Particular driving operation recognition system

Abstract

The present application provides a specific driving operation recognition system that recognizes whether a failure or durability reduction of a part mounted on a vehicle is caused by an operation of an occupant of the vehicle. In a case where it is determined by a specific driving operation recognition unit (112) that there is a specific driving operation that is likely to cause a failure or durability reduction of a part based on data related to the driving operation, and a failure or durability reduction of a part mounted on a vehicle (10) occurs, whether the failure or durability reduction of the part is caused by a specific driving operation of an occupant of the vehicle can be recognized based on data related to a state of the vehicle when the specific driving operation was performed.

Description

Technical Field

[0001] This invention relates to a specific driving operation recognition system that identifies whether a malfunction or reduced durability of a component mounted on a vehicle is caused by the driving operation of a vehicle occupant. Background Technology

[0002] Patent document 1 proposes that when a malfunction occurs in the vehicle or when a vehicle passenger makes a mistake, a process is performed to restrict the control actions of the vehicle, and when the process of restricting the control actions is performed, the content of the restriction process is reported to the vehicle passenger.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2005-53373

[0006] Furthermore, considering the possibility that failing to restrict control actions based on the actions of vehicle occupants could lead to malfunctions or reduced durability of vehicle-mounted components. In such cases, it is ideal to subsequently identify whether the component malfunction or reduced durability is caused by specific driving actions of the vehicle occupants. Therefore, the task is to identify whether the malfunction or reduced durability of vehicle-mounted components is caused by the driving actions of the vehicle occupants. Summary of the Invention

[0007] The present invention was made against the background described above, and its purpose is to provide a specific driving operation recognition system that identifies whether a malfunction or reduced durability of a component mounted on a vehicle is caused by the driving operation of a vehicle occupant.

[0008] The subject of the first invention is (a) a specific driving operation recognition system for identifying whether a malfunction or reduced durability of a component mounted on a vehicle is caused by an operation performed by a vehicle occupant, the specific driving operation recognition system being characterized by comprising: (b) a data storage unit storing data related to the driving operation performed by the vehicle occupant and data related to the vehicle state; and (c) a specific driving operation recognition unit that determines, based on the data related to the driving operation stored in the data storage unit, whether a specific driving operation may cause a malfunction or reduced durability of the component exists, and, if a malfunction or reduced durability of the component occurs, if it is determined that the specific driving operation exists, then, based on the data related to the vehicle state at the time the specific driving operation was performed stored in the data storage unit, identifies whether the malfunction or reduced durability of the component is caused by the specific driving operation performed by the vehicle occupant.

[0009] The gist of the second application is that, in the first application, the data related to the driving operation is acquired based on image data of the vehicle occupant.

[0010] The gist of the third application is that, in the first application, the data related to the driving operation is acquired based on sound data or conversation data of the vehicle occupant.

[0011] The gist of the fourth application is that, in any one of the first to third applications, the specific driving operation recognition section pre-stores a driving operation corresponding to the specific driving operation, and determines that the specific driving operation exists when a driving operation corresponding to the specific driving operation is detected from the data related to the driving operation.

[0012] The gist of the fifth application is that, in any one of the first to fourth applications, the specific driving operation recognition section determines whether the specific driving operation is a cause of the failure or the reduction in durability of the part based on whether the number of times the specific driving operation is performed accumulatively exceeds a prescribed number of times, whether the number of times the specific driving operation is performed per a prescribed travel time exceeds a prescribed number of times, or whether the number of times the specific driving operation is performed per a prescribed travel distance exceeds a prescribed number of times.

[0013] Effects of the Invention

[0014] According to the first application, in a case where it is determined by the specific driving operation recognition section based on the data related to the driving operation that the specific driving operation that can cause the failure or the reduction in durability of the part exists, and the failure or the reduction in durability of the part mounted on the vehicle occurs, it is possible to recognize whether the failure or the reduction in durability of the part is caused by the specific driving operation of the vehicle occupant based on the data related to the state of the vehicle when the specific driving operation is performed.

[0015] According to the second application, it is possible to acquire the data related to the driving operation of the vehicle occupant based on the image data of the vehicle occupant.

[0016] According to the third application, it is possible to acquire the data related to the driving operation of the vehicle occupant based on the sound data or the conversation data of the vehicle occupant.

[0017] According to the fourth application, when the data related to the driving operation is acquired, it is possible to determine whether the specific driving operation exists based on whether a driving operation corresponding to the specific driving operation exists in the data.

[0018] According to the fifth application, it is determined whether a specific driving operation is the cause of a failure or a decrease in durability of a part based on the number of times a specific driving operation is performed in association with a failure or a decrease in durability of a part, the number of times a specific driving operation is performed per a predetermined travel time, or the number of times a specific driving operation is performed per a predetermined travel distance. BRIEF DESCRIPTION OF DRAWINGS

[0019] Figure 1 is a diagram for explaining the outline configuration of a vehicle to which the present application is applied, and is a diagram for explaining the outline configuration of a specific driving operation recognition system for recognizing whether a failure or a decrease in durability of a part mounted on a vehicle is caused by a driving operation of a vehicle occupant.

[0020] Figure 2 is a diagram for explaining the position of a vehicle-mounted camera provided in a vehicle interior.

[0021] Figure 3 is a diagram for explaining a list of driving operation data stored in a server in chronological order.

[0022] Figure 4 is a diagram for explaining the relationship between the travel distance of a vehicle and the number of repetitions of a specific driving operation when the specific driving operation is performed in the travel of the vehicle.

[0023] Figure 5 is a flowchart for explaining the control operation of determining whether a failure or a decrease in durability is caused by a driving operation of a vehicle occupant when a failure or a decrease in durability occurs in a part of a vehicle.

[0024] Figure 6 is a flowchart for determining whether a specific driving operation determined is likely to be the cause of a failure or a decrease in durability of a part.

[0025] Figure 7 is a diagram for explaining the overall configuration of a specific driving operation recognition system corresponding to other embodiments of the present application.

[0026] BRIEF DESCRIPTION OF DRAWINGS

[0027] 8, 300: Specific driving operation recognition system

[0028] 10: Vehicle

[0029] 112: Specific driving operation recognition unit

[0030] 202: Data storage unit DETAILED DESCRIPTION

[0031] Hereinafter, an embodiment of the present application will be described in detail with reference to the drawings. Note that in the following embodiment, the drawings are appropriately simplified or modified, and the size ratio and shape of each portion, and the like are not necessarily drawn accurately.

