraulic chamber to urge the piston 63.

In the clutch device 20, when the driver depresses the clutch pedal 70, the piston 32 strokes integrally with the push rod 33 due to the hydraulic pressure supplied from the master cylinder 60 to the release cylinder 30, and the release fork 28 moves counterclockwise in the drawing. By rotating around and pressing the release bearing 27, it is possible to switch from "contact" to "disconnection".

Further, the vehicle 1 is provided with an engine rotation speed sensor 50, an accelerator opening sensor 51, a shift position sensor 52, a transmission input rotation speed sensor 53, a transmission output rotation speed sensor (vehicle speed sensor) 54, a stroke sensor 55, and the like. There is.

The engine rotation speed sensor 50 is an example of the input rotation speed acquisition means, and detects the rotation speed of the engine 10 (hereinafter, engine rotation speed Ne) input to the clutch device 20. The accelerator opening sensor 51 detects the fuel injection amount (indicated value) Q of the engine 10 according to the amount of depression of the accelerator pedal 71. The shift position sensor 52 detects the shift position of the shift operation device 72 (the current gear-in stage of the transmission 40). The transmission input rotation speed sensor 53 is an example of the output rotation speed acquisition means, and detects the rotation speed of the input shaft 42 (hereinafter, transmission input rotation speed _{NT_In} ) which is the output rotation speed of the clutch device 20. The transmission output rotation speed sensor 54 detects the rotation speed of the output shaft 43 or the propeller shaft 47 (hereinafter, transmission output rotation speed _{NT_Out} ). The stroke sensor 55 is an example of the connection count counting means, and detects the stroke amount of the rod 64 of the master cylinder 60. The sensor values of these various sensors 50 to 55 are input to the electrically connected electronic control unit (hereinafter, ECU) 100.

Next, the detailed configuration of the differential gear 80 of the present embodiment will be described with reference to FIG.

The differential gear 80 includes a differential housing 81 filled with lubricating oil, a drive pinion 82, a drive pinion gear 83, a ring gear 84, a differential case 85, a plurality of (for example, four) differential pinion gears 86, and a pair of left and right differential gears. It is equipped with side gears 87 and 88.

The drive pinion gear 83 is provided at the output end of the drive pinion 82 so as to be integrally rotatable. The drive pinion gear 83 always meshes with the ring gear 84.

The ring gear 84 is fixed to the differential case 85 by a bolt (not shown). The differential pinion gear 86 is rotatably supported by a spider shaft 89 of the differential case 85. The differential pinion gear 86 always meshes with the left and right side gears 87 and 88. The side gears 87 and 88 are spline-fitted to the left and right drive shafts 14L and R, respectively.

The differential case 85, the differential pinion gear 86, the side gears 87 and 88, and the spider shaft 89 constitute a differential mechanism that transmits the driving force while allowing the rotation difference between the left and right drive shafts 14L and R.

Next, the details of the ECU 100 of the present embodiment will be described with reference to FIG.

The ECU 100 controls the engine 10 and the like, and includes a known CPU, ROM, RAM, input port, output port, and the like.

Further, the ECU 100 has a clutch connection count counting unit 110, a final gear meshing count counting unit 120, an input torque calculation unit 130, a cumulative fatigue damage estimation unit 140, and a warning processing unit 150 as some functional elements. .. Although each of these functional elements will be described as being included in the ECU 100 which is integrated hardware, any part of them may be provided in separate hardware.

The clutch connection number counting unit 110 is an example of the connection number counting means, and counts the number of times the clutch device 20 (clutch pedal 70) is connected by the driver (hereinafter, clutch connection number n _{P_i} ). The number of clutch connections n _{P_i} may be counted based on the sensor value of the stroke sensor 55.

The final gear meshing count counting unit 120 is an example of the meshing count counting means, and is based on the sensor values of the engine speed sensor 50, the transmission input speed sensor 53, and the transmission output speed sensor 54, and the drive pinion gear 83 and the drive pinion gear 83. , Each meshing speed of the ring gear 84 is counted.

More specifically, as shown in FIG. 5, the final gear meshing count counting unit 120 starts from t1 at the start of clutch engagement when _{the transmission input rotation speed NT_In starts to increase when the clutch device 20 is connected, and these engine speeds Ne and} transmission input speed _{n T_in} counts the transmission output speed _{n T_out} detected until the clutch contact completion time t2 to synchronize the mesh number _{n D_i} drive pinion gear 83. That is, when the output shaft 43 (or the propeller shaft 47) rotates, for example, 0.5 times between the times t1 to t2, the number of meshes n _{D_i} of the drive pinion gear 83 is counted as 0.5 times.

Furthermore, the final gear meshing number count section 120, by dividing the mesh number _{n D_i} drive pinion gear 83 with the final gear ratio FG _R (gear ratio between the drive pinion gear 83 and ring gear 84), meshing number _{n R_i} of the ring gear 84 To count. That is, if the final gear ratio FG _R is 1.0, mesh number _{n R_i} of the ring gear 84 is counted as the same number of times as the mesh number _{n D_i} drive pinion gear _{83 (n R_i = n D_i)} . On the other hand, a final gear ratio FG _R is other than 1.0 value (e.g., 5.0) when it is set to, the mesh number _{n R_i} of the ring gear 84, the final gear meshing number _{n D_i} drive pinion gear 83 It is counted as the number of times obtained by dividing the ratio _{FG R (n R_i = n D_i} / FG R).

The input torque calculation unit 130 is an example of the input torque calculation means, and is a first input torque T _{P_i} input from the clutch device 20 to the propeller shaft 47 via the transmission 40 when the clutch device 20 is connected. _{The second input torque TD_i} input from the propeller shaft 47 to the drive pinion gear 83 via the drive pinion 82 and _{the third input torque TR_i} input from the drive pinion gear 83 to the ring gear 84 are calculated.

_{More specifically, the input torque calculation unit 130 calculates the reference input torque T P_S} based on the following mathematical formula (1) when the clutch device 20 is connected.

Wp is obtained by multiplying the rotation speed difference between the engine rotation speed Ne detected by the engine rotation speed sensor 50 and the transmission input rotation speed _{NT_In} detected by the transmission input rotation speed sensor 53 by the gear ratio of the current gear-in stage. It can be obtained by. The current gear-in stage may be determined based on the sensor value of the shift position sensor 52, or may be determined based on the rotation speed ratio of _{the transmission input rotation speed NT_In} and the transmission output rotation speed _{NT_Out.}

By the way, the input torque transmitted to the power transmission element on the downstream side of the clutch device 20 when the clutch is connected changes according to the degree of operation of the clutch pedal 70 by the driver. Specifically, when the driver suddenly releases the clutch pedal 70 during the so-called lateral separation operation (during strong and rapid contact operation), the input torque is the output of the engine 10 as shown by the solid line L1 in FIG. 6 (A). It is much larger than the torque. Further, during the so-called vertical separation operation (during medium-quick contact operation) in which the driver suddenly connects the clutch device 20 with his / her foot resting on the clutch pedal 70, as shown by the broken line L2 in FIG. 6A, Although the input torque can be suppressed as compared with that during the rapid clutch operation, it becomes a value larger than the output torque of the engine 10. On the other hand, when the driver loosely connects the clutch device 20 with his / her foot resting on the clutch pedal 70, the input torque is based on the output torque of the engine 10 as shown by the alternate long and short dash line L3 in FIG. 6 (A). Is also a slightly larger value. Therefore, it is necessary to make some correction according to the degree of operation of the clutch pedal 70 with respect _{to the reference input torque T P_S} calculated based on the mathematical formula (1).