[0032] [Embodiment 1]

[0033] Figure 1 is a diagram illustrating an outline configuration of a vehicle 10 to which the present application is applied, and is a diagram illustrating an outline configuration of a specific driving operation recognition system 8 for recognizing whether or not a failure or durability reduction of a part mounted on the vehicle 10 is caused by a driving operation of a vehicle occupant.

[0034] The vehicle 10 is provided with an engine 14, a first rotary machine MGl, and a second rotary machine MG2, and is a hybrid vehicle in which the engine 14 and the second rotary machine MG2 serve as driving power sources for running. Further, the vehicle 10 is provided with a power transmission device 12 on a power transmission path between the engine 14 and drive wheels 28. The power transmission device 12 is provided with, in a transmission case 16 that is a non-rotating member, an electrically-driven continuously variable transmission portion 18 and a mechanically-shifted stepwise transmission portion 20, or the like, which are arranged in series on a common shaft. The electrically-driven continuously variable transmission portion 18 is directly or indirectly connected to the engine 14 via a damper or the like, not shown. The mechanically-shifted stepwise transmission portion 20 is connected to an output side of the electrically-driven continuously variable transmission portion 18. Further, the power transmission device 12 is provided with a differential gear device 24 connected to an output shaft 22 that is an output rotating member of the mechanically-shifted stepwise transmission portion 20, a pair of axles 26 connected to the differential gear device 24, and the like.

[0035] In the power transmission device 12, power output from the engine 14 and the second rotary machine MG2 is transmitted to the mechanically-shifted stepwise transmission portion 20, and from the mechanically-shifted stepwise transmission portion 20, via the differential gear device 24, or the like, to the drive wheels 28 provided in the vehicle 10. Hereinafter, the electrically-driven continuously variable transmission portion 18 will be referred to as a continuously variable transmission portion 18, and the mechanically-shifted stepwise transmission portion 20 will be referred to as a stepwise transmission portion 20. Further, in the case where no particular distinction is made, power is the same as torque, force. Further, the continuously variable transmission portion 18, the stepwise transmission portion 20, and the like are arranged to be substantially symmetrical with respect to the above-described common shaft, and in the following description, the left side and the right side are distinguished from each other. Figure 1 The lower half of the shaft is omitted in FIG.

[0036] The engine 14 is a mechanism that functions as a power source capable of generating driving torque, and is, for example, a known internal combustion engine such as a gasoline engine or a diesel engine. The engine 14 controls the engine torque Te that is the output torque of the engine 14 by controlling an engine control device 50, such as a throttle valve actuator, a fuel injection device, an ignition device, or the like, provided in the vehicle 10.

[0037] The first rotary electric machine MG1 and the second rotary electric machine MG2 are rotary electric machines having a function as an electric motor (motor) and a function as a generator, and are so-called motor generators. The first rotary electric machine MG1 and the second rotary electric machine MG2 are connected to a battery 54 as an electric storage device provided in the vehicle 10 via a converter 52 provided in the vehicle 10, and the MG1 torque Tg and the MG2 torque Tm as the output torque of each of the first rotary electric machine MG1 and the second rotary electric machine MG2 are controlled by controlling the converter 52 by the vehicle control device 100 described later.

[0038] The continuously variable transmission section 18 includes the first rotary electric machine MG1 and a differential mechanism 32 as a power distribution mechanism that mechanically distributes the power of the engine 14 to the first rotary electric machine MG1 and an intermediate transmission member 30 as an output rotary member of the continuously variable transmission section 18. The second rotary electric machine MG2 is linked to the intermediate transmission member 30 in a power-transmitting manner. The differential mechanism 32 is configured by a single-pinion type planetary gear device, the engine 14 is linked to a carrier CA0 of the planetary gear device in a power-transmitting manner via a connecting shaft 34, the first rotary electric machine MG1 is linked to a sun gear S0 in a power-transmitting manner, and the second rotary electric machine MG2 is linked to a ring gear R0 in a power-transmitting manner. The continuously variable transmission section 18 is an electric continuously variable transmission that controls the differential state of the differential mechanism 32 by controlling the operating state of the first rotary electric machine MG1.

[0039] The stepped transmission section 20 is a mechanical transmission mechanism that constitutes a part of the power transmission path between the continuously variable transmission section 18 and the drive wheels 28. The stepped transmission section 20 includes, for example, a plurality of planetary gear devices such as a first planetary gear device 36 and a second planetary gear device 38, and a plurality of engagement devices such as a clutch CI including a one-way clutch F1, a clutch C2, a brake Bl, and a brake B2, and is a known planetary gear type automatic transmission that can shift to a plurality of gear positions (shift stages). Hereinafter, the clutch CI, the clutch C2, the brake Bl, and the brake B2 are simply referred to as engagement devices CB without special distinction. The engagement hydraulic pressures PRcb supplied to the engagement devices CB are controlled by a hydraulic control circuit 56 provided in the vehicle 10. If it is determined that a shift to a gear position should be performed based on the accelerator operation amount (accelerator opening degree θacc), the vehicle speed V, or the like, the stepped transmission section 20 switches the engagement state of each engagement device CB so as to become an engagement pattern of the engagement devices CB predetermined for each of the gear positions.

[0040] The vehicle 10 is provided with a vehicle control device 100 as a controller, which includes a control device of the vehicle 10 associated with control of the engine 14, the continuously variable transmission section 18, the stepped transmission section 20, and the like. The vehicle control device 100 is configured, for example, to include a so-called microcomputer provided with a CPU, a RAM, a ROM, an input / output interface, and the like, and the CPU performs various controls of the vehicle 10 by performing signal processing using the temporary storage function of the RAM and in accordance with a program stored in advance in the ROM. The vehicle control device 100 is configured to be divided into engine control, transmission control, and the like as needed.

[0041] Various signals and the like based on detection values obtained by various sensors and the like (for example, the engine speed sensor 60, the output speed sensor 62, the MG1 speed sensor 64, the MG2 speed sensor 66, the accelerator opening sensor 68, the throttle opening sensor 70, the brake pedal sensor 71, the steering wheel sensor 72, the G sensor 74, the yaw rate sensor 76, the battery sensor 78, the oil temperature sensor 79, the vehicle periphery information sensor 80, the vehicle position sensor 81, the external network communication antenna 82, the navigation system 83, the driving assist setting switch group 84, the shift position sensor 85, and the like) provided in the vehicle 10 are supplied to the vehicle control device 100, respectively (for example, the engine speed Ne, the output speed No corresponding to the vehicle speed V, the MG1 speed Ng as the speed of the first rotary machine MG1, the MG2 speed Nm as the AT input speed Ni, the accelerator opening θacc as the amount of the driver's acceleration operation indicating the magnitude of the driver's acceleration operation, the throttle opening θth as the opening of the electronic throttle valve, the brake communication signal Bon as a signal indicating the state in which the brake pedal is operated by the driver, the brake operation amount Bra indicating the magnitude of the brake pedal depression operation by the driver corresponding to the depression force of the brake pedal, the steering angle θsw and the steering direction Dsw of the steering wheel 99 (see Figure 2 ) provided in the vehicle 10, the steering wheel communication signal SWon as a signal indicating the state in which the steering wheel 99 is held by the driver, the front-rear acceleration Gx of the vehicle 10, the left-right acceleration Gy of the vehicle 10, the yaw rate Ryaw as the rotational angular velocity around the vertical axis of the vehicle 10, the battery temperature THbat of the battery 54, the battery charge-discharge current Ibat, the battery voltage Vbat, the working oil temperature THoil as the temperature of the working oil supplied to the hydraulic actuator of the engagement device CB, the working oil that causes the engagement device CB to operate, the vehicle periphery information Iard, the position information Ivp, the communication signal Scom, the navigation information Inavi, the driving assist setting signal Sset as a signal indicating the setting by the driver in the driving assist control such as automatic driving control or cruise control, the shift lever 98 (seeFigure 2 ) of the vehicle 10.

[0042] Various command signals (for example, an engine control command signal Se for controlling the engine 14, motor control command signals Smg for controlling the first motor MGl and the second motor MG2, respectively, a hydraulic control command signal Sat for controlling the operation state of the engagement device CB, a communication signal Scom, a brake control command signal Sbra for controlling the brake torque generated by the wheel brake, a steering control command signal Sste for controlling the steering of the wheels (particularly, the front wheels), an information awareness control command signal Sinf for warning, reporting to the driver, and the like) are respectively output from the vehicle control device 100 to each device (for example, the engine control device 50, the transmission 52, the hydraulic control circuit 56, the external network communication antenna 82, the wheel brake device 86, the steering device 88, the information awareness device 89, and the like) provided in the vehicle 10.

[0043] The vehicle 10 is further provided with a transceiver 90 for external communication and a gateway ECU 92. The transceiver 90 is a device that communicates with the server 200 and the like as an external device.

[0044] The gateway ECU 92 has the same hardware configuration as the vehicle control device 100, and is, for example, a relay device for rewriting the program and / or data stored in the rewritable ROM in the vehicle control device 100. The gateway ECU 92 is connected to the transceiver 90, and performs exchange of various information between the vehicle control device 100 and the server 200 using wireless communication between the transceiver 90 and the server 200.

[0045] The server 200 is a system on a network outside the vehicle 10. The server 200 receives, processes, analyzes, accumulates, or provides various information such as vehicle state information and vehicle phenomenon information using wireless communication between the server 200 and the vehicle control device 100. The server 200 transmits and receives various information between the server 200 and the vehicle control device 100. The vehicle state information is, for example, information indicating the operation state of the vehicle 10 detected by various sensors and the like, and is a travel state and the like related to the travel of the vehicle 10. The vehicle state information is, for example, the accelerator opening degree θacc, the vehicle speed V, the operation position POSsh, and the like, and is sent to the server 200 via the transceiver 90, the gateway ECU 92, and the like. The vehicle phenomenon information is, for example, information indicating a phenomenon occurring in the vehicle 10. Note that the vehicle state information can also be transmitted and received between the vehicle control device 100 and the server 200 using wireless communication via the external network communication antenna 82.

[0046] The vehicle control device 100 executes various controls in the vehicle 10. For example, the vehicle control device 100 performs a shift determination of the stepped shift section 20 using an unillustrated AT shift map that is a predetermined relationship that is calculated in advance through experiments or through design and stored, and performs a shift control of the stepped shift section 20 as necessary. The AT shift map is, for example, a prescribed relationship that has a shift line for determining a shift of the stepped shift section 20 on a two-dimensional coordinate with a vehicle speed V and a requested driving force Frdem as variables.

[0047] The vehicle control device 100 includes a function as an engine control unit that controls the operation of the engine 14, that is, an engine control section, and a function as a rotary machine control unit that controls the operation of the first rotary machine MGl and the second rotary machine MG2 via the transmission 52, that is, a rotary machine control section, and performs a hybrid drive control and the like by the engine 14, the first rotary machine MGl, and the second rotary machine MG2 through these control functions. The vehicle control device 100 calculates a requested driving force Frdem [N] of the drive wheels 28 as a driving request amount by applying an accelerator opening degree θacc and a vehicle speed V to a driving request amount map that is a predetermined relationship, for example. As the driving request amount, in addition to the requested driving force Frdem, a requested driving torque Trdem [Nm] of the drive wheels 28, a requested driving power Prdem [W] of the drive wheels 28, a requested AT output torque of the output shaft 22, and the like can be used.

[0048] For example, in a case where the continuously variable shift section 18 is caused to operate as a continuously variable transmission, the vehicle control device 100 controls the engine 14 in a manner so as to become an engine speed Ne and an engine torque Te of an engine power Pe that achieves the requested driving power Prdem, and controls the power generation electric power Wg of the first rotary machine MGl, thereby performing a continuously variable shift control of the continuously variable shift section 18 to change a shift ratio γ0 of the continuously variable shift section 18, in consideration of an engine optimum fuel efficiency point and the like.

[0049] The vehicle control device 100 selectively establishes either a motor travel mode or a hybrid travel mode as a travel mode depending on a travel state. For example, the vehicle control device 100 establishes the motor travel mode in a case where the requested driving power Prdem is in a motor travel region that is less than a predetermined threshold value, and on the other hand, establishes the hybrid travel mode in a case where the requested driving power Prdem is in a hybrid travel region that is equal to or more than the predetermined threshold value.

[0050] Further, the vehicle control device 100 is capable of performing the following control as the drive control of the vehicle 10: manual drive control in which the vehicle 10 is driven based on the drive operation of the driver; and automatic drive control in which the vehicle 10 is driven by automatically performing the drive control of the vehicle 10 regardless of the drive operation of the driver, for example, by automatically setting a target drive state based on the destination input by the driver, map information, and the like, and automatically performing acceleration / deceleration and steering based on the target drive state, thereby driving the vehicle 10. The vehicle control device 100 causes the automatic drive mode to be established to perform the automatic drive control when the automatic drive selection switch in the drive assist setting switch group 84 is operated by the driver to select the automatic drive.