As shown in FIG. 7, the memory of the ECU 100 has a degree of increase in _{the transmission input rotation speed NT_In when the clutch is connected ΔN T_In} (inclination of _{the transmission input rotation speed NT_In} according to each clutch operation degree in FIG. 6B). The correction coefficient map 180 that defines the relationship between the correction coefficient K and the correction coefficient map 180 is stored. In the correction coefficient map 180, the correction coefficient K is set so as to increase as the degree of increase ΔN _{T_In of the transmission input rotation speed NT_In increases.}

The input torque calculation unit 130 refers to and reads the correction coefficient map 180 based on the degree of increase ΔN _{T_In of the transmission input rotation speed NT_In} obtained by differentiating the sensor value of the transmission input rotation speed sensor 53 when the clutch is connected. By multiplying the correction coefficient K by the reference input torque T _{P_S obtained from the above equation (1), the first input torque T P_i} input to the propeller shaft 47 and _{the second input torque T D_i} input to the drive pinion gear 83 And calculate. Furthermore, the input torque calculating section 130, by multiplying the final gear ratio FG _R to the second input torque _{T D_i,} calculates the third input torque _{T R_i} inputted to the ring gear 84.

That is, if the final gear ratio FG _R is 1.0, the third input torque _{T R_i} is calculated as the same value as the second input torque _{T D_i (T R_i = T D_i} ). On the other hand, when the final gear ratio FG _R is set to a value other than 1.0 (for example, 5.0), the third input torque _{TR_i} is set to the second input torque T _{D_i} with the final gear ratio FG _R. It is calculated as the multiplied value _{(T R_i = T D_i × FG} R).

Cumulative fatigue damage level estimation unit 140 is an example of estimating means, Miner's law or, based on the modified Miner's rule for counting the following further input torque fatigue limit, the cumulative fatigue damage of D _P of the propeller shaft _47, the drive cumulative fatigue damage degree _{D D} and the pinion gear 83, to estimate the cumulative fatigue damage of _{D R} of the ring gear 84, respectively.

More specifically, in the memory of the ECU 100, a TN diagram 141 of the propeller shaft 47 (see FIG. 8 (A) for details) and a TN diagram 142 of the drive pinion gear 83 (for details, see FIG. 8 (B)) and TN diagram 143 of the ring gear 84 (see FIG. 8 (C) for details) are stored. These T-N diagram 141-143, torque on the vertical axis _{T P_i: T D_i: T R_i} , number of repetitions up to failure on the horizontal axis (fatigue fracture _{limit) N P_i: N D_i: N} R_i each It is set.

The cumulative fatigue damage estimation unit 140 has count values (n _{P_i} , n _{D_i} , n _{R_i} ) input from the count units 110 and 120, and first to third input torques (T) input from the input torque calculation unit 130. _{p_i, T D_i, T R_i)} and fatigue fracture limit _{(N p_i} to be read from the T-N diagram 141 to _143, N _{D_i,} based on the _{N R_i),} the following equation (2) to (4) cumulative fatigue damage of D _P of the propeller shaft _47, the cumulative fatigue damage degree D _D and a drive pinion gear 83, to calculate the cumulative fatigue damage of D _R of the ring gear 84 in real time, respectively.

Warning processing section 150, the cumulative fatigue damage of _{D P} calculated by the cumulative fatigue damage level estimation unit 140, _D D, of _{D R,} the cumulative fatigue damage of _{D P, D D, D R} damaged timing (D _P, D _D, a predetermined threshold value close to D R = ₁₎ (e.g., for the part that has reached the 0.9, etc.), replacement is required effect of the component to the operating chamber of the indicator 90 (or, possible damage Outputs an instruction signal to display (there is a possibility). The warning method is not limited to the display on the display 90, and may be performed by voice from a speaker or the like (not shown).

As described in detail above, estimation apparatus and the present embodiment, according to the estimation method, the cumulative fatigue damage of D _P of the propeller shaft _47, the cumulative fatigue damage degree D _D and a drive pinion gear 83, the cumulative fatigue damage of the ring gear 84 based on the input torque corresponding to the operation degree of the clutch device 20 in degrees D _R by the driver (strong sudden contact and medium sudden contact etc.), and is configured to estimate in accordance with the modified Miner's rule or minor law. Thus, the cumulative fatigue damage of D _P of each part corresponding to the clutch operation characteristics of the _driver, D _D, it is possible to effectively estimate D _R, is possible to reliably improve the estimation accuracy of the part life can.