[0051] Further, if the vehicle occupant performs a specific drive operation (hereinafter referred to as a specific drive operation) that is generally considered to be a misoperation, the control action of the vehicle 10 is normally limited, but depending on the content of the specific drive operation, the control action of the vehicle 10 can not be limited, which can result in failure or reduction in durability of the parts mounted on the vehicle 10. At this time, it is desirable to identify whether the failure or reduction in durability of the parts is caused by the specific drive operation of the vehicle occupant in the subsequent response. Therefore, the vehicle 10 is provided with a specific drive operation identification system 8 for identifying whether the failure or reduction in durability of the parts mounted on the vehicle 10 is caused by the specific drive operation of the vehicle occupant. Hereinafter, the specific drive operation identification system 8 will be described.

[0052] The specific drive operation identification system 8 is configured to include the vehicle control device 100 provided to the vehicle 10 and the server 200.

[0053] To execute the specific drive operation identification system 8, the vehicle control device 100 is functionally provided with a data acquisition section 108 that functions as a data acquisition unit, a failure occurrence determination section 110 that functions as a failure occurrence determination unit, and a specific drive operation identification section 112 that functions as a specific drive operation identification unit.

[0054] The data acquisition section 108 acquires data (information) related to various drive operations performed by the vehicle occupant at all times. As the data related to the drive operation of the vehicle occupant (hereinafter referred to as drive operation data), for example, the start operation (IG ON) of the engine 14, the accelerator pedal operation, the brake pedal operation, the door opening / closing operation, the wearing operation of the seat belt, the shift lever operation, the opening / closing operation of the air conditioner, the opening / closing operation of the light, and the like are acquired together with the operation time at which the operation is performed. Further, the vehicle speed V, the accelerator opening degree θacc, and the like at the time point at which the operation is performed can also be acquired.

[0055] In the present embodiment, the drive operation data of the vehicle occupant is acquired, for example, at the time point at which the operation is performed, and the like. Figure 2The in-cabin operation shown is acquired based on image data of the vehicle occupant captured by the in-vehicle camera 96 provided in the upper portion of the center mirror 94. Specifically, the driving operation of the vehicle occupant is recognized by image analysis of the image data of the vehicle occupant captured by the in-vehicle camera 96 mounted on the vehicle 10. This driving operation of the vehicle occupant is acquired at all times. Further, for example, with respect to the shift lever operation, it is also acquired together with the operation position POSsh detected by the shift position sensor 85, and the detailed shift lever operation is judged based on this operation position POSsh. That is, the data acquisition portion 108 judges and acquires the driving operation of the vehicle occupant based on the image data acquired by the in-vehicle camera 96 and various information detected by various sensors such as the shift position sensor 85.

[0056] When the driving operation data is acquired, the data acquisition portion 108 transmits the acquired driving operation data to the server 200 at all times via the transceiver 90 or the like. The server 200 is provided with a data storage portion 202 that stores the driving operation data related to the driving operation transmitted for each vehicle. When the driving operation data is transmitted, the data storage portion 202 stores the driving operation data for each vehicle in the order of the time series at all times. Figure 3 An overview of the driving operation data stored in the server 200 is shown. When the driving operation data of the vehicle occupant is acquired, as shown in Figure 3 the operation time at which the driving operation was performed, the content of the driving operation are stored in the server 200 at all times to be collected as an overview of the driving operation data.

[0057] Further, the data acquisition portion 108 acquires data (information) related to the vehicle state at all times at a prescribed time interval. As the data related to the vehicle state (hereinafter referred to as vehicle state data), for example, there are the engine speed Ne and its rate of change, the vehicle speed V, the MG2 speed Nm of the second rotary electric machine MG2 and its rate of change, the working oil temperature THoil, the engine torque Te, the accelerator opening degree θacc, the vehicle speed V, the operation position POSsh, the gear position of the stepped transmission portion 20, the travel distance or travel time, and the like. These various information is acquired at all times at a prescribed time interval as the vehicle state data. When the vehicle state data is acquired at a prescribed time interval, the data acquisition portion 108 transmits this vehicle state data to the server 200 at all times via the transceiver 90 or the like. When the vehicle state data at a prescribed time interval for each of the vehicles is transmitted to the server 200, the data storage portion 202 stores the vehicle state data related to the transmitted vehicle state in the order of the time series at all times.

[0058] The failure occurrence determination unit 110 determines whether a failure or a reduction in durability of a component mounted on the vehicle 10 has occurred. The failure occurrence determination unit 110 determines the occurrence of a failure or a reduction in durability, for example, on the basis of information (diagnostic data) from various diagnostic devices (not shown) mounted on the vehicle 10. For example, in a case where slip is detected in the clutch Cl of the stepped transmission portion 20 due to wear of the friction plates of the clutch Cl, the diagnostic device determines that the durability of the clutch Cl is reduced.

[0059] In a case where it is determined that a failure or a reduction in durability of a component has occurred, the specific driving operation recognition unit 112 determines whether a diagnosis is made as to whether a specific driving operation (hereinafter referred to as a specific driving operation) that is likely to cause a failure or a reduction in durability of a component is present or not. In a case where the determination is affirmative, a diagnosis is made as to whether the specific driving operation is present or not.

[0060] In a case where it is determined that a diagnosis is made as to whether the specific driving operation is present or not, the specific driving operation recognition unit 112 determines whether the specific driving operation is present or not on the basis of data related to the driving operation stored in the data storage unit 202. The specific driving operation recognition unit 112 acquires a list of the driving operation data up to the present from the server 200, and recognizes, from the acquired list of the driving operation data, a specific driving operation performed by the vehicle occupant that is a cause of a failure or a reduction in durability of a component. The specific driving operation is a driving operation that is likely to be a cause of a failure or a reduction in durability of a component, and is a driving operation that is generally considered to be a misoperation. Note that the specific driving operation includes not only a driving operation (so-called misoperation) performed by the vehicle occupant unintentionally, but also a driving operation performed intentionally.

[0061] The specific driving operation includes, for example, an operation of switching the operation position POSsh of the shift lever 98 from the N position (power transmission blocking position) to the D position (power transmission position) in a state where the vehicle occupant is depressing the accelerator pedal. The specific driving operation is specified in a plurality of types in advance by experiment or by design. The specific driving operation recognition unit 112 stores a plurality of types of driving operations corresponding to the specific driving operation in advance, and determines that the specific driving operation is present in a case where a driving operation corresponding to the specific driving operation is detected from the list of the driving operation data. At this time, the specific driving operation recognition unit 112 acquires the content of the detected specific driving operation and the operation time at which the driving operation is performed.