Further, the cumulative fatigue damage of D _P, D _D, the component reaches a predetermined threshold value close to D _R is timing failure (D = 1) is appropriately displays the replacement of the parts that need to display 90 It is configured as follows. As a result, it becomes possible to appropriately notify the driver of the replacement time of the parts that may be damaged, and it is possible to prevent the road failure of the vehicle 1 caused by these damages.

[Second Embodiment]
Estimation apparatus and method for estimating the second embodiment, the first input torque T _{P_i} that is calculated in the first _embodiment, the second input torque T _{D_i} and to the third input torque T _{R_i,} allowable transmission of the clutch device 20 It is configured to perform correction according to the torque.

Specifically, the rotation speed upper limit transmission torque map 190 as shown in FIG. 9 is stored in advance in the memory of the ECU 100, and correction is performed based on the map 190. In this rotation speed upper limit transmission torque map 190, the relationship between the engine rotation speed Ne and the input torque T transmitted to the power transmission element on the downstream side of the clutch device 20 when the clutch device 20 is connected is described. It is defined by a plurality of characteristic lines 1 to 6 corresponding to each gear stage of the transmission 40.

The characteristic lines 1 to 6 correspond to the 1st speed to the 6th speed in order, and are set so that the inclination (the value of the input torque T with respect to the engine speed Ne) increases as the gear stage increases. There is. Further, among the characteristic lines 1 to 6, the characteristic lines 3 to 6 excluding the starting stage (for example, 1st and 2nd speeds) are flat (horizontal axis) when the allowable transmission torque corresponding to the clutch capacity of the clutch device 20 is exceeded. The upper limit transmission torque lines T _Max3 to 6 are set respectively.

_{As a correction procedure, first, the first input torque T P_i} , the second input torque T _{D_i,} and the third input torque T D_i are referred to with reference to the rotation speed upper limit transmission torque map 190 based on the gear-in stage at the time of clutch connection and the engine speed Ne. It determines whether the input torque _{T R_i} exceeds the upper limit transmission torque line _{T Max3～6} read from the map 190. If it does not exceed (No), the first input torque _{T P_i,} second input torque _{T D_i} and, without correcting the third input torque _{T R_i,} the cumulative fatigue damage of _{D P,} D D, of _{D R} Execute arithmetic processing. On the other hand, if it exceeds (affirmative), the upper limit transmission read from the rotation speed upper limit transmission torque map 190 without using _{the first input torque T P_i} , the second input torque T _{D_i,} and the third input torque _{TR_i. Calculate} each cumulative fatigue damage degree D _P , D _D , D _R using the values of the torque lines T Max 3 to 6. Thus, by performing the correction of the input torque in accordance with the allowable transmission torque of the clutch device 20, the cumulative fatigue damage of D _P, D _D, it is possible to further improve the estimation accuracy of the D _R.

The present invention is not limited to the above-described embodiment, and can be appropriately modified and implemented without departing from the spirit of the present invention.

For example, the estimation target of the cumulative fatigue damage is not limited to the propeller shaft 47, the drive pinion gear 83, and the ring gear 84, but may be the differential pinion gear 86, the side gears 87, 88, etc., which are other meshing elements of the differential gear 80. good.

Further, the target for estimating the cumulative fatigue damage degree may be the meshing element (transmission gear train 45) of the transmission 40.

Further, as a functional element of the ECU 100, when the cumulative fatigue damage degree reaches a threshold value, the increase in the output torque of the engine 10 is limited by a predetermined upper limit value in order to prevent early damage to the propeller shaft 47 and the differential gear 80. You may add more functions to do.