[0062] When it is determined that the specific driving operation exists, the specific driving operation recognition unit 112 determines whether the failure or the durability reduction of the part is caused by the specific driving operation of the vehicle occupant based on the vehicle state data related to the vehicle state at the time when the specific driving operation is performed, which is stored in the data storage unit 202. Note that, in a case where a plurality of specific driving operations are detected, it is determined whether each of the specific driving operations is the cause of the failure or the durability reduction of the part. For example, it is determined in order from the specific driving operation performed in the vicinity of the time point at which the failure or the durability reduction of the part occurs whether the specific driving operation is the cause of the failure or the durability reduction of the part.

[0063] The specific driving operation recognition unit 112 acquires the vehicle state data in the vicinity of the operation time (also referred to as the operation time point) at which the specific driving operation is performed from the server 200. Then, the specific driving operation recognition unit 112 determines whether the vehicle state (including the change in the vehicle state) that causes the failure or the durability reduction of the part is detected from the vehicle state data at the operation time at which the specific driving operation is performed. For example, when the rate of change in the engine speed Ne at the time point at which the specific driving operation is performed exceeds an upper limit value specified in advance through design, or when the operating oil temperature THoil exceeds an allowable temperature specified in advance through design, it is determined that the vehicle state that can cause the failure or the durability reduction of the part is detected. Note that a plurality of kinds of vehicle states that can cause the failure or the durability reduction of the part are specified in advance, and the specific driving operation recognition unit 112 stores these vehicle states in advance.

[0064] Further, when the vehicle state that can cause the failure or the durability reduction of the part is detected at the operation time at which the specific driving operation is performed, the specific driving operation recognition unit 112 determines whether there is a correlation between the vehicle state and the specific driving operation. For example, when the specific driving operation in which the operation position POSsh is switched from the N position to the D position is performed in a state in which the accelerator pedal is depressed, the MG2 speed Nm sharply decreases. Therefore, in a case where the MG2 speed Nm sharply decreases when the specific driving operation described above is performed, it is determined that there is a correlation between the vehicle state and the specific driving operation. In a case where the vehicle state that is caused by the specific driving operation is detected when the specific driving operation is performed, it is determined that there is a correlation between the vehicle state and the specific driving operation. The specific driving operation recognition unit 112 stores the vehicle state with which the specific driving operation has a correlation for each specific driving operation, and determines that there is a correlation between the specific driving operation and the vehicle state when the vehicle state with which the specific driving operation has a correlation is caused when the specific driving operation is performed.

[0065] Further, the specific driving operation recognition part 112 determines whether there is a correlation between the failure or durability reduction of the parts and the vehicle state of the operation time in which the specific driving operation is performed. For example, when the specific driving operation of switching from the N position to the D position is performed in the depressed state of the accelerator pedal as described above, the load applied to the clutch CI increases sharply, and the MG2 rotational speed Nm of the second rotary machine MG2 sharply decreases. That is, there is a correlation between the durability reduction of the clutch CI and the decrease in the MG2 rotational speed Nm. Thus, for example, when the durability of the clutch CI is reduced, if the decrease in the MG2 rotational speed Nm due to the specific driving operation (vehicle state) is detected, the specific driving operation recognition part 112 determines that there is a correlation between the failure or durability reduction of the parts and the vehicle state. The specific driving operation recognition part 112 has stored in advance, for each content of the failure or durability reduction of the parts, the vehicle state that has a correlation with the failure or durability reduction of the parts, i.e., becomes a cause of the failure or durability reduction of the parts, and determines that there is a correlation between the failure or durability reduction of the parts and the vehicle state, in a case where the vehicle state based on the specific driving operation corresponds to the failure or durability reduction of the parts.

[0066] In a case where there is a correlation between the specific driving operation and the vehicle state, and there is a correlation between the failure or durability reduction of the parts and the vehicle state, the specific driving operation recognition part 112 determines that the specific driving operation can become a cause of the failure or durability reduction of the parts. On the other hand, in a case where it is determined that there is no correlation between the specific driving operation and the vehicle state and / or there is no correlation between the failure or durability reduction of the parts and the vehicle state, the specific driving operation recognition part 112 determines that the specific driving operation is not likely to become a cause of the failure or durability reduction of the parts or is less likely to become a cause of the failure or durability reduction of the parts. When it is determined that the specific driving operation is not likely to become a cause of the failure or durability reduction of the parts or is less likely to become a cause of the failure or durability reduction of the parts, in a case where a plurality of specific driving operations are detected, the specific driving operation recognition part 112 also determines whether the other specific driving operations are likely to become a cause of the failure or durability reduction of the parts. When it is determined that none of the detected specific driving operations is likely to become a cause of the failure or durability reduction of the parts or is less likely to become a cause of the failure or durability reduction of the parts, the specific driving operation recognition part 112 determines that the specific driving operation is not likely to become a cause of the failure or durability reduction of the parts or is less likely to become a cause of the failure or durability reduction of the parts.

[0067] Here, most of the specific driving operations are performed only once and do not cause failure of parts or reduction in durability, but the number of times the specific driving operation is performed accumulates to exceed a predetermined number or the same specific driving operation is repeatedly performed in a short period of time or a short distance of travel, which causes failure of parts or reduction in durability. Therefore, the specific driving operation recognition unit 112 counts the number of times N the specific driving operation is performed accumulatively for each content of the specific driving operation based on the driving operation data. Further, the specific driving operation recognition unit 112 determines whether the specific driving operation is the cause of failure of parts or reduction in durability based on whether the counted number of times N the specific driving operation is performed accumulatively exceeds a predetermined number of times a set in advance. Specifically, the specific driving operation recognition unit 112 determines that the specific driving operation is the cause of failure of parts or reduction in durability when the number of times N the specific driving operation is performed accumulatively exceeds the predetermined number of times a in the case where failure of parts or reduction in durability occurs. The predetermined number of times a is set as a threshold value of the number of times N the failure of parts or reduction in durability associated with the specific driving operation occurs accumulatively for each content of the specific driving operation in advance by experiment or by design. Note that the predetermined number of times a is one for the operation that can cause failure of parts or reduction in durability by performing the specific driving operation once.

[0068] Further, sometimes failure of parts or reduction in durability occurs due to the fact that the specific driving operation is repeatedly performed in a short period of time or a short distance of travel. In this case, the specific driving operation recognition unit 112 determines whether the specific driving operation is the cause of failure of parts or reduction in durability based on whether the number of times the specific driving operation is performed exceeds a predetermined number of times β1 for each predetermined distance of travel Ls or whether the number of times the specific driving operation is performed exceeds a predetermined number of times β2 for each predetermined period of time Ts. Specifically, the specific driving operation recognition unit 112 determines that the specific driving operation is the cause of failure of parts or reduction in durability when the number of times the specific driving operation is performed exceeds the predetermined number of times β1 for each predetermined distance of travel Ls or when the number of times the specific driving operation is performed exceeds the predetermined number of times β2 for each predetermined period of time Ts.

[0069] Figure 4 The relationship between the distance of travel L of the vehicle 10 and the number of times N the specific driving operation is performed accumulatively when the specific driving operation is performed in the travel of the vehicle 10 is shown. In Figure 4 the graph, the horizontal axis indicates the distance of travel L of the vehicle 10, and the vertical axis indicates the number of times N the specific driving operation is performed accumulatively. In Figure 4In this way, the number of times N that the specified driving operation is performed increases significantly. When the number N of times that the specified driving operation is performed exceeds the specified number β1 in each of the specified travel distances Ls (L1 to L2), the specified driving operation recognition unit 112 determines that the specified driving operation is highly likely to be the cause of the failure or the reduction in durability of the parts. Note that the travel distance Ls, the travel time Ts, and the specified number (β1, β2) set for each travel distance Ls and travel time Ts, which are specified for determining the failure or the reduction in durability of the parts, are experimentally or by design determined in advance for each content of the specified driving operation, and are set as thresholds at which the failure or the reduction in durability of the parts begins to occur.

[0070] Further, the likelihood that the specified driving operation is the cause of the failure or the reduction in durability of the parts can also be classified into a plurality of stages according to the cumulative number N of times that the specified driving operation is performed. For example, the likelihood that the specified driving operation is the cause of the failure or the reduction in durability of the parts can be classified into three stages (high, medium, and low) according to the cumulative number N of times that the specified driving operation is performed. Specifically, two (α1, α2) specified numbers α, which are thresholds for the cumulative number N of times that the specified driving operation is performed for determining the likelihood that the specified driving operation is the cause of the failure or the reduction in durability of the parts, are set, and the likelihood is determined to be low when the number N of times that the specified driving operation is performed is less than the specified number α1, to be medium when the number N of times that the specified driving operation is performed is within the range of the specified number α1 to the specified number α2, and to be high when the number N of times that the specified driving operation is performed exceeds α2. Further, the likelihood can also be quantified (e.g., 10%, 20%,...) by specifying the specified number α, which is a threshold for the number N of times that the specified driving operation is performed for determining the likelihood that the specified driving operation is the cause of the failure or the reduction in durability of the parts, in detail. Note that the specific values of the specified numbers (α1, α2,...) are experimentally or by design determined in advance, and are appropriately changed for each content of the specified driving operation.

[0071] When it is determined whether or not the specific driving operation is the cause of the failure or the durability reduction of the part, the specific driving operation recognition section 112 reports the possibility that the specific driving operation is the cause of the failure or the durability reduction of the part to the inspector via the information notification device 89 or the like. For example, in a case where it is determined that the possibility that the prescribed specific driving operation is the cause of the failure or the durability reduction of the part is high, the content of the specific driving operation and the degree of the possibility that the specific driving operation is the cause of the failure or the durability reduction of the part are reported to the inspector by the sound from the sound device or the display on the in-vehicle display that constitute the information notification device 89.

[0072] Figure 5 is a flowchart illustrating a control operation of determining whether or not the failure or the durability reduction of the part of the vehicle 10 is caused by the specific driving operation of the vehicle occupant when the failure or the durability reduction occurs in the part of the vehicle 10. The flowchart is executed when the cause of the failure or the durability reduction of the part of the vehicle 10 is diagnosed.

[0073] First, in a step (hereinafter, the step is omitted) S10 corresponding to the control function of the failure occurrence determination section 110, it is determined whether or not the failure or the durability reduction of the part of the vehicle 10 occurs. For example, the occurrence of the failure or the durability reduction of the part is determined on the basis of the information of the diagnosis data of various diagnosis devices provided in the vehicle 10. In a case where the determination in S10 is negative, the present routine is ended. In a case where the determination in S10 is affirmative, in S20 corresponding to the control function of the specific driving operation recognition section 112, it is determined whether or not the instruction to diagnose whether or not the specific driving operation exists is output. In a case where the determination in S20 is negative, the present routine is ended. In a case where the determination in S20 is affirmative, in S30 corresponding to the control function of the specific driving operation recognition section 112, the list of the driving operation data stored in the data storage section 202 of the server 200 is acquired, and the specific driving operation is recognized from the list of the driving operation data. Further, in a case where the specific driving operation is recognized from the list of the driving operation data, the content of the specific driving operation and the operation time at which the specific driving operation is performed are acquired. In S40 corresponding to the control function of the specific driving operation recognition section 112, it is determined on the basis of S30 whether or not the specific driving operation exists. In a case where the determination in S40 is negative, the present routine is ended.

[0074] In the case where the determination of S40 is affirmative, in S50 corresponding to the control function of the specific driving operation recognition section 112, the various information related to the vehicle state of the vehicle 10, that is, the vehicle state data, stored in the data storage section 202 of the server 200 is acquired from the server 200. Next, in S60 corresponding to the control function of the specific driving operation recognition section 112, it is verified whether the specific driving operation recognized by S30 can be a cause of the failure of the parts or the reduction in durability.

[0075] Hereinafter, the control operation of the specific driving operation recognition section 112 that determines whether the specific driving operation of S60 can be a cause of the failure of the parts or the reduction in durability will be described using the flowchart of Figure 6 It is to be noted that in the case where a plurality of specific driving operations are recognized, it is determined in order from the specific driving operation performed at the time point close to the time point at which the failure of the parts or the reduction in durability occurred whether the possibility of being a cause of the failure of the parts or the reduction in durability is high.

[0076] In Figure 6In step S100, it is determined whether a vehicle state (including changes in vehicle state) that could lead to component failure or reduced durability is detected from the acquired vehicle state data. If the determination in S100 is negative, in step S150, it is determined that the specific driving operation is unlikely to be a cause of component failure or reduced durability, or that the specific driving operation is a low probability cause of component failure or reduced durability, and the process returns. If the determination in S100 is positive, in step S110, it is determined whether there is a correlation between the vehicle state detected by S100 and the specific driving operation. If the determination in S110 is negative, in step S150, it is determined that the specific driving operation is unlikely to be a cause of component failure or reduced durability, or that the specific driving operation is a low probability cause of component failure or reduced durability, and the process returns. If the determination in S110 is positive, in step S120, it is determined whether there is a correlation between component failure or reduced durability and the vehicle state detected by S100. If the determination in S120 is negative, in S150 it is determined that the specific driving operation is unlikely to be the cause of part failure or reduced durability, or that the specific driving operation is unlikely to be the cause of part failure or reduced durability, and the process returns. If the determination in S120 is positive, in S130 it is determined whether the cumulative number N of the specific driving operation performed exceeds a predetermined number α. If the determination in S130 is positive, in S140 it is determined that the specific driving operation may be the cause of part failure or reduced durability, and the process returns. If the determination in S130 is negative, in S150 it is determined that the specific driving operation is unlikely to be the cause of part failure or reduced durability, or that the specific driving operation is unlikely to be the cause of part failure or reduced durability, and the process returns.