Further, the vehicle 1 is not limited to the one provided with the engine 10 as a drive source, and may be a hybrid vehicle or the like provided with a traveling motor.

10 Engine 20 Clutch device 40 Transmission 47 Propeller shaft 50 Engine rotation speed sensor 51 Accelerator opening sensor 52 Shift position sensor 53 Transmission input rotation speed sensor 54 Transmission output rotation speed sensor 55 Stroke sensor 80 Differential gear 83 Drive pinion gear 84 Ring gear 90 Display 100 ECU
110 Clutch connection count count unit 120 Final gear mesh count count unit 130 Input torque calculation unit 140 Cumulative fatigue damage estimation unit 150 Warning processing unit

Claims (5)

A vehicle estimation device equipped with a power transmission path in which the power of the drive source is input from the manual clutch device to the transmission, propeller shaft and differential gear.
An input rotation speed acquisition means for acquiring the input rotation speed of the manual clutch device, and
An output rotation speed acquisition means for acquiring the output rotation speed of the manual clutch device, and
At least on the basis of the rotational speed difference between the input speed and the output rotational speed, it calculates the input torque than said manual clutch device is transmitted to the power transmission element on the downstream side when the manual clutch device is connected , An input torque calculation means that corrects the calculated input torque according to the degree of increase in the output rotation speed when the manual clutch device is connected.
An estimation means for estimating the cumulative fatigue damage degree of the power transmission element based on at least the input torque corrected by the input torque calculation means, and
An estimation device comprising. A vehicle estimation device equipped with a power transmission path in which the power of the drive source is input from the manual clutch device to the transmission, propeller shaft and differential gear.
An input rotation speed acquisition means for acquiring an input rotation speed of the manual clutch device, and
An output rotation speed acquisition means for acquiring the output rotation speed of the manual clutch device, and
Based on at least the difference in rotation speed between the input rotation speed and the output rotation speed, the input torque transmitted to the propeller shaft on the downstream side of the manual clutch device when the manual clutch device is connected is calculated. Input torque calculation means and
A connection count counting means for counting the connection count of the manual clutch device, and
An estimation means for estimating the cumulative fatigue damage of the propeller shaft according to the minor rule or the modified minor rule based on the number of connections and the input torque.
An estimation device comprising. A vehicle estimation device equipped with a power transmission path in which the power of the drive source is input from the manual clutch device to the transmission, propeller shaft and differential gear.
An input rotation speed acquisition means for acquiring the input rotation speed of the manual clutch device, and
An output rotation speed acquisition means for acquiring the output rotation speed of the manual clutch device, and
When the manual clutch device is connected, the drive pinion gear of the differential gear and the drive pinion gear on the downstream side of the manual clutch device, at least based on the rotation speed difference between the input rotation speed and the output rotation speed. An input torque calculation means that calculates the input torque transmitted to the meshing ring gear,
A meshing count counting means for counting the number of meshes between the drive pinion gear and the ring gear,
An estimation means for estimating the cumulative fatigue damage of the drive pinion gear and the ring gear according to the minor rule or the modified minor rule based on the number of meshes and the input torque.
An estimation device comprising. Further provided is a warning means for informing the driver of information indicating that the power transmission element may have been damaged when the cumulative fatigue damage degree reaches a predetermined threshold value indicating the possibility that the power transmission element has been damaged. ,
The estimation device according to any one of claims 1 to 3. A method of estimating a vehicle with a power transmission path in which the power of the drive source is input from the manual clutch device to the transmission, propeller shaft and differential gear.
At least based on the difference in rotation speed between the input rotation speed of the manual clutch device and the output rotation speed of the manual clutch device, when the manual clutch device is connected, the power transmission element on the downstream side of the manual clutch device The transmitted input torque is calculated, the calculated input torque is corrected according to the degree of increase in the output rotation speed when the manual clutch device is connected , and the power transmission element is at least based on the corrected input torque. An estimation method characterized by estimating the cumulative fatigue damage level of the clutch.

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