[0077] Back Figure 5 The flowchart describes a process where, in S70, corresponding to the control function of the specific driving operation recognition unit 112, a determination is made based on the determination result of S60 to determine whether a specific driving operation might be the cause of a part malfunction or reduced durability. If the determination in S70 is negative, in S90, corresponding to the control function of the specific driving operation recognition unit 112, it is determined that the specific driving operation is unlikely to be the cause of a part malfunction or reduced durability, or that the probability of the specific driving operation being the cause of a part malfunction or reduced durability is low. If the determination in S70 is positive, in S80, corresponding to the control function of the specific driving operation recognition unit 112, it is determined that the specific driving operation might be the cause of a part malfunction or reduced durability.

[0078] As described above, according to the present embodiment, in a case where it is determined by the specific driving operation recognition unit 112 that there is a specific driving operation that is likely to cause a failure or a reduction in durability of a part based on data related to the driving operation, and a failure or a reduction in durability of a part mounted on the vehicle 10 has occurred, it is possible to identify whether the failure or the reduction in durability of the part is caused by the specific driving operation of the vehicle occupant based on data related to the state of the vehicle at the time when the specific driving operation was performed.

[0079] Further, according to the present embodiment, the image data related to the driving operation of the vehicle occupant is acquired based on image data of the vehicle occupant captured by the vehicle-mounted camera 96, and the driving operation of the vehicle occupant is determined based on the acquired image data, whereby it is possible to acquire data related to the driving operation of the vehicle occupant. Further, when the data related to the driving operation is acquired, it is possible to determine whether there is a specific driving operation based on whether there is a driving operation corresponding to the specific driving operation in the data. It is possible to determine whether the specific driving operation becomes a cause of a failure or a reduction in durability of a part based on the number of accumulations of the specific driving operation being performed, the number of times of the specific driving operation being performed per a predetermined travel time Ts, or the number of times of the specific driving operation being performed per a predetermined travel distance Ls, which are associated with the failure or the reduction in durability of the part.

[0080] Next, other embodiments of the present application will be described. Note that in the following description, the same reference numerals are assigned to portions common to the above-described embodiments, and the description thereof will be omitted.

[0081] [Embodiment 2]

[0082] Figure 7 The overall configuration of a specific driving operation recognition system 300 corresponding to other embodiments of the present application is shown. Note that in the following description, the same reference numerals are assigned to portions common to the above-described embodiments, and the description thereof will be omitted. Figure 7 In the following description, the configuration of the vehicle 10 and various sensors and the like that input various information to the vehicle control device 100 are omitted.

[0083] The specific driving operation recognition system 300 is configured to include the vehicle control device 100, the server 200, and the conversational robot 302.

[0084] The conversational robot 302 is provided in the vehicle 10 and is configured to be able to have a conversation between the conversational robot 302 and the vehicle occupant. The shape of the conversational robot 302 is appropriately set according to the preference of the vehicle occupant. The conversational robot 302 includes a camera 304, a display 306 for display, a speaker 308 and a microphone 310 for having a conversation with the vehicle occupant, and an electronic control device (not shown) that controls the operation of the conversational robot 302, and the like. In addition, the conversational robot 302 is configured to be able to exchange information between the conversational robot 302 and the vehicle control device 100 and between the conversational robot 302 and the server 200 via wireless communication.

[0085] The conversational robot 302 has a conversation with the vehicle occupant and at all times acquires the content of the conversation as conversation data. In addition, in a case where the vehicle occupant is configured to issue an operation instruction to various devices of the vehicle 10 via the voice of the vehicle occupant, the voice of the vehicle occupant is at all times acquired as voice data. The driving operation data is at all times acquired based on the content of the acquired conversation data and voice data. In addition, the conversational robot 302 is also able to monitor the driving operation of the vehicle occupant via the camera 304, is able to recognize the driving operation of the vehicle occupant based on the image data acquired by the camera 304, and at all times acquires the content of the driving operation. That is, the image data is acquired to determine the operation of the vehicle occupant in place of the in-vehicle camera 96 mounted on the vehicle 10. The voice data, the conversation data, and the image data of the vehicle occupant acquired by the conversational robot 302 are stored in a storage device (not shown) of the conversational robot 302 or are stored in the server 200 via wireless communication.

[0086] In addition, a plurality of types of driving operations that are defined as specific driving operations are at all times stored in the storage device of the conversational robot 302, and the conversational robot 302 at all times determines whether a driving operation that is defined as a specific driving operation is performed. Note that, when determining whether a specific driving operation is performed, information such as the operation position POSsh can also be at all times provided to the conversational robot 302 from the vehicle control device 100 via wireless communication as needed. In addition, in a case where it is determined that a specific driving operation is performed, the conversational robot 302 asks the vehicle occupant whether the specific driving operation is performed, and in a case where the vehicle occupant answers that the specific driving operation is performed, the vehicle occupant can also be instructed not to perform such a specific driving operation. Note that, the inquiry related to the specific driving operation at this time is also acquired as conversation data and is at all times stored in the storage device.

[0087] In the case where a failure or a decrease in durability of a part has occurred, it is determined whether or not a specific driving operation has been performed based on the content of the voice data or the conversation data of the vehicle occupant stored in the conversational robot 302. Further, in the case where, during or after the vehicle is running, the conversational robot 302 asks whether or not a specific driving operation has been performed, and the vehicle occupant answers the question of the conversational robot 302 that a specific driving operation has been performed, it is also determined that a specific driving operation has been performed. Also, whether or not a specific driving operation has been performed is determined by the image data acquired by the camera of the conversational robot 302, so that whether or not a specific driving operation has been performed can be determined with higher accuracy. Thus, the conversational robot 302 can function to determine whether or not a specific driving operation has been performed. Further, after it is determined whether or not a specific driving operation has been performed, it is determined whether or not a failure or a decrease in durability of a part can have been caused by a specific driving operation based on the same procedure as the above. Figure 5 , Figure 6

[0088] Thus, whether or not a specific driving operation has been performed can be determined based on the conversation data of the conversational robot 302 with the vehicle occupant, the voice data of the vehicle occupant acquired by the conversational robot 302, and whether or not a specific driving operation has been performed can also be determined based on the image data acquired by the conversational robot 302.

[0089] As described above, according to the present embodiment, whether or not a specific driving operation has been performed, the content of a specific driving operation, and the like can be acquired based on the content of the voice data or the conversation data of the vehicle occupant acquired by the conversational robot 302.

[0090] The above-described embodiment of the present application has been described in detail based on the drawings, but the present application can also be applied to other schemes.

[0091] For example, in the above-described embodiment 1, the driving operation of the vehicle occupant is acquired at all times based on the image data acquired at all times by the in-vehicle camera 96 and stored in the server 200, but it is not necessarily required to store all the driving operations, and only the driving operation corresponding to a specific driving operation can be acquired and stored in the server 200. Thus, the amount of data of the driving operation data stored in the server 200 is reduced.

[0092] ​Further, in the above-described embodiment 1, when acquiring information related to various driving operations of the vehicle occupant as the driving operation data, the data stored in the data storage section 202 of the server 200, but it is not necessarily required to be stored in the data storage section 202 of the server 200, for example, it can be stored in the storage device on the vehicle 10 side. Further, for the vehicle state data as the information related to the vehicle state, it is not necessarily limited to the scheme of being stored in the data storage section 202 of the server 200, it can be stored on the vehicle 10 side. The driving operation data and the vehicle state data are stored in the vehicle 10, whereby the specific driving operation recognition system can be constituted on the vehicle 10 side only without the server 200. Further, it can be that the driving operation data is stored on the vehicle 10 side, and the vehicle state data is stored in the data storage section of the server 200, and the like, the data storage sections are respectively provided in the vehicle 10 and the server 200.

[0093] Further, in the above-described embodiment, the failure or durability reduction of the parts mounted on the vehicle 10 is determined based on information from various diagnostic devices mounted on the vehicle 10, but it can be judged based on the indication from the vehicle occupant, the inspection content of the inspector.

[0094] Further, in the above-described embodiment 2, the conversational robot 302 stores the conversational data and the voice data of the conversational robot 302 and the vehicle occupant during the vehicle travel, and determines the presence or absence of the specific driving operation based on the stored conversational data and voice data, but it can be that after the failure or durability reduction of the parts has occurred, the vehicle occupant is asked by the conversational robot 302 whether or not the specific driving operation has been performed.

[0095] Further, in the above-described embodiment 1, the image data in the vehicle cabin is acquired by the in-vehicle camera 96 provided in the vehicle cabin, but for example, as long as it is a camera that can acquire the image data in the vehicle cabin along with the camera used for automatic driving, it can be appropriately used.

[0096] Further, in the above-described embodiment, when the failure or durability reduction of the parts occurs, it is determined based on the data related to the driving operation whether or not there is a specific driving operation that can cause the failure or durability reduction of the parts, but the present application is not necessarily limited to this scheme. Specifically, it can be that when each driving operation is performed, it is judged whether or not the driving operation corresponds to the specific driving operation. For example, when each driving operation is performed, it is determined whether or not the driving operation corresponds to the specific driving operation, and a flag is set in the case where it corresponds to the specific driving operation. Further, in the case where the failure or durability reduction of the parts has occurred, it is judged based on whether or not the flag is set whether or not the specific driving operation is present.

[0097] Further, in the above-described embodiment, the vehicle 10 is configured to have the power transmission device 12 in which the continuously variable transmission 18 and the stepped transmission 20 are connected in series, but the configuration of the vehicle of the present application is not necessarily limited thereto. For example, the engine and the rotary machine can be directly connected without passing through the differential mechanism 32 or the like, and a stepped transmission can be provided between the engine and the rotary machine and the drive wheels. Further, the stepped transmission is not necessarily limited, and a belt-type continuously variable transmission or the like can be used.

[0098] Further, in the above-described embodiment, the vehicle 10 is a hybrid vehicle that uses the engine 14 and the second rotary machine MG2 as the drive power sources, but the present application is not necessarily limited to a hybrid vehicle. For example, it can be a vehicle that uses only the engine 14 as the drive power source, or an electric vehicle that uses only a rotary machine as the drive power source. That is, the present application is not particularly limited in terms of the drive power sources, the drive form, or the like of the vehicle.

[0099] Note that the above-described content is merely one embodiment, and the present application can be implemented by various modified examples based on the knowledge of those skilled in the art.

Claims

1. A specific driving operation identification system (8; 300) for identifying whether a failure or a decrease in durability of a component mounted on a vehicle (10) is caused by an operation of an occupant of the vehicle, the specific driving operation identification system (8; 300) characterized by comprising: a data acquisition section (108) that acquires driving operation data that is data related to a driving operation of the occupant of the vehicle and an operation time at which the operation is performed; a failure occurrence determination section (110) that determines occurrence of a failure or a decrease in durability based on diagnosis data from a diagnosis device mounted on the vehicle; a data storage section (202) that stores data related to the driving operation of the occupant of the vehicle and data related to a state of the vehicle; and a specific driving operation identification section (112) that determines, based on the data related to the driving operation stored in the data storage section (202), whether or not there is a specific driving operation that is likely to cause the failure or the decrease in durability of the component, and, in a case where the failure or the decrease in durability of the component occurs, if it is determined that there is the specific driving operation, identifies, based on the data related to the state of the vehicle at the time when the specific driving operation is performed stored in the data storage section (202), whether or not the failure or the decrease in durability of the component is caused by the specific driving operation of the occupant of the vehicle.

2. The specific driving operation identification system (8; 300) according to claim 1, characterized in that the data related to the driving operation is acquired based on image data of the occupant of the vehicle.

3. The specific driving operation identification system (300) according to claim 1, characterized in that the data related to the driving operation is acquired based on sound data or conversation data of the occupant of the vehicle.

4. The specific driving operation identification system (8; 300) according to any one of claims 1 to 3, characterized in that the specific driving operation identification section (112) stores, in advance, a driving operation corresponding to the specific driving operation, and determines that there is the specific driving operation in a case where the driving operation corresponding to the specific driving operation is detected from the data related to the driving operation.

5. The specific driving operation identification system (8; 300) according to any one of claims 1 to 3, characterized in that the specific driving operation identification section (112) determines whether or not the specific driving operation is a cause of the failure or the decrease in durability of the component based on any one of whether or not a cumulative number of times (N) at which the specific driving operation is performed exceeds a predetermined number of times (α), whether or not a number of times at which the specific driving operation is performed per a predetermined travel time (Ts) exceeds a predetermined number of times (β2), or whether or not a number of times at which the specific driving operation is performed per a predetermined travel distance (Ls) exceeds a predetermined number of times (βl) in association with the failure or the decrease in durability of the component. ​ ​ ​ ​ ​ ​ ​ ​ ​

Images